CN211336160U - In-wheel steering structure based on distributed hub driving - Google Patents

Abstract

The application relates to an in-wheel steering structure based on distributed hub driving. An in-wheel steering structure based on distributed hub drive includes a first vibration damping system and a steering system. The first damping system is adapted to be coupled to a wheel. The steering system comprises a steering support, a first mounting plate, a second mounting plate, a first steering bearing, a second steering bearing, a steering main pin, a steering frame and a steering engine. The steering engine drives the first mounting plate to rotate through the first steering bearing, and then drives the steering support and the first damping system to rotate. The first damping system transmits the rotating torque to the wheels to drive the wheels to steer. Because first mounting panel and second mounting panel set up in the side that turns to the support and keep away from first damping system. The maximum rotation angle of the steering support is 180 degrees, and further the maximum rotation angle of the wheels is 180 degrees. Therefore, the in-wheel steering structure based on distributed hub driving improves the rotation angle range of the wheel, and further improves the flexibility of the vehicle.

Description

In-wheel steering structure based on distributed hub drive

technical field

The present application relates to the field of automobile technology, and in particular, to an in-wheel steering structure based on distributed hub drive.

Background technique

The in-wheel motor integrates the motor in the hub. Compared with the centralized drive, the distributed drive form with the in-wheel motor as the power source has obvious advantages. The in-wheel motor only needs at most one wheel-side reduction mechanism to transmit the torque to the driving wheel, which greatly simplifies the transmission chain and effectively reduces the failure rate of the transmission system. The extremely short drive chain will also effectively improve the mechanical efficiency of the powertrain.

Existing steering systems generally use hydraulic power to change the direction of the wheels. The structure of the hydraulic power steering system is complex, the wheels are affected by the guiding mechanism, and the maximum rotation angle is 45 degrees, which reduces the flexibility of the vehicle. How to improve the rotation angle range of the wheel is an urgent problem to be solved.

Utility model content

Based on this, it is necessary to provide an in-wheel steering structure based on distributed hub drive in order to improve the rotational angle range of the wheel.

An in-wheel steering structure based on distributed hub drive includes a first vibration damping system and a steering system. The first damping system is used to connect with the wheel. The steering system includes a steering bracket, a first mounting plate and a second mounting plate, a first steering bearing, a second steering bearing, a steering kingpin, a bogie and a steering gear. The first damping system is rotatably connected to the steering bracket. The first mounting plate and the second mounting plate are disposed on a side of the steering bracket away from the first vibration reduction system. The first mounting plate and the second mounting plate are oppositely disposed along the first direction. A first mounting groove is defined on a surface of the first mounting plate close to the second mounting plate. A second mounting groove is defined on the surface of the second mounting plate close to the first mounting plate.

The first steering bearing includes a first inner ring and a first outer ring. The first outer ring is fixed to the first installation groove. The second steering bearing includes a second inner ring and a second outer ring. The second outer ring is fixed to the second installation groove. The steering kingpin includes a first end and a second end. The first end is fixedly connected with the first inner ring. The second end is connected to the second inner ring. The steering kingpin defines a mounting hole on the surface of the first end. One end of the bogie is connected with the steering kingpin. The other end of the bogie is used for connecting with the frame.

The steering gear includes a rotor and a stator. The steering gear is an external rotor motor. The rotor is fixed to the surface of the steering bracket close to the first steering bearing. The stator is mounted in the mounting hole. The steering gear drives the wheel to steer through the steering bracket and the first vibration reduction system.

In one embodiment, the in-wheel steering structure based on distributed hub drive further includes a second vibration damping system. The second vibration damping system is arranged between the bogie and the vehicle frame. The second vibration damping system further reduces the vertical vibration of the frame by rotating.

In one embodiment, the truck includes a plurality of support columns and connecting rods. The plurality of support columns are parallel to each other and arranged at intervals. One end of the support column is connected with the bogie. The other end of the support column is connected with the connecting rod. The second vibration damping system is arranged between the connecting rod and the frame.

In one embodiment, the plurality of support columns include a first support column, a second support column, and a third support column. The connecting rod includes a first support rod, a second support rod, a third support rod and a fourth support rod. The first support rod, the second support rod, the third support rod and the fourth support rod form an "X"-shaped structure. One end of the first support column is fixedly connected with the steering kingpin. The other end of the first support column is fixedly connected with the midpoint of the "X"-shaped structure.

In one embodiment, the connecting rod further includes a first reinforcing rod and a second reinforcing rod. The first reinforcement rod is connected between the first support rod and the second support rod. One end of the second support column is fixedly connected with the steering kingpin. The other end of the second support column is fixedly connected with the midpoint of the first reinforcement rod. The second reinforcement rod is connected between the third support rod and the fourth support rod. One end of the third support column is fixedly connected with the steering kingpin. The other end of the third support column is fixedly connected with the midpoint of the second reinforcing rod.

In one embodiment, the first damping system includes a first linkage including a first cross arm. The first cross arm is disposed on the surface of the wheel close to the steering bracket. The second transverse arm and the third transverse arm are arranged in parallel with relative intervals along the second direction. The second direction is perpendicular to the first direction. The second transverse arm and the third transverse arm are respectively rotatably connected between the first transverse arm and the steering bracket. The first cross arm, the second cross arm, the third cross arm and the steering bracket constitute a four-bar linkage.

In one embodiment, the first linkage mechanism further includes a first damping mechanism. The first damping mechanism is connected between the second transverse arm and the steering bracket.

In one embodiment, the first vibration damping system further includes a second link mechanism, and along the first direction, the first link mechanism and the second link mechanism are disposed opposite to each other at a distance.

In one embodiment, the second vibration damping system further includes four groups of cantilever mechanisms, and the four groups of cantilever mechanisms are respectively disposed between the connecting rod and the vehicle frame.

In one embodiment, the four groups of cantilever mechanisms are respectively connected with the first support rod, the second support rod, the third support rod and the fourth support rod in a one-to-one correspondence.

In one embodiment, the in-wheel steering structure based on the distributed hub drive further includes a plurality of positioning protrusions. The plurality of positioning protrusions are disposed on a surface of the first mounting plate away from the second mounting plate. The rotor is fixedly connected with the plurality of positioning projections.

In one embodiment, the steering kingpin is a hollow structure to reduce mass.

In one embodiment, the steering bracket includes a first base plate and a second base plate arranged along the first direction. The first substrate is fixed to the second substrate. The first mounting board is disposed on the surface of the first substrate away from the second substrate. The second mounting board is disposed on the surface of the second substrate away from the first substrate.

An in-wheel steering structure based on distributed hub drive includes a first vibration damping system and a steering system. The first damping system is used to connect with the wheel. The steering system includes a steering bracket, a steering kingpin, a first mounting plate, a second mounting plate, a first steering bearing, a second steering bearing and a steering frame.

The first damping system is rotatably connected to the steering bracket. The steering king pin is fixedly connected to a side of the steering bracket away from the first vibration damping system. The steering kingpin includes a first end and a second end. The steering kingpin defines a mounting hole on the surface of the first end. The first mounting plate and the second mounting plate are respectively disposed on the side of the steering bracket away from the first vibration reduction system. The first mounting plate and the second mounting plate are arranged at opposite ends of the steering kingpin at a relative interval. A first mounting groove is defined on a surface of the first mounting plate close to the second mounting plate. A second mounting groove is defined on the surface of the second mounting plate close to the first mounting plate.

The first steering bearing includes a first inner ring and a first outer ring. The first outer ring is fixed to the first installation groove. The first end is fixedly connected with the first inner ring. The second steering bearing includes a second inner ring and a second outer ring. The second outer ring is fixed to the second installation groove. The second end is connected to the second inner ring. The first mounting plate and the second mounting plate are fixedly connected with the bogie and the steering kingpin. One end of the bogie away from the first mounting plate and the second mounting plate is used for connecting with the vehicle frame. The steering gear includes a rotor and a stator. The steering gear is an inner rotor motor. The stator is fixed to the surface of the first mounting plate. The rotor is fixedly connected with the steering kingpin through the mounting hole.

The in-wheel steering structure based on the distributed hub drive provided by the embodiments of the present application includes a first vibration reduction system and a steering system. The first damping system is used to connect with the wheel. The steering system includes a steering bracket, a first mounting plate and a second mounting plate, a first steering bearing, a second steering bearing, a steering kingpin, a bogie and a steering gear. The first mounting plate and the second mounting plate are disposed on a side of the steering bracket away from the first vibration reduction system. The first mounting plate and the second mounting plate are oppositely disposed along the first direction. A first mounting groove is defined on a surface of the first mounting plate close to the second mounting plate. A second mounting groove is defined on the surface of the second mounting plate close to the first mounting plate. The first steering bearing includes a first inner ring and a first outer ring. The first outer ring is fixed to the first installation groove. The second steering bearing includes a second inner ring and a second outer ring, and the second outer ring is fixed to the second installation groove. The steering kingpin includes a first end and a second end. The first end is fixedly connected to the first inner ring, and the second end is connected to the second inner ring. The steering kingpin defines a mounting hole on the surface of the first end. One end of the bogie is connected with the steering kingpin, and the other end of the bogie is used for connecting with the vehicle frame. The steering gear includes a rotor and a stator. The rotor is fixed on the surface of the steering bracket close to the first steering bearing, the stator is fixedly connected with the first inner ring, and the steering gear is driven by the steering bracket and the first vibration reduction system The wheels are steered.

The stator is connected to the vehicle body through the first inner ring, the steering kingpin and the bogie. The rotor drives the first outer ring to rotate relative to the first inner ring, thereby driving the steering bracket to rotate. The steering bracket transmits the rotational torque to the wheel through the damping system, and drives the wheel to steer. Because the first mounting plate and the second mounting plate are disposed on the side of the steering bracket away from the first vibration reduction system. The maximum rotation angle of the steering bracket is 180°, and the maximum rotation angle of the wheel is 180°. Therefore, the in-wheel steering structure based on the distributed hub drive increases the rotational angle range of the wheel, thereby improving the flexibility of the vehicle.

Description of drawings

1 is a schematic diagram of the in-wheel steering structure based on distributed hub drive provided in an embodiment of the application;

2 is a structural diagram of the in-wheel steering structure based on distributed hub drive provided in an embodiment of the application;

3 is a cross-sectional view of the in-wheel steering structure based on distributed hub drive provided in an embodiment of the application;

4 is a structural diagram of the in-wheel steering structure based on distributed hub drive provided in another embodiment of the application;

5 is a top view of the in-wheel steering structure based on distributed hub drive provided in another embodiment of the application;

6 is a top view of the in-wheel steering structure based on distributed hub drive provided in another embodiment of the present application;

7 is an A-A cross-sectional view of the in-wheel steering structure based on distributed hub drive provided in another embodiment of the present application.

Reference number:

In-wheel steering structure based on distributed hub drive 10

Frame 111

Wheels 112

Servo 120

Rotor 121

Stator 122

drive motor 140

First Vibration Reduction System 20

first link mechanism 210

First wishbone 211

Second wishbone 212

Third wishbone 213

first direction a

second direction b

second linkage 220

Steering System 30

Steering bracket 40

Multiple positioning bumps 400

first mounting plate 410

First mounting slot 411

Second Mounting Plate 420

Second Mounting Slot 421

first bracket 401

Second bracket 402

first steering bearing 50

First Inner Ring 510

First Outer Ring 520

Second steering bearing 60

Second inner ring 610

Second Outer Ring 620

Steering Kingpin 70

Mounting hole 701

first end 710

second end 720

Bogie 80

Multiple support columns 810

first support column 811

Second support column 812

Third support column 813

connecting rod 820

first pole 821

Second pole 822

Third pole 823

Fourth pole 824

1st reinforcement bar 825

Second reinforcement bar 826

Second Vibration Damping System 90

Cantilever mechanism 910

Detailed ways

In order to make the above objects, features and advantages of the present application more clearly understood, the specific embodiments of the present application will be described in detail below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without departing from the connotation of the present application. Therefore, the present application is not limited by the specific implementation disclosed below.

The serial numbers themselves, such as "first", "second", etc., for the components herein are only used to distinguish the described objects, and do not have any order or technical meaning. The "connection" and "connection" mentioned in this application, unless otherwise specified, include both direct and indirect connections (connections). In the description of this application, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", The orientation or positional relationship indicated by "bottom", "inner", "outer", "clockwise", "counterclockwise", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description , rather than indicating or implying that the referred device or element must have a particular orientation, be constructed and operate in a particular orientation, and therefore should not be construed as a limitation on the present application.

In this application, unless otherwise expressly stated and defined, a first feature "on" or "under" a second feature may be in direct contact with the first and second features, or the first and second features indirectly through an intermediary touch. Also, the first feature being "above", "over" and "above" the second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is level higher than the second feature. The first feature being "below", "below" and "below" the second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature has a lower level than the second feature.

The biggest advantage of the in-wheel motor compared with the traditional fuel-driven and ordinary electric-driven vehicles in operation is the four-wheel independent steering (4WIS) function brought by the distributed drive. The steering angles of the front wheel, rear wheel, left wheel and right wheel are no longer constrained by the suspension and half shafts, and decoupling can be achieved. The steering path of a conventional car must be a smooth arc. Distributed drive wheels enable steering on any path. The four-wheel independent steering can realize obtuse, right-angle and even acute-angled polygonal turns.

Referring to FIG. 1 , FIG. 2 and FIG. 3 together, an embodiment of the present application provides an in-wheel steering structure 10 based on distributed hub drive, including a first vibration reduction system 20 and a steering system 30 . The first damping system 20 is used to connect with the wheel 112 . The steering system 30 includes a steering bracket 40 , a first mounting plate 410 and a second mounting plate 420 , a first steering bearing 50 , a second steering bearing 60 , a steering kingpin 70 , a bogie 80 and a steering gear 120 . The first vibration damping system 20 is rotatably connected to the steering bracket 40 . The first mounting plate 410 and the second mounting plate 420 are disposed on a side of the steering bracket 40 away from the first vibration damping system 20 . The first mounting plate 410 and the second mounting plate 420 are disposed opposite to each other along the first direction a. A first mounting groove 411 is defined on the surface of the first mounting plate 410 close to the second mounting plate 420 . A second mounting groove 421 is defined on a surface of the second mounting plate 420 close to the first mounting plate 410 .

The first steering bearing 50 includes a first inner ring 510 and a first outer ring 520 . The first outer ring 520 is fixed to the first installation groove 411 . The second steering bearing 60 includes a second inner ring 610 and a second outer ring 620 . The second outer ring 620 is fixed to the second installation groove 421 . The kingpin 70 includes a first end 710 and a second end 720 . The first end 710 is fixedly connected with the first inner ring 510 . The second end 720 is connected to the second inner ring 610 . A mounting hole 701 is defined on the surface of the first end 710 of the steering king pin 70 . One end of the bogie 80 is connected to the kingpin 70 . The other end of the bogie 80 is used for connecting with the vehicle frame 111 .

The steering gear 120 includes a rotor 121 and a stator 122 . The steering gear 120 is an outer rotor motor. The rotor 121 is fixed to the surface of the steering bracket 40 close to the first steering bearing 50 . The stator 122 is mounted in the mounting hole 701 . The steering gear 120 drives the wheels 112 to steer through the steering bracket 40 and the first vibration reduction system 20 . The steering gear 120 is used to drive the individual wheels 112 to turn. In the distributed drive system, the steering gears 120 are arranged in a one-to-one correspondence with the wheels 112 .

The in-wheel steering structure 10 based on the distributed hub drive provided in the embodiment of the present application. The stator 122 is connected to the vehicle frame 111 through the first inner ring 510 , the steering kingpin 70 and the bogie 80 . The rotor 121 drives the first outer ring 520 to rotate relative to the first inner ring 510 , thereby driving the steering bracket 40 to rotate. The steering bracket 40 transmits the rotational torque to the wheel 112 through the first vibration reduction system 20 to drive the wheel 112 to steer. Because the first mounting plate 410 and the second mounting plate 420 are disposed on the side of the steering bracket 40 away from the first vibration damping system 20 . The maximum rotation angle of the steering bracket 40 is 180°, and the rotation angle of the wheel 112 is 180°. Therefore, the in-wheel steering structure 10 based on the distributed hub drive increases the rotation angle range of the wheels 112 , so that the wheels can realize obtuse, right, or even acute fold line turns, thereby improving the flexibility of the vehicle.

The first damping system 20 is rotatably connected to the steering bracket 40 , and the first damping system 20 is rotatable around the connection point. When the road surface is uneven, the first vibration damping system 20 absorbs part of the kinetic energy through the rotation pair, so as to reduce the bumping degree of the frame 111 . The first vibration damping system 20 can reduce vertical vibration, which is a major factor affecting the smoothness of the vehicle and the comfort of the human body. As a logistics and transportation industry, it is also one of the measures affecting the safety of the transported items. Vertical refers to the direction perpendicular to the bottom surface.

In one embodiment, the first steering bearing 50 and the second steering bearing 60 are angular contact bearings, which can bear certain axial and radial loads, and at the same time reduce the friction torque during rotation, so as to ensure the of smoothness.

In one embodiment, the steering gear 120 is used to receive a signal from the vehicle controller, so that the rotor 121 and the stator 122 of the steering gear 120 rotate relative to each other, thereby driving the steering bracket 40 to rotate . The steering bracket 40 drives the wheels 112 to steer through the first vibration damping system 20 .

In one embodiment, the in-wheel steering structure 10 based on distributed hub drive further includes the wheel 112 and a drive motor 140 disposed inside the wheel 112 . The driving motor is used to provide power for the rolling of the wheels 112, so that the wheels 112 move forward in a predetermined direction.

In one embodiment, the steering bracket 40 includes a first base plate 401 and a second base plate 402 arranged along the first direction a. The first substrate 401 is fixed to the second substrate 402 . The first mounting board 410 is disposed on the surface of the first substrate 401 away from the second substrate 402 . The second mounting board 420 is disposed on the surface of the second substrate 402 away from the surface of the first substrate 401 .

The steering kingpin 70 includes a first kingpin and a second kingpin arranged along the first direction a. The bogie 80 is of a split type. The steering bracket 40 , the steering kingpin 70 and the steering frame 80 are all of a split type, which is convenient for installation and processing.

The first direction a is parallel to the extending direction of the rotation axis of the rotation kingpin 70 .

The extending direction of the rotating shaft is parallel to the normal direction of the wheel or forms an acute angle.

In one embodiment, the in-wheel steering structure 10 based on the distributed hub drive further includes a second vibration damping system 90 . The second vibration damping system 90 is disposed between the bogie 80 and the frame 111 . The second vibration damping system 90 further reduces the vertical vibration of the frame 111 by rotating.

In one embodiment, the bogie 80 includes a plurality of support columns 810 and connecting rods 820 . The plurality of support columns 810 are parallel to each other and arranged at intervals. One end of the support column is connected to the bogie 80 . The other end of the support column 810 is connected with the connecting rod 820 . The second vibration damping system 90 is disposed between the connecting rod 820 and the frame 111 . The connecting rod 820 is used to increase the clearance between the second vibration damping system 90 and the steering king pin 70 , so that the steering king pin 70 has a set rotation space. The plurality of support columns 810 are used to increase the connection firmness between the steering king pin 70 and the connecting rod 820 to prevent the support columns 810 from being broken.

The number of the support columns 810 can be designed according to the usage force. The interconnected form of the plurality of the support columns 810 may be a "mouth" shape, an "I" shape or a "Y" shape, and the like.

In one embodiment, the plurality of support columns 810 include a first support column 811 , a second support column 812 and a third support column 813 . The connecting rod 820 includes a first rod 821 , a second rod 822 , a third rod 823 and a fourth rod 824 . The first support rod 821 , the second support rod 822 , the third support rod 823 and the fourth support rod 824 form an “X”-shaped structure. One end of the first support column 811 is fixedly connected to the steering king pin 70 . The other end of the first support column 811 is fixedly connected with the midpoint of the "X"-shaped structure.

The first support rod 821 , the second support rod 822 , the third support rod 823 and the fourth support rod 824 form an “X”-shaped structure to reduce the volume.

In one embodiment, the connecting rod 820 further includes a first reinforcing rod 825 and a second reinforcing rod 826 . The first reinforcement rod 825 is connected between the first support rod 821 and the second support rod 822 . One end of the second support column 812 is fixedly connected with the steering king pin 70 . The other end of the second support column 812 is fixedly connected with the midpoint of the first reinforcement rod 825 . The second reinforcement rod 826 is connected between the third support rod 823 and the fourth support rod 824 . One end of the third support column 813 is fixedly connected to the steering king pin 70 . The other end of the third support column 813 is fixedly connected to the midpoint of the second reinforcing rod 826 .

The first reinforcing rod 825 , the first supporting rod 821 and the second supporting rod 822 form a triangular structure, which increases the firmness of the first supporting rod 821 and the second supporting rod 822 . The second reinforcing rod 826 , the third supporting rod 823 and the fourth supporting rod 824 form a triangular structure, which increases the firmness of the third supporting rod 823 and the fourth supporting rod 824 .

In one embodiment, the connecting rod 820 further includes a plurality of reinforcing rods, and the reinforcing rods can be disposed between the supporting rods or between the rotating king pin 70 and the supporting rods. The arrangement of the reinforcing rod increases the stability of the connecting rod 820 .

Referring to FIG. 4 and FIG. 5 together, in one embodiment, the first vibration reduction system 20 includes a first link mechanism 210 , and the first link mechanism 210 includes a first transverse arm 211 . The first cross arm 211 is disposed on the surface of the wheel 112 close to the steering bracket 40 . The second transverse arm 212 and the third transverse arm 213 are arranged in parallel at a relative interval along the second direction b. The second direction b is perpendicular to the first direction a. The second transverse arm 212 and the third transverse arm 213 are rotatably connected between the first transverse arm 211 and the steering bracket 40 , respectively. The first cross arm 211 , the second cross arm 212 , the third cross arm 213 and the steering bracket 40 constitute a four-bar linkage mechanism.

The connection point between the second cross arm 212 and the steering bracket 40 is the first connection point. The connection point between the third cross arm 213 and the steering bracket 40 is the second connection point. The straight line where the first connection point and the second connection point are located is the first rotation axis.

The plane where the first link mechanism 210 is located is the first plane. The first plane is rotatable about the first axis of rotation.

In one embodiment, the first link mechanism 210 further includes a first damping mechanism. The first damping mechanism is connected between the second cross arm 212 and the steering bracket 40 .

In one embodiment, the first link mechanism 210 further includes a second damping mechanism. The second damping mechanism is connected between the third cross arm 213 and the steering bracket 40 . The first damping mechanism and the second damping mechanism are arranged opposite to each other at intervals.

The first damping mechanism and the second damping mechanism are spring mechanisms. The first damping mechanism and the second damping mechanism are used to absorb kinetic energy through contraction and extension, thereby reducing the vertical load transmitted from the wheel 112 to the frame 111 .

In one embodiment, the first vibration damping system 20 further includes a second link mechanism 220, and along the first direction a, the first link mechanism 210 is spaced apart from the second link mechanism 220 set up. The second linkage mechanism 220 includes a fourth cross arm. The fourth cross arm is disposed on the surface of the wheel 112 close to the steering bracket 40 . The fourth transverse arm and the first transverse arm are arranged parallel to each other along the first direction a. The fifth transverse arm and the sixth transverse arm are arranged in parallel at relative intervals along the second direction b. The fifth cross arm and the sixth cross arm are rotatably connected between the fourth cross arm and the steering bracket 40, respectively. The fourth cross arm, the fifth cross arm, the sixth cross arm and the steering bracket 40 constitute a four-bar linkage mechanism.

The connection point between the fifth cross arm and the steering bracket 40 is the third connection point. The connection point between the sixth cross arm and the steering bracket 40 is the fourth connection point. The straight line where the third connection point and the fourth connection point are located is the second rotation axis.

The plane where the second link mechanism 220 is located is the second plane. The second plane is rotatable about the second axis of rotation.

In one embodiment, the second link mechanism 220 further includes a third damping mechanism. The third damping mechanism is connected between the fifth cross arm and the steering bracket 40 .

In one embodiment, the second link mechanism 220 further includes a fourth damping mechanism. The fourth damping mechanism is connected between the sixth transverse arm and the steering bracket 40 . The third damping mechanism and the fourth damping mechanism are arranged opposite to each other at intervals. The third damping mechanism and the fourth damping mechanism are spring mechanisms. The third damping mechanism and the fourth damping mechanism are used to absorb kinetic energy through contraction and extension, thereby reducing the vertical load transmitted from the wheel 112 to the frame 111 .

In one embodiment, the second vibration damping system 90 further includes four groups of cantilever mechanisms 910 , and the four groups of cantilever mechanisms 910 are respectively disposed between the connecting rod 820 and the frame 111 .

In one embodiment, the four sets of cantilever mechanisms 910 are respectively connected with the first support rod 821 , the second support rod 822 , the third support rod 823 and the fourth support rod 824 in one-to-one correspondence .

In one embodiment, the four sets of cantilever mechanisms 910 include a first cantilever mechanism, a second cantilever mechanism, a third cantilever mechanism, and a fourth cantilever mechanism.

The first cantilever mechanism and the second cantilever mechanism form a first group of double wishbone structures. The third cantilever mechanism and the fourth cantilever mechanism form a second group of double-wishbone structures. The four sets of cantilever mechanisms 910 form two sets of the double wishbone structures.

The first cantilever mechanism includes a first rod A ₁ A ₂ , a second rod A ₃ A ₄ and a third rod A ₂ A ₅ . The first rod A ₁ A ₂ and the second rod A ₃ A ₄ are respectively connected to the frame 111 in rotation. One end of the third rod A ₂ A ₅ is rotatably connected with the first rod A ₁ A ₂ , and the other end is rotatably connected with the first support rod 821 . The second rod A ₃ A ₄ is connected to the middle of the third rod.

The second cantilever mechanism includes a first rod B ₁ B ₂ , a second rod B ₃ B ₄ and a third rod B ₂ B ₅ . _The first rod B ₁ B ₂ and the second rod B ₃ B4 are respectively connected to the frame 111 in rotation. One end of the third rod B ₂ B ₅ is rotatably connected with the first rod B ₁ B ₂ , and the other end is rotatably connected with the third support rod 823 . The second rod B ₃ B ₄ is connected to the middle of the third rod.

In one embodiment, the in-wheel steering structure 10 based on the distributed hub drive further includes a plurality of positioning protrusions 400 . The plurality of positioning protrusions 400 are disposed on the surface of the first mounting plate 410 away from the second mounting plate 420 . The rotor 121 is fixedly connected with the plurality of positioning protrusions 400 .

In one embodiment, the steering kingpin 70 is a hollow structure to reduce mass.

Referring to FIG. 6 and FIG. 7 together, an embodiment of the present application provides an in-wheel steering structure based on distributed hub drive, including a first vibration reduction system 20 and the steering system 30 . The first damping system 20 is used to connect with the wheel 112 . The steering system 30 includes a steering bracket 40 , a steering kingpin 70 , a first mounting plate 410 , a second mounting plate 420 , a first steering bearing 50 , a second steering bearing 60 and a steering frame 80 .

The first vibration damping system 20 is rotatably connected to the steering bracket 40 . The steering king pin 70 is fixedly connected to the side of the steering bracket 40 away from the first vibration damping system 20 . The kingpin 70 includes a first end 710 and a second end 720 . A mounting hole 701 is defined on the surface of the first end 710 of the steering king pin 70 . The first mounting plate 410 and the second mounting plate 420 are respectively disposed on the side of the steering bracket 40 away from the first vibration damping system 20 . The first mounting plate 410 and the second mounting plate 420 are disposed at opposite ends of the steering kingpin 70 at a relative interval. A first mounting groove 411 is defined on the surface of the first mounting plate 410 close to the second mounting plate 420 . A second mounting groove 421 is defined on a surface of the second mounting plate 420 close to the first mounting plate 410 .

The first steering bearing 50 includes a first inner ring 510 and a first outer ring 520 . The first outer ring 520 is fixed to the first installation groove 411 . The first end 710 is fixedly connected with the first inner ring 510 . The second steering bearing 60 includes a second inner ring 610 and a second outer ring 620 . The second outer ring 620 is fixed to the second installation groove 421 . The second end 720 is connected to the second inner ring 610 . The first mounting plate 410 and the second mounting plate 420 are fixedly connected with the bogie 80 and the steering kingpin 70 . One end of the bogie 80 away from the first mounting plate 410 and the second mounting plate 420 is used for connecting with the vehicle frame 111 . The steering gear 120 includes a rotor 121 and a stator 122 . The steering gear 120 is an inner rotor motor. The stator 122 is fixed on the surface of the first mounting plate 410 . The rotor 121 is fixedly connected to the steering kingpin 70 through the mounting hole 701 .

The in-wheel steering structure 10 based on the distributed hub drive provided in the embodiment of the present application. The stator 122 is connected to the frame 111 through the first inner ring 510 , the first mounting plate 410 and the bogie 80 . The rotor 121 drives the first outer ring 520 to rotate relative to the first inner ring 510 . The first inner ring 510 drives the steering kingpin 70 to rotate, which in turn drives the steering bracket 40 to rotate. The steering bracket 40 transmits the rotational torque to the wheel 112 through the first vibration reduction system 20 to drive the wheel 112 to steer. Because the first mounting plate 410 and the second mounting plate 420 are disposed on the side of the steering bracket 40 away from the first vibration damping system 20 . The maximum rotation angle of the steering kingpin 70 and the steering bracket 40 is 180°, and the maximum rotation angle of the wheel 112 is 180°. Therefore, the in-wheel steering structure 10 based on the distributed hub drive increases the rotation angle range of the wheels 112 , so that the wheels can turn obtuse, right or even acute angles, thereby improving the flexibility of the vehicle.

In one embodiment, both the bogie bracket 40 and the bogie frame 70 are made by welding or bonding sheet metal structural parts.

The structural form of the bogie bracket 40 and the bogie frame 70 may be in the shape of "X", "V", "one" or "three".

The technical features of the above-described embodiments can be combined arbitrarily. For the sake of brevity, all possible combinations of the technical features in the above-described embodiments are not described. However, as long as there is no contradiction between the combinations of these technical features, All should be regarded as the scope described in this specification.

The above-mentioned embodiments only represent several embodiments of the present application, but should not be construed as limiting the scope of the present application. It should be pointed out that for those skilled in the art, without departing from the concept of the present application, several modifications and improvements can be made, which all belong to the protection scope of the present application. Therefore, the scope of protection of the patent of the present application shall be subject to the appended claims.

Claims (14)

1. An in-wheel steering structure based on distributed hub driving, comprising:

a first damping system (20) for connection with a wheel (112);

steering system (30), comprising:

a steering bracket (40), said first damping system (20) being rotationally coupled to said steering bracket (40);

the first mounting plate (410) and the second mounting plate (420) are respectively arranged on one side, away from the first vibration damping system (20), of the steering support (40), the first mounting plate (410) and the second mounting plate (420) are oppositely arranged along a first direction, a first mounting groove (411) is formed in the surface, close to the second mounting plate (420), of the first mounting plate (410), and a second mounting groove (421) is formed in the surface, close to the first mounting plate (410), of the second mounting plate (420);

a first steering bearing (50) including a first inner ring (510) and a first outer ring (520), the first outer ring (520) being fixed to the first mounting groove (411);

a second steering bearing (60) including a second inner ring (610) and a second outer ring (620), the second outer ring (620) being fixed to the second mounting groove (421);

the steering main pin (70) comprises a first end (710) and a second end (720), the first end (710) is fixedly connected with the first inner ring (510), the second end (720) is connected with the second inner ring (610), and a mounting hole (701) is formed in the surface of the first end (710) of the steering main pin (70);

the bogie (80), one end of the bogie (80) is connected with the kingpin (70), and the other end of the bogie (80) is used for being connected with a frame (111);

steering wheel (120), including rotor (121) and stator (122), steering wheel (120) are the external rotor motor, rotor (121) are fixed in turn to support (40) and are close to the surface of first steering bearing (50), stator (122) install in mounting hole (701), steering wheel (120) pass through turn to support (40) with first damping system (20) drives wheel (112) turn to.

2. The distributed hub drive-based in-wheel steering architecture of claim 1, further comprising:

a second damping system (90) disposed between the bogie (80) and the frame (111).

3. The distributed hub drive-based in-wheel steering structure according to claim 2, wherein the bogie (80) includes:

the supporting columns (810) are parallel to each other and arranged at intervals, and one ends of the supporting columns are connected with the bogie (80);

the other end of the supporting column (810) is connected with the connecting rod (820), and the second vibration damping system (90) is arranged between the connecting rod (820) and the frame (111).

4. The distributed hub drive-based in-wheel steering structure according to claim 3, wherein the plurality of support columns (810) includes a first support column (811), a second support column (812), and a third support column (813), and the connecting rod (820) includes:

first branch (821), second branch (822), third branch (823) and fourth branch (824), first branch (821), second branch (822), third branch (823) with fourth branch (824) constitute "X" shape structure, the one end of first support column (811) with turn to swizzle (70) fixed connection, the other end of first support column (811) with the midpoint fixed connection of "X" shape structure.

5. The distributed hub drive-based in-wheel steering structure according to claim 4, wherein the connecting rod (820) further comprises:

a first reinforcing rod (825) connected between the first strut (821) and the second strut (822), one end of the second supporting column (812) is fixedly connected with the kingpin (70), and the other end of the second supporting column (812) is fixedly connected with the midpoint of the first reinforcing rod (825);

and the second reinforcing rod (826) is connected between the third supporting rod (823) and the fourth supporting rod (824), one end of the third supporting column (813) is fixedly connected with the steering main pin (70), and the other end of the third supporting column (813) is fixedly connected with the midpoint of the second reinforcing rod (826).

6. The distributed hub drive-based in-wheel steering structure according to claim 1, wherein the first vibration damping system (20) includes a first link mechanism (210), the first link mechanism (210) including:

a first cross arm (211) arranged on the surface of a wheel (112) close to the steering bracket (40);

and a second cross arm (212) and a third cross arm (213) which are arranged in parallel at intervals along a second direction, wherein the second direction is perpendicular to the first direction, the second cross arm (212) and the third cross arm (213) are respectively connected between the first cross arm (211) and the steering bracket (40) in a rotating mode, and the first cross arm (211), the second cross arm (212), the third cross arm (213) and the steering bracket (40) form a four-bar linkage mechanism.

7. The distributed hub drive-based in-wheel steering structure according to claim 6, wherein the first link mechanism (210) further comprises:

and a first damping mechanism connected between the second cross arm (212) and the steering bracket (40).

8. The distributed hub drive-based in-wheel steering structure according to claim 6, wherein the first vibration damping system (20) further comprises a second linkage (220), the first linkage (210) being disposed in spaced-apart opposition to the second linkage (220) in the first direction.

9. The distributed hub drive-based in-wheel steering structure according to claim 4, wherein the second vibration damping system (90) further comprises four sets of cantilever mechanisms (910), the four sets of cantilever mechanisms (910) being respectively disposed between the connecting rod (820) and the frame (111).

10. The distributed hub drive-based in-wheel steering structure according to claim 9, wherein the four sets of cantilever mechanisms (910) are connected to the first strut (821), the second strut (822), the third strut (823), and the fourth strut (824) in a one-to-one correspondence, respectively.

11. The distributed hub drive-based in-wheel steering architecture of claim 1, further comprising:

the positioning lugs (400) are arranged on the surface, away from the second mounting plate (420), of the first mounting plate (410), and the rotor (121) is fixedly connected with the positioning lugs (400).

12. The distributed hub drive-based in-wheel steering structure according to claim 1, wherein the kingpin (70) is a hollow structure.

13. The distributed hub drive-based in-wheel steering structure according to claim 1, wherein the steering bracket (40) includes:

the first substrate (401) and the second substrate (402) are arranged along the first direction, the first substrate (401) is fixed on the second substrate (402), the first mounting plate (410) is arranged on the surface, away from the second substrate (402), of the first substrate (401), and the second mounting plate (420) is arranged on the surface, away from the first substrate (401), of the second substrate (402).

14. An in-wheel steering structure based on distributed hub driving, comprising:

a first damping system (20) for connection with a wheel (112);

steering system (30), comprising:

a steering bracket (40), said first damping system (20) being rotationally coupled to said steering bracket (40);

the main steering pin (70) is fixedly connected to one side, away from the first damping system (20), of the steering support (40), the main steering pin (70) comprises a first end (710) and a second end (720), and a mounting hole (701) is formed in the surface of the first end (710) of the main steering pin (70);

the first mounting plate (410) and the second mounting plate (420) are respectively arranged on one side, away from the first damping system (20), of the steering support (40), the first mounting plate (410) and the second mounting plate (420) are oppositely arranged at two ends of the steering main pin (70) at intervals, a first mounting groove (411) is formed in the surface, close to the second mounting plate (420), of the first mounting plate (410), and a second mounting groove (421) is formed in the surface, close to the first mounting plate (410), of the second mounting plate (420);

the first steering bearing (50) comprises a first inner ring (510) and a first outer ring (520), the first outer ring (520) is fixed on the first mounting groove (411), and the first end (710) is fixedly connected with the first inner ring (510);

a second steering bearing (60) including a second inner ring (610) and a second outer ring (620), the second outer ring (620) being fixed to the second mounting groove (421), the second end (720) being connected to the second inner ring (610);

the bogie (80), the first mounting plate (410) and the second mounting plate (420) are fixedly connected with the bogie (80) and the kingpin (70), and one end, far away from the first mounting plate (410) and the second mounting plate (420), of the bogie (80) is used for being connected with a vehicle frame (111);

steering wheel (120), including rotor (121) and stator (122), steering wheel (120) are the inner rotor motor, stator (122) are fixed in the surface of first mounting panel (410), rotor (121) pass through mounting hole (701) with steering kingpin (70) fixed connection.

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