CN216916011U

CN216916011U - Vehicle chassis and vehicle

Info

Publication number: CN216916011U
Application number: CN202123087181.0U
Authority: CN
Inventors: 张福清; 张松; 付欣; 武付闯; 刘爱华
Original assignee: Apollo Zhilian Beijing Technology Co Ltd
Current assignee: Apollo Zhilian Beijing Technology Co Ltd
Priority date: 2021-12-09
Filing date: 2021-12-09
Publication date: 2022-07-08
Anticipated expiration: 2031-12-09

Abstract

The present disclosure provides a vehicle chassis and a vehicle, relates to the technical field of vehicles, and more particularly relates to the fields of automatic driving and driving tests. The vehicle chassis includes: the chassis support is provided with a steering system mounting position, an electric system mounting position, a driving system mounting position and two braking system mounting positions; the steering system installation position, the electrical system installation position and the driving system installation position are sequentially arranged in the length direction of the vehicle chassis; the first braking system installation position of the two braking system installation positions is arranged between the steering system installation position and the electric system installation position; and a second braking system installation position of the two braking system installation positions is arranged between the driving system installation position and the electric system installation position, wherein the two braking systems, the driving system and the steering system are all in communication connection with the electric system.

Description

Vehicle chassis and vehicle

Technical Field

The present disclosure relates to the field of vehicle technology, in particular to the field of automated driving and the field of driving tests, more particularly to a vehicle chassis and a vehicle.

Background

With the development of electronic technology and network technology, the automatic driving technology has become one of the important development directions in the internet field and the vehicle field. Mature autopilot technique can liberate driver's both hands, can also reduce to a certain extent and avoid even traffic accident. Before the automated driving vehicle leaves the factory, a large amount of tests and experiments are generally required to ensure the reliability of the automated driving technology.

SUMMERY OF THE UTILITY MODEL

The vehicle chassis and the vehicle with wider application scenes are provided.

One aspect of the present disclosure provides a vehicle chassis including a chassis support, a steering system, an electrical system, a drive system, and two braking systems; a steering system mounting position, an electrical system mounting position, a driving system mounting position and two braking system mounting positions are arranged on the chassis support; the steering system installation position, the electrical system installation position and the driving system installation position are sequentially arranged in the length direction of the vehicle chassis; the first braking system installation position of the two braking system installation positions is arranged between the steering system installation position and the electric system installation position; and a second braking system installation position of the two braking system installation positions is arranged between the driving system installation position and the electric system installation position, wherein the two braking systems, the driving system and the steering system are in communication connection with the electric system.

Another aspect of the disclosure provides a vehicle including a housing and a vehicle chassis provided by the disclosure, the housing covering over the vehicle chassis.

It should be understood that the statements in this section do not necessarily identify key or critical features of the embodiments of the present disclosure, nor do they limit the scope of the present disclosure. Other features of the present disclosure will become apparent from the following description.

Drawings

The drawings are included to provide a better understanding of the present solution and are not to be construed as limiting the present disclosure. Wherein:

FIG. 1 is a schematic view of a vehicle chassis and a vehicle application scenario according to an embodiment of the present disclosure;

FIG. 2 is a schematic structural view of a vehicle chassis according to an embodiment of the present disclosure;

FIG. 3 is a schematic structural view of a chassis bracket according to an embodiment of the present disclosure;

fig. 4 is a schematic structural diagram of an antenna module according to an embodiment of the present disclosure;

FIG. 5 is a schematic structural diagram of a steering system according to an embodiment of the present disclosure;

FIG. 6 is a schematic structural diagram of a steerable wheel assembly according to an embodiment of the present disclosure;

FIG. 7 is an exploded view of a connection assembly according to an embodiment of the present disclosure;

FIG. 8 is a schematic structural view of a wheel suspension assembly according to an embodiment of the present disclosure;

FIG. 9 is a schematic structural diagram of a steerable wheel assembly, according to another embodiment of the present disclosure;

FIG. 10 is a schematic structural diagram of a drive system according to an embodiment of the present disclosure;

FIG. 11 is a schematic structural diagram of a braking system according to an embodiment of the present disclosure;

FIG. 12 is a schematic structural diagram of an electrical system according to an embodiment of the present disclosure;

FIG. 13 is a schematic structural diagram of a power module according to an embodiment of the present disclosure;

FIG. 14 is a schematic structural diagram of a vehicle according to an embodiment of the present disclosure; and

fig. 15 is a schematic structural view of an auxiliary wheel apparatus according to an embodiment of the present disclosure.

Detailed Description

Exemplary embodiments of the present disclosure are described below with reference to the accompanying drawings, in which various details of embodiments of the present disclosure are included to assist understanding, and which are to be considered as merely exemplary. Accordingly, those of ordinary skill in the art will recognize that various changes and modifications of the embodiments described herein can be made without departing from the scope and spirit of the present disclosure. Also, descriptions of well-known functions and constructions are omitted in the following description for clarity and conciseness.

The utility model provides a vehicle chassis, this vehicle chassis includes chassis support, a steering system, electric system, actuating system and two braking system, is provided with steering system installation position, electric system installation position, actuating system installation position and two braking system installation positions on the chassis support. The steering system installation position, the electrical system installation position and the driving system installation position are sequentially arranged in the length direction of the vehicle chassis. The first braking system installation position of the two braking system installation positions is arranged between the steering system installation position and the electric system installation position. The second braking system installation position of the two braking system installation positions is arranged between the driving system installation position and the electric system installation position. And the two braking systems, the driven system and the steering system are in communication connection with the electric system.

The vehicle chassis and the application scenario of the vehicle provided by the present disclosure will be described below with reference to fig. 1.

FIG. 1 is a schematic view of a vehicle chassis and a vehicle application scenario according to an embodiment of the disclosure.

As shown in fig. 1, the application scenario 100 includes a test target vehicle 110 and an autonomous vehicle 120.

In the application scenario 100, the autonomous driving vehicle 120 may be a vehicle before shipment or a vehicle that needs to be repaired after shipment. When the autonomous vehicle 120 is tested, the test target vehicle 110 may be used as a vehicle running on a simulated road to test the functions of the autonomous vehicle 120 such as obstacle avoidance.

For example, the target vehicle 110 may be disposed on a road on which the autonomous vehicle 120 is located to test whether the autonomous vehicle 120 may automatically change lanes when traveling to the vicinity of the target vehicle 110, or may decelerate, etc., to implement an autonomous driving safety test, etc.

According to an embodiment of the present disclosure, the test target vehicle 110 may be, for example, a robot that automatically travels on the ground, and the test target vehicle 110 may reach a designated speed by being driven by a motor. For example, the embodiment may set a driving path for the target vehicle 110 in the background in advance, and the target vehicle 110 may drive according to the driving path to simulate the vehicle in the actual road condition. Alternatively, the target vehicle 110 may be used in an object transportation scenario to transport a damaged target vehicle, or any object that may be carried by the target vehicle 110. For example, the test target car 110 may also function as an intelligent handling robot.

In one embodiment, the test target vehicle 110 may include a vehicle chassis and a housing. The vehicle chassis will be described in detail below with reference to fig. 2 to 11. It is to be understood that the vehicle chassis shown in fig. 2 to 11 may also be used as a vehicle chassis of an intelligent driving vehicle such as an automatic driving car and an intelligent transfer robot, and the disclosure is not limited thereto.

FIG. 2 is a schematic structural diagram of a vehicle chassis according to an embodiment of the present disclosure.

As shown in fig. 2, the vehicle chassis 20 of this embodiment may include a chassis bracket 210, a steering system 220, an electrical system 230, a drive system 240, and two braking systems 250.

The chassis support 210 is provided with a steering system mounting location, an electrical system mounting location, a driving system mounting location and two braking system mounting locations, so as to mount and accommodate a steering system 220, an electrical system 230, a driving system 240 and two braking systems 250, respectively.

The steering system installation position, the electrical system installation position and the driving system installation position are sequentially arranged in the length direction of the vehicle chassis 20, so that the steering system, the electrical system and the driving system are sequentially arranged in the length direction of the vehicle chassis 20.

Among them, a first braking system installation position of the two braking system installation positions may be disposed between the steering system installation position and the electrical system installation position to dispose the first braking system in an idle space between the steering system 220 and the electrical system 230. The first braking system is drivingly connected to the steering system 220 to effect a front braking function of the vehicle including the vehicle chassis 20.

Wherein a second of the two braking system mounting locations is disposed between the actuation system mounting location and the electrical system mounting location to provide a second braking system in an empty space between the actuation system 240 and the electrical system 230. The secondary braking system is drivingly connected to the drive system 240 for performing a rear braking function of the vehicle including the vehicle chassis 20.

The electrical system 230 may include a power module and a control module, among other things. Each of the electric devices in the steering system 220, the driving system 240 and the two braking systems 250 is electrically connected to the power module, so that the power module provides electric energy to the electric devices. Each of the electrical devices in the steering system 220, the drive system 240, and the two braking systems 250 is communicatively coupled to a control module to control the operation of the electrical devices.

This embodiment can realize the independent control to directive wheel and drive wheel through setting up two braking systems, is convenient for improve brake performance. Furthermore, by limiting the installation positions of the steering system, the two braking systems, the electrical system and the driving system, the miniaturization and the flattening design of the vehicle chassis are facilitated, and therefore the application scene of the vehicle comprising the vehicle chassis is facilitated to be expanded.

In one embodiment, the vehicle chassis 20 may further include two antenna modules 260, and the antenna modules 260 may be used to receive signals transmitted to a display device, a radio, a car phone, and the like in the integrated navigation device in the vehicle. The two antenna modules 260 may be both in communication connection with the electrical system, specifically, in communication connection with a communication device in the electrical system, so as to forward the received signal to a display device, a radio, a car phone, or other devices.

Correspondingly, two antenna mounting positions may be further disposed on the chassis bracket 210. Wherein a first antenna mounting location of the two antenna mounting locations may be located between the steering system mounting location and the electrical system mounting location. The second of the two antenna mounting locations is disposed between the drive system mounting location and the electrical system mounting location. Furthermore, the first antenna mounting location and the first braking system mounting location may be sequentially disposed in the width direction of the vehicle chassis 20, and the second antenna mounting location and the second braking system mounting location may be sequentially disposed in the width direction of the vehicle chassis. As such, one antenna module may be disposed in the space between the steering system 220 and the electrical system 230, and another antenna module may be disposed in the space between the drive system 240 and the electrical system 230. Thereby fully utilizing the space between the steering system and the electric system and the space between the driving system and the electric system. The arrangement of each system on the vehicle chassis is compact, and the miniaturization design of the vehicle chassis and the vehicle comprising the vehicle chassis is convenient.

In one embodiment, the vehicle chassis 20 may further include a cover plate that removably covers the undercarriage bracket 210. Wherein, the cover plate can include upper cover plate, front shroud, back shroud and two curb plates. Wherein the upper cover plate is used for covering above the installation positions. The two side covers are used to cover the two sides of the chassis frame 210 in the width direction of the chassis frame 210. The front cover plate and the rear cover plate are respectively used for covering the two sides of each mounting position of the chassis bracket 210 in the length direction of the chassis bracket 210. The cover plate thickness can be set according to actual requirements, and the cover plate thickness is not limited by the disclosure. Through the arrangement of the cover plate, the protection effect can be achieved for each system in the vehicle chassis, and each system in the vehicle chassis is prevented from being blown by wind and rain.

In one embodiment, when the electrical system 230 is installed at the electrical system installation site, an electrical interface and/or a communication interface that is external to the electrical system 230 is exposed to the cover plate, so that other electrical devices in the vehicle, except for electrical devices in the vehicle chassis, can be connected to the electrical interface and/or the communication interface.

Fig. 3 is a schematic structural view of a chassis bracket according to an embodiment of the present disclosure.

As shown in fig. 3, in this embodiment, a plurality of first reinforcing ribs 311 may be disposed on the chassis frame 310 in other regions except for the mounting locations, and the plurality of first reinforcing ribs 311 may extend upward from the chassis frame, thereby improving the crush resistance of the chassis frame. The height of the plurality of first reinforcing ribs may be, for example, less than or equal to the height of the steering system mounting location, the electrical system mounting location, the drive system mounting location, and the two braking system mounting locations. Thereby ensuring that the overall height of the vehicle chassis is small. For example, the vehicle chassis height can be controlled to within 5 cm. It is to be understood that the height of the vehicle chassis is merely an example to facilitate understanding of the present disclosure, and the height of the vehicle chassis may also be, for example, 3cm, 2cm, etc., and the present disclosure is not limited thereto.

In one embodiment, the chassis support 310 may be an integrally formed structure, thereby improving the stability of the vehicle chassis such that the vehicle chassis is not easily damaged.

For example, the height of the vehicle chassis can also be reduced by using smaller diameter steering and driving wheels. Thereby, it is convenient to expand the range of use of the vehicle including the vehicle chassis. For example, by providing a lower vehicle chassis for a test target vehicle, testing of an autonomous vehicle to be tested having a lower chassis may be facilitated.

In one embodiment, as shown in FIG. 3, the chassis support 310 may be a flat structure with two ends and a convex structure in the middle. Specifically, the two ends of the chassis support 310 in the length direction may be slope structures. Therefore, when the vehicle chassis is the chassis of the test target vehicle, the slope surface structure is convenient for rolling the automatic driving vehicle needing to be tested.

In one embodiment, as shown in fig. 3, the chassis frame 310 may enclose the aforementioned mounting positions by a plurality of side plates 312 arranged in a vertical direction. For example, the plurality of side plates may be provided with a plurality of wire holes for passing electric wires, communication cables, and the like between electric devices in the respective systems.

The structure of any one of the two antenna modules included in the vehicle chassis will be described in detail below with reference to fig. 4.

Fig. 4 is a schematic structural diagram of an antenna module according to an embodiment of the present disclosure.

As shown in fig. 4, the antenna module 460 of this embodiment may include an antenna assembly and an antenna mount.

Wherein, the antenna support may include a first fixing plate 4611, at least two first guide pillars 4612, at least two first elastic members 4613, and a second fixing plate 4614.

One end of at least two first guide posts 4612 is fixed on the first fixing plate 4611, and the second fixing plate 4614 is sleeved on the at least two first guide posts 4612 and can move along the length direction of the at least two first guide posts 4612. At least two first elastic members 4613 are also sleeved on the at least two first guide posts 4612, and one end of the at least two first elastic members 4613 may be fixedly connected to the first fixing plate 4611. The other ends of the at least two first elastic members 4613 opposite to one end may be fixed to the second fixing plate 4614, or the other ends of the at least two first elastic members 4613 may also be free ends. Wherein, at least two first elastic members 4613 may be positioned between the first fixing plate 4611 and the second fixing plate 4614. That is, the second fixing plate 4614 is sleeved on the area of the at least two first guide posts 4612 close to the other end of the at least two first guide posts 4612 relative to the at least two first elastic members 4613.

Wherein, the other end of the at least two first guide pillars 4612 may be a free end, for example. Alternatively, the other ends of the at least two first guide posts 4612 may be provided with an outer edge structure having a size larger than that of the first guide posts to restrict the movement of the second fixing plate 4614. Thus, when the second fixing plate 4614 is pressed, it can move along the at least two first guide posts 4612 to approach the first fixing plate 4611, and compress the at least two first elastic members 4613. After the pressure disappears, the second fixing plate 4614 can move away from the first fixing plate 4611 again under the elastic force of the at least two first elastic members 4613.

Wherein the antenna assembly 420 may be connected to the antenna holder via a fixing member on the second fixing plate 4614 of the antenna holder. For example, if the fixing member on the second fixing plate 4614 includes a threaded rod, the antenna assembly should be correspondingly provided with a threaded hole, and the antenna bracket and the antenna assembly should be connected through the threaded connection between the threaded rod and the threaded hole.

As shown in fig. 4, the antenna assembly may include an antenna head 4621 and an antenna port 4622. Antenna head 4621 may be, for example, a mushroom head structure or a rectangular head structure. The antenna port 4622 may be provided with a conversion cable, for example, for converting a received signal into a signal receivable by a device such as a radio or a car phone. The antenna port 4622 may be disposed protruding from a bottom end of the antenna head 4621.

In one embodiment, the antenna assembly may be an antenna assembly included in a vehicle integrated navigation device, and may include a GPS antenna, for example. The antenna assembly may be a mushroom head structure, etc., which is not limited by this disclosure. In one embodiment, the antenna assembly may also be used to receive signals for transmission to devices in a vehicle such as radios, car phones, and the like. It is to be understood that the above described types of antenna assemblies are provided as examples only to facilitate an understanding of the present disclosure, and the present disclosure is not limited thereto.

The antenna module 460 of this embodiment can prevent the antenna assembly from being damaged by providing the antenna bracket for the antenna assembly, so that the antenna assembly moves downward and retracts into the housing of the device including the antenna module 460 when the antenna assembly is stressed. After the pressure disappears, under the action of the first elastic element in the antenna bracket, the antenna assembly can be restored to the position protruding out of the shell of the device including the antenna module 460, so that the stability of the signal received by the antenna assembly is ensured.

In an embodiment, the second fixing plate 4614 may be provided with at least two guiding holes through which the at least two first guiding pillars 4612 respectively pass, so that the second fixing plate 4614 is sleeved on the at least two first guiding pillars 4612.

In one embodiment, the second securing plate 4614 is provided with a securing member for securing an object carried by the second securing plate 4614. The fixing member may be disposed at a central position of the second fixing plate 4614, for example. Alternatively, the fixing member may be plural and uniformly disposed on the second fixing plate 4614. The fixing member may be, for example, a threaded sleeve, a bolt, etc., and may be fixedly connected to a surface of the second fixing plate 4614 away from the first fixing plate 4611, which may include, for example, welding, etc. For example, the second fixing plate 4614 may have a positioning hole, and the fixing element may include a base and a threaded rod, the base is fixedly connected to a surface of the second fixing plate 4614 close to the first fixing plate 4611, and the threaded rod passes through the positioning hole. In this manner, objects carried by the second securing plate 4614 may be threadably coupled to the antenna mount.

In one embodiment, the at least two first guide posts 4612 may be secured to the first fixed plate 4611 by at least two guide post fasteners. Each guide post fixing member may include, for example, an integrally formed snap ring and a fixing plate, and the first guide post is snapped on the first fixing plate 4611 via the snap ring. It is to be understood that the above-mentioned structure of the guide post fixing member is only an example to facilitate understanding of the present disclosure, and any structure of the guide post fixing member in the related art may be adopted, and the present disclosure is not limited thereto.

In an embodiment, the number of the at least two first guide posts 4612 and the at least two first elastic members 4613 may be 3, and the three first guide posts 4612 may be uniformly distributed and fixedly connected to the first fixing plate 4611. Through the setting of this number, can improve antenna boom's stability.

As shown in fig. 4, the antenna stand of this embodiment may further include at least two linear bearings 4615 in addition to the first fixing plate 4611, the at least two first guide posts 4612, the at least two first elastic members 4613 and the second fixing plate 4614.

The second fixing plate 4614 may be provided with at least two guiding holes, for example, and the at least two linear bearings 4615 may be respectively disposed in the at least two guiding holes and respectively sleeved on the at least two first guiding pillars. In one embodiment, the at least two linear bearings 4615 may be fixedly coupled to the second fixed plate 4614 by a support plate or the like. That is, the at least two guiding holes and the at least two linear bearings 4615 of the second fixing plate 4614 are respectively sleeved on the at least two first guide posts 4612, and the linear bearings 4615 sleeved on the first guide posts 4612 are located between the guiding holes of the second fixing plate 4614 and the first guide posts 4612.

By providing the linear bearing 4615, the friction force of the second fixing plate 4614 when moving in the longitudinal direction of the first guide post can be reduced, and the stability of the movement of the second fixing plate 4614 can be improved. It is to be understood that the structure of the linear bearing 4615 may adopt any structure in the related art, and the material of the linear bearing 4615 may be plastic or metal, etc., which is not limited by the present disclosure.

In an embodiment, as shown in fig. 4, the antenna stand of this embodiment may further include at least two spacers 4616 in addition to the first fixing plate 4611, the at least two first guide pillars 4612, the at least two first elastic members 4613 and the second fixing plate 4614.

Wherein, the at least two spacers 4616 may be fixed to ends of the at least two first guide pillars 4612 far away from the first fixing plate 4611, respectively. The at least two spacers 4616 may be made of rubber, metal, or the like, and the moving range of the second fixing plate 4614 may be limited by the at least two spacers 4616. In an embodiment, the at least two spacers 4616 may be made of rubber, so as to reduce an impact on an end of the at least two first guide posts 4612 away from the first fixing plate 4611 when the second fixing plate 4614 moves to the end of the at least two first guide posts 4612 away from the first fixing plate 4611, thereby improving the stability of the overall structure of the antenna support.

In an embodiment, in the antenna support of this embodiment, the first fixing plate 4611 may be provided with a plurality of fixing holes, and the antenna support may be detachably connected to other objects, for example, through the cooperation of external fixing members and the plurality of fixing holes. Wherein the other object may be an object other than the object carried by the second fixing plate 4614. For example, the other object may be a mounting position provided on a housing or the like of a chassis of the vehicle, the mounting position being used for mounting an object carried by the second fixing plate 4614. The external fixing member may be, for example, a fixing member such as a screw or a bolt, which is not limited in this disclosure.

In an embodiment, as shown in fig. 4, in the antenna stand of this embodiment, the second fixing plate 4614 may be a concave polygon. The number of sides of the concave polygon may be related to the number of at least two first guide pillars. For example, if the number of the at least two first guide pillars is n, the number of the sides of the concave polygon may be (n + 1). The n first guide pillars may be respectively disposed at n vertexes of the concave polygon, the n vertexes being vertexes having a vertex angle smaller than 180 °. Accordingly, when the antenna assembly is connected to the antenna holder, the antenna port 4622 is located in a space defined by two sides of the second fixing plate having an included angle of more than 180 °.

This embodiment sets up the second fixed plate into concave polygon to the position of antenna port when injecing antenna module and antenna boom connection can reduce the size of antenna module to a certain extent, can avoid the antenna module by the crushing while, does benefit to the miniaturized design of antenna module.

The structure of a steering system included in the vehicle chassis will be described in detail below with reference to fig. 5 to 9.

Fig. 5 is a schematic structural diagram of a steering system according to an embodiment of the present disclosure.

As shown in fig. 5, the steering system 520 of this embodiment may include two steered wheel devices 521 and a steering drive device 522.

The steering wheel device 521 may include a corner connector 52121, a steering wheel hub, and a steering wheel 52131. The steering drive 522 may include a motor assembly 5221, a steering gear 5222, and two drive rods 5223.

One end of the corner piece 52121 is connected to one of the two drive rods, and the other end of the corner piece 52121 can be connected to the steering wheel hub. Specifically, one end of the angle connector 52121 can be connected to the other end of the transmission rod, which is away from the motor, and the steering wheel hub can be sleeved on the other end of the angle connector 52121. The steering wheel 52131 can be sleeved on the steering wheel hub. So, when making the transfer line move along the length direction of transfer line under the motor drives, the transfer line can drive angular joint piece 52121 and rotate, angular joint piece 52121 can provide the power perpendicular with current direction of rotation for directive wheel hub and directive wheel 52131 to make directive wheel hub and directive wheel 52131 change the direction of rotation.

In one embodiment, one end of the corner piece 52121 can be provided with a fixing hole, and the transmission rod can be connected with the corner piece 52121 via the cooperation of the connecting piece and the fixing hole.

The motor assembly 5221 may include, for example, a motor for use as a power source. The steering gear 5222 is used for appropriately converting the steering torque and the steering angle from the motor assembly 5221 (mainly reducing and increasing the torque), and outputting the steering torque and the steering angle to the transmission rod, so that the steering wheel device is pulled to change the rotating direction under the action of the transmission rod. The steering gear 5222 may be configured in various forms, such as a rack and pinion structure, a recirculating ball structure, a worm and crank finger structure, and a power steering gear, which is not limited in this disclosure.

In one embodiment, the input of the diverter 5222 is connected to the output shaft of the motor assembly 5221, and the diverter 5222 has two outputs. For example, the steering gear 5222 can be a rack and pinion structure, a pinion is connected to the output shaft of the motor assembly 5221, and two ends of the rack are connected to two transmission rods. In this way, the gear is driven by the output shaft of the motor assembly 5221 to rotate, so that the rack can move left and right relative to the central axis of the gear, and thus the two transmission rods are driven to move. In other words, the input end of the diverter 5222 can be rotated by the motor assembly 5221, thereby driving the two output ends of the diverter 5222 to move in a direction perpendicular to the input end.

One end of each of the two transmission rods 5223 may be hinged or fixedly connected to the two output ends of the steering gear, and the other end of each of the two transmission rods 5223 may be hinged or fixedly connected to the two steering wheel devices. In this way, when the two output ends of the steering gear move in the direction perpendicular to the input ends, the two transmission rods 5223 can be driven to move. The movement of the two transmission rods 5223 can provide a force perpendicular to the rotation direction to the two steering wheel devices connected to the two transmission rods 5223, respectively.

The steering wheel device 521 may include a steering wheel, and the turning direction of the steering wheel may be controlled by the steering driving device 522, so as to change the driving direction of the vehicle including the steering system 520.

In one embodiment, the steering driving device 522 may further include a fixing plate and a fixing member, and the fixing plate may be fixedly connected to the chassis of the vehicle via the fixing member, so as to fix the steering driving device to the chassis of the vehicle.

According to the steering system provided by the embodiment of the disclosure, the steering wheel can be driven to rotate by adopting the steering gear and the transmission rod, and compared with a steering driving device needing to be provided with an electromagnetic clutch and the like in the related art, the structure of the device can be simplified, and the miniaturization design of the steering system and a vehicle is favorably realized. Moreover, one motor assembly drives the two steering wheel devices to rotate, and the miniaturization design of a steering system and a vehicle can be further facilitated.

According to an embodiment of the present disclosure, the motor assembly may include, for example, a speed reducer in addition to the motor, thereby providing an effect of matching a rotation speed and transmitting a torque between the motor and the steering gear. Through the arrangement of the speed reducer, the stable operation of the steering driving device can be facilitated, and the control precision of the steering wheel device is improved.

For example, the input shaft of the speed reducer may be fixedly connected with the output shaft of the motor, and the output shaft of the speed reducer may be fixedly connected with the input end of the steering gear. Therefore, the power of the motor can be meshed with the large gear on the output shaft of the speed reducer through the gear with less teeth on the input shaft of the speed reducer, and the purpose of speed reduction is achieved. It can be understood that different types of speed reducers can be selected according to actual requirements, and the type of the speed reducer is not limited by the disclosure. For example, a cylindrical gear reducer, a conical-cylindrical gear reducer, or the like may be employed in this embodiment.

In one embodiment, the speed reducer may be a right-angle speed reducer, and the direction of the power provided by the motor may be rotated by 90 degrees via the speed reducer. Therefore, the control precision of the steering wheel device can be improved, and meanwhile, the occupied space of the steering driving device in the length direction of the vehicle chassis when the steering driving device is arranged on the vehicle chassis is reduced as much as possible, and the miniaturization design of the vehicle is facilitated.

In one embodiment, the motor assembly may be provided with a coupling in addition to the motor and the speed reducer. Therefore, the mounting precision between the steering gear and the motor assembly is ensured, and the deviation of the steering driving device caused by deformation, thermal expansion and the like is effectively avoided.

As shown in fig. 5, the motor assembly includes a motor 52211, a speed reducer 52212, and a coupling 52213. The speed reducer 52212 is a right-angle speed reducer, the input shaft of the speed reducer 52212 is connected to the output shaft of the electrode 52211, the output shaft of the speed reducer 52212 is connected to one end of the coupling 52213, and the other end of the coupling 52213 is connected to the diverter 5222. That is, the coupling 52213 is provided between the steering gear 5222 and the speed reducer 52212. Therefore, the mounting precision between the steering gear and the motor assembly is ensured.

The coupler can be composed of two semicircular rings which can be connected in a key or tight fit mode. When the steering driving device is installed, the two semicircular rings can be sleeved on the input ends of the speed reducer 52212 and the steering gear, and the two semicircular rings are tightly matched through a connecting piece and the like.

In one embodiment, as shown in fig. 5, the steering drive 522 may also include a rotary encoder 5224. The output shaft of the rotary encoder 5224 can be connected with the output shaft of the speed reducer via a drive belt to adjust the rate of rotation of the output shaft of the speed reducer 52212. Therefore, the rotation angle of the steered wheels can be accurately controlled by the provision of the rotary encoder 5224.

The rotary encoder 5224 may be used to measure the rotation speed of the output shaft of the speed reducer and cooperate with the PWM technique to realize rapid adjustment of the rotation speed of the output shaft of the speed reducer. The rotary encoder 5224 may employ a synchronous flange type encoder. It is to be understood that the present disclosure is not limited to the type of the rotary encoder 5224, and that any type of encoder may be employed depending on the actual requirements.

For example, the steering drive 522 may also include a drive assembly 5225, and the drive assembly 5225 may include two synchronizing wheels and a drive belt. One of the two synchronizing wheels is connected with an output shaft of the rotary encoder 5224, the other synchronizing wheel of the two synchronizing wheels is connected with an output shaft of the speed reducer 52212, and the transmission belt is sleeved on the two synchronizing wheels. In this way, the rotation rate of the speed reducer can be adjusted by controlling the rotation rate of the rotary encoder 5224. It is to be understood that the structure of the driving assembly 5225 of this embodiment is merely an example to facilitate understanding of the present disclosure, and any structure of the driving assembly may be adopted according to the type of the encoder, which is not limited by the present disclosure.

For example, the rotary encoder 5224 may be fixedly connected to the vehicle chassis via a fixing plate, or may be connected to a reduction gear fixed to the vehicle chassis via a fixing plate, thereby fixing the position of the rotary encoder 5224.

In one embodiment, the rotary encoder 5224 can be disposed on the same side of the speed reducer 52212 as the motor 52211, for example. Therefore, the occupied space of the steering driving device in the width direction of the vehicle chassis can be reduced when the steering driving device is arranged on the vehicle chassis, and the miniaturization design of the vehicle is further facilitated.

In one embodiment, the steering driving device 522 may further include two dust-proof members 5226, and the two dust-proof members 5226 may be configured like bushings, for example, and are respectively sleeved outside the two output ends of the steering gear 5222. For example, the two dust-proof members 5226 may be respectively fitted around the outer sides of the two output ends connected to the two transmission rods 5223.

It is understood that the two dust-proof pieces 5226 may be made of plastic or rubber, and the disclosure is not limited thereto. Through the setting of dust keeper, can avoid the output shaft because of the influence of impurity such as dust lead to and the transfer line between the unstable condition of articulated relation to consequently can improve the transmission efficiency of the drive power that motor element provided, guarantee to turn to drive arrangement to the steering wheel device turn to driven stability.

According to an embodiment of the present disclosure, the two output ends of the steering gear 5222 may be provided with, for example, spherical grooves to facilitate the articulation with the two transmission rods 5223 so that the two transmission rods 5223 may slide to some extent relative to the steering gear. Through the mode, the flexibility of connection between the steering driving device and the steering wheel device can be improved to a certain degree, and the service life of the steering wheel device is prolonged to a certain degree. Accordingly, the transmission rod may be a ball-head rod to enable articulation between the transmission rod and the steering gear.

The structure of the transmission lever will be described below taking either of the two transmission levers described above as an example.

In one embodiment, the drive link 5223 can include ball joints, cross bars, and corner joints. The ball head connecting piece comprises a ball head end and a non-ball head end, and the ball head end of the ball head connecting piece is inserted into a spherical groove formed in one of the two output ends. The non-ball end of the ball head connecting piece is fixedly connected with the cross rod. Wherein, one end of the cross rod can be provided with a groove, and the non-ball end of the ball head connecting piece is inserted into the groove of the cross rod as a joint. For example, the groove side walls of the cross bar may be threaded and the non-ball end of the ball joint connector may also be threaded such that the ball joint connector may be threadably engaged with the cross bar. One end of the corner connecting piece can be connected with the other end of the cross rod opposite to the end provided with the groove, and the other end of the corner connecting piece is fixedly connected with the steering wheel device 521.

For example, the other end of the cross rod may be provided with a projection, one end of the corner connector may be provided with a groove, and the cross rod and the corner connector may be connected by the cooperation of the projection and the groove. The cross bar and the corner connector can be connected in a threaded engagement manner, and can also be connected in any other manner, which is not limited by the disclosure.

In one embodiment, the corner connector may be a right angle structure, for example, to rotate the power provided by the steering gear by 90 degrees, for connection to the steerable wheel assembly.

In one embodiment, the corner connector may include a first connector and a second connector arranged perpendicular to each other. Wherein, one end of the first connecting piece can be provided with a thread groove. Thus, the first connecting piece can be in threaded connection with the other end of the cross rod. The other end of the first connector may be provided with a spherical groove, for example, and the second connector may be a ball joint connector. Therefore, the ball end of the second connecting piece can be inserted into the spherical groove, so that the second connecting piece and the first connecting piece are connected in a hinged mode. So, can make the second connecting piece can slide for first connecting piece to a certain extent to improve the flexibility of being connected between steering drive device and the directive wheel device to a certain extent, do benefit to a certain extent and improve the life of directive wheel device. The other end of the second connecting piece, corresponding to the ball head section, can be used as a joint to be fixedly connected with the steering wheel device. In particular, the steering wheel device can be fixedly connected with one end of the angle joint member in the steering wheel device.

In an embodiment, a gasket may be further disposed between the first connector and the second connector. When the two connecting pieces are connected, the cushion ring can be sleeved on the ball head of the second connecting piece, and then the ball head is in interference fit with the spherical groove of the first connecting piece. Through setting up this packing ring, can improve the stability that two connecting pieces are connected.

According to the embodiment of the present disclosure, when the steering system is disposed, the output shaft of the motor 52211 may be connected to the input shaft of the speed reducer 52212, and the output shaft of the speed reducer 52212 may be connected to one end of the coupling 52213. In addition, the rotary encoder 5224 and the output shaft of the speed reducer 52212 may be connected via a transmission.

The other end of the coupler 52213 is connected to an input end of a steering gear 5222, and two output ends of the steering gear 5222 are respectively connected to two ball connectors included in the two transmission rods. The ball head connecting piece is connected with the cross rod, and the cross rod is connected with the corner connecting piece. The corner connecting piece is fixedly connected with a corner connecting piece 52121 in the steering wheel device 521. The ball head connecting piece is connected with the cross rod, and the cross rod is connected with the corner connecting piece. The corner connecting piece is fixedly connected with a corner connecting piece 52121 in the steering wheel device 521.

Through the matching of the steering driving device and the steering wheel device, under the condition that the motor 52211 operates, the motor 52211 can drive the output shaft of the speed reducer 52212 to rotate, and the output shaft of the speed reducer 52212 can drive the input end of the steering gear to rotate through the coupler 52213, so that the two output ends of the steering gear are driven to move in the direction perpendicular to the output shaft of the speed reducer 52212. The movement of the two output shafts can drive the two ball head connecting pieces to move, so that the cross rod can slide relative to the ball head connecting pieces while moving under the driving of the ball head connecting pieces. The movement of the ball joint connector may move the corner connector to provide a force to the corner connector 52121 that is perpendicular to the direction of rotation of the steering wheel. In this way, the corner piece 52121 can transmit the force to the steered wheel, thereby changing the turning direction of the steered wheel.

Through the cooperation of the steering driving device and the steering wheel device of the embodiment of the disclosure, the whole structure of the driving system can be smaller, and the miniaturization and flattening design of a vehicle are facilitated.

It can be understood that, when any two mechanical members are connected, the mechanical members can be connected by sleeving a buffer member such as a gasket, so as to improve the structural stability of the driving system. The bulb of aforementioned bulb connecting piece can adopt elastic material such as rubber to constitute, and the size of this bulb can be greater than spherical groove to this makes bulb and spherical groove interference fit, guarantees to turn to the connection steadiness between the mechanical part among the drive arrangement.

The steering wheel device provided by the present disclosure will be described in detail below with reference to fig. 6 to 8.

Fig. 6 is a schematic structural view of a steerable wheel apparatus according to an embodiment of the present disclosure.

As shown in fig. 6, the steering wheel device 621 of this embodiment may include a wheel suspension assembly 6211, a linkage assembly 6212, and a steering wheel assembly 6213. Wherein, coupling assembly 6212 includes the aforementioned corner connector, and steerable wheel assembly 6213 includes the aforementioned steerable wheel hub and steerable wheel.

The wheel suspension assembly 6211 may include a mounting bracket, a second elastic member, a second guide post, a first fixing block, and the like. The wheel suspension assembly may take the configuration described below and will not be described in detail herein.

The connecting assembly 6212 is used, for example, to connect the wheel suspension assembly 6211 to the steering wheel assembly 6213 in an articulated manner, so that the steering wheel assembly 6213 can be rotated relative to the wheel suspension assembly 6211, and so that the second elastic member in the wheel suspension assembly 6211 can be compressed or elongated by the steering wheel assembly 6213. For example, the attachment assembly 6212 may be fixedly coupled with a second resilient member in the wheel suspension assembly 6211 to transfer vertical forces applied to the attachment assembly as the steering wheel assembly 6213 moves up and down to the second resilient member.

The steering wheel assembly 6213 may include a steering wheel and a hub, the steering wheel is sleeved on the hub, and the connecting assembly may be rotatably connected to the steering wheel assembly via the hub, so as to realize connection between the wheel suspension assembly and the steering wheel assembly.

In one embodiment, the connecting assembly can also be fixedly connected with the steering drive, for example, to provide the steering force provided by the steering drive to the steered wheel arrangement, so that the steered wheel arrangement changes the direction of rotation.

Fig. 7 is an exploded view of a connection assembly according to an embodiment of the present disclosure.

As shown in fig. 7, in an embodiment, connection assembly 7212 can include a support 72121, a pivot shaft 72122, and an angle 72123. The supporting member 72121 is fixedly connected to the second elastic member of the wheel suspension assembly, the rotating shaft 72122 can be fixedly connected to the supporting member 72121, the corner fitting 72123 can be sleeved on the rotating shaft 72122 and rotatably connected to the steering wheel assembly, and the corner fitting 72123 can rotate around the central axis of the rotating shaft 72122 under an external force, for example. In this manner, the steerable wheel assembly can rotate relative to the corner joint 72123 and can provide a vertical force to the corner joint 72123 during jounce, which force can be transmitted to the second resilient member in the wheel suspension assembly via the pivot axle 72122 and the support member 72121, causing the second resilient member to be compressed or stretched. For example, the corner piece 72123 can be fixedly connected to the steering driving device, so that under the steering force provided by the steering driving device, the corner piece 72123 can rotate around the central axis of the rotating shaft rod 72122 and provide a force perpendicular to the rotating direction for the steering wheel device, thereby changing the rotating direction of the steering wheel device.

In one embodiment, as shown in FIG. 7, support 72121 may include a support plate 72121-1 and two securing plates 72121-2. Wherein, the supporting plate 72121-1 is fixedly connected with the second elastic piece. Two securing plates 72121-2 may extend in a direction perpendicular to support plate 72121-1, and the two securing plates 72121-2 may be located on the same side of support plate 72121-1 as corner fittings 72123, for example.

In one embodiment, the two fixing plates 72121-2 may have fixing holes, and the rotating shaft 72122 may be engaged with the fixing holes of the two fixing plates. For example, the pivot shaft 72122 is a rod-like structure that may be externally threaded at both ends. The rotating shaft 72122 can be inserted into the fixing holes of the two fixing plates, and then the rotating shaft 72122 and the supporting member 72121 can be fixedly connected through the engagement of the fixing members such as nuts and the external threads at the two ends of the rotating shaft 72122.

For example, the pivot axle 72122 can be a cylindrical structure with external threads on both ends of the cylindrical structure so that the corner fitting can pivot about the center axis of the pivot axle 72122.

In one embodiment, when the corner joint 72123 is sleeved on the rotating shaft 72122, a rotating bearing may be sleeved between the two fixing plates and outside the rotating shaft 72122. The corner piece 72123 is then placed over the outside of the pivot bearing. In this way, it is possible to reduce the friction coefficient when the corner joint 72123 rotates about the center axis of the rotating shaft rod 72122 to some extent, and to ensure the accuracy of the rotation of the corner joint 72123.

In one embodiment, the corner connector 72123 can be, for example, an arc-shaped corner connector having an arc-shaped corner, and the arc-shaped corner of the arc-shaped corner connector can be provided with a through hole, and when the arc-shaped corner connector is rotatably connected with the rotating shaft, the arc-shaped corner portion of the arc-shaped corner connector can be disposed between the two fixing plates 72121-2, and the rotating shaft 72122 can be inserted into the through hole of the arc-shaped corner. One end of the arc-shaped angle connecting piece can be rotatably connected with the hub, so that the steering wheel can rotate around the arc-shaped angle connecting piece. The other end of the arc-shaped angle connecting piece is fixedly connected with the steering driving device, so that under the driving of the steering driving device, the arc-shaped angle connecting piece rotates around the central shaft of the rotating shaft lever 72122, and the end, rotatably connected with the hub, of the arc-shaped angle connecting piece applies a force perpendicular to the rotating direction of the hub to the hub, and the rotating direction of the steering wheel is changed.

For example, the arc-shaped corner connector can be composed of an arc-shaped corner block and two fixing rods which are perpendicular to each other. Two dead levers all with this arc corner piece fixed connection. One of the two fixing rods is a cylindrical rod, and the cylindrical rod is rotatably connected with the wheel hub. The other of the two fixing bars may be a plate-shaped structure, and the other fixing bar is fixedly connected with the steering driving device.

According to an embodiment of the present disclosure, a sensor may be provided for a steered wheel apparatus to sense whether a vehicle including the steered wheel apparatus is crushed. If the rolling is carried out, a rolled signal can be sent to a control system of the vehicle, so that the control system controls the vehicle to brake or controls the vehicle to power off, and the situations that the service life of the vehicle is shortened and the vehicle is damaged due to the fact that the vehicle is rolled for a long time are avoided.

In one embodiment, the steerable wheel assembly includes a distance sensing assembly in addition to the wheel suspension assembly, the attachment assembly, and the steerable wheel assembly.

Wherein, the distance sensing assembly can include a baffle, a sensor mount and a sensor. The baffle may be fixedly connected to a side wall of a first mounting plate included in a mounting bracket of the wheel suspension assembly. The sensor fixing piece is fixedly connected with the side wall of the connecting component and is arranged opposite to the baffle. The sensor is detachably connected with the connecting component through the sensor fixing piece. The sensor may be, for example, a distance sensor.

Thus, under the condition that the mounting frame of the wheel suspension assembly is fixedly connected with the vehicle chassis, when the vehicle is rolled, the mounting frame of the wheel suspension assembly can move downwards along the vertical direction relative to the connecting piece along with the sinking of the vehicle chassis, so that the distance between the baffle plate and the sensor is reduced. In the event that the sensor senses that its distance from the barrier is less than a predetermined distance, a rolled signal may be sent to the control system of the vehicle, for example, so that the control system controls the vehicle to brake or the vehicle to power down.

Moreover, through the height of the mounting rack in the reasonable design wheel suspension assembly, by means of the connection relation between the wheel suspension assembly and the connecting assembly and between the connecting assembly and the steering wheel device, the height of the vehicle chassis can be reduced when the vehicle is rolled until the vehicle chassis is contacted with the bottom surface. Therefore, the vehicle chassis can share the pressure born by the steering wheel and the driving wheel of the vehicle, and the condition that the steering wheel and the driving wheel are damaged due to overlarge pressure is avoided to a certain extent.

The structure of the wheel suspension assembly in the steered wheel assembly will be described in detail below with reference to fig. 8.

Fig. 8 is a schematic structural view of a wheel suspension assembly according to an embodiment of the present disclosure.

As shown in fig. 8, the wheel suspension assembly 8211 of this embodiment may include a mounting bracket 82111, a second elastic member 82112, a second guide post 82113 and a first fixing block 82114.

Wherein the mounting bracket 82111 may be fixedly attached to the vehicle chassis of the vehicle, the mounting bracket 82111 may include a first mounting plate 82111-1 and a second mounting plate 82111-2. Wherein the two mounting plates can be fixedly connected with the vehicle chassis via a connecting piece. To secure the wheel suspension assembly to the vehicle chassis.

The two ends of the second guide post 82113 are fixed to the first mounting plate 82111-1 and the second mounting plate 82111-2, respectively. The second elastic member 82112 is sleeved on the second guide post 82113, and one end of the second elastic member 82112 is fixedly connected to the first mounting plate 82111-1. The first mounting plate 82111-1 is vertically higher than the second mounting plate 82111-2. The first fixing block 82114 is disposed on the second guiding post 82113, and the first fixing block 82114 is used for fixing the other end of the second elastic element 82112.

For example, the first fastening block 82114 can be provided with a through hole having a size slightly larger than that of the second guiding post 82113, so that the first fastening block 82114 can move along the second guiding post 82113. For example, the second elastic member 82112 can be connected to the connection assembly described above via the first fixing block 82114, so that the second elastic member is in transmission connection with the steering wheel assembly.

When the steering wheel assembly moves up and down due to the fact that the ground is uneven, the steering wheel assembly can apply upward or downward force to the connecting assembly, so that the connecting piece drives the first fixing block to move along the second guide pillar, and the second elastic piece is compressed or stretched. For example, the second resilient member may be compressed when the steerable wheel passes over a convex hull on the ground, and the second resilient member 82112 may provide an upward force to the vehicle chassis via the mounting bracket 82111, thereby maintaining as much spacing as possible between the vehicle chassis and the steerable wheel. When the steerable wheel passes through a pit in the ground, the second elastic member is stretched, and the second elastic member 82112 can provide a downward force to the vehicle chassis via the mounting bracket 82111, so that the distance between the vehicle chassis and the steerable wheel can be maintained as much as possible. By the mode, the adaptability of the vehicle to the ground can be improved. Moreover, through setting up the second elastic component, can reduce the degree that the vehicle jolted along with the unevenness of ground to a certain extent, provide absorbing effect for the vehicle.

In an embodiment, a movement guide mechanism may be further disposed on both sides of the elastic member of the wheel suspension assembly to avoid the situation that the second elastic member is displaced in a direction perpendicular to the central axis of the second guide post during movement, so that the steering wheel assembly is displaced relative to the central position of the vehicle. Therefore, the stability of the vehicle in the running process can be improved by arranging the moving guide mechanism.

For example, as shown in fig. 8, the wheel suspension assembly 8211 of this embodiment includes a third guide pillar 82115 and a slider 82116 in addition to the mounting bracket 82111, the second elastic member 82112, the second guide pillar 82113 and the first fixing block 82114.

Wherein, two ends of the third guide pillar 82115 are respectively fixedly connected with the first mounting plate 82111-1 and the second mounting plate 82111-2. The sliding block 82116 is sleeved on the third guide post 82115 and can slide along the third guide post 82115. For example, the sliding block 82116 may be provided with a through hole similar to the first fixing block described above, and the third guide post 82115 is fixedly connected to the first mounting plate 82111-1 and the second mounting plate 82111-2 after penetrating through the through hole, so that the sliding block 82116 is disposed between the first mounting plate 82111-1 and the second mounting plate 82111-2.

Wherein slider 82116 may be coupled to the steerable wheel assembly, for example, via the coupling assembly previously described. Therefore, the sliding block 82116 can be similar to the first fixed block, and in the process of moving the steering wheel assembly up and down, the sliding block 82116 can be driven by the connecting assembly to move along the third guide pillar 82115. That is, the slider 82116 may be moved in synchronization with the first fixed block, thereby providing a guide for the movement of the first fixed block and the compression/elongation direction of the second elastic member.

In one embodiment, as shown in fig. 8, two third guide pillars 82115 and two slide blocks 82116 may be provided, and two third guide pillars 82115 are respectively disposed on two sides of the second guide pillar 82113. And the two sliding blocks are respectively sleeved on the two third guide pillars. In this way, the compression/elongation direction of the elastic member can be well defined.

In an embodiment, in order to make the second elastic member effectively improve the adaptability of the vehicle to the ground, the elastic member can be elongated when the vehicle encounters a pit, and the natural length of the second elastic member can be set. For example, the natural length of the second elastic member may be set to be smaller than a preset length. The preset length may be less than a difference between a distance between the first mounting plate and the second mounting plate and a height of the first fixing block. Namely, when the first fixed block is jointed with the second mounting block, the second elastic element is in a stretching state. It is understood that the natural length of the second elastic member and the elastic coefficient of the second elastic member can be set according to actual requirements. For example, the natural length of the second elastic element can be set properly, so that the vehicle chassis can move downwards until contacting with the ground when the vehicle is rolled.

In an embodiment, the wheel suspension assembly 8211 can be further provided with a locking member to lock the third guide pillar, so as to improve the connection stability of the third guide pillar and the mounting frame.

For example, as shown in fig. 8, the wheel suspension assembly 8211 of this embodiment includes a first locking member 82117 and a second locking member 82118 in addition to the mounting frame 82111, the second elastic member 82112, the second guide post 82113, the first fixing block 82114, the third guide post 82115, and the slider 82116.

Wherein the first locking member 82117 can be removably coupled to the first mounting plate 82111-1. One end of the third guide post 82115 may be sandwiched between the first locking member 82117 and the first mounting plate 82111-1. For example, the first mounting plate 82111-1 can have semi-cylindrical slots and threaded holes formed therein, and the first locking member 82117 can also have semi-cylindrical slots and threaded holes formed therein. The third guide post 82115 can be tightened between the first locking member 82117 and the first mounting plate 82111-1 when the semi-cylindrical slot on the first locking member 82117 is aligned with the semi-cylindrical slot of the first mounting plate 82111-1 via a connector.

Similarly, the second locking member 82118 can be removably coupled to the second mounting plate 82111-2. The other end of the third guide post 82115 is sandwiched between the second mounting plate 82111-2 and the second locking member 82118. The structure of the second locking member 82118 is similar to that of the first locking member 82117, and the structure of the first mounting plate 82111-1 is similar to that of the second mounting plate 82111-2, which are not described in detail herein.

It is understood that in the case that there are two of the third guide pillars 82115, both the second locking member 82118 and the first locking member 82117 may be two.

It is understood that in order to avoid impact on the mounting bracket during movement, a washer or the like may be provided at a position where the first guide post and the second guide post are fixed to the surfaces of the first mounting plate and the second mounting plate opposite to each other.

According to the embodiment of the present disclosure, the steering wheel device may implement braking using a drum brake principle, for example. The structure of the steering wheel apparatus for implementing braking using the drum brake principle will be described in detail with reference to fig. 9.

Fig. 9 is a schematic structural view of a steerable wheel apparatus according to another embodiment of the present disclosure.

As shown in fig. 9, the steering wheel device 921 of this embodiment may further include two first drum brake pieces 9214, a first rotation shaft 9215, a first fixed shaft, and a first wire pulling rod 9216.

Wherein, two first drum brake pieces 9214 can set up relatively between directive wheel 92131 and directive wheel hub 92132, and this directive wheel hub 92132 presss from both sides and locates in the space that two first drum brake pieces 9214 enclose, and directive wheel 92131 cover is established at two first drum brake pieces 9214 peripheries. The first rotating shaft 9215 and the first fixed shaft are interposed between the two first drum brake pieces 9214. For example, the first rotating shaft 9215 is interposed between two first ends of the two first drum brake pieces 9214 that are close to each other, and the first fixed shaft is interposed between two second ends of the two first drum brake pieces 9214 that are close to each other. It is to be understood that although the location of the first fixed shaft is not shown in fig. 9, the first fixed shaft and the first rotating shaft 9215 are symmetrically disposed with respect to the central axis of the steered wheel hub 92132.

In one embodiment, the steering wheel 92131 can include a tire, a rim and a spoke, and the portion of the steering wheel hub 92132 protruding from the two drum brake plates can be fixedly connected to the spoke, so as to drive the steering wheel 92131 to rotate.

The first cable pulling rod 9216 is fixedly connected to the first rotating shaft 9215 and fixedly connected to a brake cable of the vehicle. In this manner, the brake cable can rotate the first cable pull rod 9216 and the first rotating shaft 9215 when the brake cable is tensioned. By rotating the first rotating shaft 9215, for example, a thrust force can be generated to the two first drum brake pieces, so that the distance between the two first ends of the two first drum brake pieces is increased, and the friction force between the two first drum brake pieces and the steering wheel is increased. In contrast, when the brake cable is released, the first cable pull lever 9216 and the first rotation shaft 9215 are rotated via the brake cable, so that the interval between the two first ends of the two first drum brake pads is decreased, thereby decreasing the frictional force between the two first drum brake pads and the steering wheel 92131.

In one embodiment, the first rotating shaft 9215 is provided with a portion sandwiched between the two first drum brake pieces 9214, and the sizes of the portions in different directions may be different. When the first rotating shaft 9215 and the first wire pulling rod 9216 are mounted, the brake cable in the released state and the first wire pulling rod 9216 may be fixedly connected, and two surfaces of the first rotating shaft 9215 perpendicular to the direction having the smaller size may be respectively brought into contact with the two first ends. Thus, when the brake cable is tensioned, the distance between the two first ends can be increased by driving the first rotating shaft 9215 to rotate.

The drum brake piece, the rotating shaft and the pull rod are adopted in the embodiment of the disclosure, so that the brake of the driving wheel can be realized in a narrow space. Therefore, the space size required by the driving system with the braking function can be effectively reduced, and the miniaturization and flattening design of the test target car is facilitated.

The drive system included in the vehicle chassis will be described in detail below with reference to fig. 10.

Fig. 10 is a schematic structural diagram of a drive system according to an embodiment of the present disclosure.

As shown in fig. 10, the drive system 1040 of this embodiment includes a drive wheel assembly and a drive assembly coupled to the drive wheel assembly.

In an embodiment, the driving wheel device may include a driving wheel hub and a driving wheel, and the driving device may include a driving motor, and the embodiment may fixedly connect an output shaft of the driving motor with the driving wheel hub. So, when driving motor moves, driving motor's output shaft can drive wheel hub and rotate for drive wheel hub drives the drive wheel and rotates. The driving wheel can be sleeved on the driving wheel hub and fixedly connected with the driving wheel hub.

In one embodiment, the drive device may include, for example, a speed reducer in addition to the drive motor, for matching the rotational speed and transmitting torque between the drive motor and the drive wheel hub. In this case, the input shaft of the speed reducer is connected to the output shaft of the drive motor, and the output shaft of the speed reducer is connected to the drive wheel hub.

As shown in fig. 10, the driving apparatus of the vehicle may include a driving motor 10421, a power transmission assembly 10422, a third mounting plate 10423, and a shock-absorbing assembly 10424.

According to an embodiment of the present disclosure, the driving motor 10421 may be a permanent magnet type dc servo motor, a permanent magnet type wire-wound disk type dc motor, or a permanent magnet type brushless dc servo motor, or the like. The driving motor 10421 may be any type of motor according to actual requirements.

According to the embodiment of the present disclosure, the power transmission assembly 10422 is connected to an output shaft of the driving motor, i.e. a driving wheel hub of the vehicle, and the power transmission assembly 10422 can transmit the power provided by the driving motor to the driving wheel hub to drive the driving wheel to rotate.

In one embodiment, the power transmission assembly 10422 may include a coupling, and both ends of the coupling are connected to the output shaft of the driving motor and the hub of the driving wheel, respectively.

In another embodiment, the power transmission assembly 10422 may employ a combination synchronizing wheel and drive belt configuration. In this embodiment, there should be at least two synchronizing wheels, and one of the at least two synchronizing wheels is connected to the output shaft of the motor, and one synchronizing wheel is connected to the hub of the wheel. The at least two synchronous wheels rotate approximately synchronously under the transmission action of the synchronous belt. It is to be understood that the power transmission assembly 10422 is illustrated in fig. 10 as a combined structure of a timing wheel and a transmission belt, but the structure of the power transmission assembly 10422 is only an example to facilitate understanding of the present disclosure, and the present disclosure is not limited thereto.

According to an embodiment of the present disclosure, a third mounting plate 10423 may be used to mount drive motor 10421 to the chassis bracket. Specifically, the drive motor 10421 may be mounted at a motor mounting location of the drive system mounting locations of the chassis frame via the third mounting plate 10423. The third mounting plate 10423 may be coupled to a side plate of the chassis bracket by a screw, nut, or other coupling member, for example.

According to the embodiment of the present disclosure, as shown in fig. 10, the shock absorbing assembly 10424 may include, for example, a rotating shaft 10424-1 fixedly connected to the third mounting plate 10423 and a rotating arm 10424-2 connected to the rotating shaft 10424-1, and the rotating arm 10424-2 may rotate around the rotating shaft 10424-1 as a rotating shaft.

The extending direction of the rotating shaft 10424-1 may be perpendicular to the direction in which the power transmission assembly 10422 drives the driving wheel to rotate. Thus, when the driving wheel jolts up and down due to encountering an uneven road surface, the third mounting plate 10423 is connected with the chassis bracket, the rotating shaft 10424-1 is connected with the third mounting plate 10423, and the jolt of the vehicle chassis along with the driving wheel can be reduced through the rotation of the rotating arm 10424-2 relative to the rotating shaft 10424-1. That is, adopt the drive arrangement of this disclosed embodiment, can reduce the degree that the vehicle body shakes because of road surface unevenness leads to in the vehicle driving to bring the shock attenuation effect for the vehicle.

In one embodiment, the power transfer assembly 10422 may include two synchronizing wheels and a conveyor belt. The two synchronizing wheels are arranged in the horizontal direction perpendicular to the output shaft of the driving motor, one synchronizing wheel is connected with the output shaft of the driving motor, and the other synchronizing wheel is connected with the hub of the driving wheel.

In one embodiment, the other synchronous wheel can be connected with the hub of the driving wheel through a transmission bearing, so that the connection stability is increased, the friction coefficient in the transmission process is reduced, and the rotation precision is ensured. Specifically, the wheel shaft of the other synchronizing wheel is connected with the transmission bearing, and the driving wheel hub sleeve is arranged on the transmission bearing, so that the connection between the other synchronizing wheel and the driving wheel hub is realized.

According to an embodiment of the present disclosure, the conveyor belt may be sleeved on the two synchronizing wheels. Therefore, when one of the synchronizing wheels is driven by the output shaft of the driving motor to rotate, one of the synchronizing wheels can drive the other synchronizing wheel to rotate through the transmission belt by means of the friction force between the transmission belt and the one of the synchronizing wheels, so that the other synchronizing wheel drives the driving wheel to rotate.

According to an embodiment of the present disclosure, as shown in fig. 10, in this embodiment, the driving apparatus of the vehicle may further include a fourth mounting plate, which may include a mounting plate 10425-1 and a mounting plate 10425-2, the mounting plate 10425-2 is disposed adjacent to the driving motor, and the mounting plate 10425-1 is disposed adjacent to the shock-absorbing assembly and the driving wheel. Power transfer assembly 10422 is sandwiched between mounting plate 10425-1 and mounting plate 10425-2. The mounting plate 10425-1 and the mounting plate 10425-2 may be provided with positioning holes for positioning mounting positions of the transmission bearing, the connecting member, and the like. The mounting plates 10425-1 and 10425-2 may be connected via a plurality of connectors 10426, such that the power transmission assembly 10422 is securely sandwiched between the two mounting plates. The connecting member 10426 may be, for example, a bushing, which is not limited in this disclosure.

According to an embodiment of the present disclosure, as shown in fig. 10, the brake device may further include a brake cable fixing clip 10427 for fixing a second brake cable in the second braking system, so as to avoid additional friction caused by the disorder of the cable arrangement of the brake cable to the power transmission. The brake cable fixing clip 10427 may be mounted to the mounting plate 10425-1, for example, at a position that ensures that it does not contact the transmission belt. By means of the brake cable fixing clip 10427, for example, the brake cable can be closely attached to the mounting plate 10425-1, and contact between the brake cable and the synchronizing wheel or the conveyor belt can be avoided.

According to the embodiment of the disclosure, the elastic member can be used as the rotating arm, so that the damping effect is further improved.

For example, as shown in fig. 10, the pivot arm may include an elastic member such as a spring. The rotation shaft may include two shafts located at different positions in a direction perpendicular to the output shaft of the driving motor, and both ends of the elastic member are respectively connected to the two shafts, and may rotate by the two shafts as the rotation shaft. For example, the two shafts may both be fixedly connected to the third mounting plate. Thus, when the wheel jolts up and down, the elastic member can be compressed or extended through the rotation of the elastic member around the two shafts, so that the force applied by the damping component 10424 to the frame of the vehicle is improved, and the damping effect is improved. Meanwhile, after the wheels stop bumping, the distance between the frame and the wheels can be restored to the value before bumping under the action of the elastic force of the elastic part, so that the shock absorption can be conveniently carried out in the subsequent driving process.

In one embodiment, if the power transmission assembly 10422 includes two synchronizing wheels, one of the two shafts may be adjacent to one of the two synchronizing wheels connected to the hub of the driving wheel, and the other shaft may be adjacent to one of the two synchronizing wheels connected to the output shaft of the driving motor. Of the two shafts, when the power transmission assembly 10422 is coupled to the driving wheel hub, one shaft closer to the driving wheel hub is disposed at a lower position than the other shaft farther from the driving wheel hub. So, when the drive wheel moved to the convex closure department on ground, the one end that the elastic component is close to the drive wheel was raised, then the both ends of elastic component can be followed two axle rotations for the elastic component is compressed, and the length of elastic component shortens. During the rotation of the elastic part around the other shaft, the force applied by the elastic part to the other shaft comprises a force which is downward vertical to the ground, and the force which is downward vertical to the ground can be applied to the chassis support through the first mounting plate, so that resistance is applied to the chassis support along with the bumping of the driving wheel, the bumping degree of the chassis support is reduced, and the shock absorption is realized. On the contrary, when the driving wheel moves to the concave part of the ground, the elastic part is stretched, and in the process of rotating the elastic part around the other shaft, the force applied to the other shaft by the elastic part comprises a force which is upward vertical to the ground, and the force which is upward vertical to the ground can be applied to the chassis support through the third mounting plate, so that resistance is applied to the chassis support along with the bumping of the driving wheel, the bumping degree of the chassis support is reduced, and the shock absorption is realized.

In one embodiment, two ends of the elastic member may have annular hook structures, and the elastic member is connected with the two shafts through the annular hook structures. Or, the elastic piece can be sleeved on the two connecting rods, namely the rotating arm further comprises the two connecting rods which are of hollow structures, the outer diameter of one connecting rod in the two connecting rods is matched with the inner diameter of the other connecting rod, one end of the other connecting rod in the two connecting rods is sleeved on the outer side of the one connecting rod, and the other ends of the two connecting rods are provided with through holes perpendicular to the length direction of the connecting rods so as to be respectively penetrated into one of the two shafts. This is done. During the rotation of the rotating arm about the two axes, the area where the two connecting rods overlap increases or decreases to elongate or compress the elastic member.

In one embodiment, as shown in fig. 10, the shock absorbing assembly of this embodiment may further include a fixing member in addition to the elastic member. The fixing member may include a first fixing plate 10424-3 fixedly coupled to the third mounting plate 10423 and disposed perpendicular to the third mounting plate 10423, and two second fixing plates 10424-4 parallel to the first fixing plate and arranged in a direction of an output shaft of the motor. The two second fixing plates 10424-4 are both connected to the first fixing plate 10424-3. The other shaft included in the rotation shaft may be interposed between the two second fixing plates. One of the shafts included in the rotating shaft is fixedly connected to the mounting plate 10425-1. For example, the shock assembly may further include a support member by which one of the axles may be fixedly coupled to the mounting plate 10425-1.

This embodiment can improve damper's stability through this damper's of first fixed plate and second fixed plate setting, compare with the mode of connecting both axles with third mounting panel fixed, can increase the degree that the elastic component is compressed or is elongated along with the wheel jolt, this because the position of one of them axle is influenced by the drive wheel, and the position of another axle is influenced by the frame. So, can effectively improve the shock attenuation effect.

According to the embodiment of the disclosure, the driving device of the vehicle can be further provided with a heat radiation fan to radiate heat of the motor, so that the service life and the operation stability of the driving device of the vehicle are improved. As shown in fig. 10, in this embodiment, the driving device 1040 further includes a heat dissipating fan 10428 and a fan fixing frame 10429, in addition to the driving motor 10421, the power transmission assembly 10422, the third mounting plate 10423 and the shock absorbing assembly 10424.

The heat dissipation fan 10428 and the driving wheel device may be disposed on different sides of the driving motor 10421. That is, the heat dissipation fan is disposed on a side of the driving motor 10421 away from the wheel. The heat dissipation fan 10428 may be disposed near the driving motor 10421 to improve heat dissipation efficiency.

The fan fixing frame 10429 can be used to mount the heat dissipating fan 10428 on the chassis bracket. The fan fixing frame 10429 can also be fixedly connected to the third mounting plate 10423, and a heat dissipation plate, for example, can be further disposed in a region of the fan fixing frame 10429 close to the driving motor 10421, so as to improve heat dissipation efficiency and uniformity of heat dissipation.

For example, the number of the heat dissipation fans 10428 may be selected according to actual requirements. The heat dissipation fan 10428 may, for example, dissipate heat in an air cooling manner or a liquid cooling manner, and the type of the heat dissipation fan may be selected according to actual requirements, which is not limited in this disclosure.

In one embodiment, the driving wheel device may include a driving wheel, a driving wheel hub, two second drum brake sheets, a second rotation shaft, a second fixing shaft, and a second wire pulling rod. It is understood that the structures of the second drum brake sheet, the second rotating shaft, the second fixing shaft and the second wire pulling rod may be similar to the structures of the first drum brake sheet, the first rotating shaft, the first fixing shaft and the first wire pulling rod described above.

Wherein, two second drum brake pieces set up relatively between drive wheel and drive wheel hub. Specifically, a driving wheel is clamped in a space surrounded by the two second drum brake sheets, and the driving wheel is sleeved on the peripheries of the two second drum brake sheets.

In one embodiment, the driving wheel may include a tire, a rim and a spoke, and the portion of the hub of the driving wheel protruding from the two second drum brake pieces may be fixedly connected to the spoke, so as to drive the driving wheel to rotate.

The second rotating shaft and the second fixing shaft are used for fixing the two second drum brake pieces, so that the two second drum brake pieces can be fixed together. Specifically, the second rotating shaft may be interposed at first ends of two second drum brake pieces, the first ends of the two first drum brake pieces being close to each other. The second fixed axle can press from both sides the second end of locating two drum pieces of stopping, and the second end of these two drum pieces of stopping is close to each other.

The second pull rod is fixedly connected with the second rotating shaft and fixedly connected with a second brake cable in the second brake system. Thus, under the condition that the second brake cable is tensioned, the brake cable can drive the second cable pull rod and the second rotating shaft to rotate. By rotating the second rotating shaft, for example, thrust can be generated to the two second drum brake pieces, so that the distance between the two first ends of the two second drum brake pieces is increased, and the friction force between the two second drum brake pieces and the driving wheel is increased. On the contrary, when the second brake cable is released, the second cable pull rod and the second rotating shaft are driven to rotate through the second brake cable, so that the distance between the two first ends of the two second drum brake pieces is reduced, and the friction force between the two second drum brake pieces and the driving wheel is reduced.

In one embodiment, the second rotating shaft is disposed between the two drum brake sheets, and the second rotating shaft may have different dimensions in different directions. When the second rotating shaft and the second wire pulling rod are installed, the second brake cable in the release state can be fixedly connected with the second wire pulling rod, and two surfaces, perpendicular to the direction with the smaller size, of the second rotating shaft are respectively contacted with the two first ends. So, when the second brake cable was taut, rotated through driving the second rotation axis, can increase the interval between two first ends.

This disclosed embodiment can realize the braking of drive wheel in narrow and small space through adopting the structure of aforementioned drum piece, rotation axis and the bracing wire pole of stopping. Therefore, the space size required by the driving system with the braking function can be effectively reduced, and the miniaturization and flattening design of the test target car is facilitated.

The structure of any one of the first and second brake systems included in the vehicle chassis will be described in detail below with reference to fig. 11.

Fig. 11 is a schematic structural diagram of a braking system according to an embodiment of the present disclosure.

As shown in FIG. 11, braking system 1150 of this embodiment may include a power assembly 1151, a power transmission assembly 1152, a translation assembly 1153, a power storage assembly 1154, and a brake assembly 1155.

Among other things, power assembly 1151 may be, for example, a brake motor. The power transfer assembly 1152 is coupled to an output shaft of the power assembly 1151, which may be, in particular, coupled to an output shaft of a brake motor. The power transfer assembly 1152 may be, for example, an assembly that converts rotation of an output shaft of a brake motor into translation. For example, the power transfer assembly 1152 may be a slider-crank assembly, a rack and pinion assembly, a slider-crank mechanism, or the like, without limitation of the present disclosure.

Where the translating element 1153 is connected to the power transmission element 1152, the translating element 1153 may be any mechanical element capable of moving under thrust, which is not limited in this disclosure.

Here, power storage element 1154 may be, for example, a mechanical element such as an elastic element that can be compressed by a pushing force and automatically returns to an original length after the pushing force disappears. In this way, the power storage assembly stores energy under the pushing of the translation assembly.

Brake assembly 1155 may include, for example, a brake cable coupled to translation assembly 430 and to a drive wheel assembly/steering wheel assembly and pulled or released by actuation of translation assembly 1153. For example, one end of the brake cable can be secured to translation assembly 1153 and the other end of the brake cable can be secured to the drive wheel assembly/steering wheel assembly as previously described. Specifically, the other end of the brake cable is connected to the wire pulling rod on the driving wheel device/steering wheel device described above.

For example, in the event translating assembly 1153 moves in a first direction to compress power storage assembly 1154, the brake cable can be released. When the stored energy of power storage assembly 1154 is released, the translating assembly moves in a second direction, thereby pulling on the brake cable and causing the cable pull rod to rotate. In this way, the distance between the two second drum brake pieces/the two first drum brake pieces described above can be increased, the friction force between the second drum brake pieces/the first drum brake pieces and the inner surface of the tire of the wheel device to which the second drum brake pieces/the first drum brake pieces belong can be increased, and the resistance can be provided for the rotation of the driving wheel/the steering wheel.

For example, the stored energy state can be maintained by controlling the power assembly such that the thrust provided by the power transmission assembly to the translating assembly balances the force applied by the stored energy power assembly to the translating assembly. Under the condition that the vehicle is powered off, the power assembly is powered off, the thrust provided by the power transmission assembly for the translation assembly disappears, and the translation assembly can move along the second direction under the action of the force applied by the force storage assembly, so that the brake cable can be tensioned. Thus, with this embodiment, the power storage assembly can release energy when the vehicle is powered off, such that the brake assembly is pulled tight and drives the first/second drum brake pads to apply force to the steering/driving wheels. Therefore, the vehicle provided with the brake system of the embodiment can automatically brake when power is off, and potential safety hazards caused by continuous running of the vehicle due to inertia when the power is off are avoided.

In summary, the brake system of the vehicle of the embodiment of the present disclosure can effectively improve the driving safety of the vehicle by the arrangement of the power storage assembly, and is beneficial to accelerating the efficiency of automatic driving of the vehicle to market.

In one embodiment, the power transmission assembly may comprise, for example, a lead screw nut arrangement, and one end of the lead screw may be connected to the output shaft of the power assembly. The nut is matched with the screw rod. When the screw rod is driven by the power assembly to rotate, the nut can move on the screw rod. The translation assembly can be sleeved on the screw rod and is located at the other end close to the screw rod relative to the nut. Thus, when the nut moves towards the other end of the screw rod, the translation assembly can be pushed to move.

In one embodiment, the power transmission assembly can adopt a structure of a synchronous wheel and a transmission belt for power transmission, so that the translation assembly and the power storage assembly can be arranged on one side of the power assembly in the height direction, the size of the whole structure of the brake system in the horizontal direction is reduced, and the miniaturization design of a vehicle chassis and a vehicle is facilitated.

As shown in fig. 11, the power transmission assembly 1152 of this embodiment may include two synchronizing wheels, a belt, a lead screw, a nut, and a rotating block.

Wherein one of the two synchronizing wheels can be connected with the output shaft of the power assembly 1151 so as to rotate under the driving of the power assembly 1151. The other synchronizing wheel is fixedly connected with one end of the screw rod, and the transmission belt is sleeved on the two synchronizing wheels. Thus, when one of the synchronizing wheels is driven by the power assembly 1151 to rotate, the other synchronizing wheel can be driven by the one of the synchronizing wheels to rotate via the transmission belt, so that the other synchronizing wheel drives the screw rod to rotate. Therefore, the nut on the screw rod can move relative to the screw rod in the length direction of the screw rod.

Wherein, the other end of lead screw and rotatory piece fixed connection. The translation assembly 1153 and the power storage assembly 1154 can be sequentially sleeved on the screw rod along a direction away from the other synchronous wheel. The nut may be fixedly connected to the translation assembly by a connector such as a screw. In this manner, the rotating block can define the position of power assembly 1154. When the nut moves towards the other end of the lead screw in the length direction of the lead screw, the translation assembly 1153 can be pushed to move, and the force storage assembly 1154 is compressed, so that the force storage assembly 1154 stores energy.

In one embodiment, as shown in FIG. 11, the power transfer assembly 1152 may further comprise a stationary plate to which the two synchronizing wheels may be secured via a screw or the like connection. The mounting plate may be fixedly attached to a chassis frame in the vehicle chassis, such that translating assembly 1153 and power storage assembly 1154 may be mounted to one side of power assembly 1151 in the height direction.

In an embodiment, power transmission assembly 1152 may also include, for example, two tension wheels. The two tension wheels can be fixed on the fixing plate and arranged between the two synchronous wheels in the height direction. The two tensioning wheels are symmetrically arranged relative to the connecting line direction of the rotating shafts of the two synchronizing wheels and are abutted against the transmission belt, so that the transmission belt is abutted between the two tensioning wheels. By the arrangement of the two tensioning wheels, the drive belt can be kept in a tensioned state. Therefore, the situations of loose driving belt and unstable braking effect caused by overlong operation time can be avoided.

According to an embodiment of the disclosure, an electromagnet can be arranged in the power storage assembly, the electromagnet generates magnetic force when being electrified, and the rotating block is prevented from rotating through suction force, so that the position of the nut on the screw rod is limited. In this way, the power storage assembly can maintain the state of storing energy without the power assembly providing power. When the power is cut off, the electromagnet loses magnetic force, the force storage assembly can release energy and push the translation assembly and the nut to move, so that the rotating block rotates, and the brake assembly connected with the translation assembly is tensioned. The rotating block may have a ferromagnetic material, for example, so as to stop rotating under the attraction of the electromagnet when the electromagnet generates a magnetic force. Accordingly, the power storage assembly may further include an elastic member, which is fitted over the screw.

In addition, in order to better define the position of the elastic element and ensure the stability of the stored energy, the power accumulating assembly in this embodiment can also be provided with a first fixed seat. One end of the elastic piece is fixedly connected with the first fixing seat, and the other end of the elastic piece is fixedly connected with the translation assembly.

As shown in FIG. 11, power storage assembly 1154 of this embodiment may include a third resilient member, a first fixed base, and an electromagnet.

The third elastic member is sleeved on the screw rod, one end of the third elastic member is fixedly connected with the translation assembly 1153, and the other end of the third elastic member is fixedly connected with the first fixing seat.

For example, the first fixing base may be provided with a through hole, and the screw rod passes through the through hole to be fixedly connected with the rotating block. In this embodiment, a base plate may also be provided, for example, between power assembly 1151 and translating assembly 1153 and power storage assembly 1154, and fixedly attached to a chassis frame of the vehicle chassis. The first fixing seat of the embodiment can be fixed on the substrate to improve the stability of the whole structure.

Wherein, the electro-magnet can set up the one side of keeping away from first fixing base at rotatory piece. That is, the rotating block is disposed between the electromagnet and the first fixing seat, so that the attraction force provided by the electromagnet is opposite to the elastic force provided to the translation assembly 1153 when the third elastic member is compressed. The electromagnet can be fixedly connected to the base plate described above or to a chassis support of the vehicle chassis, for example, in any desired manner. The electromagnet and the rotating block are fixed on the same side of the power assembly. The electromagnet may attract the rotary mass when energized and release the rotary mass when de-energized.

In one embodiment, the power storage assembly can provide an electromagnet with a movement axis along which the electromagnet can move. In this way, when the electromagnet is energized, the electromagnet can move along the movement axis close to the rotation axis and attract the rotation axis. That is, the electromagnet can attract the rotating block when the electromagnet is powered on, and release the rotating block when the electromagnet is powered off.

According to the embodiment of the disclosure, the power storage assembly can be further provided with a second fixed seat and a fourth elastic piece, the fourth elastic piece provides acting force far away from the rotating block for the electromagnet, and therefore the situation that resistance is brought to the rotation of the rotating block due to the fact that the electromagnet is too close to the rotating block when braking is needed is avoided.

As shown in fig. 11, power storage assembly 1154 of this embodiment may include, for example, a second holder, a fourth guide post, and a fourth elastic member in addition to the third elastic member, the first holder, and the electromagnet.

Wherein, the second fixing base sets up in the one side of keeping away from rotatory piece of electro-magnet. One end of a fourth guide post penetrates through the second fixed seat to be fixedly connected with the electromagnet, and a fourth elastic piece is sleeved on the fourth guide post. For example, one end of the fourth elastic member is fixedly connected with the second fixing seat, and the other end of the fourth elastic member abuts against the other end of the fourth guide pillar, which is far away from the electromagnet. For example, the second fixing base may be provided with a through hole through which the fourth guide post passes through the second fixing base.

In one embodiment, the fourth resilient element is in a compressed state when the electromagnet is energized. So, under the circumstances of outage, this fourth elastic component can exert the effort to the other end of fourth guide pillar to make this fourth guide pillar can drive the electro-magnet and remove to the direction that is close to the second fixing base, until this electro-magnet and second fixing base laminate mutually. In an embodiment, when the electromagnet is attached to the second fixing seat, a distance between the second fixing seat and the other end of the fourth guide pillar may be less than or equal to a natural length of the fourth elastic member. In order to ensure that the electromagnet is stably attached to the second fixed seat when the power is off, even when the electromagnet is attached to the second fixed seat, the distance between the second fixed seat and the other end of the fourth guide pillar can be still smaller than the natural length of the fourth elastic piece.

In one embodiment, to facilitate the movement of the electromagnet along the length of the fourth guide post, two side plates may be provided for the power storage assembly 1154, and the two side plates are fixedly connected to the first fixing base. The second fixing seat can be fixedly connected with the two side plates to fix the arrangement position. The two side plates can be perpendicular to the first fixing seat and the second fixing seat, and the electromagnet can be arranged between the two side plates.

In one embodiment, the number of the fourth guide post and the fourth elastic element can be two or more, so that the acting force provided for the electromagnet to be far away from the rotating block is increased.

In one embodiment, power assembly 1151 may include, for example, a speed reducer in addition to a brake motor. The input shaft of the speed reducer is connected with the output shaft of the motor, and the output shaft of the speed reducer is connected with the power transmission assembly 1152. Wherein the power transfer assembly 1152 may, for example, take the form of the structure described above including two synchronizing wheels and a drive belt. So, the output shaft of speed reducer can be connected with the synchronizing wheel that sets up the lower position in two synchronizing wheels. By arranging the speed reducer in the power assembly 1151, the functions of matching the rotating speed and transmitting the torque between the motor and the synchronous wheel can be achieved, so that the service life of the power transmission assembly can be prolonged to a certain extent.

In one embodiment, the brake assembly 1155 can include, for example, a brake cable receiver 11551, a brake cable retainer 11552, and a brake cable 11553. The brake cable receiver 11551 can be fixedly connected to a chassis bracket of the vehicle chassis. The brake cable receiver 11551 may receive a portion of a brake cable therein when the brake assembly is released. Brake cable mount 11552 may be fixedly attached to translation assembly 1153 and, in particular, may be disposed on an upper surface of translation assembly 1153. The brake cable 11553 can be led out of the brake cable receiver 11551 and then pass through the brake cable holder 11552, and extend from the position of the brake cable holder 11552 to the wheel device, and the end of the brake cable 11553 far away from the brake cable receiver 11551 can be fixedly connected to the first/second cable pull rod described above. The brake cable mount 11552 can allow the position at which the brake cable 11553 is fixed with the brake cable mount 11552 to move with the translation assembly such that the brake cable is either pulled or released such that the brake cable can pull the rotational shaft to rotate.

In one embodiment, as shown in FIG. 11, braking system 1150 of this embodiment may include a distance sensor 1156 in addition to power assembly 1151, power transmission assembly 1152, translation assembly 1153, power storage assembly 1154, and brake assembly 1155. Thereby detecting whether the brake assembly 1155 is fully released. And under the condition of complete release, the electromagnet is electrified, so that the vehicle is maintained in an unbraked state, and the vehicle is convenient to start. In particular, this distance sensor 1156 may be disposed, for example, on a first fixed mount included with power storage assembly 1154 for sensing the distance between the first fixed mount and translation assembly 1153. When the vehicle is started, the brake motor in the power assembly 1151 starts to operate, so that the nut in the power transmission assembly 1152 translates along the screw in a direction away from the synchronizing wheel, thereby pushing the translation assembly 1153 to move in a direction close to the first fixed seat. When the distance between the translating element 1153 and the first fixed base is less than a predetermined distance, a central controller of the vehicle, which is in communication with the distance sensor 1156, may energize the electromagnet in the power storage element 1154, for example, via a control circuit, such that the electromagnet attracts the rotating mass in the power transmission element 1152, thereby placing the third elastic element in the power storage element 1154 in a compressed state, enabling the storage of energy.

In one embodiment, the braking system 1150 may further include a distance measuring plate on the translating element 1153, so that the distance sensor 1156 may detect the distance between the translating element 1153 and the first fixed base.

Through the brake system of the embodiment of the disclosure, the brake control of the driving wheel and/or the steering wheel can be realized. Compared with the brake system in the related art, the overall structure size of the brake system can be effectively reduced, and the miniaturization design of the vehicle is facilitated.

The structure of the electrical system included in the vehicle chassis will be described in detail below with reference to fig. 12.

Fig. 12 is a schematic structural diagram of an electrical system according to an embodiment of the present disclosure.

As shown in fig. 12, the electrical system 1230 of this embodiment may include a power module 1231, a first motor drive module 1232, a second motor drive module 1233, a communication module 1234, and a control module 1235.

According to an embodiment of the present disclosure, the power module 1231 may include, for example, a battery pack configured by a plurality of battery modules connected in series and/or in parallel. The power module 351 provides a positive connection terminal and a negative connection terminal to be electrically connected to other modules in the electrical system except the power module through wires, and supplies power to the other modules except the power module. This power module 1231 can also be provided with the interface that charges, inserts this interface that charges through the rifle that charges that will fill electric pile, can charge for this power module 1231.

The battery module in the power module may be formed by connecting a plurality of storage batteries in series, such as lithium batteries, lead-acid batteries, or nickel-metal hydride batteries. In order to provide a stable voltage for each electronic device and to improve the lifetime of each electronic device, the power supply module may for example further comprise a voltage converter, taking into account differences in the nominal voltage of the different electronic devices in the vehicle chassis. For example, the voltage rating of the electronics in the drive module is typically greater, while the voltage rating of the electronics in the communication module and the control module is typically less.

The first motor driving module 1232 may be disposed at one side of the power module 1231 along the first direction, for example. When the electrical system is mounted on a chassis bracket of a vehicle chassis, the first direction may be, for example, a width direction of the vehicle chassis. The first motor drive module 1232 may be used to control a powered motor included in a drive system in a chassis of a vehicle.

The second motor driving module 1233 may be disposed at the other side of the power module 1231 along the first direction, and the second motor driving module 1233 is disposed at one side of the first motor driving module 1233 along the second direction. For example, when the electrical system 1230 is mounted on a chassis bracket in the vehicle chassis, the second motor drive module 1233 is closer to the steering system in the vehicle chassis than the first motor drive module 1232. The second motor drive module 1233 may be used to control the steering motor and the brake motor in the vehicle chassis. For example, the second motor drive module 1233 may include a steering motor driver and a brake motor driver. The steering motor drive and the braking motor drive are integrated in the same module because the steering motor drive and the braking motor drive are generally smaller in size than the power motor drive. The integrated module is arranged in the same module, and is beneficial to fully utilizing the installation space in the vehicle chassis. For example, if two braking systems are included in the vehicle chassis that control the drive wheels and the steered wheels, respectively, the motor drivers in the second motor drive module 1233 include one steering motor driver and two braking motor drivers. Wherein the second direction is perpendicular to the first direction.

The communication module 1234 is disposed on a side of the first motor driving module 1232 in the second direction, that is, the communication module 1234 and the second motor driving module 1233 are located on the same side of the first motor driving module 1232 in the second direction. Furthermore, the communication module 1234 is disposed at one side of the power module 1231 along the first direction. I.e., the communication module 1234 is on the same side of the power module 1231 in the first direction as the first motor drive module 1232. For example, the communication module 1234 may include remote sensors, network devices, and the like.

Here, the control module 1235 may be disposed at a side of the second motor driving module 1233 close to the power module 1231 in the second direction. The control module 1235 may include, for example, a central controller. The control module 1235 may communicate with other modules in the electrical system, such as through a CAN network, to control the operation of other modules in the electrical system in addition to the control module. The central controller in the control module 1235 may be integrated with a Battery Management System (BMS), for example, to monitor the operation state of the Battery pack in the power module 1231.

According to the embodiment, through the arrangement of the relative position relationship of the modules in the electric system, the other modules except the power module in the electric system are arranged close to the power module, the concentration degree of the electronic devices in the electric system is favorably improved, and the miniaturization arrangement of the vehicle chassis is favorably realized. Furthermore, since there is no overlapping arrangement in the height direction between the electronic components, it is advantageous for the vehicle chassis to be flat.

It will be appreciated that the space between the communication module 1234 and the power module 1231 of fig. 12 may be used, for example, to provide various traces, such as traces for wires and communication cables. Alternatively, the space between the communication module 1234 and the power module 1231 may also be used to provide a function module, such as a navigation module or a radio module, for providing an auxiliary function for the vehicle, which is not limited in this disclosure.

According to an embodiment of the present disclosure, as shown in fig. 12, in the electrical system 1230 of this embodiment, the power supply module 1231 may include a battery pack 12311, a voltage converter 12312, and a relay 12313.

Among them, the battery pack 12311 may be disposed at one side of the first motor driving module 1232 in the first direction. The voltage converter 12312 and the relay 12313 may be sequentially disposed between the communication module 1234 and the control module 1235 in the first direction and on a side of the battery pack 12311 adjacent to the communication module 1234 in the second direction. In this way, the space between the communication module 1234 and the control module 1235 can be fully utilized, facilitating an increase in the degree of concentration of the electrical system.

Among other things, the voltage converter 12312 and the relay 12313 may be electrically connected in parallel with the battery pack 12311. For example, the input of the voltage converter 12312 is connected with the output of the battery 12311, and the input of the relay 12313 is also connected with the output of the battery 12311.

For example, the output of the voltage converter 12312 may be electrically connected to the control module 1235. In this manner, the voltage output by the battery 12311 may be converted to a voltage suitable for the control module 1235 via the voltage converter 12312.

For example, the output of the relay 12313 is electrically connected to the first motor drive module 1232 and the second motor drive module 1233. Therefore, the effective control of the high-power circuit in the driving module can be achieved through the small control quantity executed at the relay, the situation that the circuit is burnt due to the fact that the circuit power in the driving module is too large is avoided, and the stability of an electric system is improved.

In one embodiment, the power module 1231 may also include, for example, a filter 12314, and the filter 12314 may be disposed between the voltage converter 12312 and the communication module 1234. The input of the voltage converter 12312 may be electrically connected to the battery pack 12311 via the filter 12314. Thus, a stable voltage can be provided for the voltage converter 12312, and the influence of electromagnetic interference and the like on the performance and the service life of the voltage converter 12312 can be avoided.

In an embodiment, the power module 1231 may also include a fuse element 12315, for example. The safety element 12315 may be disposed between the battery pack 12311 and the relay 12313. The output terminal of the relay 12313 may be electrically connected to the first and second

motor driving modules

1232 and 1233 via the safety element 12315. Through the arrangement of the safety element, the overcurrent protection function can be realized, the use safety of an electric system is improved, and the service life of the electric system is prolonged.

In one embodiment, the electrical system 1230, for example, may further include a station module 1236, and the station module 1236 may be disposed between the communication module 1234 and the voltage converter 12312. The station module 1236 may be electrically connected to an output of the voltage converter 12312, for example. In this manner, voltage converter 12312 may be enabled to provide an adapted voltage to station module 1236 to provide power for operation of station module 1236.

In one embodiment, the electrical System 1230 may further include a Navigation module 1237, for example, and the Navigation module 1237 may include a Car Integrated Navigation System (Car Integrated Navigation System), for example. The navigation module 1237 may be disposed between the communication module 1234 and the voltage converter 12312, for example. The navigation module 1237 may be electrically connected to an output of the voltage converter 12312. In this manner, the voltage converter 12312 may be enabled to provide an adapted voltage to the navigation module 1237 to provide power for operation of the navigation module 1237.

It is appreciated that where the electrical system 1230 includes not only the station module 1236 but also the navigation module 1237, the station module 1236 and the navigation module 1237 may be disposed between the communication module 1234 and the voltage converter 12312 in any manner, for example. By disposing the station module 1236 and/or the navigation module 1237 between the communication module and the voltage converter, it is possible to facilitate both the power supply to the station module 1236 and/or the navigation module 1237 and the communication of the station module 1236 and/or the navigation module 1237 with the outside through the communication module. Therefore, the wiring length can be reduced conveniently, the space is further fully utilized, and the miniaturization design of an electric system and a vehicle chassis is facilitated.

It is understood that electronic devices such as a current terminal or a voltage terminal may be further disposed between the battery 12311 and the voltage converter 12312 to realize real-time monitoring of power supply parameters.

According to the embodiment of the disclosure, the power supply module and the control module in the electrical system can be provided with various connection interfaces according to actual requirements. For example, a power module may be provided with a power interface to facilitate connection of various electrical devices in a vehicle to the power module. For example, the control module may be provided with a power interface to facilitate connection of peripheral devices such as a heat sink to a central controller. For example, the control module may be provided with an input/output interface (I/O) interface to facilitate access to a distance sensor, an image sensor, etc. for input/output of data. For example, the control module may be provided with a bus standard interface, such as a CAN bus standard interface, to facilitate communication with a drive or encoder, etc.

According to an embodiment of the present disclosure, the first motor driving module may include a left servo motor driver and a right servo motor driver. The second motor driving module may include a steering motor driver, a front wheel brake motor driver (i.e., a driver for driving a brake motor in the first brake system), and a right wheel brake motor driver (i.e., a driver for driving a brake motor in the second brake system). The communication module includes a network device and a remote control sensor. The control module includes a central controller.

The network equipment and the remote control sensor are electrically connected with the voltage converter to operate under the voltage converted by the voltage converter. The network device may be communicatively coupled to a WIFI antenna in the vehicle, for example, to generate the network signal. The remote control sensor may be communicatively connected to a remote control antenna in the vehicle to receive remote control signals and the like.

In one embodiment, as shown in fig. 12, the station module 1236 and the navigation module 1237 may both be electrically connected to a voltage converter to operate at the voltage converted by the voltage converter. The navigation module 1237 may also be communicatively coupled to the antenna assembly described above to receive satellite signals for vehicle positioning and navigation.

In one embodiment, the network device, the remote control sensor, the navigation module 1237 and the radio module 1236 may be connected to the central controller through a communication interface, for example, to transmit and receive data to and from the central controller, so as to facilitate uniform control of the vehicle.

In one embodiment, the control module may be configured with a first bus standard interface. Through the first bus standard interface, the control module may be in communication with the first motor driving module 1232 and the second motor driving module 1233 to implement control of the motor drivers in the two motor driving modules, thereby controlling the motion of the vehicle. Specifically, the central controller is provided with a CAN bus standard interface, and the CAN bus standard interface CAN be in communication connection with the left servo motor driver, the right servo motor driver, the steering motor driver, the front wheel brake motor driver and the right wheel brake motor driver through a CAN network to realize the control of the motor drivers. For example, the rotation speed of the left servomotor (i.e., the drive motor described above) that drives the left drive wheel of the vehicle to rotate in the drive system can be controlled by controlling the left servomotor driver, and the rotation speed of the right servomotor that drives the right drive wheel of the vehicle to rotate in the drive system can be controlled by controlling the right servomotor driver, thereby controlling the traveling speed of the vehicle. For example, by controlling the steering motor driver, the rotation speed of the steering motor in the steering system can be controlled, thereby controlling the traveling direction of the vehicle. For example, by controlling the front wheel brake motor driver/the rear wheel brake motor driver, the brake motors in the first brake system/the second brake system may be controlled to be turned on or off, thereby performing brake control on the vehicle.

In one embodiment, a rotary encoder may be further included in the steering system, and the rotary encoder is coupled to an output shaft of the steering motor. Through this rotary encoder, can carry out accurate control to the corner of directive wheel. Accordingly, the control module may also be configured with a second bus standard interface, for example, to communicatively couple with the rotary encoder. In particular, the central controller may be provided with another CAN bus standard interface to which the rotary encoder may be connected through a CAN network, so that the central controller controls the rotary encoder.

In an embodiment, the central controller in the control module may be integrated with a BMS, for example. The control module may be communicatively connected to the power module through the aforementioned another bus standard interface or an additionally provided bus standard interface, and specifically may be communicatively connected to a current terminal and the like in the power module, so as to monitor an operating state of a battery pack in the power module.

In one embodiment, the vehicle may include a signaling system in addition to the vehicle chassis for providing an indication to the driver. For example, the signaling system may include a control power indicator, a system power indicator, and a buzzer, and the electronics in the signaling system may be connected to a central controller. For example, the control module may be configured with a first input/output interface for connection with the signaling system. Specifically, the central controller is provided with a first I/O interface to which a control power supply indicator lamp, a system power supply indicator lamp, a buzzer, and the like can be connected so as to operate under the control of a programmable circuit in the central controller. In one embodiment, the signaling system may further include a reserved communication interface to facilitate access to the mobile communication device, thereby increasing the degree of intelligence of the vehicle.

In one embodiment, the battery pack 12311 may connect the circuitry of the vehicle's scram button, the circuitry of the key switch, and the filter in series. In this way, the filter and the voltage converter can be activated only when the circuit of the emergency stop button is on and the circuit of the key switch is on.

In one embodiment, the first/second braking system may include an electromagnet, for example, which may be connected to the control module and electrically connected to the voltage converter. For example, the control module can also be equipped with a second input/output interface via which the electromagnet is connected. For example, the central controller may be provided with a second I/O interface to send programmable control signals to the electromagnet to control the electrical connection between the electromagnet and the voltage converter to control the electromagnet to be powered on or off. For example, the electromagnet, when energized, may, for example, generate a magnetic force and attract the ferromagnetic body, thereby placing the first/second brake cable in tension, thereby controlling the vehicle braking. Whether the electromagnet is energized may be controlled, for example, by a central control unit, or a switch that can be opened or closed by mechanical transmission may be provided, and the electromagnet may be de-energized or energized by opening or closing the switch.

In an embodiment, the control module may also be configured with a third input/output interface via which to interface with sensors in the vehicle chassis to provide programmable control signals to the sensors. The sensors in the vehicle chassis may include, for example, distance sensors, temperature sensors, etc., as the present disclosure does not limit.

In one embodiment, a heat sink is also included in the electrical system. For example, a controller heat sink may be provided. The controller radiator may be disposed near the control module, for example, to radiate heat for a central controller or the like. Accordingly, the power module may be configured with a first power interface for electrical connection with the controller heat sink. The controller heat sink may also be connected to the central controller, for example, through an input/output interface, to operate under the control of programmable control signals of the central controller. For example, when the temperature of the vehicle chassis is high, the rotation speed of the controller radiator is increased, and the radiating efficiency is improved.

In an embodiment, the electrical system may also be configured with a motor heat sink. The motor radiator may be disposed, for example, near at least one of the left/right servo motor (i.e., the drive motor), the steering motor, and the front/rear wheel brake motor, and may be configured to radiate heat from the motor and the like. Accordingly, the power module may be configured with a second power interface for electrical connection with the motor heat sink. The motor heat sink may also be connected to the central controller, for example, via an input/output interface, to operate under the control of programmable control signals of the central controller. For example, when the vehicle running speed is high, the rotation speed of motor radiator 558 is increased to improve the heat radiation efficiency.

The structure of the power supply module in the electrical system will be described in detail below with reference to fig. 13.

Figure 13 is a schematic diagram of a power module according to an embodiment of the present disclosure,

as shown in fig. 13, the battery pack 13311 in the power module may include a battery receiving device 13311-1 and a plurality of battery modules 13311-2.

In an embodiment, the battery module 13311-2 may be formed by combining a plurality of battery cells in series and parallel, for example. The cell may be, for example, a high energy density cell, so as to increase the amount of electricity that the battery module 13311-2 can store, and increase the charging efficiency of the battery module 13311-2. For example, the battery cell may be made of lithium ions or lithium polymers, which is not limited in this disclosure.

In one embodiment, the battery receiving device 13311-1 may include a receiving cavity, a plurality of second ribs, and a plurality of guide rods.

Wherein, the accommodating cavity can be provided with an opening. For example, the receiving cavity may include a bottom wall and four side walls. These four lateral walls meet in proper order, and these four lateral walls all with diapire fixed connection to form the opening of acceping the chamber.

Wherein each of the plurality of second reinforcing ribs may be fixed to two opposite sidewalls of the receiving cavity. For example, the second reinforcing rib may be fixed to two opposite side walls having a longer length among the four side walls, that is, the extending direction of the second reinforcing rib may be a first direction, and the first direction may be a width direction of the opening. Or the second reinforcing rib may be fixed to two opposite side walls having a shorter length among the four side walls, that is, the extending direction of the second reinforcing rib is the second direction, and the second direction may be the length direction of the opening. Wherein the first direction and the second direction are perpendicular to each other. Alternatively, the extending direction of part of the second reinforcing ribs may be the first direction, and the extending direction of part of the second reinforcing ribs may be the second direction. The second reinforcing ribs in the first direction are criss-cross with the second reinforcing ribs in the second direction.

In one embodiment, the second ribs may be arranged periodically, so that the pressure that different regions of the battery receiving device 13311-1 can bear is more balanced. The second reinforcing ribs can be cuboid or trapezoidal. A plurality of second strengthening ribs can with accept chamber integrated into one piece, also can with accept the chamber and can dismantle the connection.

The guide rods can extend from at least part of the second reinforcing ribs to the bottom wall of the accommodating cavity opposite to the opening, and the guide rods are fixed on the bottom wall. For example, one or more guide rods may extend from each of the at least some of the second reinforcing bars. Alternatively, one or more guide rods may be extended on each of the plurality of second reinforcing beads. In order to improve the stability, the number of the guide rods extending on each second reinforcing rib is at least two, and the at least two guide rods are uniformly distributed on the second reinforcing ribs.

In an embodiment, the plurality of guide rods may be, for example, a columnar structure, a rectangular parallelepiped structure, or the like, which is not limited in the disclosure. For example, the plurality of guide rods can be arranged in point symmetry relative to the center of the accommodating cavity, so that the uniformity of pressure borne by the battery accommodating device is improved. For example, the plurality of guide pillars may be integrally formed with the plurality of second reinforcing ribs, or may be detachably connected to the plurality of second reinforcing ribs, which is not limited in this disclosure.

Through the arrangement of the plurality of second reinforcing ribs in the embodiment, a plurality of accommodating spaces can be enclosed by the accommodating cavities, and the plurality of accommodating spaces can be used for accommodating the battery module. The depth of the accommodating cavity is set to ensure that the battery module accommodated in the accommodating space is lower than the arrangement position of the second reinforcing ribs. When the battery housing device receives the pressure while the battery module is housed therein, the pressure is directly applied to the plurality of second ribs and transmitted to the bottom wall of the battery housing device 13311-1 via the plurality of guide rods. Thus, the pressure resistance of the battery accommodating device 13311-1 can be improved, so that the battery module is protected from pressure, the damage of the battery module caused by pressure is avoided, and the power supply stability and the service life of the battery module are improved.

In one embodiment, the battery receiving apparatus 13311-1 further includes a cover body in addition to the receiving cavity, the plurality of second ribs, and the plurality of guide rods.

Wherein, the size of lid can be with the size looks adaptation of accepting the opening of chamber. The cover body can be fixedly connected with the accommodating cavity through the fixing piece, so that the opening of the accommodating cavity is covered, the battery modules accommodated in the accommodating cavity and a plurality of accommodating spaces formed by the second reinforcing ribs are prevented from being blown by wind and rain, and the service life of the battery modules and the power supply stability are improved. For example, the cover may have a size slightly larger than the opening of the receiving cavity to ensure the integrity of the covering opening.

In one embodiment, the sidewall of the receiving cavity forming the opening may be provided with a fixing groove at a side near the opening. For example, the fixing groove may be provided on an end surface of the side wall remote from the bottom wall. Accordingly, a protrusion matching the fixing groove may be provided on the inner surface of the cover body. When the cover body is connected with the accommodating cavity, the convex block of the cover body can be clamped in the fixing groove of the accommodating cavity, and then the cover body is fixedly connected with the accommodating cavity by using the fixing piece. Through the setting of this fixed slot and lug, can improve the lid and accept the steadiness that the chamber is connected.

In one embodiment, the battery receiving device 13311-1 may further include a sealing member disposed in a fixing groove formed on the sidewall. Thus, when the cover body is fixedly connected with the accommodating cavity, external impurities (such as moisture, dust and the like) can be prevented from invading into the accommodating space from the contact joint surface of the accommodating cavity and the cover body. Thus, the battery receiving device 13311-1 can have waterproof and dustproof functions, so as to ensure the safety of power supply of the battery module. For example, the seal may be a rubber figure, which is not limited by the present disclosure.

For example, by the arrangement of the sealing member in the battery accommodating device 13311-1, after the battery accommodating device 13311-1 accommodates the battery module, the battery module can reach the IP67 level protection safety level.

In one embodiment, at least one through hole may be disposed on at least one sidewall forming the opening of the receiving cavity. The through hole can be used for penetrating through a connecting line connected between the battery module and external equipment and the like. The connection line may include, for example, an electric wire or a communication cable, etc., which is not limited in this disclosure. For example, the through hole may be plural, and the plural through holes may be periodically arranged on the sidewall. Through the setting of this at least one through-hole, can improve the convenience and the regularity of walking the line to can guarantee accommodating space's closure as far as possible.

In one embodiment, the battery compartment 13311-1 may also include an even number of handles. The even number of handles may be symmetrically disposed outside two opposite sidewalls of the receiving cavity, thereby facilitating movement of the battery receiving device 13311-1.

For example, the handle may be an arc-shaped member having an extended edge, and the handle is fixedly connected with the side wall of the receiving cavity via the extended edge.

For example, the handle may include a handle fastener and a pull ring. The handle is fixedly connected with the side wall of the containing cavity through the handle fixing piece, and the pull ring is rotatably connected with the fixing piece. Thus, the battery housing device can be lifted by pulling the pull ring. The tab can be proximate to the side wall of the receiving cavity when the battery receptacle does not need to be lifted, thereby reducing the overall size of the battery receptacle 13311-1.

In one embodiment, when the number of the handles is two, the handles may be disposed at a central position of the side wall. When the number of the handles is four or more, the handles may be periodically arranged on the side wall. By limiting the position of the handle, the stability of lifting the battery storage device can be ensured.

It is understood that the handle and the at least one through hole may be disposed on two non-opposing sidewalls, or may be disposed on the same sidewall, which is not limited by the disclosure.

In one embodiment, the battery compartment 13311-1 may further include a fixing member. The fixing and positioning piece can be fixed on the side wall of the containing cavity. The embodiment can adopt the connecting piece to detachably connect the fixed positioning piece with a chassis bracket and the like of a vehicle so as to integrate the battery module on electric equipment such as the vehicle. The connecting member may be, for example, a screw, a bolt, or the like.

In addition, the arrangement position, the extending direction and the size of the plurality of reinforcing ribs are not limited in the present disclosure, and the embodiments of the present disclosure may be arranged according to actual requirements.

For example, in one embodiment, the plurality of ribs may be arranged in parallel in a width direction of the opening of the receiving cavity. Compared with the scheme of arranging the reinforcing ribs along the length direction of the opening of the accommodating cavity, the scheme of arranging the reinforcing ribs along the width direction can improve the pressure resistance of the battery accommodating device. For example, the plurality of ribs arranged in parallel along the width direction of the opening may be arranged periodically, or may be arranged closely near the center position of the opening, or may be arranged sparsely at the edge position of the opening, etc., which is not limited in this disclosure.

For example, in one embodiment, the width of the reinforcing ribs near the center of the opening may be greater than the width of the reinforcing ribs away from the center of the opening, for example. Thus, the pressure resistance of the central region of the battery housing device can be improved.

Based on the vehicle chassis that this disclosure provided, this disclosure still provides a vehicle. The structure of the vehicle will be described in detail below with reference to fig. 14 to 15.

Fig. 14 is a schematic structural diagram of a vehicle according to an embodiment of the present disclosure.

As shown in fig. 14, the vehicle 140 of this embodiment may include a housing 1410 and a vehicle chassis 1420. Wherein the housing 1410 covers over the vehicle chassis 1420.

The housing 1410 may be, for example, a model of a vehicle. The housing 1410 may be detachably connected to the vehicle chassis 1420 by a fastening member such as a hook and loop fastener. The housing 1410 may be made of a resilient material such as plastic foam, for example. So, when vehicle chassis 1420 is the vehicle chassis of test target car, through cover casing 1410 on this vehicle chassis 1420, can be when adopting this test target car to test the automated driving vehicle, can be when the automated driving vehicle because of the control effect is not good and with the test target car collision, play effectual guard action to the automated driving vehicle, reduce test cost.

In one embodiment, the vehicle 140 may include an auxiliary wheel arrangement in addition to the housing 1410 and the vehicle chassis 1420. The auxiliary wheel assembly may be removably coupled to the vehicle chassis 1420. For example, when the vehicle 140 needs to be transferred, or if it needs to be towed for removal due to a fault, the housing 1410 may be detached from the vehicle chassis 1420 and the auxiliary wheel assembly may be mounted to the vehicle chassis 1420. In this way, the vehicle chassis 1420 can be towed with less effort by means of the auxiliary wheel arrangement. The auxiliary wheel assemblies may be removed from the vehicle chassis 1420 for testing when movement of the vehicle 140 is not required.

For example, when using the vehicle chassis as a test target, the overall height of the vehicle chassis 1420 may be reduced by removing the auxiliary wheel assemblies from the vehicle chassis 1420 when movement of the vehicle chassis is not required. So, when carrying out autopilot safety test to the autopilot car, can reduce the requirement to autopilot vehicle chassis height, be convenient for expand the application scene of test target car, reduce the requirement to the test condition.

In one embodiment, the number of auxiliary wheel assemblies may be at least two, for example, and the at least two auxiliary wheel assemblies may be evenly or symmetrically distributed in an area near the periphery of the vehicle chassis 1420 when coupled to the vehicle chassis, thereby improving the stability and balance of the vehicle chassis when moving under towing. For example, the auxiliary wheel units may be four, and the four auxiliary wheel units may be symmetrically connected to the vehicle chassis. For example, two auxiliary wheel units are connected to a first end of the vehicle chassis in the longitudinal direction, and are symmetrical with respect to a central axis of the vehicle chassis 1420 in the longitudinal direction. Two auxiliary wheel devices are connected to the other end of the vehicle chassis 1420 in the longitudinal direction, and are symmetrical with respect to the central axis of the vehicle chassis 1420 in the longitudinal direction.

In one embodiment, a second fixing block for detachably fixing the auxiliary wheel device may be provided on the vehicle chassis, for example. For example, the second fixing block can be detachably connected with the auxiliary wheel device through a connecting piece, and the auxiliary wheel device can be connected with the chassis of the vehicle through the connection of the auxiliary wheel device and the second fixing block.

For example, the second fixing block may be provided with a threaded hole, and the auxiliary wheel device includes a fixing plate rotatably connected to the auxiliary wheel, and the fixing plate is also provided with a threaded hole. The second fixing block and the auxiliary wheel device can be connected through bolts and the like.

In one embodiment, the vehicle chassis 1420 may also have a pull ring disposed thereon, which may be disposed on a bezel of the vehicle chassis. Specifically, the chassis support may be fixedly connected to a frame at one end of the chassis support in the length direction by external fixing members such as bolts.

In one embodiment, when the vehicle chassis needs to be dragged, the pull ring can be hooked by the hook piece, and pulling force can be applied to the pull ring by dragging the hook piece, and the pulling force can be transmitted to an auxiliary wheel device connected with the vehicle chassis through the vehicle chassis, so that an auxiliary wheel in the auxiliary wheel device rotates to drive the vehicle chassis to move in the pulling force direction.

In one embodiment, the vehicle 140 may further include at least one screw fitting piece fixedly connected to the vehicle chassis, in addition to the at least one first fixing block.

In one embodiment, the screw rod matching piece can comprise a clamping block with a groove and a flange-type screw rod nut, and the flange-type screw rod nut is clamped in the groove of the clamping block and is fixedly connected with the clamping block.

In one embodiment, the screw rod fittings may be four, with four screw rod fittings symmetrically disposed about a center point of the vehicle chassis 1420. Through the arrangement of the screw rod matching piece, the screw rod can rotate in the screw rod matching piece and is close to the ground or far away from the ground. After the screw rod is in contact with the ground by rotating the screw rod, the screw rod continues to rotate, so that the vehicle chassis can be lifted off the ground, and the auxiliary wheel device can be conveniently mounted or dismounted.

The auxiliary wheel apparatus will be described in detail below with reference to fig. 15.

Fig. 15 is a schematic structural view of an auxiliary wheel device according to an embodiment of the present disclosure.

As shown in fig. 15, the auxiliary wheel assembly 1530 of this embodiment may include a wheel assembly 1531 and a quick release assembly 1532. The wheel assembly 1531 may be removably coupled to the quick release assembly 1532.

In one embodiment, the quick release assembly 1532 may include a fixed base 6221 and an elbow clamp 15322, the fixed base 15321 may be fixedly connected to the elbow clamp 15322. Wheel assembly 1531 may be removably coupled to wheel assembly 1531 via mount 15321.

The elbow clamp 15322 may be, for example, a vertically pressing elbow clamp, a horizontally pressing elbow clamp, or the like. The elbow clip is designed according to the principle of a double-rocker mechanism in a planar four-bar mechanism. The elbow clip 15322 may include a shaft mount, a handle, a rotating arm, and a rotating shaft. In one embodiment, the shaft holder can serve as a holder 15321 of the quick release assembly 1532 and can be fixedly connected to a holder 15321 of the quick release assembly 1532. The shaft fixing seat can be composed of two fixing plates, the number of the rotating shafts can be two, and one of the rotating shafts is fixed between the two fixing plates. One end of the rotating arm can be sleeved on the one rotating shaft so as to rotate relative to the one rotating shaft. The other end of the rotating arm may be provided with a pressing member 15323. The outer wall between the two ends of the rotating arm can be clamped with a connecting piece, and the rotating arm can be hinged with the handle through the connecting piece. Wherein, the other one of the two rotating shafts can pass through the two fixing plates and is fixedly connected with the two fixing plates. The position of the other rotating shaft can correspond to the clamping position of the connecting piece clamped outside the transmission wall. The handle cover is established on this another axis of rotation, and under the exogenic action, this handle can rotate around this another axis of rotation to drive the rotor arm via the connecting piece and rotate around one of them axis of rotation, via the rotation of this rotor arm, can drive and compress tightly the piece and remove, thereby make and compress tightly the piece and be close to the fixed block of preceding description, and compress tightly in the recess of this fixed block. Or, the pressing piece can be driven to be drawn out of the groove of the fixed block through the rotation of the rotating arm. It will be appreciated that in the example shown in figure 6, elbow clamps 15322 are in a locked position, and that in the self-locking position of elbow clamps 15322, elbow clamps 15322 may be unlocked by turning the handle in the direction of the arrow in figure 15. When the toggle clamp 15322 is in the unlocked position, the toggle clamp 15322 returns to the locked position by rotating the handle in a direction opposite to the direction of the arrow in fig. 15 and rotating the dead center position.

In one embodiment, the handle can be rotated, for example, in the direction of the arrow shown in fig. 15, thereby rotating the rotating arm, so that the pressing member moves upward and is pulled out of the groove of the fixing block. It is to be understood that the elbow clip may adopt any structure in the related art, and the present disclosure is not limited thereto.

This embodiment is through setting up quick detach subassembly on the wheel device, can be so that the wheel device can swiftly install on the frame, perhaps dismantles from the frame fast, is convenient for improve the efficiency that the wheel was installed and is dismantled. Meanwhile, the elbow clamp can ensure the connection stability of the wheel device and the frame, and is designed by adopting a dead point clamping principle.

In one embodiment, as described above, the material of the pressing member 15323 may include an elastic material, for example, so as to achieve an interference fit with the fixing block on the frame.

In one embodiment, as shown in fig. 15, the wheel assembly 1531 may include, for example, an auxiliary wheel 15311 and a mount 15312. The fixing member 15312 can be rotatably connected to the auxiliary wheel 15311, and the fixing member 15312 can be detachably connected to the fixing seat 15321 of the quick release assembly 1532. For example, the fixing member 15312 may be rotatably connected to the auxiliary wheel 15311 via a rotation shaft.

For example, the fixing member 15312 may include a fixing plate and an extending member, the extending member is rotatably connected to the auxiliary wheel 15311 via a rotating wheel, and the fixing plate is fixedly connected to the fixing seat 15321 of the quick release assembly 1532. The auxiliary wheel 15311 may rotate relative to the fixing member 15312.

It will be appreciated that the configuration of the wheel assembly of fig. 15 is merely exemplary to facilitate understanding of the present disclosure, and that the present disclosure is not limited thereto.

According to an embodiment of the present disclosure, when the auxiliary wheel device 1530 is installed, the elbow clip 15322 is in an unlocked state, and at this time, the elbow clip 15322 may be moved to a position of the vehicle chassis where the second fixing block is provided, so that an area of the vehicle chassis where the second fixing block is provided is located between the fixing seat 15321 and the rotating arm of the elbow clip. Subsequently, the handle of the toggle clamp 15322 is pushed in the direction opposite to the arrow in fig. 15, so that the pressing member on the rotating arm moves downward until the handle is pushed to the dead point position, so that the pressing member is inserted into the groove of the second fixing block and is in interference fit with the second fixing block. That is, the auxiliary wheel device 1530 and the second fixed block are in the state as shown in fig. 7, and the fixed connection of the auxiliary wheel device and the vehicle chassis is realized.

When the auxiliary wheel device 1530 needs to be detached, the handle is pressed along the arrow direction in fig. 15, so that the pressing piece can move upwards and be pulled out of the groove of the second fixing block, and the detachment of the auxiliary wheel device 1530 is completed.

In one embodiment, the height of the vehicle after installation of the auxiliary wheel device may be greater than the height of the vehicle without installation of the auxiliary wheel device. Thus, the vehicle chassis height of the vehicle can be improved by installing the auxiliary wheel device. Therefore, the approach angle and the departure angle of the vehicle can be improved, and the transition of the vehicle is facilitated. For example, if the auxiliary wheel device is not installed, the vehicle cannot be driven into the vehicle compartment of the carrier vehicle via the ramp plate because the vehicle chassis is low. After the auxiliary wheel device is installed, a vehicle can conveniently drive into a carriage of a carrying vehicle through a slope plate, and great convenience is provided for transition of the vehicle.

In the technical scheme of the present disclosure, the processes of acquiring, collecting, storing, using, processing, transmitting, providing, disclosing and the like of the personal information of the related user all conform to the regulations of related laws and regulations, and do not violate the good custom of the public order.

The above detailed description should not be construed as limiting the scope of the disclosure. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions may be made in accordance with design requirements and other factors. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present disclosure should be included in the scope of protection of the present disclosure.

Claims

1. A vehicle chassis is characterized by comprising a chassis support, a steering system, an electrical system, a driving system and two braking systems, wherein the chassis support is provided with a steering system mounting position, an electrical system mounting position, a driving system mounting position and two braking system mounting positions; wherein:

the steering system mounting position, the electrical system mounting position and the driving system mounting position are sequentially arranged in the length direction of the vehicle chassis;

a first braking system mounting position of the two braking system mounting positions is arranged between the steering system mounting position and the electrical system mounting position; and

the second of the two braking system mounting locations is disposed between the drive system mounting location and the electrical system mounting location,

and the two braking systems, the driving system and the steering system are all in communication connection with the electric system.

2. The vehicle chassis of claim 1, wherein:

the vehicle chassis further comprises two antenna modules, both of which are in communication connection with the electrical system,

the chassis bracket is also provided with two antenna mounting positions, the first antenna mounting position of the two antenna mounting positions is arranged between the steering system mounting position and the electrical system mounting position, the second antenna mounting position of the two antenna mounting positions is arranged between the driving system mounting position and the electrical system mounting position,

the first antenna installation position and the first braking system installation position are arranged in the width direction of the vehicle chassis in sequence, and the second antenna installation position and the second braking system installation position are arranged in the width direction of the vehicle chassis in sequence.

3. The vehicle chassis of claim 2, wherein the antenna module comprises:

an antenna assembly; and

an antenna mount, comprising:

a first fixing plate;

one end of each of the at least two first guide pillars is fixed on the first fixing plate;

the second fixing plate is sleeved on the at least two first guide posts and is configured to be capable of moving along the length direction of the at least two first guide posts; and

at least two first elastic pieces, the at least two first elastic pieces are respectively sleeved on the at least two first guide posts and are positioned between the second fixing plate and the first fixing plate, one end of each of the at least two first elastic pieces is fixed on the first fixing plate,

wherein the second fixing plate is provided with a fixing member configured to fix the antenna assembly.

4. The vehicle chassis of claim 1, wherein:

the chassis support is provided with a plurality of first reinforcing ribs in a vertical direction in an extending mode, and the heights of the first reinforcing ribs are smaller than or equal to the heights of the steering system installation position, the electric system installation position, the driving system installation position and the two braking system installation positions.

5. The vehicle chassis of claim 1, further comprising:

the cover plate is detachably covered on the chassis support.

6. The vehicle chassis of claim 1, wherein the steering system comprises:

two steering wheel devices; and

a steering drive device, the steering drive device comprising:

a motor assembly;

the input end of the steering gear is connected with the output shaft of the motor assembly, and the steering gear is provided with two output ends; and

one end of each of the two transmission rods is connected with the two output ends respectively, the other end of each of the two transmission rods is connected with the two steering wheel devices respectively,

wherein the diverter is configured to: the input end is driven to rotate by the motor assembly, so that the two output ends are driven to move in a direction perpendicular to the input end, and the rotating direction of a steering wheel in the two steering wheel devices is controlled.

7. The vehicle chassis of claim 6, wherein the motor assembly includes a steering motor and a speed reducer; the input shaft of the speed reducer is connected with the output shaft of the steering motor; wherein the steering drive device further includes:

a coupler arranged between the speed reducer and the steering gear, wherein one end of the coupler is connected with an output shaft of the speed reducer, the other end of the coupler is connected with an input end of the steering gear,

wherein the speed reducer is a right-angle speed reducer.

8. The vehicle chassis of claim 6, wherein the steering wheel arrangement comprises:

a wheel suspension assembly;

the connecting assembly is fixedly connected with the second elastic piece of the wheel suspension assembly; and

the steering wheel assembly comprises a steering wheel and a steering wheel hub, the steering wheel is sleeved on the steering wheel hub, and the steering wheel hub is in transmission connection with the connecting assembly.

9. The vehicle chassis of claim 8, wherein the wheel suspension assembly comprises:

the mounting frame comprises a first mounting plate and a second mounting plate;

one end of the second elastic piece is fixedly connected with the first mounting plate;

the two ends of the second guide pillar are respectively fixed on the first mounting plate and the second mounting plate; and

the first fixing block is sleeved on the second guide pillar and is fixedly connected with the other end of the second elastic piece;

wherein the first fixed block is configured to: the first fixing block is connected with the steering wheel assembly through a connecting assembly, and in the process of moving the steering wheel assembly up and down, the first fixing block is driven by the connecting assembly to move along the second guide post, so that the second elastic piece is compressed or elongated.

10. The vehicle chassis of claim 9, wherein the steering wheel arrangement further comprises:

the two first drum brake pieces are oppositely arranged between the steering wheel and the steering wheel hub, and the steering wheel hub is clamped in a space surrounded by the two first drum brake pieces;

the first rotating shaft is clamped between two first ends, close to the two first drum brake sheets, of the two first drum brake sheets;

the first fixed shaft is clamped between the two second ends, close to the two first drum brake sheets, of the two first drum brake sheets; and

a first wire pulling rod fixedly connected with the first rotating shaft and fixedly connected with a first brake cable in the first brake system,

wherein the steering wheel arrangement is configured to: under the condition that the first brake cable is tensioned/released, the first brake cable drives the first cable pull rod and the first fixing shaft to rotate, so that the distance between the two first ends is increased/decreased, and the friction force between the two first drum brake sheets and the steering wheel is increased/decreased.

11. The vehicle chassis of claim 1, wherein the drive system includes two drive wheel assemblies and two drive assemblies coupled to the two drive wheel assemblies, respectively; wherein:

the driving wheel device comprises a driving wheel hub and a driving wheel;

the driving device includes:

a drive motor;

the power transmission assembly is connected with an output shaft of the driving motor and the driving wheel hub, and is configured to transmit power provided by the driving motor to the driving wheel hub so as to drive the driving wheel to rotate;

a third mounting plate configured to mount the drive motor on the vehicle chassis; and

a shock-absorbing assembly including a rotation shaft fixedly connected with the third mounting plate and a rotation arm connected with the rotation shaft, the rotation arm being configured to rotate with the rotation shaft as a rotation shaft,

the extending direction of the rotating shaft is perpendicular to the direction in which the power transmission assembly drives the driving wheel to rotate.

12. The vehicle chassis of claim 11, wherein the drive wheel assembly further comprises:

the two second drum brake pieces are oppositely arranged between the driving wheel and the driving wheel hub, and the driving wheel hub is clamped in a space surrounded by the two second drum brake pieces;

the second rotating shaft is clamped between two third ends, close to the two second drum brake sheets, of the two second drum brake sheets;

the second fixed shaft is clamped between two fourth ends, close to the two second drum brake sheets, of the two second drum brake sheets; and

a second wire pulling rod fixedly connected with the second rotating shaft and fixedly connected with a second brake cable of the second brake system,

wherein the drive wheel device is configured to: under the condition that the second brake cable is tensioned/released, the second brake cable drives the second cable pull rod and the second rotating shaft to rotate, so that the distance between the two third ends is increased/decreased, and the friction force between the two second drum brake sheets and the driving wheel is increased/decreased.

13. The vehicle chassis of claim 1, wherein either of the two braking systems comprises:

a power component is arranged on the base plate,

the power transmission assembly is connected with an output shaft of the power assembly;

a translation assembly coupled to the power transmission assembly, the translation assembly configured to translate under the drive of the power transmission assembly;

a power assembly coupled to the translating assembly, the power assembly configured to store energy under the urging of the translating assembly; and

a brake assembly coupled to the translation assembly and to a wheel assembly of the vehicle and configured to be pulled or released by the translation assembly,

wherein the power assembly is configured to: releasing energy and pushing the translation assembly to translate in case of power failure of a vehicle comprising the vehicle chassis, so that the brake assembly is tensioned and drives the drum brake pad in the steering system/the driving system to apply force to the steering wheel in the steering system/the driving wheel in the driving system.

14. The vehicle chassis of claim 1, wherein the electrical system comprises:

a power supply module for supplying power to the power supply module,

the first motor driving module is arranged on one side of the power supply module along a first direction and is used for controlling a power motor in the vehicle chassis;

the second motor driving module is arranged on the other side of the power supply module along the first direction and is arranged on one side of the first motor driving module in the second direction; the second motor driving module is used for controlling a steering motor and a braking motor in the vehicle chassis, and the second direction is vertical to the first direction;

the communication module is arranged on one side of the first motor driving module in the second direction and is arranged on one side of the power supply module along the first direction; and

the control module is arranged on one side of the second motor driving module close to the power supply module in the second direction,

the first motor driving module, the communication module, the second motor driving module and the control module are all electrically connected with the power supply module.

15. The vehicle chassis of claim 14, wherein the power module comprises:

a plurality of battery modules; and

a battery housing device comprising:

an accommodating cavity having an opening;

each second reinforcing rib of the plurality of second reinforcing ribs is fixed on two opposite side walls of the accommodating cavity, and the plurality of second reinforcing ribs protrude out of the opening or are flush with the opening; and

a plurality of guide rods extending from at least some of the second reinforcing ribs to a bottom wall of the accommodating cavity opposite to the opening, and fixed on the bottom wall,

the plurality of second reinforcing ribs and the accommodating cavities form a plurality of accommodating spaces for accommodating the plurality of battery modules respectively, and the plurality of battery modules are fixed in the plurality of accommodating spaces respectively.

16. A vehicle, characterized in that the vehicle comprises:

a housing; and

the vehicle chassis of any of claims 1-15, the housing cover overlying the vehicle chassis.

17. The vehicle of claim 16, further comprising at least one auxiliary wheel device and at least one second fixed block; wherein:

each of the at least one auxiliary wheel device comprises:

a wheel assembly; and

the quick-release assembly comprises a fixed seat and an elbow clamp, the fixed seat is fixedly connected with the elbow clamp, the fixed seat is detachably connected with the wheel assembly, and a rotating arm of the elbow clamp is provided with a pressing piece;

the at least one second fixing block is fixedly connected with the vehicle chassis, each second fixing block in the at least one second fixing block is provided with a groove,

wherein the vehicle is configured to: under the condition that the pressing piece of the elbow clip in the at least one auxiliary wheel device is in interference fit with the groove of the at least one second fixed block respectively, the auxiliary wheel device is connected with the vehicle chassis.

18. The vehicle of claim 17, wherein the height of the vehicle with the auxiliary wheel assemblies coupled to the vehicle chassis is a first height, and the height of the vehicle with the auxiliary wheel assemblies uncoupled from the vehicle chassis is a second height, the first height being greater than the second height.

19. The vehicle of claim 16, characterized in that:

the housing is removably overlaid over the vehicle chassis and the material of the housing comprises an elastomeric material.