CN207875620U - It is a kind of turn to, anti-dumping and driving integrated form wheel side power drive system - Google Patents

Abstract

The utility model discloses a steering, anti-tilt and drive integrated wheel-side electric drive system, which comprises: a double-rotor motor, the output end of the outer rotor is connected to the wheel, and the output end of the inner rotor is connected to the driving gear; the anti-tilt gear is located at the One side of the driving gear, and meshed with the driving gear; L-shaped anti-roll bar, one end of which is fixedly connected to the anti-roll gear through the first clutch, and the other end is connected to the suspension; linear motor, which is fixed on the double On the side of the rotor motor, the secondary end of the linear motor is connected to the steering tie rod, which is used to drive the steering tie rod to move to achieve steering; wherein, when the first clutch is engaged, the output end of the inner rotor generates a force that prevents the suspension from bouncing up and down. Torque of resistance to achieve anti-rolling. The steering, anti-tilt and drive integrated wheel-side electric drive system provided by the utility model improves the integration of the system, saves space, and facilitates the layout of the whole vehicle.

Description

A steering, anti-tilt and drive integrated wheel-side electric drive system

technical field

The utility model belongs to the technical field of wheel-side drive of automobiles, in particular to a wheel-side electric drive system integrated with steering, anti-tilt and drive.

Background technique

Traditional centralized drive pure electric vehicles use a powertrain consisting of a single motor and drive axle or a powertrain consisting of a single motor, transmission and drive axle to drive the vehicle. There are many transmission parts, the transmission efficiency is not high, and it takes up space. big.

The structural feature of hub drive or wheel drive is that the drive motor is directly installed in or near the drive wheel, and the motor drives the wheel directly or through a reduction mechanism. Compared with traditional cars, mechanical transmission components such as differentials are omitted, the transmission efficiency is high, the structure is compact, and the body space utilization rate is high. At the same time, each driving wheel can be controlled independently, which is convenient for complex power and stability control. However, for the hub drive or the wheel side drive form in which the drive motor is arranged on the wheel bracket, the ride comfort of the vehicle is not good because the drive motor increases the unsprung mass. Therefore, this problem can be effectively solved at the current stage by adopting the form of independent drive of the drive motor arranged on the frame.

At the same time, the existing wheel drive system is often used in conjunction with the traditional steering system and suspension system, and the design and arrangement of the wheel drive system, the steering system and the suspension system are relatively independent. When the traditional driving form is changed to the wheel-side driving form, there are often space and movement interference problems among the three systems, so the design of the vehicle chassis system is difficult and takes a long time. In addition, the traditional stabilizer bar in the suspension system needs to be connected to the left and right independent suspension shock absorber arms. Although it can effectively prevent the body from rolling, it also sacrifices part of the ride comfort and increases the difficulty of space layout. Most of the existing independent anti-rolling technologies are adding anti-rolling motors for each suspension separately, which takes up a lot of space and has a complicated structure. In addition, although there is independent steering technology for each wheel, the existing independent steering technology does not consider the failure of the independent steering actuator. When the independent steering of one wheel fails, the entire vehicle cannot continue to complete the steering action. big security risk.

Utility model content

The purpose of the utility model is to provide a steering, anti-tilt and drive integrated wheel-side electric drive system, which uses two special motors, a double-rotor motor and a linear motor, as two actuators to realize the independent wire-controlled drive of the wheel, the independent wire Steering control and independent anti-rolling control by wire; improve the integration of the system, save space, facilitate the layout of the vehicle, and realize the independent steering control of each wheel at the same time, making the steering more flexible.

The technical scheme provided by the utility model is:

Double-rotor motor, the output end of the outer rotor is connected to the wheel, and the output end of the inner rotor is connected to the driving gear;

an anti-tilt gear, which is located on one side of the driving gear and meshes with the driving gear;

An L-shaped anti-roll bar, one end of which is fixedly connected to the anti-roll gear through the first clutch, and the other end is connected to the suspension;

A linear motor, which is fixed on one side of the dual-rotor motor, and the secondary end of the linear motor is connected to a steering tie rod for driving the steering tie rod to move to realize steering;

Wherein, when the first clutch is engaged, the output end of the inner rotor generates a resistance torque that prevents the suspension from bouncing up and down, so as to realize anti-rolling.

Preferably, the steering, anti-rolling and drive integrated wheel-side electric drive system also includes a failure protection mechanism, which includes:

a steering gear, which is located on the other side of the driving gear and meshes with the driving gear;

The second clutch, its driving end is connected with the extended end of the steering gear;

a nut connected to the driven end of the second clutch;

The screw shaft is fixedly connected to the secondary end of the linear motor close to the steering gear;

Wherein, when the second clutch is closed, the rotation of the steering gear can drive the movement of the steering tie rod.

Preferably, the protruding end of the steering gear is connected to the driving end of the second clutch through a spline.

Preferably, the steering gear is vacantly sleeved on the nut through a needle bearing.

Preferably, the L-shaped anti-roll bar includes a first section and a second section perpendicular to each other, and the second section can rotate around the first section; the first section is connected to the first clutch, and the first section Two-stage connection shock absorber.

Preferably, the steering, anti-rolling and driving integrated wheel-side electric drive system further includes an anti-rolling connecting rod, the lower end of the anti-rolling connecting rod is hinged to the end of the second section, and the upper end is connected to the end of the second section. The shock absorber is hinged.

Preferably, the driving end of the first clutch is connected to the protruding end of the anti-roll gear, and the driven end is connected to the end of the first section of the L-shaped anti-roll bar.

Preferably, the protruding end of the anti-tilt gear is connected with the driving end of the first clutch through spline fit.

Preferably, the anti-roll gear is vacantly sleeved on the end of the first section of the L-shaped anti-roll bar through a needle bearing.

The beneficial effects of the utility model are:

1. The steering, anti-tilt and driving integrated wheel side electric drive system provided by the utility model realizes the steering function and independent driving function in addition to the driving function of the traditional wheel side drive system by using a double-rotor motor and a linear motor. Integration of anti-tilt function, good system integration.

2. Compared with the traditional mechanical rear wheel steering system, the steering, anti-rolling and drive integrated wheel electric drive system provided by the utility model saves a series of complicated steering transmission mechanisms; compared with the existing independent anti-rolling system, it saves The motor or hydraulic system is removed, which greatly simplifies the system structure and saves the available space and cost of the whole vehicle.

3. The steering, anti-tilt and driving integrated wheel-side electric drive system provided by the utility model can realize independent steering and independent driving of single-axis, double-axis or multi-axis wheels and independent driving according to the vehicle layout space and the selected driving mode. The integrated integration of anti-tilt realizes the electrified chassis.

4. The steering, anti-rolling and driving integrated wheel-side electric drive system provided by the utility model independently controls the stiffness of the left and right suspensions at the same time, and can provide independent anti-rolling torsional moments to the left and right suspensions, so as to prevent the body from rolling precise control; at the same time, it can further realize the control of the suspension stiffness, and at the same time, the automatic decoupling of the left and right suspensions can be realized without a mechanical structure, so that the whole vehicle has better comfort; at the same time, the utility model realizes the independence of the suspensions on both sides Anti-rolling and independent suspension stiffness adjustment can timely and accurately adjust the suspension stiffness according to road conditions and vehicle body conditions, effectively improving comfort.

5. The steering, anti-tilt and drive integrated wheel-side electric drive system provided by the utility model has no mechanical connection with the steering wheel. the handling performance of the car. In addition, in order to ensure the reliability of the steer-by-wire system, two sets of mechanisms, the dual-rotor motor and the linear motor for steering, are used to work in parallel to realize redundant steer-by-wire to ensure steering safety.

Description of drawings

Fig. 1 is a schematic diagram of the overall structure of the steering, anti-tilt and drive integrated wheel-side electric drive system described in the present invention.

Fig. 2 is a schematic diagram of the structure and principle of the steering, anti-tilt and drive integrated wheel side electric drive system described in the utility model.

Fig. 3 is a structural schematic diagram of the anti-tilt connecting rod of the steering, anti-tilt and driving integrated wheel electric drive system described in the present invention.

Fig. 4 is a structural schematic diagram of the anti-tilt gear of the steering, anti-tilt and drive integrated wheel electric drive system described in the present invention.

Fig. 5 is a structural schematic diagram of the ball screw mechanism of the steering, anti-tilt and drive integrated wheel side electric drive system described in the present invention.

6 is a schematic diagram of the structure of the outer rotor of the dual-rotor motor of the steering, anti-tilt and drive integrated wheel-side electric drive system described in the present invention.

Fig. 7 is a schematic diagram of the electrical connection relationship of the steering, anti-tilt and drive integrated wheel-side electric drive system described in the present invention.

Detailed ways

The utility model will be described in further detail below in conjunction with the accompanying drawings, so that those skilled in the art can implement it by referring to the description.

As shown in Fig. 1-2, the utility model provides a steering, anti-tilt and driving integrated wheel side electric drive system, which includes an L-shaped anti-roll bar 200, an anti-roll connecting rod 210, a double-rotor motor 600, a linear Motor 400, planetary gear reduction device 800, ball screw mechanism 500, driving gear 700, steering gear 560, anti-tilt gear 230, first clutch 220, second clutch 550, steering knuckle 110, inner universal joint 150, outer universal joint The knuckle 130 , the inner half shaft 140 , the outer half shaft 120 , the steering tie rod 300 , the shock absorber 160 and the housing 900 of the wheel drive device.

As shown in Figure 2, the dual-rotor motor 600 is a double-end output structure, the output end of the outer rotor 640 of the dual-rotor motor is connected to the sun gear 820 of the planetary gear reduction device 800 through a spline, and the inner rotor 630 outputs The ends are splined to the driving gear 700. The center of the planetary carrier 840 of the planetary gear reduction device 800 is connected to the input end of the inner universal joint 150 , and the ring gear 830 of the planetary gear reduction device 800 is fixed on the housing 900 of the wheel drive device. The output end of the inner universal joint 150 is connected to the inner half shaft 140 , and the inner half shaft 140 is connected to the outer half shaft 120 through the outer universal joint 130 . Both the inner universal joint 150 and the outer universal joint 130 are constant angular velocity universal joints. The journal portion of the steering knuckle 110 is made hollow, and the outer half shaft 120 passes through the center of the hollow journal of the steering knuckle 110 , so that the outer half shaft 120 passes through and is connected with the hub of the wheel 100 to transmit torque. The outer end of the outer half shaft 120 is processed with a flange, and six evenly distributed bolts are processed on the flange, and the flange of the outer half shaft 120 is fixedly connected with the hub of the wheel 100 by bolts and nuts, so that the outer half shaft 120 can The wheels 100 are driven to rotate.

The L-shaped anti-roll bar 200 includes a first section and a second section perpendicular to each other, and the second section can rotate around the first section; the first section is partially inserted and supported in the housing 900 of the wheel drive device , and can rotate freely relative to the wheel-side driving device housing 900 . The first section is connected to the driven end of the first clutch 220, and at the same time, the end of the first section is also provided with an anti-tilt gear 230 through a needle bearing. The anti-tilt gear 230 can be used in an L-shaped anti-tilt Rotate freely on the rod 200. The end of the second section is connected to the lower end of the anti-roll connecting rod 210 through a ball stud, and the upper end of the anti-roll connecting rod 210 is connected to the lug at the lower end of the arm of the shock absorber 160 through a ball stud. The material of the L-shaped anti-roll bar 200 is spring steel or other alloy materials.

The anti-tilt gear 230 is located on one side of the driving gear 700 in the horizontal direction, and the extended end of the anti-tilt gear 230 is connected with the driving end 222 of the first clutch 220 . The anti-tilt gear 230 meshes with the driving gear 700, and the output end of the inner rotor 630 of the dual-rotor motor 600 is connected with the driving gear 700 through splines.

As shown in Figures 1 and 3, in this embodiment, the anti-tilt connecting rod 210 is a straight rod with lugs at both ends, and pin holes are processed in the centers of the lug structures at both ends. The upper end of the anti-roll connecting rod 210 is connected with the lug on the arm of the shock absorber 160 through a ball stud, and the lower end is connected with the outer end of the L-shaped anti-roll bar 200 through a ball stud.

As shown in Figure 4, in this embodiment, the anti-tilt gear 230 is a cylindrical spur gear, one side of which is processed with a protruding end, the protruding end and the center of the gear body are processed with a through hole, and the end of the protruding end is The outer diameter is processed with splines for spline fit with the friction plate of the driving end 222 of the first clutch 220 . The anti-tilt gear meshes with the driving gear 700 . The anti-roll gear 230 is idly sleeved on the L-shaped anti-roll bar 200 through a needle bearing.

The first clutch 220 is an electronically controlled normally closed clutch. When the first clutch 220 is combined, the rotation of the L-shaped anti-roll bar 200 will drive the rotation of the anti-roll gear 230, realizing the dual-rotor motor 600 and the L-shaped anti-roll gear. connection of rod 200 . When the first clutch 220 is disengaged, the anti-roll gear 230 is free to rotate on the L-shaped anti-roll bar 200 .

The first clutch 220 can be an electronically controlled clutch such as an electromagnetic multi-disc clutch, an electronically controlled hydraulic clutch, etc., which does not limit the protection scope of the claims of the present utility model.

In this embodiment, the driving gear 700 and the anti-tilt gear 230 form a deceleration and torque increasing device, that is, a fixed gear transmission is used to realize deceleration and torque increasing. In other embodiments, other reduction devices or mechanisms such as two-stage fixed gear transmission or planetary gear mechanism are selected at the output end of the L-shaped anti-roll bar 200 and the inner rotor 630 of the dual-rotor motor 600 as required.

The linear motor 400 includes a secondary and a primary, the primary is connected with an AC, and the secondary moves linearly along the primary under the action of electromagnetic force. The linear motor 400 is fixed on the housing 900 of the wheel drive device, one end of the steering tie rod 300 is connected to the secondary end of the linear motor 400 through a ball joint, and the other end is connected to the steering knuckle 110 through a ball stud, so that the linear motor 400 can be controlled. The motor 400 makes the secondary move in a straight line, thereby pulling the steering tie rod 300 to move horizontally, and the movement of the steering tie rod 300 can make the wheels 100 rotate.

In this embodiment, the steering failure protection mechanism is further composed of the ball screw mechanism 500 , the second clutch 550 and the steering gear 560 . The steering gear 560 is a spur gear, which is located on the other side of the driving gear 700 in the horizontal direction (the side opposite to the anti-tilt gear 230 ), and the structure of the steering gear 560 is the same as that of the anti-tilt gear 230 . The steering gear 560 meshes with the driving gear 700 and is vacantly sleeved on the nut 510 of the ball screw mechanism through a needle bearing. At the same time, the extended end of the steering gear 560 is connected with the driving end 552 of the second clutch 550 .

As shown in FIGS. 2 and 5 , the ball screw mechanism 500 includes a ball 520 , a screw shaft 530 , and a ball screw mechanism nut 510 . The screw ball screw mechanism nut 510 is connected with the driven end 551 of the second clutch 550 through end flanges and bolts. At the same time, the ball screw mechanism nut 510 is also provided with a steering gear 560 through a needle bearing. The steering gear 560 is free to rotate on ball screw mechanism nut 510. Simultaneously, the protruding end of the steering gear 560 is connected with the driving end 552 of the second clutch through a spline. The ball screw mechanism nut 510 is limited in freedom of movement along the lead screw 530, and the ball screw mechanism nut 510 can only rotate around its axis, so that the rotational motion of the ball screw mechanism nut 510 is converted into the screw shaft 530 linear motion. The screw shaft 530 and the secondary other end of the linear motor 400 (the end not connected to the steering tie rod 300) are an integrated structure, and at the same time, the screw shaft 530 is processed with a semicircular rotary spiral groove, which is used as a track for the ball 520 to roll; the ball wire The inner wall of the center of the bar mechanism nut 510 is processed with the same semicircular rotary spiral groove corresponding to the screw shaft 530, which is used for assembling the ball 520 and as a track for the ball 520 to slide. At the same time, the inner wall of the nut 510 is also processed with the inner circulation channel of the ball 520 along the axial direction. The rotation of the nut 510 of the ball screw mechanism is converted into the linear motion of the screw shaft 530 . In addition, one end of the nut 510 of the ball screw mechanism is processed with a flange, and six through holes are uniformly processed on the flange along the axial circumference to realize connection with the driven end of the second clutch 550 through bolts.

The second clutch 550 is an electronically controlled normally open clutch. When the second clutch 550 is disconnected, the steering gear 560 can rotate freely on the nut 510 of the ball screw mechanism. When the second clutch 550 is engaged, the rotation of the steering gear 560 That is, it will drive the rotation of the nut 510 of the rolling screw mechanism, thereby driving the screw shaft 530 to move horizontally.

The second clutch 550 can be an electronically controlled clutch such as an electromagnetic multi-disc clutch, an electronically controlled hydraulic clutch, etc., which does not limit the protection scope of the claims of the present utility model.

The driving gear 700 and the steering gear 560 form a deceleration and torque increasing device. The fixed gear transmission selected by the utility model is a deceleration and torque increasing device in which the inner rotor 630 of the dual-rotor motor 600 drives the wheel 100 to turn around its main pin. Other deceleration devices or mechanisms can be selected at the output end of the steering gear 560 and the inner rotor 630 of the dual-rotor motor 600 as required, and this item does not constitute a limitation to the protection scope of the claims of the present utility model.

As shown in FIG. 2 , the dual-rotor motor 600 includes a housing 670 , an outer rotor 640 , an inner rotor 630 , a permanent magnet 660 , an excitation winding 620 , a stator 620 , and an armature winding 650 . Among them, the casing 670 is used to accommodate the outer rotor 640 and the inner rotor 630; groups of uniformly distributed permanent magnets 660 are attached to the inner and outer surfaces of the outer rotor 640; the stator 610 is fixed on the inner wall of the outer casing 670; the excitation winding 620 Installed on the stator 610 : the armature winding 650 is installed on the inner rotor 630 . As shown in FIG. 6 , in this embodiment, the outer rotor 640 of the dual-rotor motor 600 includes a main body 641 and an end cover 642 that cooperate with each other in an interlocking manner. The center of the end face of the main body 641 is provided with a stepped through hole consisting of a bearing hole with a larger inner diameter and a light hole with a smaller inner diameter. The bearing hole is used to install the right support bearing of the inner rotor 630. The output end of the inner rotor 630 is connected from the protruding from the stepped through hole. A bearing counterbore is processed on the inner side of the bottom of the end cover 642 for installing the right support bearing of the inner rotor 630 . The inner rotor 630 is nested in the accommodating space formed by the interfitting main body 641 and the end cover 642 .

When installing, install the left and right support bearings of the inner rotor 630 into the bearing holes corresponding to the main body 641 of the outer rotor 640 and the bottom of the end cover 642, then put the inner rotor 630 into the main body 641 of the outer rotor 640, and then put the outer rotor on The end cover 642 is used to integrally install the outer rotor 640 and the inner rotor 630 into the housing 670 of the dual-rotor steering motor. The double-rotor motor housing 670 is fixed in the wheel-side driving device housing 900 and is integrally fixed on the sub-frame of the automobile, which belongs to the sprung mass.

In another embodiment, as shown in FIG. 6 , six arc trapezoidal groove teeth are machined on the periphery of the body 641 of the outer rotor 640 of the dual-rotor motor where it cooperates with the end cover 642, that is, the groove teeth are radially close to The size of the center end is smaller than that of the far center end, and the tooth root plane of the groove teeth of the main body 641 is also processed with circular arc-shaped small grooves; the end cover 642 is processed with six arc trapezoidal grooves corresponding to the six arc trapezoidal grooves of the main body 641 Protruding teeth, the size of the protruding teeth in the radial direction near the center of the circle is smaller than that of the far center, and the top plane of the arc trapezoidal protruding teeth of the end cover 642 is also processed with a small concave corresponding to the heel of the arc trapezoidal groove of the main body The annular arc-shaped protrusion of the groove, the arc-trapezoid protrusion and the arc-trapezoid groove have the same basic size. When the main body 641 and the end cover 642 are combined to form the outer rotor 640, the arc trapezoidal groove teeth of the main body 641 and the tooth-shaped sides of the corresponding end cover circular trapezoidal protruding teeth cooperate with each other to perform radial positioning. The center of each tooth is centered, and the small grooves of the respective tooth roots and the arc-shaped protrusions of the top rings are matched in pairs, which play the role of auxiliary radial limit and axial positioning, and ensure the teeth of the main body 641 and the end cover 642 Reliable centering when mating.

The planetary gear reduction device 800 includes a sun gear 820 , a ring gear 830 , planetary gears 840 and a planetary carrier 810 . The sun gear 820 is connected to the output end of the inner rotor 630 of the dual-rotor motor 600 through a spline, and the planet carrier 810 is used as an output, and the center of the planet carrier 810 is connected to the input end of the inner universal joint 150 through a spline. The ring gear 830 is fixed on the housing 900 of the wheel drive. Planetary gear 840 is installed on the planet carrier 810, preferably, the utility model is equipped with 3 planetary gears 840,

The planetary gear 840 can rotate on its own, and can revolve around the sun gear 820 between the sun gear 820 and the ring gear 830 . The planetary gear reduction device 800 can reduce the output torque of the outer rotor 640 of the dual-rotor motor and increase the torque.

In this embodiment, the planetary gear reduction device 800 is selected as the deceleration and torque increasing device for the outer rotor 640 of the dual-rotor motor 600 to drive the wheel 100 . In other embodiments, other deceleration devices and mechanisms can be selected between the wheel 100 and the dual-rotor motor 600 as required, and this does not constitute a limitation to the protection scope of the claims of the present utility model.

The wheel drive device housing 900 is divided into left and right cavities, the left cavity is used to accommodate and support the dual-rotor motor 600 and the linear motor 400, and the right cavity is used to accommodate and support The ball screw mechanism 500 , the first clutch 220 , the second clutch 550 , the driving gear 700 , the anti-tilt gear 230 and the steering gear 560 . The cavity on the left side adopts multiple hollowed out designs, and heat dissipation ribs are cast on the solid part of the shell, so that the outside air flows into the inner cavity of the shell when the vehicle is running, cooling the dual-rotor motor 600 and the linear motor 400 . The cavity on the right side adopts a closed design, and contains gear oil, which is used to stir oil and lubricate the above-mentioned gear set, and simultaneously cool and provide working pressure oil for the first clutch 220 and the second clutch 550 (the oil pump is not shown in the figure). The housing 900 of the wheel drive device is fixed to the frame or the sub-frame, which belongs to the sprung mass, does not increase the unsprung mass, and the ride comfort of the whole vehicle is not affected in any way.

In another embodiment, as shown in FIG. 7 , the steering, tilting and driving integrated wheel-side electric drive system further includes an electronic controller (ECU) 950, and the ECU 950 can be set separately or integrated in the In the vehicle controller. The ECU 950 is electrically connected to the dual-rotor motor 600, the linear motor 400, the first clutch 220, and the second clutch 550, and can control the operation of the above four actuators. The ECU can read the detection signals of the dual-rotor motor 600 and the linear motor 400 to determine whether there is a fault. At the same time, the ECU950 can be connected to the CAN bus of the vehicle, communicate with the vehicle controller, and can receive driver demand signals such as driving, steering, and the vehicle driving mode switch selected by the driver according to road conditions in the CAN bus, as well as vehicle speed and lateral acceleration. , vehicle body roll angle and other vehicle status signals. According to the driver's demand signal, multiple sets of the dual-rotor motor outer rotor drive torque, linear motor torque and displacement of the wheel-side electric drive system described in the utility model are made; according to the driving mode switch signal, vehicle speed, and lateral acceleration input by the driver and other signals to judge the driving road conditions, and decide the combination, semi-linkage or disconnection state of the first clutch and the combination and disconnection of the second clutch, and make decisions according to the vehicle speed, vehicle body roll angle, and lateral acceleration signals. Inner rotor drive or stall torque of the dual rotor motor of the system described above.

The steering, anti-tilt and drive integrated wheel-side electric drive system described in the utility model presents various working modes according to whether the actuator fails and the type of failure, as shown in the following table:

The specific working principle in each mode is as follows:

In the normal working mode, the outer rotor 640 of the dual-rotor motor 600 is controlled to generate driving torque, and the driving torque is transmitted through the planetary gear reduction device 800, the inner universal joint 150, the inner half shaft 140, the outer universal joint 130 and the outer half shaft 120 to the hub of the wheel 100, thereby driving the wheel 100 to rotate.

In the steering, anti-tilt and drive integrated wheel-side electric drive system provided by the utility model, since the outer rotor 640 of the actuator double-rotor motor 600 belongs to a relatively independent drive system, the outer rotor 640 of the double-rotor motor 600 has a separate failure , as shown in the table above, the work of the four actuators described in the utility model (dual-rotor motor outer rotor, linear motor, first clutch, second clutch) is not affected by it. For this type of driving system failure situation, the torque of multiple wheels should be coordinated and controlled by the whole vehicle drive controller that controls the independent driving of multiple wheels (that is, the multiple sets of wheel-side driving systems described in the utility model arranged on the sides of all wheels) Output, to achieve limp control with reduced power, to ensure safe driving to the fault repair site.

In the normal working mode, the second clutch 550 remains normally open and disconnected, the steering gear 560 idles on the nut 510 of the ball screw mechanism, the first clutch 220 remains normally closed, and the rotation of the anti-roll gear 230 drives the L-shaped anti-roll bar 200 turns. When steering is required, the linear motor 400 is controlled to make the secondary move linearly, thereby pulling the steering tie rod 300 , and the steering tie rod 300 drives the steering knuckle 110 to rotate the wheels 100 to complete the steering action. When the vehicle body rolls or the stiffness of the suspension needs to be adjusted, the up and down jump of the suspension is converted into the up and down movement of the anti-roll connecting rod 210, and then converted into the rotation of the L-shaped anti-roll bar 200, and the inner rotor of the dual-rotor motor 600 630 is controlled to output resistance torque, which is applied to the L-shaped anti-roll bar 200 through the action of the driving gear 700, the anti-roll gear 230, and the first clutch 220, so as to effectively suppress the body roll or adjust the suspension stiffness.

When the electronic controller ECU950 of the system detects that the linear motor 400 fails, the second clutch 550 is controlled to engage, and the rotation of the steering gear 560 can drive the nut 510 of the ball screw mechanism to rotate. There are two situations when the linear motor 400 fails:

The first case is that if turning is required at this time, the inner rotor 630 of the dual-rotor motor 600 outputs a rotational torque (the inner rotor 630 can output a larger torque than the linear motor 400). On the one hand, at this time, the second clutch 550 is controlled to combine with the torque, which is used as the driving torque to control the wheel steering through the second clutch 550. The specific power transmission path is: the torque passes through the driving gear 700, the steering gear 560 and the second clutch 550 The ball screw mechanism nut 510 is transmitted to the ball screw mechanism nut 510, thereby driving the ball screw mechanism nut 510 to rotate, and the ball screw mechanism 500 converts the rotation of the ball screw mechanism nut 510 into the linear motion of the screw shaft 530, thereby pulling the steering tie rod 300 Moving horizontally, the steering tie rod 300 then pulls the steering knuckle 110 to swing, so that the wheels 100 complete the steering action, effectively ensuring the steering safety of the entire vehicle after the linear motor 400 fails. On the other hand, since the first clutch 220 is normally closed and engaged at this time, the inner rotor 630 of the dual-rotor motor 600 outputs torque as a reverse resistance torque through the first clutch 220 to suppress vehicle body roll caused by steering. The specific power transmission path is: the torque is transmitted to the L-shaped anti-roll bar 200 through the driving gear 700, the anti-roll gear 230 and the first clutch 220 to force the second section of the L-shaped anti-roll bar 200 to swing around the first section, thereby passing through the ball The head pin drives the anti-roll connecting rod 210 to move up and down, thereby driving the extension or compression of the suspension. It should be noted that the helix of the ball raceway of the ball screw mechanism 500 should ensure that the angular velocity direction of the L-shaped anti-roll bar 200 points to the inside of the vehicle body when the wheel is driven to turn to the right by the action of the dual-rotor motor 600 . That is, the anti-roll connecting rod 210 moves upward under the drive of the rotation of the L-shaped anti-roll bar 200 to stretch the side suspension and support the vehicle body to tilt to this side. The above-mentioned steering, anti-tilt and driving integrated wheel-side electric drive systems are respectively installed on the two coaxial wheels. Pull the suspension down to restrain the body from leaning to the other side. The same principle will not be repeated when the car turns to the left. The combined effect of the dual-rotor motors on both sides can effectively and actively suppress the body roll motion when the car is turning, and even achieve zero roll angle, improving the car's turning safety and roll comfort.

In addition, due to the importance and priority of the steering torque demand, the torque output by the inner rotor 630 of the above-mentioned dual-rotor motor 600 cannot be adjusted according to the demand for roll suppression. Linkage state (realized by current control electromagnetic force or hydraulic control pressing force) to adjust the stiffness of the side suspension, so as to take into account the roll control requirements and suspension ride comfort requirements under different vehicle speeds and road conditions. If the driving road conditions are good and the vehicle is running at a relatively high speed, the degree of engagement of the first clutch 220 is greater at this time, the suspension stiffness of this side is relatively large, and the vehicle’s high-speed driving stability is good; When driving, the first clutch 220 is less engaged, or even completely disconnected, the suspension stiffness of this side is relatively small or minimal, and the vehicle tires have good grounding performance and ride comfort.

The second situation is that if there is no need to turn at this time, the inner rotor 630 of the dual-rotor motor 600 outputs a locked-rotor torque that remains stationary. At this time, the second clutch 550 is controlled to combine the torque on the one hand as a locked-rotor torque to pass through the second clutch 550 to resist unnecessary wheel steering caused by external disturbances, so as to ensure straight-line driving stability. The specific power transmission path is the same as the case where steering is required. On the other hand, since the first clutch 220 is normally closed and engaged at this time, the torque is also used as a stall torque to suppress the deformation of the suspension through the first clutch 220 . The specific power transmission path is the same as the case where steering is required, and will not be repeated here. The locked-rotor torque output by the inner rotor 630 of the dual-rotor motor 600 forces the inner end of the L-shaped anti-roll bar 200 to be fixed, and the torsional stiffness of the L-shaped anti-roll bar 200 can increase the stiffness of the suspension and restrain the compression or expansion of the suspension. Similarly, when the system described in the present invention is configured on two wheels on both sides of the coaxial axis, the locked-rotor torque output by the dual-rotor motor on the other side can suppress the extension or compression of the suspension, and the joint action of the dual-rotor motors on both sides It can effectively restrain the rolling motion of the car body when the car is disturbed by the side wind when driving in a straight line, and improve the safety of the car in a straight line. It is slightly different from the situation when steering is required. At this time, the body roll is passively suppressed, and the roll angle is slightly larger than when steering is required. It needs to be added that due to the importance and priority of suppressing the disturbance steering torque to maintain straight-line driving, the locked-rotor torque output by the inner rotor 630 of the above-mentioned dual-rotor motor 600 cannot be adjusted according to the requirement of roll suppression. By controlling the coupling degree of the first clutch 220 (realized by electric current control electromagnetic force or hydraulic control pressing force), the stiffness of the side suspension is adjusted, so as to meet the requirements of roll control and suspension ride comfort under different vehicle speeds and road conditions. In extreme cases, such as when the road conditions are poor such as walking at low speed on non-paved roads, the first clutch 220 can be controlled to be completely disconnected. It presents a soft characteristic, which is used to improve the smoothness of driving on bad roads.

When the electronic controller ECU 950 of the system detects that the inner rotor 630 of the dual-rotor motor 600 is faulty, and detects that the driver inputs a steering demand command through the steering wheel through the CAN bus, the second clutch 550 is controlled to engage. At this moment, the electronic controller ECU 950 controls the linear motor 400 to output the steering torque according to the driver's input. The specific power transmission path is: the linear motor 400 drags the steering knuckle 110 and the wheel 100 to rotate around the wheel kingpin through the steering tie rod 300 . In addition, the steering torque output by the linear motor 400 also drags the screw shaft 530 of the fixed ball screw mechanism 500 to move in translation, and the motion of the ball screw mechanism 500 is transformed into the rotation of the nut 510 . Under the combination of the second clutch 550, the nut 510 drives the steering gear 560 to rotate, and the driving gear 700 acts as an idler to drive the anti-roll gear 230 to rotate, and then the normally closed first clutch 220 drives the L-shaped anti-roll bar 200 to rotate actively Its axis swings, thereby driving the anti-roll connecting rod 210 to move up and down, thereby driving the extension or compression of the suspension. Similarly, the helix of the ball raceway of the ball screw mechanism 500 should ensure that the angular velocity direction of the L-shaped anti-roll bar 200 points to the inside of the car body when the wheel is driven by the linear motor 400 to turn the wheel to the right, that is, the anti-roll connection Driven by the rotation of the L-shaped anti-roll bar 200, the rod 210 moves upward to extend the side suspension, supporting the vehicle body to tilt to the side. When the two sets of systems described in the utility model are configured on two wheels on both sides of the coaxial axis and used together, the torque output by the dual-rotor motor on the other side (if the dual-rotor motor on the other side also fails, the other The linear motor on the side outputs the active anti-rolling moment) to pull the suspension down to restrain the car body from tilting to the other side. The same principle will not be repeated when the car turns to the left. The joint action of the linear motors on both sides through the gear mechanism can effectively and actively suppress the body roll motion when the car is turning, and even achieve zero roll angle, improving the safety of the car when turning and the comfort of the roll. It should be added that due to the importance and priority of the steering torque demand, the torque output by the above-mentioned linear motor 400 cannot be adjusted according to the demand for roll suppression. At this time, the degree of engagement of the first clutch 220 can be controlled, that is, semi-linkage The stiffness of the side suspension can be adjusted according to the state (realized by current control of electromagnetic force or hydraulic control of pressing force), so as to take into account the requirements of roll control and suspension ride comfort under different vehicle speeds and road conditions. In addition, since the linear motor 400 drives and controls the steering in this mode, it needs to drive the L-shaped anti-roll bar 200 through a series of transmission parts to realize active anti-rolling, which will affect the dynamic response speed of the steering control, so the requirements for the dynamic response of the steering In higher cases, the second clutch 550 can be controlled to be disconnected to reduce the moment of inertia when the linear motor 400 is in motion. At this time, the roll control is affected to a certain extent, and it needs to be calibrated and designed at the control system software level based on the operating conditions and matching vehicle models. If the driving road conditions are good and the car is running at a relatively high speed, the first clutch 220 returns to the normally closed state at this time, and the second clutch 550 is controlled to be closed, so that the stiffness of the side suspension can be guaranteed to meet the requirements of roll control and high-speed driving stability of the car. Requirements; if the driving road conditions are relatively poor, such as off-road driving at low speed, at this time, the first clutch 220 is controlled to be engaged to a small degree, or even completely disconnected, and the second clutch 550 is controlled to return to the normally disconnected state, and the suspension stiffness of this side is relatively small or Smallest, car tires have good grounding performance and ride comfort.

When the electronic controller ECU 950 of the system detects that the inner rotor 630 of the dual-rotor motor 600 is faulty, and the driver's steering demand command is not detected, the second clutch 550 is controlled to engage. At this time, the electronic controller ECU950 controls the linear motor 400 to output a stalling torque that remains stationary. On the one hand, the stalling torque drags the steering knuckle 110 and the wheels 100 through the steering tie rod 300 to resist the external steering disturbance torque, keeps the wheels from rotating, and ensures straight-line driving stability; on the other hand, the stalling torque is combined by the second clutch 550 The time is transmitted to the anti-roll gear 230 through the second clutch 550, the steering gear 560 and the driving gear 700 acting as an idler, and then the normally closed first clutch 220 forces the first section of the L-shaped anti-roll bar 200 to be fixed, and the L-shaped The torsional stiffness of the anti-roll bar 200 can increase suspension stiffness and inhibit suspension compression or extension. Similarly, when the system described in the utility model is configured on two wheels on both sides of the coaxial axis, the locked-rotor torque output by the dual-rotor motor on the other side (if the dual-rotor motor on the other side also fails, it can also be used by another The linear motor on one side outputs passive stall anti-rolling torque) to restrain the suspension from stretching or compressing, and the linear motors on both sides work together through the gear mechanism to effectively restrain the body roll when the car is disturbed by the side wind when driving straight. Sports, improve the safety of straight-line driving of the car. It is slightly different from the situation when steering is required. At this time, the body roll is passively suppressed, and the roll angle is slightly larger than when steering is required. It needs to be added that due to the importance and priority of suppressing the disturbance steering torque and maintaining the requirement of straight-line driving, the locked-rotor torque output by the linear motor 400 cannot be adjusted according to the requirement of roll suppression. At this time, it can be controlled by controlling the first clutch The combination degree of 220, that is, the semi-linkage state (realized by electric current control electromagnetic force or hydraulic control pressing force) to adjust the stiffness of the side suspension, so as to take into account the roll control requirements and suspension ride comfort requirements under different vehicle speeds and road conditions . In extreme cases, such as when the road conditions are poor such as walking at low speed on non-paved roads, the first clutch 220 can be controlled to be completely disconnected. It presents a soft characteristic, which is used to improve the smoothness of driving on bad roads. When the first clutch 220 is controlled to be completely disconnected, the second clutch 550 also returns to the normally open and disconnected state, so as to reduce the stalled moment of inertia of the linear motor 400 and improve the rapid control responsiveness for maintaining straight driving.

The steering, anti-tilt and drive integrated wheel-side electric drive system provided by the utility model uses two special motors, a double-rotor motor and a linear motor, as two actuators to realize the independent wire-controlled drive of the wheel, the independent wire-controlled steering and Independent wire control anti-tilt three functions. It saves the steering gear, differential gear and other components in the traditional car, improves the integration of the system, saves space, facilitates the layout of the whole vehicle, and realizes the independent steering control of each wheel at the same time, making the steering more flexible. The independent anti-rolling control of the wheels on both sides is realized, which can effectively prevent the body from rolling while improving the ride comfort. At the same time, it can also realize the control of actively promoting the body to roll, so as to improve the passive safety of the side impact of the body.

Although the embodiment of the present utility model has been disclosed as above, it is not limited to the use listed in the description and the implementation, and it can be applied to various fields suitable for the present utility model. For those familiar with the art, Further modifications can be readily effected, so the invention is not limited to the specific details and examples shown and described herein without departing from the general concept defined by the claims and their equivalents.

Claims (9)

1. a kind of steering, anti-dumping and driving integrated form wheel side power drive system, which is characterized in that including：

Double-rotor machine, outer rotor output end connect wheel, and internal rotor output end connects driving gear；

Anti-dumping gear, is located at the side of the driving gear, and is engaged with the driving gear；

L-shaped sway bar, one end are fixedly connected with the anti-dumping gear by first clutch, and the other end connects suspension；

Linear motor, is fixed on the double-rotor machine side, and the secondary end of the linear motor connects track rod, uses It realizes and turns in driving track rod movement；

Wherein, when first clutch combines, the internal rotor output end generates the moment of resistance for preventing suspension from moving up and down, and realizes Anti-dumping.

2. steering according to claim 1, anti-dumping and driving integrated form wheel side power drive system, which is characterized in that also wrap Include fail-safe mechanism comprising：

Tooth sector, is located at the other side of the driving gear, and is engaged with the driving gear；

The external part of second clutch, drive end and tooth sector connects；

Nut is connect with the second clutch driven end；

Lead screw shaft is fixedly connected with the secondary of linear motor close to one end of tooth sector；

Wherein, when second clutch is closed, tooth sector rotation can drive the track rod to move.

3. steering according to claim 2, anti-dumping and driving integrated form wheel side power drive system, which is characterized in that described The external part of tooth sector is connected with the drive end of second clutch by spline.

4. steering according to claim 3, anti-dumping and driving integrated form wheel side power drive system, which is characterized in that described Tooth sector is by needle bearing empty set on the nut.

5. steering according to claim 1, anti-dumping and driving integrated form wheel side power drive system, which is characterized in that the L Shape sway bar includes orthogonal first segment and second segment, and the second segment can be rotated around first segment；The first segment connects The first clutch is connect, the second segment connects damper.

6. steering according to claim 5, anti-dumping and driving integrated form wheel side power drive system, which is characterized in that also wrap Anti-dumping connecting rod is included, the lower end of the anti-dumping connecting rod is hinged with the end of the second segment, and upper end is hinged with the damper.

7. steering according to claim 5, anti-dumping and driving integrated form wheel side power drive system, which is characterized in that described The drive end of first clutch is connect with the external part of the anti-dumping gear, the first segment end of driven end and the L-shaped sway bar Portion is connected.

8. steering according to claim 7, anti-dumping and driving integrated form wheel side power drive system, which is characterized in that described The external part of anti-dumping gear and the drive end of first clutch are connected by spline fitted.

9. steering according to claim 8, anti-dumping and driving integrated form wheel side power drive system, which is characterized in that described Anti-dumping gear is by needle bearing empty set in the end of the L-shaped sway bar first segment.