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WO2025020632A1 - Steering system, corner module, and vehicle - Google Patents

Steering system, corner module, and vehicle Download PDF

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Publication number
WO2025020632A1
WO2025020632A1 PCT/CN2024/092577 CN2024092577W WO2025020632A1 WO 2025020632 A1 WO2025020632 A1 WO 2025020632A1 CN 2024092577 W CN2024092577 W CN 2024092577W WO 2025020632 A1 WO2025020632 A1 WO 2025020632A1
Authority
WO
WIPO (PCT)
Prior art keywords
steering
transmission shaft
assembly
elastic member
bearing
Prior art date
Application number
PCT/CN2024/092577
Other languages
French (fr)
Chinese (zh)
Inventor
杨萍
苟斌
赵春来
张泽阳
王云中
Original Assignee
东风汽车集团股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 东风汽车集团股份有限公司 filed Critical 东风汽车集团股份有限公司
Publication of WO2025020632A1 publication Critical patent/WO2025020632A1/en

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D5/00Power-assisted or power-driven steering
    • B62D5/04Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0418Electric motor acting on road wheel carriers
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D3/00Steering gears
    • B62D3/02Steering gears mechanical
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16FSPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/02Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems
    • F16F15/04Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using elastic means

Definitions

  • the present application belongs to the technical field of electric vehicles, and in particular to a steering system, a corner module and a vehicle.
  • the present application aims to at least to some extent solve the technical problem that the output shaft of the steering motor of the steering mechanism is rigidly connected to the wheel assembly, which easily causes the output shaft of the steering motor to be subjected to a large bending moment under the action of a large lateral force, leading to serious consequences such as failure of the steering mechanism and loss of vehicle control.
  • the present application provides a steering system, an angle module and a vehicle.
  • An embodiment of the present application provides a steering system, the steering system comprising:
  • a steering powertrain configured to be mounted on a body of a vehicle
  • a steering actuator assembly configured to be connected to a running system of the vehicle
  • the buffer device includes a first connecting component and a second connecting component, wherein the first connecting component is connected to more than one connecting position, the second connecting component is connected to more than one connecting position, and the first connecting component is connected to The second connecting components are connected to the elastic member at intervals through the connecting positions.
  • the first transmission shaft and the second transmission shaft are disposed opposite to each other on both sides of the elastic member.
  • the elastic member is in the shape of a hollow ring.
  • the first connection component includes:
  • first connecting plate being connected between two or more of the first connecting sleeves and the first transmission shaft
  • the second connection component comprises:
  • the more than two second connecting sleeves are respectively connected to the more than two connecting positions in a one-to-one correspondence;
  • a second connecting plate is connected between two or more of the second connecting sleeves and the second transmission shaft.
  • the buffer device further comprises:
  • a first lining plate which is disposed on a side of the elastic member away from the first connecting plate and connected to the first connecting sleeve;
  • a second lining plate is arranged on a side of the elastic member away from the second connecting plate and connected to the second connecting sleeve.
  • the shape of the first lining plate matches the shape of the elastic member, and the first lining plate is provided with a first avoidance hole for avoiding the second connecting sleeve;
  • the shape of the second lining plate matches the shape of the elastic member, and the second lining plate is provided with a second avoidance hole for avoiding the first connecting sleeve.
  • the first lining plate is provided with a first connecting through hole for connecting to the first connecting sleeve, and the first connecting through hole is sunken relative to the first lining plate;
  • the second lining plate is provided with a second connecting through hole for connecting to the second connecting sleeve, and the second connecting through hole is sunken relative to the second lining plate.
  • the first connecting sleeve includes a first connecting inner tube and a The first buffer sleeve outside, the two ends of the first connecting inner tube are respectively connected to the elastic member and the first connecting plate, and the two ends of the first buffer sleeve are respectively abutted against the elastic member and the first connecting plate; the two ends of the second connecting inner tube are respectively connected to the elastic member and the second connecting plate, the second connecting sleeve includes a second connecting inner tube and a second buffer sleeve sleeved outside the second connecting inner tube, and the two ends of the second buffer sleeve are respectively abutted against the elastic member and the second connecting plate.
  • a bearing support device the bearing support device includes a support member and at least one rotating bearing arranged on the support member, the support member is configured to be connected to the body of the vehicle, and the rotating bearing is connected to the second transmission shaft and/or the steering execution assembly.
  • the rotating bearing includes a bearing outer ring, a bearing inner ring rotatably connected to the bearing outer ring, and a rolling body arranged between the bearing outer ring and the bearing inner ring, the bearing outer ring and the support member are an integral structure, and the bearing inner ring is connected to the second transmission shaft and/or the steering actuator assembly.
  • the rotary bearing is a double row angular contact ball bearing.
  • the embodiment of the present application further proposes a corner module, which includes a walking system and the above-mentioned steering system, wherein the walking system includes a wheel assembly, and the wheel assembly is connected to the steering execution assembly in the steering system.
  • the rotation axis of the steering transmission assembly in the steering system coincides with the ground contact point of the wheel assembly and is perpendicular to the ground.
  • An embodiment of the present application also provides a vehicle, which includes the above-mentioned corner module.
  • the above-mentioned steering system by arranging a steering transmission assembly with a buffer device between the steering power assembly and the steering execution assembly, can absorb directional impact forces by utilizing the deformation of the elastic member in the buffer device, thereby filtering the directional impact vibration of the ground, reducing or avoiding directional impact loads, and especially reducing or avoiding the load in the rotational radial direction of the steering transmission assembly. In other words, it can reduce the bending moment of the steering power assembly, effectively avoid the occurrence of serious consequences such as failure of the steering system and loss of vehicle control, and improve the safety of the steering system and the vehicle.
  • FIG1 shows a three-dimensional structural diagram of a buffer device in a steering system according to an embodiment of the present application
  • FIG2 shows a cross-sectional view of the buffer device in FIG1 ;
  • FIG3 shows a cross-sectional view of the connection between the bearing support device and the buffer device in the steering system according to an embodiment of the present application
  • FIG4 shows a front view of a corner module in an embodiment of the present application
  • FIG. 5 shows a left side view of the corner module of FIG. 4 .
  • present application may repeat reference numbers and/or reference letters in different examples, and such repetition is for the purpose of simplicity and clarity, and does not in itself indicate the relationship between the various embodiments and/or settings discussed.
  • present application provides various specific examples of processes and materials, but those of ordinary skill in the art may recognize the application of other processes and/or the use of other materials.
  • the present application provides a steering system, as shown in FIGS. 1 to 5 , which includes a steering power assembly 100, a steering actuator assembly 200, and a steering transmission assembly 300.
  • the steering power assembly 100 is configured to be installed on a vehicle body 10;
  • the steering actuator assembly 200 is configured to be connected to a vehicle running system;
  • the steering transmission assembly 300 includes a first transmission shaft 310 connected to the steering power assembly 100, a second transmission shaft 310 connected to the steering actuator assembly 200, and a second transmission shaft 311 connected to the steering power assembly 100.
  • a steering transmission assembly 300 having a buffer device 330 is provided between the steering power assembly 100 and the steering execution assembly 200.
  • the deformation of the elastic member 331 in the buffer device 330 can absorb directional impact forces, thereby filtering directional impact vibrations of the ground, reducing or avoiding directional impact loads, and especially reducing or avoiding the load in the rotational radial direction of the steering transmission assembly 300. That is to say, the bending moment of the steering power assembly 100 can be reduced, effectively avoiding the occurrence of serious consequences such as steering system failure and vehicle loss of control, and improving the safety of the steering system and the vehicle.
  • each wheel is independently equipped with a steering motor 110, so that each wheel can achieve independent steering, various driving modes can be achieved, and the turning angle of each wheel can be better distributed to improve the driving stability of the vehicle.
  • the output shaft of the steering motor 110 in this steering mechanism is rigidly connected to the wheel assembly 400 directly or through a reducer, and the steering motor 110 directly transmits the steering rotation motion to the wheel assembly 400.
  • this steering mechanism is different from the transmission suspension structure, and often does not have a suspension guide rod 230 system bushing or other vibration isolation and buffering components, and can often only filter the vertical impact of the road surface through a shock absorber.
  • the road impact comes from all directions.
  • the road impact in all directions will be transmitted to the reducer, steering motor 110 and vehicle body 10 of the steering mechanism.
  • the road impact in all directions will generate a large steering rotation radial load on the steering mechanism, which can easily cause the reducer components to get stuck and the steering motor 110 to fail.
  • the output shaft of the steering motor 110 is prone to be subjected to a large bending moment, resulting in serious consequences such as failure of the steering mechanism and loss of vehicle control.
  • the torque motor reducer assembly when the driver turns the steering wheel, the torque motor reducer assembly outputs a torque, which is transmitted to the inner ring 342 of the large diameter disc bearing through the steering transmission shaft, and the inner ring 342 of the large diameter bearing is connected to the wheel cross plate, and the torque is then transmitted to the wheel cross plate, and then transmitted to the linear bearing seat through two guide rods 230 fixed between the wheel cross plate and the linear bearing seat, and the linear bearing seat is directly connected to the wheel assembly 400, so the torque makes the wheel assembly 400 produce a corresponding angle of rotation, realizing the steering function of the car.
  • the steering torque transmission structure of the steering motor 110 is rigidly connected, and there is no vibration damping buffer mechanism in the middle.
  • the lateral and longitudinal impact force transmitted from the road surface to the steering mechanism will be directly transmitted to the steering reducer and the steering motor 110, which is easy to cause the reducer to get stuck and the steering motor 110 to be blocked, which is extremely unfavorable to the service life of the steering motor 110 and the reducer, and affects the safety of vehicle use.
  • a kingpin zero-offset wire-controlled independent drive and steering vehicle running mechanism is composed of a wheel component, a suspension component, and a steering component
  • the steering component is composed of a kingpin assembly and a steering vertical shaft assembly.
  • the kingpin assembly includes a steering motor 110, a reducer, a reducer output flange, an inner spline flange, a kingpin sleeve, a kingpin, an encoding disc, a photoelectric sensor, a tapered roller bearing, and a round locking nut.
  • the kingpin is installed in the kingpin sleeve through two tapered roller bearings.
  • the shoulder at the lower end of the kingpin contacts the lower end face of the inner ring of one tapered roller bearing, and the upper end face of the outer ring of the tapered roller bearing contacts the lower end face of the flange at the lower part of the inner wall of the kingpin sleeve; the lower end face of the outer ring of the other tapered roller bearing contacts the upper end face of the flange at the middle part of the inner wall of the kingpin sleeve, and the upper end face of the inner ring of the tapered roller bearing contacts the lower end face of the round locking nut.
  • the steering motor 110 and the reducer are connected to the kingpin sleeve.
  • the output end of the reducer and the output flange of the reducer are fixedly connected by bolts, the output flange of the reducer and the internal spline flange are fixedly connected by bolts and positioning pins, the internal spline flange is sleeved on the upper end of the kingpin, the encoding disc is sleeved on the transition shaft at the lower end of the kingpin, the kingpin is fixedly connected with the encoding disc and the steering vertical shaft assembly by bolts, and the axial symmetry lines of the steering motor 110, the reducer, the kingpin sleeve, the kingpin and the encoding disc are collinear.
  • the steering vertical shaft assembly includes a main steering arm 210, two steering vertical shafts of the same structure, an upper distance plate and a lower distance plate.
  • the left end of the main steering arm 210 is fixedly connected to the lowermost end of the kingpin, and the right end of the main steering arm 210 is fixedly connected to the upper ends of two steering vertical shafts with the same structure.
  • the axis symmetry lines of the two steering vertical shafts with the same structure are perpendicular to the bottom end surface of the main steering arm 210.
  • the upper distance plate and the lower distance plate are respectively fixedly connected to the middle and lower ends of the two steering vertical shafts with the same structure.
  • the axis symmetry lines of the two steering vertical shafts with the same structure are parallel to the axis symmetry line of the kingpin.
  • the steering motor 110 in the steering component drives the kingpin to turn through the reducer, and then drives the wheel to turn.
  • the main steering arm 210 of the steering mechanism is rigidly connected to the kingpin, and the kingpin is rigidly connected to the steering reducer output flange through an internal spline flange, without any vibration damping and buffering mechanism in between.
  • the lateral and longitudinal impact forces of the road surface will be directly transmitted to the steering reducer and the steering motor 110, which may easily lead to problems such as the reducer getting stuck and the steering motor 110 being blocked, which is extremely detrimental to the service life of the steering motor 110 and the reducer, and affects the safety of vehicle use.
  • an embodiment of the present application proposes a steering system, as shown in Figures 1 and 2, a buffer device 330 is introduced into the steering system, so that the first transmission shaft 310 and the second transmission shaft 320 in the buffer device 330 are connected to the elastic member 331 in the buffer device 330 in a manner of being staggered along the rotational radial direction of the steering transmission assembly 300.
  • the wheel assembly 400 in the traveling system is impacted by the road surface, the road surface impact in various directions is transmitted to the steering execution assembly 200, the steering transmission assembly 300 and the transmission power assembly in sequence through the wheel assembly 400 of the traveling system.
  • the elastic member 331 in the buffer device 330 is deformed by the road surface impact in various directions.
  • the deformation of the elastic member 331 buffers and absorbs the road surface impact in various directions, especially reduces the impact load in the rotational radial direction of the steering transmission assembly 300, so that the road surface impact in various directions received by the steering power assembly 100 is reduced or even eliminated, so as to avoid the steering power assembly 100 from getting stuck in the reducer and the steering motor 110 from getting stuck.
  • the problems of stalling and the like can be solved, thereby extending the service life of the steering motor 110 and the reducer and improving the safety of vehicle use.
  • the road impact is filtered by the buffer device 330, so as to reduce the adverse effect on the NVH (Noise, Vibration, Harshness) of the vehicle.
  • NVH Noise, Vibration, Harshness
  • the impact vibration of the steering system can be reduced by the buffer device 330, and the impact vibration of the vehicle can be reduced at the same time, which can reduce the adverse effects on the reliability and durability of the vehicle and its components.
  • the assembly tolerance capability of the steering system can be improved, and the assembly coaxiality deviation between the output shaft/first transmission shaft 310 of the steering power assembly 100 and the steering arm 210/second transmission shaft 320 of the steering execution assembly 200 can be absorbed by the deformation of the elastic member 331 of the buffer device 330 without affecting the steering movement.
  • the steering powertrain 100, the steering actuator assembly 200 and the steering transmission assembly 300 in the steering system are formed into three relatively independent functional modules, that is, the structures and functions of the steering powertrain 100, the steering actuator assembly 200 and the steering transmission assembly 300 are relatively independent, which not only facilitates the repair and treatment of local faults and reduces after-sales costs, but also facilitates the standardization of various functional modules among various vehicle models and/or platforms, so as to reduce the preparation costs of various vehicle models and improve the economic benefits of the entire vehicle.
  • the steering powertrain 100 may include a steering motor 110 and a steering reduction mechanism 120.
  • the steering powertrain 100 also includes a steering controller.
  • the output shaft of the steering motor 110 is connected to the steering reduction mechanism 120, and the output shaft of the steering motor 110 can be connected to the steering reduction mechanism 120 through a spline, or can be connected to the steering reduction mechanism 120 after changing the rotation direction through a worm gear.
  • the steering reduction mechanism 120 is connected to the first transmission shaft 310, and the output shaft 122 of the steering reduction mechanism can be connected to the first transmission shaft 310 through a spline, or can be connected to the first transmission shaft 310 through a first yoke 121, for example, the first yoke 121 and the first transmission shaft 310 can be welded together.
  • the steering controller can control the steering motor 110 so that the steering motor 110 outputs torque and angle as required, and transmits the torque and angle to the first transmission shaft 310 in a certain ratio through the steering reduction mechanism 120.
  • a buffer device 330 is provided between the first transmission shaft 310 and the second transmission shaft 320. The buffer device 330 can absorb the impact of the road surface in all directions through the deformation of the elastic member 331, so as to prevent the impact load from being transmitted to the steering power assembly 100, especially to prevent the load in the radial direction relative to the rotation of the steering transmission assembly 300 from being transmitted to the steering power assembly 100.
  • the steering actuator assembly 200 is connected between the second transmission shaft 320 and the wheel assembly 400 of the walking system.
  • the steering actuator assembly 200 may include a steering arm 210 and a wheel assembly 400 connected to the steering arm 210.
  • the steering knuckle of the steering arm 210 is configured to be connected to the second transmission shaft 320, and the steering knuckle is configured to be connected to the wheel assembly 400, and the steering knuckle can be fixed to the wheel assembly 400.
  • the steering arm 210 may include a steering upper arm and a steering lower arm, wherein the steering upper arm is configured to be connected to the second transmission shaft 320, and the steering lower arm is used to be connected to the steering knuckle.
  • the steering upper arm may be provided with a guide outer sleeve, and correspondingly, the steering lower arm is provided with a guide rod 230 matching the guide outer sleeve, wherein the guide rod 230 is accommodated in the guide outer sleeve and can move relative to the guide outer sleeve, and at the same time, the axial direction of the guide outer sleeve and the guide rod 230 is parallel to the rotation axis of the steering transmission assembly 300.
  • the steering arm 210 adopts a split structure of the steering upper arm and the steering lower arm, so that the steering upper arm and the steering lower arm are detachably connected through the guide outer sleeve and the guide rod 230, which can make the assembly of the steering execution assembly 200 more convenient and reduce the subsequent maintenance cost.
  • the steering upper arm may be provided with a guide outer rod
  • the steering lower arm is provided with a guide outer sleeve matching the guide rod 230, so that the guide rod 230 is accommodated in the guide outer sleeve and can move relative to the guide outer sleeve, and a split structure of the steering upper arm and the steering lower arm can also be realized.
  • the function of this steering arm 210 structure is the same as that of the above-mentioned embodiment and will not be repeated here.
  • the steering actuator assembly 200 further includes a shock absorbing device, which is arranged between the steering upper arm and the steering lower arm, or the shock absorbing device is arranged between the steering arm 210 and the steering knuckle, and the shock absorbing device is used to absorb and attenuate the vertical impact (impact perpendicular to the ground) transmitted from the road surface to the steering actuator assembly 200.
  • a shock absorbing device which is arranged between the steering upper arm and the steering lower arm, or the shock absorbing device is arranged between the steering arm 210 and the steering knuckle, and the shock absorbing device is used to absorb and attenuate the vertical impact (impact perpendicular to the ground) transmitted from the road surface to the steering actuator assembly 200.
  • the shock absorbing device includes a hydraulic shock absorber and a coil spring 240
  • the upper hanging ring of the hydraulic shock absorber can be fixed on the steering arm 210/steering upper arm
  • the lower ring of the hydraulic shock absorber is fixed on the steering knuckle/steering lower arm
  • the hydraulic shock absorber can be provided with an upper spring seat and a lower spring seat
  • the coil spring is wound outside the dust cover of the hydraulic shock absorber and is located between the upper spring seat and the lower spring seat.
  • the coil spring When a vertical impact occurs on the road surface, the coil spring is compressed to store the impact energy, and the shock absorbing device consumes the stored energy in the form of heat through the hydraulic shock absorber, which can effectively attenuate the vertical impact transmitted from the road surface to the steering arm 210.
  • the structure of the shock absorbing device can also be combined with a vibration generator structure, so that the shock absorbing device can convert the impact energy into electrical energy while attenuating the vertical impact transmitted from the road surface to the steering arm 210, thereby improving the energy recovery rate.
  • a sliding bearing may be provided between the guide outer sleeve and the guide rod 230 to make the relative movement between the guide outer sleeve and the guide rod 230 smoother.
  • the walking system can be connected to the vehicle body 10 through the steering actuator assembly 200.
  • the steering actuator assembly 200 is configured to perform steering actions and can also be used as a suspension to transmit the rotation between the wheels and the vehicle body. The forces and moments between the body 10.
  • the elastic member 331 includes a plurality of connection positions distributed along the rotational radial direction of the steering transmission assembly 300;
  • the buffer device 330 includes a first connection component and a second connection component, the first connection component is connected to more than one connection position, the second connection component is connected to more than one connection position, and the first connection component and the second connection component are connected to the elastic member 331 at intervals through the connection positions.
  • the first transmission shaft 310 can be connected to the connecting position on the elastic member 331 through a first connecting component
  • the second transmission shaft 320 can be connected to the connecting position on the elastic member 331 through a second connecting component; at the same time, the first connecting component and the second connecting component are connected to the elastic member 331 at intervals through the connecting positions to change the relative position of the connecting position between the first transmission shaft 310 and the elastic member 331 and the first transmission shaft 310, and the relative position of the connecting position between the second transmission shaft 320 and the elastic member 331 and the second transmission shaft 320.
  • first transmission shaft 310 and the second transmission shaft 320 are connected to the elastic member 331 in a staggered distribution along the rotational radial direction of the steering transmission assembly 300, so that the portion of the elastic member 331 between the first transmission shaft 310 and the second transmission shaft 320 can have a deformation amount in the rotational radial direction of the steering transmission assembly 300.
  • the elastic member 331 can be deformed when the interval between the first connecting component and the second connecting component is impacted.
  • the deformation of this part can absorb and buffer part or all of the impact load, and the impact load transmitted to the first transmission shaft 310 will be reduced or even disappear, thereby reducing or even eliminating the impact load received by the steering powertrain 100 connected to the first transmission shaft 310, so as to avoid problems such as the reducer getting stuck and the steering motor 110 being blocked in the steering powertrain 100, thereby extending the service life of the steering motor 110 and the reducer, and improving the safety of vehicle use.
  • the first transmission shaft 310 and the second transmission shaft 320 are disposed opposite to each other on both sides of the elastic member 331 .
  • the first transmission shaft 310 and the second transmission shaft 320 are arranged opposite to each other on both sides of the elastic member 331, so as to ensure that the first transmission shaft 310 and the second transmission shaft 320 rotate coaxially.
  • the assembly tolerance between the steering power assembly 100 and the steering actuator assembly 200 can be reduced.
  • the force is increased, and the deformation of the elastic member 331 makes the rotation axis of the steering power assembly 100 connected to the first transmission shaft 310 and the rotation axis of the steering execution assembly 200 connected to the second transmission shaft 320 coincide, so as to realize the transmission of the steering force.
  • the elastic member 331 is in a hollow ring shape.
  • the elastic member 331 is hollow-ring-shaped.
  • the hollow portion of the elastic member 331 can reduce the overall rigidity of the elastic member 331 , which is beneficial for causing the elastic member 331 to undergo radial deformation when subjected to an impact load in the rotational radial direction of the steering transmission assembly 300 , thereby improving the elastic member 331 's ability to absorb the impact load, and reducing or avoiding the impact load from being transmitted to the first transmission shaft 310 .
  • the first connection assembly includes more than two first connection sleeves 332 and a first connection plate 333
  • the second connection assembly includes more than two second connection sleeves 334 and a second connection plate 335.
  • the more than two first connection sleeves 332 are respectively connected to the more than two connection positions in a one-to-one correspondence
  • the first connection plate 333 is connected between the more than two first connection sleeves 332 and the first transmission shaft 310
  • the more than two second connection sleeves 334 are respectively connected to the more than two connection positions in a one-to-one correspondence
  • the second connection plate 335 is connected between the more than two second connection sleeves 334 and the second transmission shaft 320.
  • the first transmission shaft 310 can be connected to more than two first connecting sleeves 332 through a first connecting plate 333, and the more than two first connecting sleeves 332 are respectively connected to more than two connecting positions in a one-to-one correspondence, that is, the first transmission shaft 310 is connected to more than two connecting positions on the elastic member 331, which can make the transmission of the first transmission shaft 310 and the elastic member 331 in the rotation radial direction of the steering transmission assembly 300 more balanced and stable;
  • the second transmission shaft 320 can be connected to more than two second connecting sleeves 334 through a second connecting plate 335, and the more than two second connecting sleeves 334 are respectively connected to more than two connecting positions in a one-to-one correspondence, that is, the second transmission shaft 320 is connected to more than two connecting positions on the elastic member 331, which can make the transmission of the second transmission shaft 320 and the elastic member 331 in the rotation radial direction of the steering transmission assembly 300 more balanced and stable.
  • connection positions of the first transmission shaft 310 and the elastic member 331 and the connection positions of the second transmission shaft 320 and the elastic member 331 are staggered on the elastic member 331, so that the first transmission shaft 310 and the second transmission shaft 320 can be connected to the elastic member 331 in a staggered distribution manner.
  • the first transmission shaft 310 and the second transmission shaft 320 are connected by an elastic member 331.
  • the deformation can absorb/filter the impact load in the rotational radial direction of the steering transmission assembly 300 , and reduce the impact load in the rotational radial direction of the steering transmission assembly 300 transmitted from the second transmission shaft 320 to the first transmission shaft 310 .
  • the first transmission shaft 310 and the second transmission shaft 320 are connected in sequence through the first connecting plate 333, the first connecting sleeve 332, the second lining plate 337, the elastic member 331, the first lining plate 336, the second connecting sleeve 334 and the second connecting plate 335.
  • first transmission shaft 310 and the first connecting plate 333 may be fixed together by welding, and the second transmission shaft 320 and the second connecting plate 335 may be fixed together by welding.
  • first transmission shaft 310 and the first connecting plate 333 may be connected by interference fit or the like
  • second transmission shaft 320 and the second connecting plate 335 may be connected by interference fit or the like, but it is necessary to ensure that no relative rotation occurs between the first transmission shaft 310 and the first connecting plate 333 in the rotation radial direction of the steering transmission assembly 300, and no relative rotation occurs between the second transmission shaft 320 and the second connecting plate 335 in the rotation radial direction of the steering transmission assembly 300.
  • the buffer device 330 further includes:
  • a first lining plate 336 which is disposed on a side of the elastic member 331 away from the first connecting plate 333 and connected to the first connecting sleeve 332;
  • the second lining plate 337 is disposed on a side of the elastic member 331 away from the second connecting plate 335 and is connected to the second connecting sleeve 334 .
  • a first lining plate 336 is provided on the side of the elastic member 331 away from the first connecting plate 333, and the first connecting sleeve 332 is connected to the first lining plate 336 and the first connecting plate 333 at the same time.
  • a second lining plate 337 is provided on the side of the elastic member 331 away from the second connecting plate 335, and the second connecting sleeve 334 is connected to the second lining plate 337 and the second connecting plate 335 at the same time.
  • the two ends of the first connecting sleeve 332 are respectively connected to the first lining plate 336 and the first connecting plate 333, while the two ends of the second connecting sleeve 334 are respectively connected to the second lining plate 337 and the second connecting plate 335.
  • the elastic member 331 can be pressed between the first lining plate 336 and the second lining plate 337, so that the elastic member 331 mainly deforms in the radial direction of rotation of the steering transmission assembly 300, reducing the deformation of the elastic member 331 in the axial direction of rotation of the steering transmission assembly 300.
  • the transmission in the radial direction of rotation of the steering transmission assembly 300 can be better performed, avoiding the rotation direction of the first transmission shaft 310 and the second transmission shaft 320 from being inconsistent. There is a deviation between the directions of rotation.
  • first lining plate 336 and the second lining plate 337 are rigid plates, for example, the first lining plate 336 and the second lining plate 337 can be metal plates respectively.
  • the shape of the first lining plate 336 matches the shape of the elastic member 331 , and the first lining plate 336 is provided with a first avoidance hole for avoiding the second connecting sleeve 334 ;
  • the shape of the second lining plate 337 matches the shape of the elastic member 331 , and the second lining plate 337 is provided with a second avoidance hole for avoiding the first connecting sleeve 332 .
  • the contact area between the first lining plate 336, the second lining plate 337 and the elastic member 331 can be increased, and the limiting and supporting effect of the first lining plate 336, the second lining plate 337 on the elastic member 331 in the rotational axial direction of the steering transmission assembly 300 can be improved.
  • the second connecting sleeve 334 can be avoided through the first avoidance hole to avoid the second connecting sleeve 334 from connecting with the first lining plate 336; similarly, by providing a second avoidance hole for avoiding the first connecting sleeve 332 in the second lining plate 337, the first connecting sleeve 332 can be avoided through the second avoidance hole to avoid the first connecting sleeve 332 from connecting with the second lining plate 337.
  • the second lining plate 337 will fix the relative position of the first connecting sleeve 332 and the second connecting sleeve 334 due to the connection between the second connecting sleeve 334 and the second lining plate 337; or, if the second connecting sleeve 334 is connected to the first lining plate 336, the second lining plate 337 will fix the relative position of the first connecting sleeve 332 and the second connecting sleeve 334 due to the connection between the first connecting sleeve 332 and the first lining plate 336.
  • the first lining plate 336 is provided with a first connecting through hole for connecting to the first connecting sleeve 332, and the first connecting through hole is sunken relative to the first lining plate 336;
  • the second lining plate 337 is provided with a second connecting through hole for connecting to the second connecting sleeve 334, and the second connecting through hole is sunken relative to the second lining plate 337.
  • the first connection through hole is configured to allow the first connection sleeve 332 to pass through so that the first connection sleeve 332 can be connected to the first lining plate 336.
  • the first connection sleeve 332 can be connected and fixed with the fastener 338, so that the first connection sleeve 332 can be connected and fixed to the first lining plate 336.
  • the first connection through hole is sunken relative to the first lining plate 336, so that the sunken first connection through hole can be matched with the flange surface of the fastener 338, so that the relative position of the first lining plate 336 and the first connection sleeve 332 can be fixed and restricted by the fastener 338, thereby avoiding relative movement between the first lining plate 336 and the first connection sleeve 332.
  • the second connecting through hole is configured to allow the second connecting sleeve 334 to pass through so that the second connecting sleeve 334 can be connected to the second lining plate 337.
  • the second connecting sleeve 334 can be connected and fixed with the fastener 338, so that the second connecting sleeve 334 can be connected and fixed to the second lining plate 337.
  • the second connecting through hole is sunken relative to the second lining plate 337, so that the sunken second connecting through hole can be matched with the flange surface of the fastener 338, so that the relative position of the second lining plate 337 and the second connecting sleeve 334 can be fixed and restricted by the fastener 338, thereby avoiding relative movement between the second lining plate 337 and the second connecting sleeve 334.
  • the first lining plate 336 can be connected to the first connecting plate 333 through the first connecting sleeve 332, and the second lining plate 337 can be connected to the second connecting plate 335 through the second wheel connecting sleeve.
  • the elastic member 331 can be clamped between the first lining plate 336 and the second lining plate 337, and the elastic member 331 can be pressed by the first lining plate 336 and the second lining plate 337.
  • the first connecting sleeve 332 includes a first connecting inner tube and a first buffer sleeve sleeved outside the first connecting inner tube, the two ends of the first connecting inner tube are respectively connected to the elastic member 331 and the first connecting plate 333, and the two ends of the first buffer sleeve are respectively abutted against the elastic member 331 and the first connecting plate 333; the two ends of the second connecting inner tube are respectively connected to the elastic member 331 and the second connecting plate 335, the second connecting sleeve 334 includes a second connecting inner tube and a second buffer sleeve sleeved outside the second connecting inner tube, and the two ends of the second buffer sleeve are respectively abutted against the elastic member 331 and the second connecting plate 335.
  • the first connecting sleeve 332 includes a first connecting inner tube and a first buffer sleeve sleeved outside the first connecting inner tube.
  • the two ends of the first connecting inner tube can be respectively connected to the first connecting plate 333 and the first lining plate 336 by fasteners 338.
  • the two ends of the first buffer sleeve are respectively abutted against the elastic member 331 and the first connecting plate 333, so that a certain distance can be maintained between the elastic member 331 and the first connecting plate 333;
  • the second connecting sleeve 334 includes a second connecting inner tube and a second buffer sleeve sleeved outside the second connecting inner tube.
  • the two ends of the second connecting inner tube can be respectively connected to the second connecting plate 335 and the first lining plate 336 by fasteners 338.
  • the two ends of the second buffer sleeve are respectively abutted against the elastic member 331 and the second connecting plate 335, so that a certain distance can be maintained between the elastic member 331 and the second connecting plate 335.
  • a buffer portion can be formed in which the first connecting sleeve 332 and the first lining plate 336 are clamped on both sides of the elastic member 331, and the second connecting sleeve 334 and the second lining plate 337 are clamped on both sides of the elastic member 331.
  • the second connecting sleeve 334 acts on two connecting positions of the elastic member 331. These two connecting positions are spaced apart from the connecting positions corresponding to the first connecting sleeve 332. Therefore, a certain deformation can be generated in the elastic member 331 in the spaced portion, and the impact load transmitted to the first connecting sleeve 332 will be greatly reduced or even disappear, thereby reducing the impact load on the first connecting plate 333 and the first transmission shaft 310.
  • first connecting sleeve 332 and the first lining plate 336 are clamped on both sides of the elastic member 331, and the second connecting sleeve 334
  • the structure of clamping the second lining plate 337 on both sides of the elastic member 331 increases the static friction between the first connecting sleeve 332, the second connecting sleeve 334 and the elastic member 331, so that when the elastic member 331 is subjected to impact loads in all directions, the elastic member 331 can maintain structural stability in the rotational axis of the steering transmission assembly 300.
  • the first connecting inner tube and the second connecting inner tube can be made of metal materials.
  • the two ends of the first connecting inner tube can be connected to the first connecting plate 333 and the first lining plate 336 by nuts as fasteners 338, and the two ends of the second connecting inner tube can be connected to the second connecting plate 335 and the second lining plate 337 by nuts as fasteners 338.
  • the elastic member 331 may be made of a rubber material, such as vulcanized rubber, so that the elastic member 331 has a certain deformation amount and can also maintain a certain strength.
  • the first buffer sleeve and the second buffer sleeve can also be made of rubber material, for example, vulcanized rubber, so that the first buffer sleeve can be more stably supported between the first connecting plate 333 and the elastic member 331, and the second buffer sleeve can be more stably supported between the second connecting plate 335 and the elastic member 331.
  • the steering transmission assembly 300 further includes:
  • the bearing support device 340 includes a support member and at least one rotating bearing arranged on the support member, the support member is used to be connected to the vehicle body 10, and the rotating bearing is connected to the second transmission shaft 320 and/or the steering actuator assembly 200.
  • the steering transmission assembly 300 may also include a bearing support device 340, the support member of the bearing support device 340 is used to connect to the vehicle body 10, the second transmission shaft 320 and/or the steering actuator assembly 200 are connected to the rotating bearing, and can be supported on the support member through the rotating bearing, and then supported on the vehicle body 10 through the support member, and the weight of the second transmission shaft 320 and/or the steering actuator assembly 200 is borne by the vehicle body 10.
  • the support member of the bearing support device 340 is used to connect to the vehicle body 10
  • the second transmission shaft 320 and/or the steering actuator assembly 200 are connected to the rotating bearing, and can be supported on the support member through the rotating bearing, and then supported on the vehicle body 10 through the support member, and the weight of the second transmission shaft 320 and/or the steering actuator assembly 200 is borne by the vehicle body 10.
  • the second transmission shaft 320 and the steering actuator assembly 200 can be connected to the rotating bearings respectively, and the second transmission shaft 320 and the steering actuator assembly 200 are supported respectively by the rotating bearings, so that the vehicle body 10 can provide support for the steering transmission assembly and the steering actuator assembly 200 in the rotating axis direction of the steering transmission assembly 300.
  • the steering actuator assembly 200 may be connected to the second transmission shaft 320 and then disposed on a rotating bearing through the second transmission shaft 320.
  • the rotating bearing is used to support the second transmission shaft 320 and indirectly support the steering support assembly through the second transmission shaft 320.
  • the bearing support device 340 may be provided with a plurality of rotating bearings, which are respectively connected to the shoulders of the second transmission shaft 320 through the plurality of rotating bearings to achieve a rotational support function for the second transmission shaft 320 .
  • the rotating bearing includes a bearing outer ring 341, a bearing inner ring 342 rotatably connected to the bearing outer ring 341, and a rolling body 343 disposed between the bearing outer ring 341 and the bearing inner ring 342.
  • the bearing outer ring 341 and the support are an integral structure, and the bearing inner ring 342 is connected to the second transmission shaft 320 and/or the steering execution assembly. 200 connected.
  • the rotating bearing may include a bearing outer ring 341, a bearing inner ring 342, and a rolling body 343.
  • the bearing outer ring 341 may be an integral structure with the support member, that is, the bearing outer ring 341 may be directly fixed on the vehicle body 10.
  • the bearing inner ring 342 is disposed inside the bearing outer ring 341, and a rolling body 343 may be disposed between the bearing inner ring 342 and the bearing outer ring 341.
  • the bearing inner ring 342 may rotate relative to the bearing outer ring 341 in the radial direction of rotation of the steering transmission assembly 300, and may be supported by the bearing outer ring 341 in the axial direction of rotation of the steering transmission assembly 300.
  • the second transmission shaft 320 can rotate in the radial direction of the steering transmission assembly 300 under the action of the bearing inner ring 342, and at the same time drive the steering actuator assembly 200 to rotate in the radial direction of the steering transmission assembly 300.
  • the axial force of the second transmission shaft 320 and the steering actuator assembly 200 in the rotation of the steering transmission assembly 300 will act on the bearing inner ring 342, and act on the bearing outer ring 341 and the vehicle body 10 through the bearing inner ring 342.
  • the axial force of the steering actuator assembly 200 in the rotation of the steering transmission assembly 300 is mainly supported by the vehicle body 10, and will not be transmitted to the first transmission shaft 310 and the steering powertrain 100 connected to the first transmission shaft 310.
  • the axial force of the steering transmission assembly 300 on the steering powertrain 100 will be greatly reduced, which can improve the safety of the steering powertrain 100, thereby ensuring the safety and reliability of the steering system.
  • the outer ring 341 of the bearing extends outward on one side of the rotating bearing to form an outer ring flange, and the outer ring 341 of the bearing can be fixed on the vehicle body 10 through the outer ring flange; at the same time, the inner ring 342 of the bearing extends outward on the other side of the rotating bearing to form an inner ring flange, and the inner ring 342 of the bearing can be connected to the steering arm 210 of the steering actuator assembly 200 through the inner ring flange.
  • the lower end of the second transmission shaft 320 is connected to the middle of the inner ring 342 of the rotating bearing through the transmission shaft fixing member 324, for example, the second transmission shaft 320 is connected to the middle of the inner ring 342 of the bearing through a fixing nut, so that the second transmission shaft 320 can drive the inner ring 342 of the bearing to rotate in the outer ring 341 of the bearing, and at the same time, since the steering arm 210 is connected to the inner ring 342 of the bearing, the steering arm 210 can rotate under the drive of the inner ring 342 of the bearing.
  • the steering power of the steering power assembly 100 can be transmitted to the steering execution assembly 200 through the first transmission shaft 310, the buffer device 330 and the second transmission shaft 320, ensuring the reliable transmission of the steering power from top to bottom.
  • the upper and lower ends of the rotating bearing may be provided with a first sealing ring 325 and a second sealing ring 326, respectively, and the rotating bearing is sealed by the first sealing ring 325 and the second sealing ring 326 to avoid Dust and water vapor enter the interior of the rotating bearing, which prevents the rolling element 343, the bearing inner ring 342 and the bearing outer ring 341 from being worn, thereby increasing the service life of the rotating bearing.
  • the first sealing ring 325 at the upper end of the rotating bearing may be a low-friction integral sealing ring, which can reduce the resistance to the rotation of the rotating bearing and improve the transmission efficiency of the steering system.
  • the second sealing ring 326 at the lower end of the rotating bearing may be a three-lip sealing ring to improve the sealing effect on the rotating bearing and prevent leakage of lubricating oil or the like.
  • the rotating bearing is a double-row angular contact ball bearing.
  • the double-row angular contact ball bearing can bear radial load and axial load, can limit the bidirectional axial displacement of the second transmission shaft 320, and can provide a bearing configuration with high rigidity, can withstand overturning moment, and can better adapt to complex ground impact loads.
  • the double-row angular contact ball bearing occupies less axial space, which can make the overall structure of the steering transmission assembly 300 more compact.
  • an embodiment of the present application also proposes a corner module, which includes a walking system and the above-mentioned steering system, wherein the walking system includes a wheel assembly 400, and the wheel assembly 400 is connected to the steering execution assembly 200 in the steering system.
  • corner module provided by the present invention includes the steering system of the above technical solution, the corner module provided by the present invention has all the beneficial effects of the above steering system, which will not be elaborated here.
  • the corner module includes a traveling system and the above-mentioned steering system, wherein the traveling system may include a wheel assembly 400 , a driving assembly 500 disposed on the wheel assembly 400 , and a braking assembly 600 .
  • the drive assembly 500 may include a hub motor, which may be an outer rotor permanent magnet synchronous hub motor, the rotor of the hub motor is connected to the wheel assembly 400 via a fastener 338, and the stator of the hub motor is connected to the steering knuckle via a fastener 338.
  • a hub motor which may be an outer rotor permanent magnet synchronous hub motor
  • the rotor of the hub motor is connected to the wheel assembly 400 via a fastener 338
  • the stator of the hub motor is connected to the steering knuckle via a fastener 338.
  • the brake assembly 600 may adopt a disc brake solution. That is, the brake assembly 600 may include a brake disc 610 and a brake caliper 620.
  • the brake disc 610 is fixed to the outer shell of the rotor of the wheel hub motor by fasteners 338.
  • a heat shield is provided between the brake disc 610 and the outer shell of the rotor.
  • the heat shield may be made of stainless steel to avoid the heat load generated by braking being transferred to the wheel hub motor.
  • the brake caliper 620 of the embodiment of the present application may be radially clamped on the brake disc 610 from the inside to the outside, and the brake caliper 620 body is fixedly connected to the stator of the wheel hub motor.
  • the brake caliper 620 has driving and parking functions.
  • the brake caliper 620 clamps the brake disc 610 to achieve the deceleration braking function;
  • the EPB controller controls the retraction.
  • the device is actuated to realize the retraction of the parking cable, and the brake caliper 620 clamps the brake disc 610 to realize the parking function.
  • the steering system and the travel system are integrated into one design, that is, the steering system, the suspension structure, the drive assembly 500 and the brake assembly 600 are integrated together, and the structural integration is high, which is beneficial to improving the vehicle's carrying space and lowering the floor height.
  • the rotation axis of the steering transmission assembly 300 in the steering system coincides with the ground contact point of the wheel assembly 400 and is perpendicular to the ground.
  • the rotation axis of the steering transmission assembly 300 in the steering system coincides with the grounding point of the wheel assembly 400 and is perpendicular to the ground. That is to say, the rotation axis of the steering transmission assembly 300 serves as the kingpin, so that the kingpin offset (kingpin offset, the projection distance from the intersection of the kingpin axis and the ground plane to the intersection of the wheel center plane and the ground plane on the lateral plane of the vehicle) is 0, which can greatly reduce the resistance torque of the wheel assembly 400 when turning.
  • the kingpin offset is 0, the wear of the wheel assembly 400 can also be reduced, thereby improving the stability of the wheel assembly 400 during braking and the mechanical life of the steering system.
  • an embodiment of the present application also proposes a vehicle, which includes the above-mentioned corner module.
  • the vehicle provided by the present invention includes the corner module of the above technical solution, the vehicle provided by the present invention has all the beneficial effects of the above corner module, which will not be elaborated here.
  • the above-mentioned corner module can be used in a vehicle with four-wheel independent steering, and can also be used in a vehicle with distributed drive (four-wheel independent drive) and four-wheel independent steering.
  • the vehicle of the present application can be an electric vehicle with four-wheel independent steering, or an electric vehicle with distributed drive (four-wheel independent drive) and four-wheel independent steering.
  • the corner module integrates steering, suspension, drive, braking and other functions into an integrated design with a high degree of functional and structural integration, which can facilitate a larger carrying space and a lower floor height design for the entire vehicle.
  • the vehicle may include four corner modules, which are respectively placed at the four corners of the vehicle, so as to realize the steering functions of the whole vehicle, such as front axle steering, rear axle steering, four-wheel same-direction steering, four-wheel different-direction steering, wedge steering, lateral movement, and on-the-spot steering, providing more possibilities for vehicle driving flexibility.
  • corner modules which are respectively placed at the four corners of the vehicle, so as to realize the steering functions of the whole vehicle, such as front axle steering, rear axle steering, four-wheel same-direction steering, four-wheel different-direction steering, wedge steering, lateral movement, and on-the-spot steering, providing more possibilities for vehicle driving flexibility.
  • connection can mean fixed connection, detachable connection, or integration; it can mean mechanical connection or electrical connection; it can mean direct connection or indirect connection through an intermediate medium; it can mean the connection between two components.
  • fixation can mean fixed connection, detachable connection, or integration; it can mean mechanical connection or electrical connection; it can mean direct connection or indirect connection through an intermediate medium; it can mean the connection between two components.
  • connection or interaction relationship between two elements unless otherwise clearly defined.

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Abstract

The present application discloses a steering system, a corner module, and a vehicle. The steering system comprises: a steering power assembly configured to be mounted on a body of a vehicle; a steering execution assembly configured to be connected to a locomotion system of the vehicle; and a steering transmission assembly, comprising a first transmission shaft connected to the steering power assembly, a second transmission shaft connected to the steering execution assembly, and a damping device connected between the first transmission shaft and the second transmission shaft. The damping device comprises an elastic piece. The first transmission shaft and the second transmission shaft are connected to the elastic piece in the manner that the first transmission shaft and the second transmission shaft are distributed in a staggered manner along the rotating radial direction of the steering transmission assembly. The deformation of the elastic piece in the damping device can be used for absorbing the impact force in each direction, thereby filtering impact vibration in the ground in each direction, and reducing or avoiding impact load in each direction, particularly reducing or avoiding the radial load in the rotating radial direction of the steering transmission assembly.

Description

一种转向系统、角模块以及车辆Steering system, corner module and vehicle 技术领域Technical Field

本申请属于电动汽车技术领域,尤其涉及一种转向系统、角模块以及车辆。The present application belongs to the technical field of electric vehicles, and in particular to a steering system, a corner module and a vehicle.

背景技术Background Art

在相关技术中,电动汽车的每个车轮都独立配备有转向电机,以使每个车轮都能够实现独立转向,能够实现各种行驶模式,且可以更好地分配每个车轮的转角大小,以提高车辆行驶稳定性。但是,该种转向机构中的转向电机输出轴与车轮总成刚性连接,在大侧向力作用下容易使转向电机输出轴承受较大弯矩,导致转向机构失效、车辆失控等严重后果。In the related art, each wheel of an electric vehicle is independently equipped with a steering motor so that each wheel can achieve independent steering, realize various driving modes, and better distribute the turning angle of each wheel to improve the driving stability of the vehicle. However, the output shaft of the steering motor in this steering mechanism is rigidly connected to the wheel assembly, which can easily cause the output shaft of the steering motor to be subjected to a large bending moment under the action of a large lateral force, resulting in serious consequences such as failure of the steering mechanism and loss of vehicle control.

需要说明的是,在上述背景技术部分公开的信息仅用于加强对本公开的背景的理解,因此可以包括不构成对本领域普通技术人员已知的现有技术的信息。It should be noted that the information disclosed in the above background technology section is only used to enhance the understanding of the background of the present disclosure, and therefore may include information that does not constitute the prior art known to ordinary technicians in the field.

发明内容Summary of the invention

本申请旨在至少能够在一定程度上解决转向机构的转向电机输出轴与车轮总成刚性连接,在大侧向力作用下容易使转向电机输出轴承受较大弯矩,导致转向机构失效、车辆失控等严重后果的技术问题。为此,本申请提供了一种转向系统、角模块以及车辆。The present application aims to at least to some extent solve the technical problem that the output shaft of the steering motor of the steering mechanism is rigidly connected to the wheel assembly, which easily causes the output shaft of the steering motor to be subjected to a large bending moment under the action of a large lateral force, leading to serious consequences such as failure of the steering mechanism and loss of vehicle control. To this end, the present application provides a steering system, an angle module and a vehicle.

本申请实施例提供的一种转向系统,所述转向系统包括:An embodiment of the present application provides a steering system, the steering system comprising:

转向动力总成,所述转向动力总成被配置为安装在车辆的车身上;a steering powertrain configured to be mounted on a body of a vehicle;

转向执行总成,所述转向执行总成被配置为与所述车辆的行走系统连接;以及,a steering actuator assembly, the steering actuator assembly being configured to be connected to a running system of the vehicle; and,

转向传动总成,所述转向传动总成包括与所述转向动力总成连接的第一传动轴、与所述转向执行总成连接的第二传动轴以及连接在所述第一传动轴与所述第二传动轴之间的缓冲装置,所述缓冲装置包括弹性件,所述第一传动轴和所述第二传动轴以沿所述转向传动总成的转动径向错位分布的方式与所述弹性件连接。A steering transmission assembly, the steering transmission assembly comprising a first transmission shaft connected to the steering power assembly, a second transmission shaft connected to the steering execution assembly, and a buffer device connected between the first transmission shaft and the second transmission shaft, the buffer device comprising an elastic member, the first transmission shaft and the second transmission shaft are connected to the elastic member in a manner of being staggered along the rotational radial direction of the steering transmission assembly.

在一些实施方式中,所述弹性件包括沿所述转向传动总成的转动径向分布的多个连接位;In some embodiments, the elastic member includes a plurality of connection positions distributed along the rotational radial direction of the steering transmission assembly;

所述缓冲装置包括第一连接组件和第二连接组件,所述第一连接组件与一个以上的所述连接位连接,所述第二连接组件与一个以上的所述连接位连接,所述第一连接组件与所 述第二连接组件通过所述连接位相互间隔地连接在所述弹性件上。The buffer device includes a first connecting component and a second connecting component, wherein the first connecting component is connected to more than one connecting position, the second connecting component is connected to more than one connecting position, and the first connecting component is connected to The second connecting components are connected to the elastic member at intervals through the connecting positions.

在一些实施方式中,所述第一传动轴与所述第二传动轴在所述弹性件的两侧相对设置。In some embodiments, the first transmission shaft and the second transmission shaft are disposed opposite to each other on both sides of the elastic member.

在一些实施方式中,所述弹性件呈空心环状。In some embodiments, the elastic member is in the shape of a hollow ring.

在一些实施方式中,所述第一连接组件包括:In some embodiments, the first connection component includes:

两个以上的第一连接套筒,两个以上的所述第一连接套筒分别与两个以上的所述连接位一一对应连接;More than two first connecting sleeves, the more than two first connecting sleeves are respectively connected to the more than two connecting positions in a one-to-one correspondence;

第一连接板,所述第一连接板连接在两个以上的所述第一连接套筒与所述第一传动轴之间;a first connecting plate, the first connecting plate being connected between two or more of the first connecting sleeves and the first transmission shaft;

所述第二连接组件包括:The second connection component comprises:

两个以上的第二连接套筒,两个以上的所述第二连接套筒分别与两个以上的所述连接位一一对应连接;More than two second connecting sleeves, the more than two second connecting sleeves are respectively connected to the more than two connecting positions in a one-to-one correspondence;

第二连接板,所述第二连接板连接在两个以上的所述第二连接套筒与所述第二传动轴之间。A second connecting plate is connected between two or more of the second connecting sleeves and the second transmission shaft.

在一些实施方式中,所述缓冲装置还包括:In some embodiments, the buffer device further comprises:

第一衬板,所述第一衬板设置在所述弹性件远离所述第一连接板的一侧且与所述第一连接套筒连接;A first lining plate, which is disposed on a side of the elastic member away from the first connecting plate and connected to the first connecting sleeve;

第二衬板,所述第二衬板设置在所述弹性件远离所述第二连接板的一侧且与所述第二连接套筒连接。A second lining plate is arranged on a side of the elastic member away from the second connecting plate and connected to the second connecting sleeve.

在一些实施方式中,所述第一衬板的形状与所述弹性件的形状相匹配,且所述第一衬板开设有用于避让所述第二连接套筒的第一避让孔;In some embodiments, the shape of the first lining plate matches the shape of the elastic member, and the first lining plate is provided with a first avoidance hole for avoiding the second connecting sleeve;

所述第二衬板的形状与所述弹性件的形状相匹配,且所述第二衬板开设有用于避让所述第一连接套筒的第二避让孔。The shape of the second lining plate matches the shape of the elastic member, and the second lining plate is provided with a second avoidance hole for avoiding the first connecting sleeve.

在一些实施方式中,所述第一衬板开设有用于与所述第一连接套筒连接的第一连接通孔,所述第一连接通孔相对于所述第一衬板下沉;所述第二衬板开设有用于与所述第二连接套筒连接的第二连接通孔,所述第二连接通孔相对于所述第二衬板下沉。In some embodiments, the first lining plate is provided with a first connecting through hole for connecting to the first connecting sleeve, and the first connecting through hole is sunken relative to the first lining plate; the second lining plate is provided with a second connecting through hole for connecting to the second connecting sleeve, and the second connecting through hole is sunken relative to the second lining plate.

在一些实施方式中,所述第一连接套筒包括第一连接内管和套设在所述第一连接内管 外的第一缓冲套管,所述第一连接内管的两端分别与所述弹性件和所述第一连接板连接,所述第一缓冲套管的两端分别与所述弹性件和所述第一连接板相抵接;所述第二连接内管的两端分别与所述弹性件和所述第二连接板连接,所述第二连接套筒包括第二连接内管和套设在所述第二连接内管外的第二缓冲套管,所述第二缓冲套管的两端分别与所述弹性件和所述第二连接板相抵接。In some embodiments, the first connecting sleeve includes a first connecting inner tube and a The first buffer sleeve outside, the two ends of the first connecting inner tube are respectively connected to the elastic member and the first connecting plate, and the two ends of the first buffer sleeve are respectively abutted against the elastic member and the first connecting plate; the two ends of the second connecting inner tube are respectively connected to the elastic member and the second connecting plate, the second connecting sleeve includes a second connecting inner tube and a second buffer sleeve sleeved outside the second connecting inner tube, and the two ends of the second buffer sleeve are respectively abutted against the elastic member and the second connecting plate.

在一些实施方式中,所述转向传动总成还包括:In some embodiments, the steering transmission assembly further includes:

轴承支撑装置,所述轴承支撑装置包括支撑件和设置在所述支撑件上的至少一个转动轴承,所述支撑件被配置为与所述车辆的车身连接,所述转动轴承与所述第二传动轴和/或所述转向执行总成连接。A bearing support device, the bearing support device includes a support member and at least one rotating bearing arranged on the support member, the support member is configured to be connected to the body of the vehicle, and the rotating bearing is connected to the second transmission shaft and/or the steering execution assembly.

在一些实施方式中,所述转动轴承包括轴承外圈、与所述轴承外圈转动连接的轴承内圈以及设置在所述轴承外圈与所述轴承内圈之间的滚动体,所述轴承外圈与所述支撑件为一体结构,所述轴承内圈与所述第二传动轴和/或所述转向执行总成连接。In some embodiments, the rotating bearing includes a bearing outer ring, a bearing inner ring rotatably connected to the bearing outer ring, and a rolling body arranged between the bearing outer ring and the bearing inner ring, the bearing outer ring and the support member are an integral structure, and the bearing inner ring is connected to the second transmission shaft and/or the steering actuator assembly.

在一些实施方式中,所述转动轴承为双列角接触球轴承。In some embodiments, the rotary bearing is a double row angular contact ball bearing.

本申请实施例还提出了一种角模块,所述角模块包括行走系统和上述的转向系统,所述行走系统包括车轮总成,所述车轮总成与所述转向系统中的所述转向执行总成连接。The embodiment of the present application further proposes a corner module, which includes a walking system and the above-mentioned steering system, wherein the walking system includes a wheel assembly, and the wheel assembly is connected to the steering execution assembly in the steering system.

在一些实施方式中,所述转向系统中的所述转向传动总成的转动轴向与所述车轮总成的接地点重合且垂直于地面。In some embodiments, the rotation axis of the steering transmission assembly in the steering system coincides with the ground contact point of the wheel assembly and is perpendicular to the ground.

本申请实施例还提出了一种车辆,所述车辆包括上述的角模块。An embodiment of the present application also provides a vehicle, which includes the above-mentioned corner module.

本申请实施例至少具有如下有益效果:The embodiments of the present application have at least the following beneficial effects:

上述转向系统,通过在转向动力总成与转向执行总成之间设置具有缓冲装置的转向传动总成,利用缓冲装置中弹性件的形变可以吸收各向冲击力,从而过滤地面各向冲击振动,降低或避免各向冲击载荷,尤其是降低或避免转向传动总成的转动径向上的载荷,也就是说能够降低转向动力总成所受到的弯矩,有效避免转向系统失效、车辆失控等严重后果的出现,提高转向系统和车辆的使用安全性。The above-mentioned steering system, by arranging a steering transmission assembly with a buffer device between the steering power assembly and the steering execution assembly, can absorb directional impact forces by utilizing the deformation of the elastic member in the buffer device, thereby filtering the directional impact vibration of the ground, reducing or avoiding directional impact loads, and especially reducing or avoiding the load in the rotational radial direction of the steering transmission assembly. In other words, it can reduce the bending moment of the steering power assembly, effectively avoid the occurrence of serious consequences such as failure of the steering system and loss of vehicle control, and improve the safety of the steering system and the vehicle.

附图说明BRIEF DESCRIPTION OF THE DRAWINGS

为了更清楚地说明本申请实施例中的技术方案,下面将对实施例描述中所需要使用的附图作一简单地介绍,显而易见地,下面描述中的附图是本申请的一些实施例,对于本领 域普通技术人员来讲,在不付出创造性劳动的前提下,还可以根据这些附图获得其他的附图。In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

图1示出了本申请实施例中转向系统中缓冲装置的立体结构图;FIG1 shows a three-dimensional structural diagram of a buffer device in a steering system according to an embodiment of the present application;

图2示出了图1中的缓冲装置的剖视图;FIG2 shows a cross-sectional view of the buffer device in FIG1 ;

图3示出了本申请实施例中转向系统中轴承支撑装置与缓冲装置连接处的剖视图;FIG3 shows a cross-sectional view of the connection between the bearing support device and the buffer device in the steering system according to an embodiment of the present application;

图4示出了本申请实施例中角模块的主视图;FIG4 shows a front view of a corner module in an embodiment of the present application;

图5示出了图4角模块的左视图。FIG. 5 shows a left side view of the corner module of FIG. 4 .

附图标记:
10、车身;100、转向动力总成;110、转向电机;120、转向减速机构;121、第一节
叉;122、转向减速机构的输出轴;200、转向执行总成;210、转向臂;220、导向套筒;230、导向杆;240、液压减震器和螺旋弹簧;300、转向传动总成;310、第一传动轴;320、第二传动轴;330、缓冲装置;331、弹性件;332、第一连接套筒;333、第一连接板;334、第二连接套筒;335、第二连接板;336、第一衬板;337、第二衬板;338、紧固件;340、轴承支撑装置;341、轴承外圈;342、轴承内圈;343、滚动体;324、传动轴固定件;325、第一密封圈;326、第二密封圈;400、车轮总成;500、驱动总成;600、制动总成;610、制动盘;620、制动卡钳。
Reference numerals:
10. Car body; 100. Steering power assembly; 110. Steering motor; 120. Steering speed reduction mechanism; 121. First yoke; 122. Output shaft of steering speed reduction mechanism; 200. Steering execution assembly; 210. Steering arm; 220. Guide sleeve; 230. Guide rod; 240. Hydraulic shock absorber and coil spring; 300. Steering transmission assembly; 310. First transmission shaft; 320. Second transmission shaft; 330. Buffer device; 331. Elastic member; 332. First connecting sleeve ; 333, first connecting plate; 334, second connecting sleeve; 335, second connecting plate; 336, first lining plate; 337, second lining plate; 338, fastener; 340, bearing support device; 341, bearing outer ring; 342, bearing inner ring; 343, rolling element; 324, transmission shaft fixing part; 325, first sealing ring; 326, second sealing ring; 400, wheel assembly; 500, drive assembly; 600, brake assembly; 610, brake disc; 620, brake caliper.

具体实施方式DETAILED DESCRIPTION

下面将结合本申请实施例中的附图,对本申请实施例中的技术方案进行清楚、完整地描述,显然,所描述的实施例仅仅是本申请的一部分实施例,而不是全部的实施例。基于本申请中的实施例,本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例,都属于本申请保护的范围。The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

此外,本申请可以在不同例子中重复参考数字和/或参考字母,这种重复是为了简化和清楚的目的,其本身不指示所讨论各种实施方式和/或设置之间的关系。此外,本申请提供了的各种特定的工艺和材料的例子,但是本领域普通技术人员可以意识到其他工艺的应用和/或其他材料的使用。In addition, the present application may repeat reference numbers and/or reference letters in different examples, and such repetition is for the purpose of simplicity and clarity, and does not in itself indicate the relationship between the various embodiments and/or settings discussed. In addition, the present application provides various specific examples of processes and materials, but those of ordinary skill in the art may recognize the application of other processes and/or the use of other materials.

下面结合附图并参考具体实施例描述本申请:The present application is described below with reference to the accompanying drawings and specific embodiments:

本申请实施例提供了一种转向系统,如图1至图5所示,该转向系统包括转向动力总成100、转向执行总成200以及转向传动总成300。其中,转向动力总成100被配置为安装在车辆的车身10上;转向执行总成200被配置为与车辆的行走系统连接;转向传动总成300包括与转向动力总成100连接的第一传动轴310、与转向执行总成200连接的第二 传动轴320以及连接在第一传动轴310与第二传动轴320之间的缓冲装置330,缓冲装置330包括弹性件331,第一传动轴310和第二传动轴320以沿转向传动总成300的转动径向错位分布的方式与弹性件331连接。The present application provides a steering system, as shown in FIGS. 1 to 5 , which includes a steering power assembly 100, a steering actuator assembly 200, and a steering transmission assembly 300. The steering power assembly 100 is configured to be installed on a vehicle body 10; the steering actuator assembly 200 is configured to be connected to a vehicle running system; the steering transmission assembly 300 includes a first transmission shaft 310 connected to the steering power assembly 100, a second transmission shaft 310 connected to the steering actuator assembly 200, and a second transmission shaft 311 connected to the steering power assembly 100. The transmission shaft 320 and the buffer device 330 connected between the first transmission shaft 310 and the second transmission shaft 320 , the buffer device 330 includes an elastic member 331 , and the first transmission shaft 310 and the second transmission shaft 320 are connected to the elastic member 331 in a radially staggered distribution along the rotation of the steering transmission assembly 300 .

在本申请的转向系统中,如图1至图5所示,通过在转向动力总成100与转向执行总成200之间设置具有缓冲装置330的转向传动总成300,利用缓冲装置330中弹性件331的形变可以吸收各向冲击力,从而过滤地面各向冲击振动,降低或避免各向冲击载荷,尤其是降低或避免转向传动总成300的转动径向上的载荷,也就是说能够降低转向动力总成100所受到的弯矩,有效避免转向系统失效、车辆失控等严重后果的出现,提高转向系统和车辆的使用安全性。In the steering system of the present application, as shown in Figures 1 to 5, a steering transmission assembly 300 having a buffer device 330 is provided between the steering power assembly 100 and the steering execution assembly 200. The deformation of the elastic member 331 in the buffer device 330 can absorb directional impact forces, thereby filtering directional impact vibrations of the ground, reducing or avoiding directional impact loads, and especially reducing or avoiding the load in the rotational radial direction of the steering transmission assembly 300. That is to say, the bending moment of the steering power assembly 100 can be reduced, effectively avoiding the occurrence of serious consequences such as steering system failure and vehicle loss of control, and improving the safety of the steering system and the vehicle.

在电动汽车等车辆中,出现通过转向电机110驱动车轮总成400转向以实现车辆转向功能的转向机构。该种转向机构中,每个车轮都独立配备有转向电机110,以使每个车轮都能够实现独立转向,能够实现各种行驶模式,且可以更好地分配每个车轮的转角大小,以提高车辆行驶稳定性。该种转向机构中的转向电机110输出轴直接或通过减速器与车轮总成400刚性连接,转向电机110直接向车轮总成400传递转向旋转运动,同时该种转向机构与传动的悬架结构不同,往往未设置悬架导向杆230系衬套等隔振缓冲部件,往往仅可以通过减振器过滤路面垂向冲击。但是由于车辆行驶路况复杂多变,路面冲击来自各个方向,各个方向的路面冲击会传递到转向机构的减速器、转向电机110以及车身10,各个方向的路面冲击会对转向机构产生较大的转向旋转运动径向载荷,极易造成减速器的零部件卡死、转向电机110堵转失效;尤其是在大侧向力作用下容易使转向电机110输出轴承受较大弯矩,导致转向机构失效、车辆失控等严重后果。In vehicles such as electric vehicles, there is a steering mechanism that drives the wheel assembly 400 to steer by a steering motor 110 to achieve the vehicle steering function. In this steering mechanism, each wheel is independently equipped with a steering motor 110, so that each wheel can achieve independent steering, various driving modes can be achieved, and the turning angle of each wheel can be better distributed to improve the driving stability of the vehicle. The output shaft of the steering motor 110 in this steering mechanism is rigidly connected to the wheel assembly 400 directly or through a reducer, and the steering motor 110 directly transmits the steering rotation motion to the wheel assembly 400. At the same time, this steering mechanism is different from the transmission suspension structure, and often does not have a suspension guide rod 230 system bushing or other vibration isolation and buffering components, and can often only filter the vertical impact of the road surface through a shock absorber. However, due to the complex and changeable road conditions, the road impact comes from all directions. The road impact in all directions will be transmitted to the reducer, steering motor 110 and vehicle body 10 of the steering mechanism. The road impact in all directions will generate a large steering rotation radial load on the steering mechanism, which can easily cause the reducer components to get stuck and the steering motor 110 to fail. In particular, under the action of large lateral force, the output shaft of the steering motor 110 is prone to be subjected to a large bending moment, resulting in serious consequences such as failure of the steering mechanism and loss of vehicle control.

例如,在相关技术的一种分布式独立转向系统执行机构中,当驾驶员转动方向盘时,力矩电机减速器总成输出一个转矩,该转矩经过转向传动轴传递到大直径盘式轴承内圈342,而大直径轴承内圈342与轮上横板连接,转矩进而传递到轮上横板,再经过固定于轮上横板与直线轴承座之间的两根导向杆230将转矩传递到直线轴承座上,而直线轴承座直接连接车轮总成400,故该转矩使车轮总成400产生相应的转角,实现汽车的转向功能。在该分布式独立转向系统执行机构中,转向电机110的转向力矩传递结构之间均为刚性连接,中间无任何减振缓冲机构,路面传递至转向机构的侧向、纵向冲击力会直接传递给转向减速器和转向电机110,容易导致减速器卡死和转向电机110堵转等问题,对转向电机110和减速器使用寿命极为不利,并且影响车辆使用安全性。For example, in a distributed independent steering system actuator of the related art, when the driver turns the steering wheel, the torque motor reducer assembly outputs a torque, which is transmitted to the inner ring 342 of the large diameter disc bearing through the steering transmission shaft, and the inner ring 342 of the large diameter bearing is connected to the wheel cross plate, and the torque is then transmitted to the wheel cross plate, and then transmitted to the linear bearing seat through two guide rods 230 fixed between the wheel cross plate and the linear bearing seat, and the linear bearing seat is directly connected to the wheel assembly 400, so the torque makes the wheel assembly 400 produce a corresponding angle of rotation, realizing the steering function of the car. In the distributed independent steering system actuator, the steering torque transmission structure of the steering motor 110 is rigidly connected, and there is no vibration damping buffer mechanism in the middle. The lateral and longitudinal impact force transmitted from the road surface to the steering mechanism will be directly transmitted to the steering reducer and the steering motor 110, which is easy to cause the reducer to get stuck and the steering motor 110 to be blocked, which is extremely unfavorable to the service life of the steering motor 110 and the reducer, and affects the safety of vehicle use.

又如,在相关技术的一种主销零偏置线控独立驱动与转向的汽车行走机构中,由车轮部件、悬架部件以及转向部件组成,转向部件是由主销组件与转向立轴组件组成。其中, 主销组件包括转向电机110、减速器、减速器输出法兰盘、内花键法兰盘、主销套筒、主销、编码盘、光电传感器、圆锥滚子轴承以及圆锁紧螺母。主销通过两个圆锥滚子轴承安装在主销套筒中,主销下端的轴肩和一个圆锥滚子轴承的内环的下端面相接触,该圆锥滚子轴承的外环的上端面和主销套筒内壁下部凸缘的下端面相接触;另一个圆锥滚子轴承的外环的下端面和主销套筒内壁中部凸缘的上端面相接触,该圆锥滚子轴承的内环的上端面和圆锁紧螺母的下端面相接触,转向电机110和减速器依次固定连接在主销套筒的上端面上,减速器的输出端和减速器输出法兰盘通过螺栓固定连接,减速器输出法兰盘和内花键法兰盘通过螺栓和定位销固定连接,内花键法兰盘套装在主销的上端,编码盘套装在主销下端的过渡轴上,采用螺栓将主销与编码盘和转向立轴组件固定连接,转向电机110、减速器、主销套筒、主销和编码盘的轴对称线共线。转向立轴组件包括主转向臂210、两根结构相同的转向立轴、上定距板与下定距板。主转向臂210的左端与主销最下端固定连接,主转向臂210右端与两根结构相同的转向立轴的上端固定连接,两根结构相同的转向立轴的轴对称线和主转向臂210底端面垂直,上定距板与下定距板分别固定连接在两根结构相同的转向立轴的中部与下端,两根结构相同的转向立轴的轴对称线和主销的轴对称线平行。也就是说,转向部件中的转向电机110通过减速器带动主销转向,进而带动车轮转向,转向时与主销连接的所有组件和部件均参与转向,可以实现单个车轮任意角度的转向。该转向机构主转向臂210与主销刚性连接,主销用过内花键法兰盘与转向减速器输出法兰盘刚性连接,中间无任何减振缓冲机构,因此路面侧向、纵向冲击力会直接传递至转向减速器和转向电机110,容易导致减速器卡死和转向电机110堵转等问题,对转向电机110和减速器使用寿命极为不利,并且影响车辆使用安全性。For example, in a related art, a kingpin zero-offset wire-controlled independent drive and steering vehicle running mechanism is composed of a wheel component, a suspension component, and a steering component, and the steering component is composed of a kingpin assembly and a steering vertical shaft assembly. The kingpin assembly includes a steering motor 110, a reducer, a reducer output flange, an inner spline flange, a kingpin sleeve, a kingpin, an encoding disc, a photoelectric sensor, a tapered roller bearing, and a round locking nut. The kingpin is installed in the kingpin sleeve through two tapered roller bearings. The shoulder at the lower end of the kingpin contacts the lower end face of the inner ring of one tapered roller bearing, and the upper end face of the outer ring of the tapered roller bearing contacts the lower end face of the flange at the lower part of the inner wall of the kingpin sleeve; the lower end face of the outer ring of the other tapered roller bearing contacts the upper end face of the flange at the middle part of the inner wall of the kingpin sleeve, and the upper end face of the inner ring of the tapered roller bearing contacts the lower end face of the round locking nut. The steering motor 110 and the reducer are connected to the kingpin sleeve. The output end of the reducer and the output flange of the reducer are fixedly connected by bolts, the output flange of the reducer and the internal spline flange are fixedly connected by bolts and positioning pins, the internal spline flange is sleeved on the upper end of the kingpin, the encoding disc is sleeved on the transition shaft at the lower end of the kingpin, the kingpin is fixedly connected with the encoding disc and the steering vertical shaft assembly by bolts, and the axial symmetry lines of the steering motor 110, the reducer, the kingpin sleeve, the kingpin and the encoding disc are collinear. The steering vertical shaft assembly includes a main steering arm 210, two steering vertical shafts of the same structure, an upper distance plate and a lower distance plate. The left end of the main steering arm 210 is fixedly connected to the lowermost end of the kingpin, and the right end of the main steering arm 210 is fixedly connected to the upper ends of two steering vertical shafts with the same structure. The axis symmetry lines of the two steering vertical shafts with the same structure are perpendicular to the bottom end surface of the main steering arm 210. The upper distance plate and the lower distance plate are respectively fixedly connected to the middle and lower ends of the two steering vertical shafts with the same structure. The axis symmetry lines of the two steering vertical shafts with the same structure are parallel to the axis symmetry line of the kingpin. In other words, the steering motor 110 in the steering component drives the kingpin to turn through the reducer, and then drives the wheel to turn. When turning, all components and parts connected to the kingpin participate in the turning, and the turning of a single wheel at any angle can be achieved. The main steering arm 210 of the steering mechanism is rigidly connected to the kingpin, and the kingpin is rigidly connected to the steering reducer output flange through an internal spline flange, without any vibration damping and buffering mechanism in between. Therefore, the lateral and longitudinal impact forces of the road surface will be directly transmitted to the steering reducer and the steering motor 110, which may easily lead to problems such as the reducer getting stuck and the steering motor 110 being blocked, which is extremely detrimental to the service life of the steering motor 110 and the reducer, and affects the safety of vehicle use.

针对相关技术中转向机构存在的上述问题,本申请实施例提出了一种转向系统,如图1至图2所示,在转向系统中引入缓冲装置330,使缓冲装置330中的第一传动轴310、第二传动轴320以沿转向传动总成300的转动径向错位分布的方式与缓冲装置330中的弹性件331连接。当行走系统中的车轮总成400受到路面冲击时,各个方向的路面冲击通过行走系统的车轮总成400依次传递至转向执行总成200、转向传动总成300以及传动动力总成,在传递至转向传动总成300时,由于第一传动轴310和第二传动轴320以沿转向传动总成300的转动径向错位分布的方式与弹性件331连接,第二传动轴320向弹性件331传递的冲击通过弹性件331传递至第一传动轴310时,缓冲装置330中的弹性件331受到各个方向的路面冲击发生形变,通过弹性件331的形变缓冲、吸收各个方向的路面冲击,尤其是减小转向传动总成300的转动径向上的冲击载荷,使转向动力总成100受到的各个方向的路面冲击减小甚至消失,以避免转向动力总成100产生减速器卡死、转向电机110 堵转等问题,从而可以延长转向电机110和减速器使用寿命,并提高车辆使用的安全性。In response to the above-mentioned problems existing in the steering mechanism in the related art, an embodiment of the present application proposes a steering system, as shown in Figures 1 and 2, a buffer device 330 is introduced into the steering system, so that the first transmission shaft 310 and the second transmission shaft 320 in the buffer device 330 are connected to the elastic member 331 in the buffer device 330 in a manner of being staggered along the rotational radial direction of the steering transmission assembly 300. When the wheel assembly 400 in the traveling system is impacted by the road surface, the road surface impact in various directions is transmitted to the steering execution assembly 200, the steering transmission assembly 300 and the transmission power assembly in sequence through the wheel assembly 400 of the traveling system. When transmitted to the steering transmission assembly 300, since the first transmission shaft 310 and the second transmission shaft 320 are connected to the elastic member 331 in a manner of staggered distribution along the rotational radial direction of the steering transmission assembly 300, when the impact transmitted by the second transmission shaft 320 to the elastic member 331 is transmitted to the first transmission shaft 310 through the elastic member 331, the elastic member 331 in the buffer device 330 is deformed by the road surface impact in various directions. The deformation of the elastic member 331 buffers and absorbs the road surface impact in various directions, especially reduces the impact load in the rotational radial direction of the steering transmission assembly 300, so that the road surface impact in various directions received by the steering power assembly 100 is reduced or even eliminated, so as to avoid the steering power assembly 100 from getting stuck in the reducer and the steering motor 110 from getting stuck. The problems of stalling and the like can be solved, thereby extending the service life of the steering motor 110 and the reducer and improving the safety of vehicle use.

在本申请的上述实施例中,通过缓冲装置330实现对路面冲击进行过滤,可以减小对车辆的NVH(Noise、Vibration、Harshness,噪声、振动与声振粗糙度)产生不利影响。In the above-mentioned embodiment of the present application, the road impact is filtered by the buffer device 330, so as to reduce the adverse effect on the NVH (Noise, Vibration, Harshness) of the vehicle.

在本申请的上述实施例中,通过缓冲装置330可以减小转向系统的冲击震动,同时减小车辆的冲击震动,可以减小对车辆及其零部件的可靠性和耐久性的不良影响。In the above-mentioned embodiment of the present application, the impact vibration of the steering system can be reduced by the buffer device 330, and the impact vibration of the vehicle can be reduced at the same time, which can reduce the adverse effects on the reliability and durability of the vehicle and its components.

在本申请的上述实施例中,通过在转向传动总成300中增加缓冲装置330,能够使转向系统的装配容差能力得到提升,转向动力总成100的输出轴/第一传动轴310与转向执行总成200的转向臂210/第二传动轴320之间的装配同轴度偏差可以通过缓冲装置330的弹性件331变形来吸收,而不会对转向运动产生影响。In the above-mentioned embodiment of the present application, by adding a buffer device 330 in the steering transmission assembly 300, the assembly tolerance capability of the steering system can be improved, and the assembly coaxiality deviation between the output shaft/first transmission shaft 310 of the steering power assembly 100 and the steering arm 210/second transmission shaft 320 of the steering execution assembly 200 can be absorbed by the deformation of the elastic member 331 of the buffer device 330 without affecting the steering movement.

在相关技术中,转向系统、角模块等向更高集成化发展的同时,往往伴随着整体售后维修成本高的问题。In related technologies, the development of steering systems, corner modules, etc. towards higher integration is often accompanied by the problem of high overall after-sales maintenance costs.

在本申请的上述实施例中,通过使转向系统中的转向动力总成100、转向执行总成200以及转向传动总成300形成相对独立的三个功能模块,即转向动力总成100、转向执行总成200以及转向传动总成300的结构和功能相对独立,不仅便于局部故障的维修处理,降低售后成本,还有利于各功能模块在各种车型和/或平台之间实现通用化,以降低各种车型的制备成本,提高整车的经济效益。In the above-mentioned embodiments of the present application, the steering powertrain 100, the steering actuator assembly 200 and the steering transmission assembly 300 in the steering system are formed into three relatively independent functional modules, that is, the structures and functions of the steering powertrain 100, the steering actuator assembly 200 and the steering transmission assembly 300 are relatively independent, which not only facilitates the repair and treatment of local faults and reduces after-sales costs, but also facilitates the standardization of various functional modules among various vehicle models and/or platforms, so as to reduce the preparation costs of various vehicle models and improve the economic benefits of the entire vehicle.

在一些实施例中,如图4和图5所示,转向动力总成100可以包括转向电机110和转向减速机构120。可选地,转向动力总成100还包括转向控制器。其中,转向电机110的输出轴与转向减速机构120连接,转向电机110的输出轴可以通花键与转向减速机构120连接,还可以通过涡轮蜗杆改变转动方向后与转向减速机构120连接。转向减速机构120与第一传动轴310连接,转向减速机构的输出轴122可以通过花键与第一传动轴310连接,还可以通过第一节叉121与第一传动轴310连接,例如,第一节叉121与第一传动轴310可以焊接连接在一起。In some embodiments, as shown in FIG. 4 and FIG. 5 , the steering powertrain 100 may include a steering motor 110 and a steering reduction mechanism 120. Optionally, the steering powertrain 100 also includes a steering controller. The output shaft of the steering motor 110 is connected to the steering reduction mechanism 120, and the output shaft of the steering motor 110 can be connected to the steering reduction mechanism 120 through a spline, or can be connected to the steering reduction mechanism 120 after changing the rotation direction through a worm gear. The steering reduction mechanism 120 is connected to the first transmission shaft 310, and the output shaft 122 of the steering reduction mechanism can be connected to the first transmission shaft 310 through a spline, or can be connected to the first transmission shaft 310 through a first yoke 121, for example, the first yoke 121 and the first transmission shaft 310 can be welded together.

在一些实施例中,如图4至图5所示,转向控制器可以控制转向电机110,使转向电机110按照需求输出扭矩和转角,并通过转向减速机构120将扭矩和转角按照一定的比例传递至第一传动轴310。在第一传动轴310与第二传动轴320之间设有缓冲装置330,缓冲装置330可以通过弹性件331的形变吸收路面各向冲击,避免冲击载荷向转向动力总成100传递,尤其是避免相对于转向传动总成300的转动径向上的载荷向转向动力总成100传递。In some embodiments, as shown in FIGS. 4 and 5 , the steering controller can control the steering motor 110 so that the steering motor 110 outputs torque and angle as required, and transmits the torque and angle to the first transmission shaft 310 in a certain ratio through the steering reduction mechanism 120. A buffer device 330 is provided between the first transmission shaft 310 and the second transmission shaft 320. The buffer device 330 can absorb the impact of the road surface in all directions through the deformation of the elastic member 331, so as to prevent the impact load from being transmitted to the steering power assembly 100, especially to prevent the load in the radial direction relative to the rotation of the steering transmission assembly 300 from being transmitted to the steering power assembly 100.

在一些实施例中,如图4和图5所示,转向执行总成200连接在第二传动轴320与行走系统的车轮总成400之间。转向执行总成200可以包括转向臂210和与转向臂210连接 的转向节,转向臂210被配置为与第二传动轴320连接,转向节被配置为与车轮总成400连接,可以将转向节固定在车轮总成400上。In some embodiments, as shown in FIG. 4 and FIG. 5 , the steering actuator assembly 200 is connected between the second transmission shaft 320 and the wheel assembly 400 of the walking system. The steering actuator assembly 200 may include a steering arm 210 and a wheel assembly 400 connected to the steering arm 210. The steering knuckle of the steering arm 210 is configured to be connected to the second transmission shaft 320, and the steering knuckle is configured to be connected to the wheel assembly 400, and the steering knuckle can be fixed to the wheel assembly 400.

在一些实施例中,如图4和图5所示,转向臂210可以包括转向上臂和转向下臂,转向上臂被配置为与第二传动轴320连接,转向下臂用于与转向节连接。其中,转向上臂可以设有导向外套筒,相应的,转向下臂设有与导向外套筒匹配的导向杆230,导向杆230容置于导向外套筒中并可以相对于导向外套筒移动,同时,导向外套筒和导向杆230的轴向与转向传动总成300的转动轴向平行。转向臂210采用转向上臂与转向下臂的分体式结构,使转向上臂与转向下臂通过导向外套筒与导向杆230实现可拆卸连接,可以使转向执行总成200的装配更为便利,同时还可以降低后期维护成本。In some embodiments, as shown in FIG. 4 and FIG. 5 , the steering arm 210 may include a steering upper arm and a steering lower arm, wherein the steering upper arm is configured to be connected to the second transmission shaft 320, and the steering lower arm is used to be connected to the steering knuckle. The steering upper arm may be provided with a guide outer sleeve, and correspondingly, the steering lower arm is provided with a guide rod 230 matching the guide outer sleeve, wherein the guide rod 230 is accommodated in the guide outer sleeve and can move relative to the guide outer sleeve, and at the same time, the axial direction of the guide outer sleeve and the guide rod 230 is parallel to the rotation axis of the steering transmission assembly 300. The steering arm 210 adopts a split structure of the steering upper arm and the steering lower arm, so that the steering upper arm and the steering lower arm are detachably connected through the guide outer sleeve and the guide rod 230, which can make the assembly of the steering execution assembly 200 more convenient and reduce the subsequent maintenance cost.

在另外一些实施例中,转向上臂可以设有导向外杆,相应的,转向下臂设有与导向杆230匹配的导向外套筒,使导向杆230容置于导向外套筒中并可以相对于导向外套筒移动,也可以实现转向上臂与转向下臂的分体式结构,该种转向臂210结构的作用与上述实施例相同,在此不在赘述。In some other embodiments, the steering upper arm may be provided with a guide outer rod, and correspondingly, the steering lower arm is provided with a guide outer sleeve matching the guide rod 230, so that the guide rod 230 is accommodated in the guide outer sleeve and can move relative to the guide outer sleeve, and a split structure of the steering upper arm and the steering lower arm can also be realized. The function of this steering arm 210 structure is the same as that of the above-mentioned embodiment and will not be repeated here.

在一些实施例中,如图4至图5所示,转向执行总成200还包括减震装置,减震装置设置在转向上臂与转向下臂之间,或者,减震装置设置在转向臂210与转向节之间,减震装置用于吸收、衰减路面传递至转向执行总成200的出垂向冲击(垂直于地面的冲击)。可选地,减震装置包括液压减震器和螺旋弹簧240,液压减震器的上吊环可以固定在转向臂210/转向上臂上,液压减震器的下调换固定于转向节/转向下臂上,液压减震器上可以设有上弹簧座和下弹簧座,螺旋弹簧缠绕于液压减震器的防尘罩外且位于上弹簧座与下弹簧座之间。当出现路面垂向冲击时,螺旋弹簧压缩贮存冲击能量,减震装置通过液压减震器将贮存的能量以热量形式消耗,可以有效衰减路面传递至转向臂210的垂向冲击。In some embodiments, as shown in FIG. 4 and FIG. 5 , the steering actuator assembly 200 further includes a shock absorbing device, which is arranged between the steering upper arm and the steering lower arm, or the shock absorbing device is arranged between the steering arm 210 and the steering knuckle, and the shock absorbing device is used to absorb and attenuate the vertical impact (impact perpendicular to the ground) transmitted from the road surface to the steering actuator assembly 200. Optionally, the shock absorbing device includes a hydraulic shock absorber and a coil spring 240, the upper hanging ring of the hydraulic shock absorber can be fixed on the steering arm 210/steering upper arm, the lower ring of the hydraulic shock absorber is fixed on the steering knuckle/steering lower arm, the hydraulic shock absorber can be provided with an upper spring seat and a lower spring seat, and the coil spring is wound outside the dust cover of the hydraulic shock absorber and is located between the upper spring seat and the lower spring seat. When a vertical impact occurs on the road surface, the coil spring is compressed to store the impact energy, and the shock absorbing device consumes the stored energy in the form of heat through the hydraulic shock absorber, which can effectively attenuate the vertical impact transmitted from the road surface to the steering arm 210.

在一些实施例中,减震装置的结构还可以结合震动发电机结构,使减震装置在衰减路面传递至转向臂210的垂向冲击的同时,将冲击能量转换成电能,提高能量的回收利用率。In some embodiments, the structure of the shock absorbing device can also be combined with a vibration generator structure, so that the shock absorbing device can convert the impact energy into electrical energy while attenuating the vertical impact transmitted from the road surface to the steering arm 210, thereby improving the energy recovery rate.

在一些实施例中,如图4和图5所示,在导向外套筒与导向杆230之间可以设有滑动轴承,以使导向外套筒与导向杆230之间的相对移动更为顺滑。In some embodiments, as shown in FIG. 4 and FIG. 5 , a sliding bearing may be provided between the guide outer sleeve and the guide rod 230 to make the relative movement between the guide outer sleeve and the guide rod 230 smoother.

在一些实施例中,如图4和图5所示,导向外套筒可以采用双导向外套筒结构,相应地,导向杆230采用双导向杆230结构,通过使双导向杆230容置于双导向套筒220中,可以避免导向杆230与导向套筒220之间在转向传动总成300的转动径向产生转动,从而可以使传动执行总成可以有效地执行转向动作。In some embodiments, as shown in Figures 4 and 5, the guide outer sleeve can adopt a double guide outer sleeve structure, and accordingly, the guide rod 230 adopts a double guide rod 230 structure. By accommodating the double guide rod 230 in the double guide sleeve 220, it is possible to avoid rotation between the guide rod 230 and the guide sleeve 220 in the rotation radial direction of the steering transmission assembly 300, thereby enabling the transmission execution assembly to effectively perform the steering action.

在一些实施例中,行走系统可以通过转向执行总成200实现与车身10的连接,转向执行总成200在被配置为执行转向动作的同时,还可以作为悬架使用,用于传递车轮与车 身10之间的力和力矩。In some embodiments, the walking system can be connected to the vehicle body 10 through the steering actuator assembly 200. The steering actuator assembly 200 is configured to perform steering actions and can also be used as a suspension to transmit the rotation between the wheels and the vehicle body. The forces and moments between the body 10.

在本申请的上述实施例中,转向传递总成具有路面激励缓冲功能,并且主要被配置为缓冲转向传动总成300的转动径向上的路面冲击;转向执行总成200可以通过设置减震装置使转向执行总成200具有路面激励缓冲功能,并且主要用于垂向(转向传动总成300的转动轴向)的路面冲击。通过转向传递总成和转向执行总成200,可以使转向系统可以有效地缓冲各个方向的地面冲击,减小地面冲击对转向系统以及车身10产生的冲击作用,有效避免转向系统受到各向冲击,并且能够有效减小车身10的震动。In the above embodiment of the present application, the steering transmission assembly has a road excitation buffering function, and is mainly configured to buffer the road impact in the radial direction of the rotation of the steering transmission assembly 300; the steering execution assembly 200 can be provided with a shock absorbing device so that the steering execution assembly 200 has a road excitation buffering function, and is mainly used for vertical (rotation axis of the steering transmission assembly 300) road impact. Through the steering transmission assembly and the steering execution assembly 200, the steering system can effectively buffer the ground impact in all directions, reduce the impact of the ground impact on the steering system and the vehicle body 10, effectively avoid the steering system from being impacted in all directions, and can effectively reduce the vibration of the vehicle body 10.

作为一种可选实施方式,如图1和图2所示,弹性件331包括沿转向传动总成300的转动径向分布的多个连接位;缓冲装置330包括第一连接组件和第二连接组件,第一连接组件与一个以上的连接位连接,第二连接组件与一个以上的连接位连接,第一连接组件与第二连接组件通过连接位相互间隔地连接在弹性件331上。As an optional embodiment, as shown in Figures 1 and 2, the elastic member 331 includes a plurality of connection positions distributed along the rotational radial direction of the steering transmission assembly 300; the buffer device 330 includes a first connection component and a second connection component, the first connection component is connected to more than one connection position, the second connection component is connected to more than one connection position, and the first connection component and the second connection component are connected to the elastic member 331 at intervals through the connection positions.

在一些实施例中,如图1和图2所示,第一传动轴310可以通过第一连接组件与弹性件331上的连接位连接,第二传动轴320可以通过第二连接组件与弹性件331上的连接位连接,;同时通过第一连接组件与第二连接组件通过连接位相互间隔地连接在弹性件331上,以改变第一传动轴310与弹性件331的连接位与第一传动轴310的相对位置、第二传动轴320与弹性件331的连接位与第二传动轴320的相对位置,可以实现第一传动轴310和第二传动轴320以沿转向传动总成300的转动径向错位分布的方式与弹性件331连接,使弹性件331在第一传动轴310与第二传动轴320之间的部分在转向传动总成300的转动径向能够具有形变量。在行走系统中的车轮总成400受到路面冲击时,可以将路面冲击传递至第二传动轴320,第二传动轴320受到的冲击载荷通过第二连接组件可以传递至弹性件331,由于第一连接组件与第二连接组件通过连接位相互间隔地连接在弹性件331上,弹性件331在第一连接组件与第二连接组件之间的间隔部分受到冲击载荷可以发生形变,利用该部分的形变可以吸收、缓冲部分或全部冲击载荷,传递至第一传动轴310的冲击载荷将减小甚至消失,进而使与第一传动轴310连接的转向动力总成100受到的冲击载荷减小甚至消失,以避免转向动力总成100产生减速器卡死、转向电机110堵转等问题,从而可以延长转向电机110和减速器使用寿命,并提高车辆使用的安全性。In some embodiments, as shown in Figures 1 and 2, the first transmission shaft 310 can be connected to the connecting position on the elastic member 331 through a first connecting component, and the second transmission shaft 320 can be connected to the connecting position on the elastic member 331 through a second connecting component; at the same time, the first connecting component and the second connecting component are connected to the elastic member 331 at intervals through the connecting positions to change the relative position of the connecting position between the first transmission shaft 310 and the elastic member 331 and the first transmission shaft 310, and the relative position of the connecting position between the second transmission shaft 320 and the elastic member 331 and the second transmission shaft 320. It can be achieved that the first transmission shaft 310 and the second transmission shaft 320 are connected to the elastic member 331 in a staggered distribution along the rotational radial direction of the steering transmission assembly 300, so that the portion of the elastic member 331 between the first transmission shaft 310 and the second transmission shaft 320 can have a deformation amount in the rotational radial direction of the steering transmission assembly 300. When the wheel assembly 400 in the walking system is impacted by the road surface, the road surface impact can be transmitted to the second transmission shaft 320, and the impact load received by the second transmission shaft 320 can be transmitted to the elastic member 331 through the second connecting component. Since the first connecting component and the second connecting component are connected to the elastic member 331 at intervals through the connecting position, the elastic member 331 can be deformed when the interval between the first connecting component and the second connecting component is impacted. The deformation of this part can absorb and buffer part or all of the impact load, and the impact load transmitted to the first transmission shaft 310 will be reduced or even disappear, thereby reducing or even eliminating the impact load received by the steering powertrain 100 connected to the first transmission shaft 310, so as to avoid problems such as the reducer getting stuck and the steering motor 110 being blocked in the steering powertrain 100, thereby extending the service life of the steering motor 110 and the reducer, and improving the safety of vehicle use.

作为一种可选实施方式,如图1和图2所示,第一传动轴310与第二传动轴320在弹性件331的两侧相对设置。As an optional implementation, as shown in FIG. 1 and FIG. 2 , the first transmission shaft 310 and the second transmission shaft 320 are disposed opposite to each other on both sides of the elastic member 331 .

在一些实施例中,如图1和图2所示,使第一传动轴310与第二传动轴320在弹性件331的两侧相对设置,可以确保第一传动轴310与第二传动轴320保持同轴转动。同时,在弹性件331的作用下,可以使转向动力总成100与转向执行总成200之间的装配容差能 力得到提升,通过弹性件331的形变使转向动力总成100与第一传动轴310连接后的旋转轴线、转向执行总成200与第二传动轴320连接后的旋转轴线得到重合,以实现转向作用力的传递。In some embodiments, as shown in FIG. 1 and FIG. 2 , the first transmission shaft 310 and the second transmission shaft 320 are arranged opposite to each other on both sides of the elastic member 331, so as to ensure that the first transmission shaft 310 and the second transmission shaft 320 rotate coaxially. At the same time, under the action of the elastic member 331, the assembly tolerance between the steering power assembly 100 and the steering actuator assembly 200 can be reduced. The force is increased, and the deformation of the elastic member 331 makes the rotation axis of the steering power assembly 100 connected to the first transmission shaft 310 and the rotation axis of the steering execution assembly 200 connected to the second transmission shaft 320 coincide, so as to realize the transmission of the steering force.

作为一种可选实施方式,如图1和图2所示,弹性件331呈空心环状。As an optional implementation, as shown in FIG. 1 and FIG. 2 , the elastic member 331 is in a hollow ring shape.

在一些实施例中,如图1和图2所示,使弹性件331呈空心环状,弹性件331的空心部分可以减小弹性件331的整体刚性,有利于使弹性件331在受到转向传动总成300的转动径向上的冲击载荷时发生径向形变,以提高弹性件331对冲击载荷的吸收能力,减小或避免冲击载荷向第一传动轴310传递。In some embodiments, as shown in FIGS. 1 and 2 , the elastic member 331 is hollow-ring-shaped. The hollow portion of the elastic member 331 can reduce the overall rigidity of the elastic member 331 , which is beneficial for causing the elastic member 331 to undergo radial deformation when subjected to an impact load in the rotational radial direction of the steering transmission assembly 300 , thereby improving the elastic member 331 's ability to absorb the impact load, and reducing or avoiding the impact load from being transmitted to the first transmission shaft 310 .

作为一种可选实施方式,如图1和图2所示,第一连接组件包括两个以上的第一连接套筒332和第一连接板333,第二连接组件包括两个以上的第二连接套筒334以及第二连接板335。其中,两个以上的第一连接套筒332分别与两个以上的连接位一一对应连接,第一连接板333连接在两个以上的第一连接套筒332与第一传动轴310之间;两个以上的第二连接套筒334分别与两个以上的连接位一一对应连接,第二连接板335连接在两个以上的第二连接套筒334与第二传动轴320之间。As an optional embodiment, as shown in FIG. 1 and FIG. 2 , the first connection assembly includes more than two first connection sleeves 332 and a first connection plate 333, and the second connection assembly includes more than two second connection sleeves 334 and a second connection plate 335. Among them, the more than two first connection sleeves 332 are respectively connected to the more than two connection positions in a one-to-one correspondence, and the first connection plate 333 is connected between the more than two first connection sleeves 332 and the first transmission shaft 310; the more than two second connection sleeves 334 are respectively connected to the more than two connection positions in a one-to-one correspondence, and the second connection plate 335 is connected between the more than two second connection sleeves 334 and the second transmission shaft 320.

在一些实施例中,如图1和图2所示,第一传动轴310可以通过第一连接板333与两个以上的第一连接套筒332,两个以上的第一连接套筒332分别与两个以上的连接位一一对应连接,也就是说第一传动轴310与弹性件331上两个以上的连接位实现连接,可以使第一传动轴310与弹性件331在转向传动总成300的转动径向上的传动更为平衡稳定;同理,第二传动轴320可以通过第二连接板335与两个以上的第二连接套筒334,两个以上的第二连接套筒334分别与两个以上的连接位一一对应连接,也就是说第二传动轴320与弹性件331上两个以上的连接位实现连接,可以使第二传动轴320与弹性件331在转向传动总成300的转动径向上的传动更为平衡稳定。In some embodiments, as shown in Figures 1 and 2, the first transmission shaft 310 can be connected to more than two first connecting sleeves 332 through a first connecting plate 333, and the more than two first connecting sleeves 332 are respectively connected to more than two connecting positions in a one-to-one correspondence, that is, the first transmission shaft 310 is connected to more than two connecting positions on the elastic member 331, which can make the transmission of the first transmission shaft 310 and the elastic member 331 in the rotation radial direction of the steering transmission assembly 300 more balanced and stable; similarly, the second transmission shaft 320 can be connected to more than two second connecting sleeves 334 through a second connecting plate 335, and the more than two second connecting sleeves 334 are respectively connected to more than two connecting positions in a one-to-one correspondence, that is, the second transmission shaft 320 is connected to more than two connecting positions on the elastic member 331, which can make the transmission of the second transmission shaft 320 and the elastic member 331 in the rotation radial direction of the steering transmission assembly 300 more balanced and stable.

在上述实施例中,如图1和图2所示,两个以上的第一连接套筒332一一对应的连接位与两个以上的第二连接套筒334一一对应的连接位相互间隔地分布在弹性件331上,可以使两个以上的第一连接套筒332与两个以上的第二连接套筒334交错地与弹性件331连接。也就是说,第一传动轴310通过两个以上的第一连接套筒332与弹性件331上的两个以上的连接位连接,第二传动轴320通过两个以上的第二连接套筒334与弹性件331上的两个以上的连接位连接,第一传动轴310与弹性件331连接的连接位、第二传动轴320与弹性件331连接的连接位在弹性件331上相互错开,从而可以使第一传动轴310和第二传动轴320以错位分布的方式与弹性件331连接。从整体上看,在转向传动总成300的转动径向上,第一传动轴310与第二传动轴320之间通过弹性件331连接,通过弹性件331的 形变可以吸收/过滤在转向传动总成300的转动径向上的冲击载荷,减小第二传动轴320向第一传动轴310传递在转向传动总成300的转动径向上的冲击载荷。在转向传动总成300的转动轴向,第一传动轴310与第二传动轴320之间依次通过第一连接板333、第一连接套筒332、第二衬板337、弹性件331、第一衬板336、第二连接套筒334以及第二连接板335进行连接,第一连接套筒332、第二连接套筒334与弹性件331的错位连接,第一连接套筒332、第一衬板336对弹性件331的夹紧连接,第二连接套筒334、第二衬板337对弹性件331的夹紧连接,使缓冲装置330在转向传动总成300的转动轴向的结构相对稳定且不易产生变形,可以更好地使缓冲装置330的结构保持稳定同时在转动时保持平衡。In the above embodiment, as shown in FIG. 1 and FIG. 2 , the connection positions of more than two first connection sleeves 332 corresponding to each other and the connection positions of more than two second connection sleeves 334 corresponding to each other are distributed on the elastic member 331 at intervals, so that more than two first connection sleeves 332 and more than two second connection sleeves 334 can be staggeredly connected to the elastic member 331. That is, the first transmission shaft 310 is connected to more than two connection positions on the elastic member 331 through more than two first connection sleeves 332, and the second transmission shaft 320 is connected to more than two connection positions on the elastic member 331 through more than two second connection sleeves 334. The connection positions of the first transmission shaft 310 and the elastic member 331 and the connection positions of the second transmission shaft 320 and the elastic member 331 are staggered on the elastic member 331, so that the first transmission shaft 310 and the second transmission shaft 320 can be connected to the elastic member 331 in a staggered distribution manner. Overall, in the rotation radial direction of the steering transmission assembly 300, the first transmission shaft 310 and the second transmission shaft 320 are connected by an elastic member 331. The deformation can absorb/filter the impact load in the rotational radial direction of the steering transmission assembly 300 , and reduce the impact load in the rotational radial direction of the steering transmission assembly 300 transmitted from the second transmission shaft 320 to the first transmission shaft 310 . In the axial direction of rotation of the steering transmission assembly 300, the first transmission shaft 310 and the second transmission shaft 320 are connected in sequence through the first connecting plate 333, the first connecting sleeve 332, the second lining plate 337, the elastic member 331, the first lining plate 336, the second connecting sleeve 334 and the second connecting plate 335. The staggered connection between the first connecting sleeve 332, the second connecting sleeve 334 and the elastic member 331, the clamping connection between the first connecting sleeve 332 and the first lining plate 336 and the elastic member 331, and the clamping connection between the second connecting sleeve 334 and the second lining plate 337 and the elastic member 331 make the structure of the buffer device 330 in the axial direction of rotation of the steering transmission assembly 300 relatively stable and not easy to deform, so as to better keep the structure of the buffer device 330 stable and balanced during rotation.

在一些实施例中,第一传动轴310与第一连接板333之间可以焊接固定在一起,第二传动轴320与第二连接板335之间可以焊接固定在一起。In some embodiments, the first transmission shaft 310 and the first connecting plate 333 may be fixed together by welding, and the second transmission shaft 320 and the second connecting plate 335 may be fixed together by welding.

在另外一些实施例中,第一传动轴310与第一连接板333之间可以采用过盈连接等连接方式,第二传动轴320与第二连接板335之间可以采用过盈连接等连接方式,但是需要确保第一传动轴310与第一连接板333之间在转向传动总成300的转动径向不能产生相对转动、第二传动轴320与第二连接板335之间在转向传动总成300的转动径向不能产生相对转动。In some other embodiments, the first transmission shaft 310 and the first connecting plate 333 may be connected by interference fit or the like, and the second transmission shaft 320 and the second connecting plate 335 may be connected by interference fit or the like, but it is necessary to ensure that no relative rotation occurs between the first transmission shaft 310 and the first connecting plate 333 in the rotation radial direction of the steering transmission assembly 300, and no relative rotation occurs between the second transmission shaft 320 and the second connecting plate 335 in the rotation radial direction of the steering transmission assembly 300.

作为一种可选实施方式,如图1和图2所示,缓冲装置330还包括:As an optional implementation, as shown in FIG. 1 and FIG. 2 , the buffer device 330 further includes:

第一衬板336,第一衬板336设置在弹性件331远离第一连接板333的一侧且与第一连接套筒332连接;A first lining plate 336, which is disposed on a side of the elastic member 331 away from the first connecting plate 333 and connected to the first connecting sleeve 332;

第二衬板337,第二衬板337设置在弹性件331远离第二连接板335的一侧且与第二连接套筒334连接。The second lining plate 337 is disposed on a side of the elastic member 331 away from the second connecting plate 335 and is connected to the second connecting sleeve 334 .

在一些实施方式中,如图1和图2所示,在弹性件331远离第一连接板333的一侧设有第一衬板336,第一连接套筒332在与第一衬板336连接的同时还与第一连接板333连接,同时,在弹性件331远离第二连接板335的一侧设有第二衬板337,第二连接套筒334在与第二衬板337连接的同时还与第二连接板335连接。也就是说,第一连接套筒332的两端分别与第一衬板336、第一连接板333连接,同时,第二连接套筒334的两端分别与第二衬板337、第二连接板335连接,通过第一连接套筒332和第二连接套筒334的连接作用,可以将弹性件331压紧在第一衬板336与第二衬板337之间,使弹性件331主要在转向传动总成300的转动径向产生形变,减小弹性件331在转向传动总成300的转动轴向产生形变,在通过弹性件331缓冲、吸收路面冲击的情况下,可以更好地进行在转向传动总成300的转动径向的传动,避免第一传动轴310的转动方向与第二传动轴320的 转动方向之间产生偏斜。In some embodiments, as shown in Figures 1 and 2, a first lining plate 336 is provided on the side of the elastic member 331 away from the first connecting plate 333, and the first connecting sleeve 332 is connected to the first lining plate 336 and the first connecting plate 333 at the same time. At the same time, a second lining plate 337 is provided on the side of the elastic member 331 away from the second connecting plate 335, and the second connecting sleeve 334 is connected to the second lining plate 337 and the second connecting plate 335 at the same time. That is to say, the two ends of the first connecting sleeve 332 are respectively connected to the first lining plate 336 and the first connecting plate 333, while the two ends of the second connecting sleeve 334 are respectively connected to the second lining plate 337 and the second connecting plate 335. Through the connection between the first connecting sleeve 332 and the second connecting sleeve 334, the elastic member 331 can be pressed between the first lining plate 336 and the second lining plate 337, so that the elastic member 331 mainly deforms in the radial direction of rotation of the steering transmission assembly 300, reducing the deformation of the elastic member 331 in the axial direction of rotation of the steering transmission assembly 300. When the elastic member 331 buffers and absorbs the impact of the road surface, the transmission in the radial direction of rotation of the steering transmission assembly 300 can be better performed, avoiding the rotation direction of the first transmission shaft 310 and the second transmission shaft 320 from being inconsistent. There is a deviation between the directions of rotation.

在上述实施例中,第一衬板336与第二衬板337为刚性板材,例如第一衬板336、第二衬板337可以分别为金属板。In the above embodiment, the first lining plate 336 and the second lining plate 337 are rigid plates, for example, the first lining plate 336 and the second lining plate 337 can be metal plates respectively.

作为一种可选实施方式,如图1和图2所示,第一衬板336的形状与弹性件331的形状相匹配,且第一衬板336开设有用于避让第二连接套筒334的第一避让孔;As an optional embodiment, as shown in FIG. 1 and FIG. 2 , the shape of the first lining plate 336 matches the shape of the elastic member 331 , and the first lining plate 336 is provided with a first avoidance hole for avoiding the second connecting sleeve 334 ;

第二衬板337的形状与弹性件331的形状相匹配,且第二衬板337开设有用于避让第一连接套筒332的第二避让孔。The shape of the second lining plate 337 matches the shape of the elastic member 331 , and the second lining plate 337 is provided with a second avoidance hole for avoiding the first connecting sleeve 332 .

在一些实施例中,如图1和图2所示,通过使第一衬板336的形状与弹性件331的形状相匹配、第二衬板337的形状与弹性件331的形状相匹配,可以增加第一衬板336、第二衬板337与弹性件331的接触面积,提高第一衬板336、第二衬板337在转向传动总成300的转动轴向对弹性件331的限位和支撑作用。通过在第一衬板336开设有用于避让第二连接套筒334的第一避让孔,可以通过第一避让孔避让第二连接套筒334,以避免第二连接套筒334与第一衬板336产生连接;同理,通过在第二衬板337开设有用于避让第一连接套筒332的第二避让孔,可以通过第二避让孔避让第一连接套筒332,以避免第一连接套筒332与第二衬板337产生连接。In some embodiments, as shown in FIG. 1 and FIG. 2 , by matching the shape of the first lining plate 336 with the shape of the elastic member 331 and the shape of the second lining plate 337 with the shape of the elastic member 331, the contact area between the first lining plate 336, the second lining plate 337 and the elastic member 331 can be increased, and the limiting and supporting effect of the first lining plate 336, the second lining plate 337 on the elastic member 331 in the rotational axial direction of the steering transmission assembly 300 can be improved. By providing a first avoidance hole for avoiding the second connecting sleeve 334 in the first lining plate 336, the second connecting sleeve 334 can be avoided through the first avoidance hole to avoid the second connecting sleeve 334 from connecting with the first lining plate 336; similarly, by providing a second avoidance hole for avoiding the first connecting sleeve 332 in the second lining plate 337, the first connecting sleeve 332 can be avoided through the second avoidance hole to avoid the first connecting sleeve 332 from connecting with the second lining plate 337.

在上述实施例中,若第一连接套筒332与第二衬板337产生连接,则由于第二连接套筒334与第二衬板337连接,则第二衬板337将使第一连接套筒332与第二连接套筒334的相对位置固定;或者,若第二连接套筒334与第一衬板336产生连接,则由于第一连接套筒332与第一衬板336连接,则第二衬板337将使第一连接套筒332与第二连接套筒334的相对位置固定。在第一连接套筒332与第二连接套筒334的相对位置固定的情况下,位于第一连接套筒332与第二连接套筒334之间的弹性件331部分将不会在冲击载荷的作用下发生形变,不能吸收冲击载荷,缓冲装置330将失去缓冲效果。In the above embodiment, if the first connecting sleeve 332 is connected to the second lining plate 337, the second lining plate 337 will fix the relative position of the first connecting sleeve 332 and the second connecting sleeve 334 due to the connection between the second connecting sleeve 334 and the second lining plate 337; or, if the second connecting sleeve 334 is connected to the first lining plate 336, the second lining plate 337 will fix the relative position of the first connecting sleeve 332 and the second connecting sleeve 334 due to the connection between the first connecting sleeve 332 and the first lining plate 336. In the case where the relative position of the first connecting sleeve 332 and the second connecting sleeve 334 is fixed, the part of the elastic member 331 located between the first connecting sleeve 332 and the second connecting sleeve 334 will not be deformed under the impact load, and cannot absorb the impact load, and the buffer device 330 will lose the buffering effect.

作为一种可选实施方式,如图1和图2所示,第一衬板336开设有用于与第一连接套筒332连接的第一连接通孔,第一连接通孔相对于第一衬板336下沉;第二衬板337开设有用于与第二连接套筒334连接的第二连接通孔,第二连接通孔相对于第二衬板337下沉。As an optional embodiment, as shown in Figures 1 and 2, the first lining plate 336 is provided with a first connecting through hole for connecting to the first connecting sleeve 332, and the first connecting through hole is sunken relative to the first lining plate 336; the second lining plate 337 is provided with a second connecting through hole for connecting to the second connecting sleeve 334, and the second connecting through hole is sunken relative to the second lining plate 337.

在一些实施例中,如图1和图2所示,第一连接通孔被配置为供第一连接套筒332穿过以使第一连接套筒332能够与第一衬板336实现连接。例如,第一连接套筒332穿过第一连接通孔后可以与紧固件338连接固定,从而使第一连接套筒332实现与第一衬板336的连接和固定。同时,使第一连接通孔相对于第一衬板336下沉,可以使下沉的第一连接通孔与紧固件338的法兰面配合,使第一衬板336与第一连接套筒332的相对位置可以受到紧固件338的固定和限制,避免第一衬板336与第一连接套筒332之间产生相对移动。 同理,第二连接通孔被配置为供第二连接套筒334穿过以使第二连接套筒334能够与第二衬板337实现连接。例如,第二连接套筒334穿过第二连接通孔后可以与紧固件338连接固定,从而使第二连接套筒334实现与第二衬板337的连接和固定。同时,使第二连接通孔相对于第二衬板337下沉,可以使下沉的第二连接通孔与紧固件338的法兰面配合,使第二衬板337与第二连接套筒334的相对位置可以受到紧固件338的固定和限制,避免第二衬板337与第二连接套筒334之间产生相对移动。In some embodiments, as shown in FIG. 1 and FIG. 2 , the first connection through hole is configured to allow the first connection sleeve 332 to pass through so that the first connection sleeve 332 can be connected to the first lining plate 336. For example, after passing through the first connection through hole, the first connection sleeve 332 can be connected and fixed with the fastener 338, so that the first connection sleeve 332 can be connected and fixed to the first lining plate 336. At the same time, the first connection through hole is sunken relative to the first lining plate 336, so that the sunken first connection through hole can be matched with the flange surface of the fastener 338, so that the relative position of the first lining plate 336 and the first connection sleeve 332 can be fixed and restricted by the fastener 338, thereby avoiding relative movement between the first lining plate 336 and the first connection sleeve 332. Similarly, the second connecting through hole is configured to allow the second connecting sleeve 334 to pass through so that the second connecting sleeve 334 can be connected to the second lining plate 337. For example, after passing through the second connecting through hole, the second connecting sleeve 334 can be connected and fixed with the fastener 338, so that the second connecting sleeve 334 can be connected and fixed to the second lining plate 337. At the same time, the second connecting through hole is sunken relative to the second lining plate 337, so that the sunken second connecting through hole can be matched with the flange surface of the fastener 338, so that the relative position of the second lining plate 337 and the second connecting sleeve 334 can be fixed and restricted by the fastener 338, thereby avoiding relative movement between the second lining plate 337 and the second connecting sleeve 334.

在一些实施例中,如图1和图2所示,第一衬板336可以通过第一连接套筒332与第一连接板333连接,第二衬板337可以通过第二轮连接套筒与第二连接板335连接,可以将使弹性件331夹设在第一衬板336与第二衬板337之间,通过第一衬板336和第二衬板337压紧弹性件331。In some embodiments, as shown in Figures 1 and 2, the first lining plate 336 can be connected to the first connecting plate 333 through the first connecting sleeve 332, and the second lining plate 337 can be connected to the second connecting plate 335 through the second wheel connecting sleeve. The elastic member 331 can be clamped between the first lining plate 336 and the second lining plate 337, and the elastic member 331 can be pressed by the first lining plate 336 and the second lining plate 337.

作为一种可选实施方式,如图1和图2所示,第一连接套筒332包括第一连接内管和套设在第一连接内管外的第一缓冲套管,第一连接内管的两端分别与弹性件331、第一连接板333连接,第一缓冲套管的两端分别与弹性件331、第一连接板333相抵接;第二连接内管的两端分别与弹性件331、第二连接板335连接,第二连接套筒334包括第二连接内管和套设在第二连接内管外的第二缓冲套管,第二缓冲套管的两端分别与弹性件331、第二连接板335相抵接。As an optional embodiment, as shown in Figures 1 and 2, the first connecting sleeve 332 includes a first connecting inner tube and a first buffer sleeve sleeved outside the first connecting inner tube, the two ends of the first connecting inner tube are respectively connected to the elastic member 331 and the first connecting plate 333, and the two ends of the first buffer sleeve are respectively abutted against the elastic member 331 and the first connecting plate 333; the two ends of the second connecting inner tube are respectively connected to the elastic member 331 and the second connecting plate 335, the second connecting sleeve 334 includes a second connecting inner tube and a second buffer sleeve sleeved outside the second connecting inner tube, and the two ends of the second buffer sleeve are respectively abutted against the elastic member 331 and the second connecting plate 335.

在一些实施例中,如图1和图2所示,第一连接套筒332包括第一连接内管和套设在第一连接内管外的第一缓冲套管,第一连接内管的两端可以通过紧固件338分别与第一连接板333和第一衬板336连接,同时第一缓冲套管的两端分别与弹性件331、第一连接板333相抵接,可以使弹性件331与第一连接板333之间保持一定的距离;同理,第二连接套筒334包括第二连接内管和套设在第二连接内管外的第二缓冲套管,第二连接内管的两端可以通过紧固件338分别与第二连接板335和第一衬板336连接,同时第二缓冲套管的两端分别与弹性件331、第二连接板335相抵接,可以使弹性件331与第二连接板335之间保持一定的距离。可以形成第一连接套筒332与第一衬板336夹在弹性件331的两侧、第二连接套筒334与第二衬板337夹在弹性件331的两侧的缓冲部分,该缓冲部分在受到第二传动轴320通过第二连接板335传递的冲击载荷时,通过第二连接套筒334作用在弹性件331的两个连接位,这两个连接位与第一连接套筒332对应的连接位间隔设置,故而可以在间隔部分的弹性件331部分产生一定的形变,传递至第一连接套筒332的冲击载荷将较大程度地减小甚至消失,从而可以降低第一连接板333和第一传动轴310受到的冲击载荷。In some embodiments, as shown in Figures 1 and 2, the first connecting sleeve 332 includes a first connecting inner tube and a first buffer sleeve sleeved outside the first connecting inner tube. The two ends of the first connecting inner tube can be respectively connected to the first connecting plate 333 and the first lining plate 336 by fasteners 338. At the same time, the two ends of the first buffer sleeve are respectively abutted against the elastic member 331 and the first connecting plate 333, so that a certain distance can be maintained between the elastic member 331 and the first connecting plate 333; similarly, the second connecting sleeve 334 includes a second connecting inner tube and a second buffer sleeve sleeved outside the second connecting inner tube. The two ends of the second connecting inner tube can be respectively connected to the second connecting plate 335 and the first lining plate 336 by fasteners 338. At the same time, the two ends of the second buffer sleeve are respectively abutted against the elastic member 331 and the second connecting plate 335, so that a certain distance can be maintained between the elastic member 331 and the second connecting plate 335. A buffer portion can be formed in which the first connecting sleeve 332 and the first lining plate 336 are clamped on both sides of the elastic member 331, and the second connecting sleeve 334 and the second lining plate 337 are clamped on both sides of the elastic member 331. When the buffer portion is subjected to an impact load transmitted from the second transmission shaft 320 through the second connecting plate 335, the second connecting sleeve 334 acts on two connecting positions of the elastic member 331. These two connecting positions are spaced apart from the connecting positions corresponding to the first connecting sleeve 332. Therefore, a certain deformation can be generated in the elastic member 331 in the spaced portion, and the impact load transmitted to the first connecting sleeve 332 will be greatly reduced or even disappear, thereby reducing the impact load on the first connecting plate 333 and the first transmission shaft 310.

此外,第一连接套筒332与第一衬板336夹在弹性件331的两侧,第二连接套筒334 与第二衬板337夹在弹性件331的两侧的结构,增加第一连接套筒332、第二连接套筒334与弹性件331之间的静摩擦力,使弹性件331在受到各向冲击载荷时,可以使弹性件331在转向传动总成300的转动轴向保持结构的稳定性。In addition, the first connecting sleeve 332 and the first lining plate 336 are clamped on both sides of the elastic member 331, and the second connecting sleeve 334 The structure of clamping the second lining plate 337 on both sides of the elastic member 331 increases the static friction between the first connecting sleeve 332, the second connecting sleeve 334 and the elastic member 331, so that when the elastic member 331 is subjected to impact loads in all directions, the elastic member 331 can maintain structural stability in the rotational axis of the steering transmission assembly 300.

在一些实施例中,如图1和图2所示,第一连接内管和第二连接内管可以采用金属材料制备而成。第一连接内管的两端可以通过螺母作为紧固件338与第一连接板333、第一衬板336实现连接,第二连接内管的两端可以通过螺母作为紧固件338与第二连接板335、第二衬板337实现连接。In some embodiments, as shown in FIG. 1 and FIG. 2 , the first connecting inner tube and the second connecting inner tube can be made of metal materials. The two ends of the first connecting inner tube can be connected to the first connecting plate 333 and the first lining plate 336 by nuts as fasteners 338, and the two ends of the second connecting inner tube can be connected to the second connecting plate 335 and the second lining plate 337 by nuts as fasteners 338.

在一些实施例中,弹性件331可以采用橡胶材料制备而成,例如可以是硫化橡胶,使弹性件331具有一定形变量的基础上,还能够保持一定的强度。In some embodiments, the elastic member 331 may be made of a rubber material, such as vulcanized rubber, so that the elastic member 331 has a certain deformation amount and can also maintain a certain strength.

在一些实施例中,第一缓冲套管和第二缓冲套管也可以采用橡胶材料制备而成,例如可以是硫化橡胶,从而使第一缓冲套管可以较为稳定地支撑在第一连接板333与弹性件331之间,第二缓冲套管可以较为稳定地支撑在第二连接板335与弹性件331之间。In some embodiments, the first buffer sleeve and the second buffer sleeve can also be made of rubber material, for example, vulcanized rubber, so that the first buffer sleeve can be more stably supported between the first connecting plate 333 and the elastic member 331, and the second buffer sleeve can be more stably supported between the second connecting plate 335 and the elastic member 331.

作为一种可选实施方式,如图3至图5所示,转向传动总成300还包括:As an optional implementation, as shown in FIGS. 3 to 5 , the steering transmission assembly 300 further includes:

轴承支撑装置340,轴承支撑装置340包括支撑件和设置在支撑件上的至少一个转动轴承,支撑件用于与车辆的车身10连接,转动轴承与第二传动轴320和/或转向执行总成200连接。The bearing support device 340 includes a support member and at least one rotating bearing arranged on the support member, the support member is used to be connected to the vehicle body 10, and the rotating bearing is connected to the second transmission shaft 320 and/or the steering actuator assembly 200.

在一些实施例中,如图3至图5所示,转向传动总成300还可以包括轴承支撑装置340,轴承支撑装置340的支撑件用于与车辆的车身10连接,第二传动轴320和/或转向执行总成200与转动轴承连接,可以通过转动轴承支撑在支撑件上,进而通过支撑件支撑在车辆的车身10上,通过车身10承受第二传动轴320和/或转向执行总成200的重量。In some embodiments, as shown in Figures 3 to 5, the steering transmission assembly 300 may also include a bearing support device 340, the support member of the bearing support device 340 is used to connect to the vehicle body 10, the second transmission shaft 320 and/or the steering actuator assembly 200 are connected to the rotating bearing, and can be supported on the support member through the rotating bearing, and then supported on the vehicle body 10 through the support member, and the weight of the second transmission shaft 320 and/or the steering actuator assembly 200 is borne by the vehicle body 10.

在一些实施例中,第二传动轴320和转向执行总成200可以分别与转动轴承连接,通过转动轴承支撑分别支撑第二传动轴320和转向执行总成200,以使车身10在转向传动总成300的转动轴向对转向传递总成和转向执行总成200提供支撑作用。In some embodiments, the second transmission shaft 320 and the steering actuator assembly 200 can be connected to the rotating bearings respectively, and the second transmission shaft 320 and the steering actuator assembly 200 are supported respectively by the rotating bearings, so that the vehicle body 10 can provide support for the steering transmission assembly and the steering actuator assembly 200 in the rotating axis direction of the steering transmission assembly 300.

在另外一些实施例中,转向执行总成200可以与第二传动轴320连接后,再通过第二传动轴320设置在转动轴承上。转动轴承用于支撑第二传动轴320,并通过第二传动轴320承间接支撑转向支撑总成。In some other embodiments, the steering actuator assembly 200 may be connected to the second transmission shaft 320 and then disposed on a rotating bearing through the second transmission shaft 320. The rotating bearing is used to support the second transmission shaft 320 and indirectly support the steering support assembly through the second transmission shaft 320.

在一些实施例中,轴承支撑装置340可以设有多个转动轴承,通过多个转动轴承分别与第二传动轴320的轴肩连接,以实现对第二传动轴320的旋转支撑作用。In some embodiments, the bearing support device 340 may be provided with a plurality of rotating bearings, which are respectively connected to the shoulders of the second transmission shaft 320 through the plurality of rotating bearings to achieve a rotational support function for the second transmission shaft 320 .

作为一种可选实施方式,如图3所示,转动轴承包括轴承外圈341、与轴承外圈341转动连接的轴承内圈342以及设置在轴承外圈341与轴承内圈342之间的滚动体343,轴承外圈341与支撑件为一体结构,轴承内圈342与第二传动轴320和/或转向执行总成 200连接。As an optional embodiment, as shown in FIG3 , the rotating bearing includes a bearing outer ring 341, a bearing inner ring 342 rotatably connected to the bearing outer ring 341, and a rolling body 343 disposed between the bearing outer ring 341 and the bearing inner ring 342. The bearing outer ring 341 and the support are an integral structure, and the bearing inner ring 342 is connected to the second transmission shaft 320 and/or the steering execution assembly. 200 connected.

在一些实施例中,如图3所示,转动轴承可以包括轴承外圈341、轴承内圈342以及滚动体343。其中轴承外圈341可以与支撑件为一体结构,也就是说轴承外圈341可以直接固定在车辆的车身10上。轴承内圈342设置在轴承外圈341内,且在轴承内圈342与轴承外圈341之间可以设有滚动体343,轴承内圈342在转向传动总成300的转动径向可以相对于轴承外圈341转动,在转向传动总成300的转动轴向可以受到轴承外圈341的支撑作用。当将轴承内圈342与述第二传动轴320和/或转向执行总成200连接后,第二传动轴320在轴承内圈342的作用下可以转向传动总成300的转动径向转动,同时带动转向执行总成200在转向传动总成300的转动径向转动,此时,第二传动轴320、转向执行总成200在转向传动总成300的转动轴向的作用力将作用于轴承内圈342,并通过轴承内圈342作用于轴承外圈341以及车身10,相应地,转向执行总成200在转向传动总成300的转动轴向的作用力主要由车身10支撑,不会传递至第一传动轴310以及与第一传动轴310连接的转向动力总成100,转向动力总成100受到的转向传动总成300的转动轴向作用力将大大减小,可以提高转向动力总成100的安全性,进而确保了转向系统的安全性和可靠性。In some embodiments, as shown in FIG3 , the rotating bearing may include a bearing outer ring 341, a bearing inner ring 342, and a rolling body 343. The bearing outer ring 341 may be an integral structure with the support member, that is, the bearing outer ring 341 may be directly fixed on the vehicle body 10. The bearing inner ring 342 is disposed inside the bearing outer ring 341, and a rolling body 343 may be disposed between the bearing inner ring 342 and the bearing outer ring 341. The bearing inner ring 342 may rotate relative to the bearing outer ring 341 in the radial direction of rotation of the steering transmission assembly 300, and may be supported by the bearing outer ring 341 in the axial direction of rotation of the steering transmission assembly 300. When the bearing inner ring 342 is connected to the second transmission shaft 320 and/or the steering actuator assembly 200, the second transmission shaft 320 can rotate in the radial direction of the steering transmission assembly 300 under the action of the bearing inner ring 342, and at the same time drive the steering actuator assembly 200 to rotate in the radial direction of the steering transmission assembly 300. At this time, the axial force of the second transmission shaft 320 and the steering actuator assembly 200 in the rotation of the steering transmission assembly 300 will act on the bearing inner ring 342, and act on the bearing outer ring 341 and the vehicle body 10 through the bearing inner ring 342. Accordingly, the axial force of the steering actuator assembly 200 in the rotation of the steering transmission assembly 300 is mainly supported by the vehicle body 10, and will not be transmitted to the first transmission shaft 310 and the steering powertrain 100 connected to the first transmission shaft 310. The axial force of the steering transmission assembly 300 on the steering powertrain 100 will be greatly reduced, which can improve the safety of the steering powertrain 100, thereby ensuring the safety and reliability of the steering system.

在一些实施例中,如图3所示,转向传动总成300的转动轴向和转向执行总成200的回转轴向通过转动轴承支撑,可以确保转向传动总成300和转向执行总成200在转动过程中的稳定性。同时,转向轴承不仅可以用于承受转向传动总成300的转动轴向作用力,还可以承受转向传动总成300的转动径向作用力,可以提高转向系统中各零部件的可靠性,确保转向系统在转向过程中的稳定性和平稳性。In some embodiments, as shown in FIG3 , the rotation axis of the steering transmission assembly 300 and the rotation axis of the steering actuator assembly 200 are supported by a rotation bearing, which can ensure the stability of the steering transmission assembly 300 and the steering actuator assembly 200 during the rotation process. At the same time, the steering bearing can be used not only to withstand the rotation axial force of the steering transmission assembly 300, but also to withstand the rotation radial force of the steering transmission assembly 300, which can improve the reliability of various components in the steering system and ensure the stability and stability of the steering system during the steering process.

在一些实施例中,如图3所示,轴承外圈341在转动轴承的一侧向外延伸形成外圈法兰,轴承外圈341可以通过外圈法兰固定在车辆的车身10上;同时,轴承内圈342在转动轴承的另一侧向外延伸形成内圈法兰,轴承内圈342可以通过内圈法兰与转向执行总成200的转向臂210连接。与此同时,第二传动轴320的下端通过传动轴固定件324与转动轴承的轴承内圈342中部连接,例如第二传动轴320通过固定螺母与轴承内圈342中部连接,从而使第二传动轴320可以带动轴承内圈342在轴承外圈341内转动,同时由于转向臂210与轴承内圈342连接,从而转向臂210可以在轴承内圈342的带动下转动。转向动力总成100的转向动力可以通过第一传动轴310、缓冲装置330以及第二传动轴320传递至转向执行总成200,确保了转向动力从上到下的可靠传输。In some embodiments, as shown in FIG3 , the outer ring 341 of the bearing extends outward on one side of the rotating bearing to form an outer ring flange, and the outer ring 341 of the bearing can be fixed on the vehicle body 10 through the outer ring flange; at the same time, the inner ring 342 of the bearing extends outward on the other side of the rotating bearing to form an inner ring flange, and the inner ring 342 of the bearing can be connected to the steering arm 210 of the steering actuator assembly 200 through the inner ring flange. At the same time, the lower end of the second transmission shaft 320 is connected to the middle of the inner ring 342 of the rotating bearing through the transmission shaft fixing member 324, for example, the second transmission shaft 320 is connected to the middle of the inner ring 342 of the bearing through a fixing nut, so that the second transmission shaft 320 can drive the inner ring 342 of the bearing to rotate in the outer ring 341 of the bearing, and at the same time, since the steering arm 210 is connected to the inner ring 342 of the bearing, the steering arm 210 can rotate under the drive of the inner ring 342 of the bearing. The steering power of the steering power assembly 100 can be transmitted to the steering execution assembly 200 through the first transmission shaft 310, the buffer device 330 and the second transmission shaft 320, ensuring the reliable transmission of the steering power from top to bottom.

在一些实施例中,如图3所示,转动轴承的上端和下端可以分别设有第一密封圈325和第二密封圈326,通过第一密封圈325和第二密封圈326对转动轴承进行密封,以避免 灰尘、水汽进入转动轴承内部,防止滚动体343、轴承内圈342以及轴承外圈341磨损,提高转动轴承的使用寿命。In some embodiments, as shown in FIG. 3 , the upper and lower ends of the rotating bearing may be provided with a first sealing ring 325 and a second sealing ring 326, respectively, and the rotating bearing is sealed by the first sealing ring 325 and the second sealing ring 326 to avoid Dust and water vapor enter the interior of the rotating bearing, which prevents the rolling element 343, the bearing inner ring 342 and the bearing outer ring 341 from being worn, thereby increasing the service life of the rotating bearing.

在一些实施例中,如图3所示,转动轴承上端的第一密封圈325可以采用低摩擦整体式密封圈,可以减小转动轴承旋转的阻力,提高转向系统的传动效率。In some embodiments, as shown in FIG. 3 , the first sealing ring 325 at the upper end of the rotating bearing may be a low-friction integral sealing ring, which can reduce the resistance to the rotation of the rotating bearing and improve the transmission efficiency of the steering system.

在一些实施例中,如图3所示,转动轴承下端的第二密封圈326可以采用三唇式密封圈,提高对转动轴承的密封作用,避免润滑油等产生泄漏。In some embodiments, as shown in FIG. 3 , the second sealing ring 326 at the lower end of the rotating bearing may be a three-lip sealing ring to improve the sealing effect on the rotating bearing and prevent leakage of lubricating oil or the like.

作为一种可选实施方式,如图3所示,转动轴承为双列角接触球轴承。该双列角接触球轴承可以承受径向负荷和轴向负荷,能够限制第二传动轴320的双向轴向移位,并且能够提供刚性较高的轴承配置,能够承受倾覆力矩,从而可以更好地适应复杂的地面冲击载荷。同时,双列角接触球轴承轴向占用空间较小,可以使转向传动总成300整体结构更为紧凑。As an optional embodiment, as shown in FIG3 , the rotating bearing is a double-row angular contact ball bearing. The double-row angular contact ball bearing can bear radial load and axial load, can limit the bidirectional axial displacement of the second transmission shaft 320, and can provide a bearing configuration with high rigidity, can withstand overturning moment, and can better adapt to complex ground impact loads. At the same time, the double-row angular contact ball bearing occupies less axial space, which can make the overall structure of the steering transmission assembly 300 more compact.

基于同样的发明构思,本申请实施例还提出了一种角模块,角模块包括行走系统和上述的转向系统和,其中,行走系统包括车轮总成400,车轮总成400与转向系统中的转向执行总成200连接。Based on the same inventive concept, an embodiment of the present application also proposes a corner module, which includes a walking system and the above-mentioned steering system, wherein the walking system includes a wheel assembly 400, and the wheel assembly 400 is connected to the steering execution assembly 200 in the steering system.

因本发明提供的角模块包括了上述技术方案的转向系统,因此本发明提供的角模块具备上述转向系统的全部有益效果,在此不做赘述。Since the corner module provided by the present invention includes the steering system of the above technical solution, the corner module provided by the present invention has all the beneficial effects of the above steering system, which will not be elaborated here.

在一些实施例中,角模块包括行走系统和上述的转向系统,其中行走系统可以包括车轮总成400、设置在车轮总成400上的驱动总成500和制动总成600。In some embodiments, the corner module includes a traveling system and the above-mentioned steering system, wherein the traveling system may include a wheel assembly 400 , a driving assembly 500 disposed on the wheel assembly 400 , and a braking assembly 600 .

在一些实施例中,驱动总成500可以包括轮毂电机,该轮毂电机可以采用外转子永磁同步轮毂电机,轮毂电机的转子与车轮总成400通过紧固件338连接,轮毂电机的定子通过紧固件338与转向节连接,当驾驶员踩下油门/电门踏板时,整车控制器发送信号给轮毂电机控制器,控制轮毂电机的转子带动车轮一起旋转。轮毂电机驱动具有传动链路短、响应快、传动效率高等优点。In some embodiments, the drive assembly 500 may include a hub motor, which may be an outer rotor permanent magnet synchronous hub motor, the rotor of the hub motor is connected to the wheel assembly 400 via a fastener 338, and the stator of the hub motor is connected to the steering knuckle via a fastener 338. When the driver steps on the accelerator/electric pedal, the vehicle controller sends a signal to the hub motor controller to control the hub motor rotor to drive the wheel to rotate together. Hub motor drive has the advantages of short transmission link, fast response, and high transmission efficiency.

在一些实施例中,制动总成600可以采用盘式制动方案。也就是说,制动总成600可以包括制动盘610和制动卡钳620。制动盘610通过紧固件338固定于轮毂电机的转子的外壳体上,为避免热耦合永磁体退磁,制动盘610与转子的外壳体间设置有隔热片,隔热片可以采用不锈钢材质,以避免制动产生的热负荷传递至轮毂电机。不同于传统的制动卡钳620安装方式,本申请实施例的制动卡钳620可以径向由内而外反向钳于制动盘610上,制动卡钳620本体与轮毂电机的定子固定连接在一起。制动卡钳620具有行车和驻车功能,当驾驶员踩下制动踏板时,制动卡钳620夹紧制动盘610,实现减速制动功能;当驾驶员按下EPB(Electrical Park Brake,电子驻车制动系统)按钮时,EPB控制器控制卷收 器动作,实现驻车拉索卷收,制动卡钳620夹紧制动盘610,实现驻车功能。In some embodiments, the brake assembly 600 may adopt a disc brake solution. That is, the brake assembly 600 may include a brake disc 610 and a brake caliper 620. The brake disc 610 is fixed to the outer shell of the rotor of the wheel hub motor by fasteners 338. In order to avoid demagnetization of the thermally coupled permanent magnet, a heat shield is provided between the brake disc 610 and the outer shell of the rotor. The heat shield may be made of stainless steel to avoid the heat load generated by braking being transferred to the wheel hub motor. Different from the traditional installation method of the brake caliper 620, the brake caliper 620 of the embodiment of the present application may be radially clamped on the brake disc 610 from the inside to the outside, and the brake caliper 620 body is fixedly connected to the stator of the wheel hub motor. The brake caliper 620 has driving and parking functions. When the driver steps on the brake pedal, the brake caliper 620 clamps the brake disc 610 to achieve the deceleration braking function; when the driver presses the EPB (Electrical Park Brake) button, the EPB controller controls the retraction. The device is actuated to realize the retraction of the parking cable, and the brake caliper 620 clamps the brake disc 610 to realize the parking function.

在一些实施例中,如图4和图5所示,在该角模块中,将转向系统和行走系统采用一体化设计,也就是说使转向系统、悬架结构、驱动总成500以及制动总成600集成在一起,结构集成度较高,有利于提高车辆的承载空间,并有利于降低地板高度。In some embodiments, as shown in FIG. 4 and FIG. 5 , in the corner module, the steering system and the travel system are integrated into one design, that is, the steering system, the suspension structure, the drive assembly 500 and the brake assembly 600 are integrated together, and the structural integration is high, which is beneficial to improving the vehicle's carrying space and lowering the floor height.

作为一种可选实施方式,如图4和图5所示,转向系统中的转向传动总成300的转动轴向与车轮总成400的接地点重合且垂直于地面。As an optional implementation, as shown in FIG. 4 and FIG. 5 , the rotation axis of the steering transmission assembly 300 in the steering system coincides with the ground contact point of the wheel assembly 400 and is perpendicular to the ground.

在一些实施例中,如图4和图5所示,转向系统中的转向传动总成300的转动轴向与车轮总成400的接地点重合且垂直于地面,也就是说转向传动总成300的转动轴向作为主销,使主销偏移距(kingpin offset,主销轴线与地平面的交点至车轮中心平面与地平面的交线在汽车横向平面的投影距离)为0,可以较大地减小车轮总成400转向时的阻力矩,同时在主销偏移距为0时,还可以减小车轮总成400的磨损,提高车轮总成400刹车时的稳定性以及转向系统的机械寿命。In some embodiments, as shown in Figures 4 and 5, the rotation axis of the steering transmission assembly 300 in the steering system coincides with the grounding point of the wheel assembly 400 and is perpendicular to the ground. That is to say, the rotation axis of the steering transmission assembly 300 serves as the kingpin, so that the kingpin offset (kingpin offset, the projection distance from the intersection of the kingpin axis and the ground plane to the intersection of the wheel center plane and the ground plane on the lateral plane of the vehicle) is 0, which can greatly reduce the resistance torque of the wheel assembly 400 when turning. At the same time, when the kingpin offset is 0, the wear of the wheel assembly 400 can also be reduced, thereby improving the stability of the wheel assembly 400 during braking and the mechanical life of the steering system.

基于同样的发明构思,本申请实施例还提出了一种车辆,车辆包括上述的角模块。Based on the same inventive concept, an embodiment of the present application also proposes a vehicle, which includes the above-mentioned corner module.

因本发明提供的车辆包括了上述技术方案的角模块,因此本发明提供的车辆具备上述角模块的全部有益效果,在此不做赘述。Since the vehicle provided by the present invention includes the corner module of the above technical solution, the vehicle provided by the present invention has all the beneficial effects of the above corner module, which will not be elaborated here.

在一些实施例中,上述角模块可以用于四轮独立转向的车辆中,此外还可以用于分布式驱动(四轮独立驱动)和四轮独立转向的车辆中。也就是说,本申请的车辆可以是四轮独立转向的电动汽车,或者是分布式驱动(四轮独立驱动)和四轮独立转向的电动汽车。In some embodiments, the above-mentioned corner module can be used in a vehicle with four-wheel independent steering, and can also be used in a vehicle with distributed drive (four-wheel independent drive) and four-wheel independent steering. In other words, the vehicle of the present application can be an electric vehicle with four-wheel independent steering, or an electric vehicle with distributed drive (four-wheel independent drive) and four-wheel independent steering.

在一些实施例中,角模块将转向、悬架、驱动、制动等功能进行一体化设计,功能和结构集成度较高,可以有利于整车更大的承载空间和更低的底板高度设计。In some embodiments, the corner module integrates steering, suspension, drive, braking and other functions into an integrated design with a high degree of functional and structural integration, which can facilitate a larger carrying space and a lower floor height design for the entire vehicle.

在一些实施例中,车辆可以包括四个角模块,四个角模块分别置于车辆的四个角,即可以实现整车的前轴转向、后轴转向、四轮同向转向、四轮异向转向、楔形转向、横移、原地转向等转向功能,为车辆驾驶灵活性提供了更多可能性。In some embodiments, the vehicle may include four corner modules, which are respectively placed at the four corners of the vehicle, so as to realize the steering functions of the whole vehicle, such as front axle steering, rear axle steering, four-wheel same-direction steering, four-wheel different-direction steering, wedge steering, lateral movement, and on-the-spot steering, providing more possibilities for vehicle driving flexibility.

在本申请的描述中,需要理解的是,术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”、“内”、“外”、“顺时针”、“逆时针”指示的方位或位置关系为基于附图所示的方位或位置关系,仅是为了便于描述本申请和简化描述,而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作,因此不能理解为对本申请的限制。In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise" and "counterclockwise" indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

在本申请中,除非另有明确的规定和限定,术语“连接”、“固定”等应做广义理解,例如,“固定”可以是固定连接,也可以是可拆卸连接,或成一体;可以是机械连接,也可以是电连接;可以是直接相连,也可以通过中间媒介间接相连,可以是两个元件内部的 连通或两个元件的相互作用关系,除非另有明确的限定。对于本领域的普通技术人员而言,可以根据具体情况理解上述术语在本申请中的具体含义。In this application, unless otherwise specified or limited, the terms "connection", "fixation" and the like should be understood in a broad sense. For example, "fixation" can mean fixed connection, detachable connection, or integration; it can mean mechanical connection or electrical connection; it can mean direct connection or indirect connection through an intermediate medium; it can mean the connection between two components. The connection or interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

另外,在本申请中如涉及“第一”、“第二”等的描述仅用于描述目的,而不能理解为指示或暗示其相对重要性或者隐含指明所指示的技术特征的数量。由此,限定有“第一”、“第二”的特征可以明示或者隐含地包括一个或者多个所述特征。在本申请的描述中,“多个”的含义是两个或两个以上,除非另有明确具体的限定。In addition, the descriptions of "first", "second", etc. in this application are only for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

在本说明书的描述中,参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例或示例中。在本说明书中,对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且,描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。此外,本领域的技术人员可以将本说明书中描述的不同实施例或示例进行接合和组合。In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine different embodiments or examples described in this specification.

另外,各个实施例之间的技术方案可以相互结合,但是必须是以本领域普通技术人员能够实现为基础,当技术方案的结合出现相互矛盾或无法实现时应当认为这种技术方案的结合不存在,也不在本申请要求的保护范围之内。In addition, the technical solutions between the various embodiments can be combined with each other, but they must be based on the fact that they can be implemented by ordinary technicians in this field. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by this application.

尽管已经示出和描述了本申请的实施方式,本领域的普通技术人员可以理解:在不脱离本申请的原理和宗旨的情况下可以对这些实施方式进行多种变化、修改、替换和变型,本申请的范围由权利要求及其等同物限定。 Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims (15)

一种转向系统,其特征在于,所述转向系统包括:A steering system, characterized in that the steering system comprises: 转向动力总成,所述转向动力总成被配置为安装在车辆的车身上;a steering powertrain configured to be mounted on a body of a vehicle; 转向执行总成,所述转向执行总成被配置为与所述车辆的行走系统连接;以及,a steering actuator assembly, the steering actuator assembly being configured to be connected to a running system of the vehicle; and, 转向传动总成,所述转向传动总成包括与所述转向动力总成连接的第一传动轴、与所述转向执行总成连接的第二传动轴以及连接在所述第一传动轴与所述第二传动轴之间的缓冲装置,所述缓冲装置包括弹性件,所述第一传动轴和所述第二传动轴以沿所述转向传动总成的转动径向错位分布的方式与所述弹性件连接。A steering transmission assembly, the steering transmission assembly comprising a first transmission shaft connected to the steering power assembly, a second transmission shaft connected to the steering execution assembly, and a buffer device connected between the first transmission shaft and the second transmission shaft, the buffer device comprising an elastic member, the first transmission shaft and the second transmission shaft are connected to the elastic member in a manner of being staggered along the rotational radial direction of the steering transmission assembly. 如权利要求1所述的转向系统,其特征在于,所述弹性件包括沿所述转向传动总成的转动径向分布的多个连接位;The steering system according to claim 1, characterized in that the elastic member includes a plurality of connection positions distributed along the rotational radial direction of the steering transmission assembly; 所述缓冲装置包括第一连接组件和第二连接组件,所述第一连接组件与一个以上的所述连接位连接,所述第二连接组件与一个以上的所述连接位连接,所述第一连接组件与所述第二连接组件通过所述连接位相互间隔地连接在所述弹性件上。The buffer device includes a first connecting component and a second connecting component, the first connecting component is connected to more than one connecting position, the second connecting component is connected to more than one connecting position, and the first connecting component and the second connecting component are connected to the elastic member at intervals through the connecting positions. 如权利要求2所述的转向系统,其特征在于,所述第一传动轴与所述第二传动轴在所述弹性件的两侧相对设置。The steering system according to claim 2, characterized in that the first transmission shaft and the second transmission shaft are arranged opposite to each other on both sides of the elastic member. 如权利要求2所述的转向系统,其特征在于,所述弹性件呈空心环状。The steering system according to claim 2, characterized in that the elastic member is in the shape of a hollow ring. 如权利要求2所述的转向系统,其特征在于,所述第一连接组件包括:The steering system according to claim 2, wherein the first connecting component comprises: 两个以上的第一连接套筒,两个以上的所述第一连接套筒分别与两个以上的所述连接位一一对应连接;More than two first connecting sleeves, the more than two first connecting sleeves are respectively connected to the more than two connecting positions in a one-to-one correspondence; 第一连接板,所述第一连接板连接在两个以上的所述第一连接套筒与所述第一传动轴之间;a first connecting plate, wherein the first connecting plate is connected between two or more of the first connecting sleeves and the first transmission shaft; 所述第二连接组件包括:The second connection component comprises: 两个以上的第二连接套筒,两个以上的所述第二连接套筒分别与两个以上的所述连接位一一对应连接;More than two second connecting sleeves, the more than two second connecting sleeves are respectively connected to the more than two connecting positions in a one-to-one correspondence; 第二连接板,所述第二连接板连接在两个以上的所述第二连接套筒与所述第二传动轴之间。 A second connecting plate is connected between two or more of the second connecting sleeves and the second transmission shaft. 如权利要求5所述的转向系统,其特征在于,所述缓冲装置还包括:The steering system according to claim 5, characterized in that the buffer device further comprises: 第一衬板,所述第一衬板设置在所述弹性件远离所述第一连接板的一侧且与所述第一连接套筒连接;A first lining plate, which is disposed on a side of the elastic member away from the first connecting plate and connected to the first connecting sleeve; 第二衬板,所述第二衬板设置在所述弹性件远离所述第二连接板的一侧且与所述第一二连接套筒连接。A second lining plate is arranged on a side of the elastic member away from the second connecting plate and is connected to the first and second connecting sleeves. 如权利要求6所述的转向系统,其特征在于,所述第一衬板的形状与所述弹性件的形状相匹配,且所述第一衬板开设有用于避让所述第二连接套筒的第一避让孔;The steering system according to claim 6, characterized in that the shape of the first lining plate matches the shape of the elastic member, and the first lining plate is provided with a first avoidance hole for avoiding the second connecting sleeve; 所述第二衬板的形状与所述弹性件的形状相匹配,且所述第二衬板开设有用于避让所述第一连接套筒的第二避让孔。The shape of the second lining plate matches the shape of the elastic member, and the second lining plate is provided with a second avoidance hole for avoiding the first connecting sleeve. 如权利要求6所述的转向系统,其特征在于,所述第一衬板开设有用于与所述第一连接套筒连接的第一连接通孔,所述第一连接通孔相对于所述第一衬板下沉;所述第二衬板开设有用于与所述第二连接套筒连接的第二连接通孔,所述第二连接通孔相对于所述第二衬板下沉。The steering system as described in claim 6 is characterized in that the first lining plate is provided with a first connecting through hole for connecting to the first connecting sleeve, and the first connecting through hole is sunken relative to the first lining plate; the second lining plate is provided with a second connecting through hole for connecting to the second connecting sleeve, and the second connecting through hole is sunken relative to the second lining plate. 如权利要求5所述的转向系统,其特征在于,所述第一连接套筒包括第一连接内管和套设在所述第一连接内管外的第一缓冲套管,所述第一连接内管的两端分别与所述弹性件和所述第一连接板连接,所述第一缓冲套管的两端分别与所述弹性件和所述第一连接板相抵接;所述第二连接内管的两端分别与所述弹性件和所述第二连接板连接,所述第二连接套筒包括第二连接内管和套设在所述第二连接内管外的第二缓冲套管,所述第二缓冲套管的两端分别与所述弹性件和所述第二连接板相抵接。The steering system as described in claim 5 is characterized in that the first connecting sleeve includes a first connecting inner tube and a first buffer sleeve sleeved outside the first connecting inner tube, the two ends of the first connecting inner tube are respectively connected to the elastic member and the first connecting plate, and the two ends of the first buffer sleeve are respectively abutted against the elastic member and the first connecting plate; the two ends of the second connecting inner tube are respectively connected to the elastic member and the second connecting plate, the second connecting sleeve includes a second connecting inner tube and a second buffer sleeve sleeved outside the second connecting inner tube, and the two ends of the second buffer sleeve are respectively abutted against the elastic member and the second connecting plate. 如权利要求1至9中任意一项所述的转向系统,其特征在于,所述转向传动总成还包括:The steering system according to any one of claims 1 to 9, characterized in that the steering transmission assembly further comprises: 轴承支撑装置,所述轴承支撑装置包括支撑件和设置在所述支撑件上的至少一个转动轴承,所述支撑件被配置为与所述车辆的车身连接,所述转动轴承与所述第二传动轴和/或所述转向执行总成连接。A bearing support device, the bearing support device includes a support member and at least one rotating bearing arranged on the support member, the support member is configured to be connected to the body of the vehicle, and the rotating bearing is connected to the second transmission shaft and/or the steering execution assembly. 权利要求10所述的转向系统,其特征在于,所述转动轴承包括轴承外圈、与所述轴承外圈转动连接的轴承内圈以及设置在所述轴承外圈与所述轴承内圈之间的滚动体,所述轴承外圈与所述支撑件为一体结构,所述轴承内圈与所述第二传动轴和/或所述转向执行总成连接。 The steering system described in claim 10 is characterized in that the rotating bearing includes a bearing outer ring, a bearing inner ring rotatably connected to the bearing outer ring, and a rolling body arranged between the bearing outer ring and the bearing inner ring, the bearing outer ring and the support member are an integral structure, and the bearing inner ring is connected to the second transmission shaft and/or the steering actuator assembly. 如权利要求10所述的转向系统,其特征在于,所述转动轴承为双列角接触球轴承。The steering system according to claim 10, characterized in that the rotary bearing is a double row angular contact ball bearing. 一种角模块,其特征在于,所述角模块包括行走系统和如权利要求1至12中任意一项所述的转向系统,所述行走系统包括车轮总成,所述车轮总成与所述转向系统中的所述转向执行总成连接。A corner module, characterized in that the corner module includes a walking system and a steering system as described in any one of claims 1 to 12, the walking system includes a wheel assembly, and the wheel assembly is connected to the steering execution assembly in the steering system. 如权利要求13所述的角模块,其特征在于,所述转向系统中的所述转向传动总成的转动轴向与所述车轮总成的接地点重合且垂直于地面。The corner module as described in claim 13 is characterized in that the rotation axis of the steering transmission assembly in the steering system coincides with the ground contact point of the wheel assembly and is perpendicular to the ground. 一种车辆,其特征在于,所述车辆包括如权利要求13或14所述的角模块。 A vehicle, characterized in that the vehicle comprises a corner module as claimed in claim 13 or 14.
PCT/CN2024/092577 2023-07-27 2024-05-11 Steering system, corner module, and vehicle WO2025020632A1 (en)

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