WO2023092588A1 - 车轮模组、车辆底盘及用于车轮模组的控制方法 - Google Patents

车轮模组、车辆底盘及用于车轮模组的控制方法 Download PDF

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Publication number
WO2023092588A1
WO2023092588A1 PCT/CN2021/134107 CN2021134107W WO2023092588A1 WO 2023092588 A1 WO2023092588 A1 WO 2023092588A1 CN 2021134107 W CN2021134107 W CN 2021134107W WO 2023092588 A1 WO2023092588 A1 WO 2023092588A1
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Prior art keywords
steering
output shaft
wheel
wheel module
clutch
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PCT/CN2021/134107
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English (en)
French (fr)
Inventor
陈春晖
余欣
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舍弗勒技术股份两合公司
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Application filed by 舍弗勒技术股份两合公司 filed Critical 舍弗勒技术股份两合公司
Priority to PCT/CN2021/134107 priority Critical patent/WO2023092588A1/zh
Priority to CN202180102071.0A priority patent/CN117897323A/zh
Publication of WO2023092588A1 publication Critical patent/WO2023092588A1/zh

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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D5/00Power-assisted or power-driven steering
    • B62D5/04Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear

Definitions

  • the invention relates to the field of automobile manufacturing, in particular to a wheel module, a vehicle chassis with the wheel module and a control method for the wheel module.
  • the car chassis by wire is mainly composed of five systems: steering by wire, brake by wire, shift by wire, accelerator by wire and suspension by wire.
  • the wheel steering mechanism and the wheel driving mechanism of the traditional control-by-wire chassis are driven by different motors, which leads to the complexity of the mechanism design of the chassis.
  • two independent motors need to be used to drive the wheel steering mechanism and the wheel driving mechanism respectively, more The large installation space and the increase in the number of motors further amplify the risk of motor failure.
  • the object of the present invention is achieved by providing a wheel module and a vehicle chassis with the wheel module.
  • a wheel module is provided.
  • the wheel module includes: a reversing mechanism having an input shaft and an output shaft, and the reversing mechanism is configured to operatively transfer the rotational motion input by the input shaft from the Output shaft output; motor, the output shaft of the motor can be connected to the wheel hub with the wheel to drive the wheel to rotate, and the output shaft of the motor can also be connected to the input shaft of the reversing mechanism; the steering mechanism uses to realize the steering of the wheels; and a two-way clutch, which is arranged between the reversing mechanism and the steering mechanism, and is used to operatively output the output of the output shaft of the reversing mechanism to the input of the steering mechanism end.
  • the reversing mechanism comprises a hydraulic reversing system including a hydraulic clutch fixed to an output shaft of the reversing mechanism.
  • a hydraulic clutch fixed to an output shaft of the reversing mechanism.
  • the hydraulic reversing system includes a rotary output portion fixedly arranged radially outside of the hydraulic clutch. Arranging the rotation output part on the radially outer side of the hydraulic clutch can reduce the axial distance of the reversing mechanism, which is beneficial to provide a compact structure.
  • the wheel module further includes a speed-up mechanism connected between the reversing mechanism and the rotation output portion of the two-way clutch.
  • the two-way clutch includes a self-locking two-way clutch.
  • the self-locking two-way clutch can prevent yaw vibration when the wheels are braked, and improve driving safety.
  • the wheel module further includes a driving force clutch disposed between the output shaft of the motor and the hub of the wheel, the driving force clutch can be operated to selectively The driving force of the motor is transmitted to the hub of the wheel.
  • the wheel module further includes a speed change transmission mechanism connected between the two-way clutch and the steering mechanism.
  • the speed change transmission mechanism includes a hydraulic continuously variable transmission.
  • the steering mechanism includes: a steering output shaft, the input end of which is in mesh with the output shaft gear of the transmission mechanism; and a steering bracket, which is configured to It is non-rotatable and fixedly connected with the output end of the steering output shaft in a relatively non-rotatable manner.
  • a vehicle chassis includes the wheel module described in any embodiment of the present application.
  • the vehicle chassis also includes a shock absorbing mechanism connected to the vehicle control mechanism, the shock absorbing mechanism including: a swing arm connected to the steering mechanism; and a shock absorber connected to the swing arm.
  • the swing arm has a shaft portion that fits with the shaft hole portion of the steering mechanism, and a bushing is provided between the shaft hole portion and the shaft portion.
  • the shaft-shaft hole fit structure can provide higher structural strength and stability. Bushings reduce friction, prolong the life of the structure and can improve the performance of the shock absorption system, improving ride comfort.
  • control method includes: operating the two-way clutch to engage the output shaft of the reversing mechanism to the steering mechanism; and transmitting the motor torque to the steering mechanism through the reversing mechanism to realize the steering of the wheels.
  • the wheel module further includes a driving force clutch arranged between the output shaft of the motor and the hub of the wheel; and the control method further includes: starting the motor Before, operate the driving force clutch to make it in the decoupling state, so as to realize the in-situ steering of the wheels; or before starting the motor, operate the driving force clutch to make it in the engaged state, so as to realize the wheel turning while the vehicle is running .
  • control method further includes: operating the reversing mechanism to switch the steering direction of the vehicle.
  • the wheel module further includes a speed change transmission mechanism connected between the two-way clutch and the steering mechanism; and the control method further includes: operating the speed change transmission mechanism to adjust the angular velocity and/or torque at which the wheels are turned.
  • the present invention is a novel steering and driving combination module design scheme, which integrates the three functional systems of steering, braking and driving on the suspension structure.
  • the driving and steering systems share one motor, which reduces the number of motors, reduces energy consumption, reduces motor failure factors, improves the control safety of the drive-by-wire chassis, and facilitates the development of intelligence and networking. Since the core functional parts of traditional vehicles are arranged at the wheel ends, the space in the front and rear cabins is released, which is conducive to the development of a low-profile and more compact wire-control chassis, freeing up more space for the smart cabin.
  • Figure 1 is a perspective view of a part of a vehicle chassis according to the invention.
  • Fig. 2 is a sectional perspective view taken along the center line of the hub motor bracket in Fig. 1;
  • Figure 3 is a schematic perspective view of a vehicle control mechanism according to the present invention.
  • Figure 4 is a perspective view of a reversing mechanism according to an exemplary embodiment
  • Fig. 5 is an axial sectional view of the reversing mechanism shown in Fig. 4;
  • Fig. 6 is the perspective view of the power output part of the reversing mechanism shown in Fig. 4;
  • Fig. 7 is an exploded view of the power output part shown in Fig. 6;
  • Fig. 8 is an axial sectional view of the power output portion shown in Fig. 6 .
  • Fig. 1 shows a wheel module of a vehicle chassis according to the present invention, the wheel module is used to control the steering, reversing and driving of the wheels.
  • the shock absorber mechanism of the vehicle chassis is connected to the steering bracket.
  • the steering bracket includes an upper steering bracket 1 and a lower steering bracket 10, wherein the upper steering bracket 1 is provided with an inner spline portion for connecting with an outer spline at the output end of the steering output shaft 14 (see FIG. 2 ).
  • the hub motor bracket 3 for supporting the hub motor 9 and other transmission system components is arranged between the steering upper bracket 1 and the steering lower bracket 10, the steering output shaft 14 passes through the upper end of the hub motor bracket 3, and the hub motor bracket 3 and the steering Ball bowl bearings 2 are arranged between the upper brackets 1 , and the ball bowl bearings 2 are sheathed on the steering output shaft 14 .
  • the hub motor bracket 3 can rotate relative to the upper steering bracket 1.
  • the hub motor bracket 3 is also rotatably fixed to the steering lower bracket 13 through a lower ball head 16 (see FIG. 2 ).
  • the center of the lower ball head 16 is located on the axis of the steering output shaft 14, and constitutes a rotating king pin, so that the hub motor bracket 3 can rotate relative to the steering bracket.
  • the hub motor 9 is installed in the hub motor bracket 3 .
  • the output end of the hub motor 9 is connected to the hub of the wheel 15 through the driving force clutch 4 , and provides rotational driving force to the hub to drive the wheel 15 to rotate.
  • the driving force clutch 4 is operable to realize the transmission or decoupling of the driving force of the in-wheel motor 9 to the wheel 15 .
  • the output shaft 17 of the hub motor 9 transmits force to the steering output shaft 14 through the reversing transmission mechanism 8 to realize the steering of the wheels.
  • the output shaft of the in-wheel motor 9 is connected to one end of the driving force clutch 4 , and the other end of the driving force clutch 4 is connected to the planetary reducer 7 .
  • the planetary reducer 7 is used for decelerating and increasing torque to provide sufficient torque output to the wheels.
  • the wheel module can also include a brake disc 6 and a brake caliper 5 to provide braking torque to the wheel.
  • the reversing transmission mechanism 8 comprises a reversing mechanism 810, a two-way clutch 814 and a speed change transmission mechanism 815.
  • the reversing mechanism 810 is operable to switch the output direction of the power.
  • the two-way clutch 814 can transfer power in both directions or decouple to transfer power when needed.
  • the speed change transmission mechanism 815 can be used to perform deceleration or speed up operation, and adjust the angular velocity and steering torque of the wheel steering at any time as required.
  • the output shaft 17 of the hub motor 9 is connected to the input shaft 801 of the reversing mechanism 810 , so as to transmit the torque to the input shaft 801 .
  • the reversing mechanism 810 can adopt various reversing mechanisms that realize reversing operations in the transmission system.
  • the reversing mechanism 810 may be a reversing mechanism driven by hydraulic pressure.
  • the reversing mechanism 810 may include an input shaft 801 and an output shaft 802 arranged in parallel, and a first transmission mechanism for realizing co-directional transmission and for Realize the second transmission mechanism of reverse transmission.
  • the first transmission mechanism may be a belt transmission mechanism
  • the second transmission mechanism may be a bevel gear transmission mechanism.
  • a hydraulic clutch (not shown in the drawings) is mounted on the output shaft and disposed between the first transmission mechanism and the second transmission mechanism, and the hydraulic clutch is configured to be operable to selectively engage the first transmission mechanism, Or engage with the second transmission mechanism, so as to realize the change of the direction of torque transmission.
  • the reversing mechanism includes a rotary output portion 811 arranged radially outside the hydraulic clutch, and the rotary motion output by the rotary output portion 811 is transmitted to a two-way clutch 814 .
  • the reversing mechanism 1000 includes: a power input shaft 111; a first transmission member 112 and a second transmission member 113 fixedly arranged on the power input shaft 111; a power output shaft 121; The third transmission member 122 and the fourth transmission member 123 on the power output shaft 121, wherein the first transmission member 112 transmits the first torque to the third transmission member 122, and the second transmission member 113 transmits the first torque to the fourth transmission member 123 transmitting the second torque; and a clutch mechanism 124 , the clutch mechanism 124 is fixed on the power output shaft 121 and located between the third transmission member 122 and the fourth transmission member 123 .
  • the first transmission member 112 and the third transmission member 122 are transmission pulleys, and the first torque transmitted from the first transmission member 112 to the third transmission member 122 through the transmission belt 114 makes the third transmission member 122 and the first transmission
  • the members 112 rotate in the same direction; the second transmission member 113 and the fourth transmission member 123 are gears meshing with each other, so that the second torque transmitted from the second transmission member 113 to the fourth transmission member 123 can drive the fourth transmission member 123 relative to The first transmission member 112 rotates in reverse.
  • the first transmission ratio between the first transmission member 112 and the third transmission member 122 and the second transmission ratio between the second transmission member 113 and the fourth transmission member 123 may be the same or different.
  • the transmission ratio between the first transmission member 112 and the third transmission member 122 may be varied by changing the diameter of the transmission pulley.
  • the transmission ratio between the second transmission member 113 and the fourth transmission member 123 can also be changed by using gears with different numbers of teeth.
  • first transmission member 112 and the third transmission member 122 may also be set to rotate in opposite directions, while the second transmission member 113 and the fourth transmission member 123 may be set to rotate in the same direction. Specifically, it can be set according to its usage environment.
  • second transmission member 113 and the fourth transmission member 123 shown in FIG. 4 and FIG. 5 are both bevel gears, in other embodiments, they may also be other forms of gears such as cylindrical gears.
  • the third transmission member 122 is installed on the power output shaft 121 through the first bearing 1221
  • the fourth transmission member 123 is installed on the power output shaft 121 through the second bearing 1231 superior.
  • the reversing mechanism 1000 may further include a first top ring 125 against the outer end of the third transmission member 122 and a second top ring 125' against the outer end of the fourth transmission member 123, the first top ring 125 and the second top ring 125' are used to fix the position of the third transmission member 122 and the fourth transmission member 123 in the axial direction of the power output shaft to ensure the normal operation of the third transmission member 122 and the fourth transmission member 123 .
  • the clutch mechanism 124 is a hydraulic clutch mechanism
  • the hydraulic clutch mechanism includes a hydraulic cylinder block 1241 fixed to the power output shaft 121, and a hydraulic cylinder block 1241 is formed inside the hydraulic cylinder block 1241 to accommodate the first piston member.
  • a first chamber 1242 and a second chamber accommodating a second piston member 1242', the first piston member 1242 being configured to disengage or engage the third transmission member 122, and the second piston member 1242' being configured to be able to engage with the third transmission member 122
  • the fourth transmission member 123 is disengaged or engaged.
  • a first hydraulic chamber 1244 is formed on a side of the first piston member 1242 away from the third transmission member 122
  • a second hydraulic chamber 1244' is formed on a side of the second piston member 1242' away from the fourth transmission member 123.
  • the first hydraulic chamber 1244 and the second hydraulic chamber 1244' are in fluid communication with the hydraulic control mechanism (not shown) through the first fluid channel 1246 and the second fluid channel 1246' formed inside the power output shaft 121, respectively.
  • the hydraulic fluid medium is alternately pressed into the first hydraulic chamber 1244 and the second hydraulic chamber 1244', so that the internal pressure of the corresponding hydraulic chamber increases, pushing the corresponding piston member to engage with the corresponding transmission member or separation.
  • the hydraulic cylinder body 2241 can be integrally formed with the power output shaft 221 , thereby advantageously eliminating the need for sealing between the inner peripheral surface of the hydraulic cylinder body 2241 and the outer peripheral surface of the power output shaft 221 .
  • a first clutch plate 1248 is provided between the first piston member 1242 and the third transmission member 122
  • a first clutch plate 1248 is provided between the second piston member 1242 ′ and the fourth transmission member 123
  • a second clutch plate 1248' is provided.
  • the first clutch plate 1248 can be fixedly arranged on the outer end surface of the first piston member 1242 opposite to the third transmission member 122 , or fixedly arranged on the end surface of the third transmission member 122 opposite to the first piston member 1242 .
  • the second clutch plate 1248' can be fixedly arranged on the outer end surface of the second piston member 1242' opposite to the fourth transmission member 123, or fixedly arranged on the fourth transmission member 123 opposite to the second piston member 1242' on the end face.
  • the first clutch plate may include a pair of clutch plates, which are respectively fixed on the surface of the first piston member 1242 opposite to the third transmission member 122 .
  • the second clutch plate may also include a pair of clutch plates, which are respectively fixed on the surface of the second piston member 1242' opposite to the fourth transmission member 123.
  • the first chamber for accommodating the first piston member 1242 and the second chamber for accommodating the second piston member 1242 ′ are both formed as annular grooves centered on the axis of the power output shaft 121 , and the first piston member 1242 and second piston member 1242' are annular piston members.
  • the structure on the power output shaft 121 can be advantageously configured to be rotationally symmetrical, thereby facilitating smooth output of rotational power.
  • each of the first piston member 1242 and the second piston member 1242 ′ can be formed to have a plunger section and a rotationally fixed section along the axial direction of the power output shaft 121 , so that The rotation fixing section is fixed in the rotation direction relative to the hydraulic cylinder block or the power output shaft 121 through a fixing structure.
  • the outer peripheral surface of the rotating fixed section may be formed to have a structure similar to a spline or a gear, which cooperates with a corresponding structure formed on the inner surface of a corresponding part in the chamber for accommodating the piston member, so that the first piston member 1242 and the second piston member 1242 ′ are fixed in the rotational direction relative to the PTO shaft 121 , so the rotational movement of the first piston member 1242 and the second piston member 1242 ′ can drive the PTO shaft 121 to rotate.
  • annular first sealing groove is formed on the outer peripheral surface of the plunger section of the first piston member 1242 to accommodate the outer peripheral surface of the first chamber of the first piston member 1242
  • An annular second sealing groove is formed on the top, the first sealing groove corresponds to the second sealing groove in the axial direction of the power output shaft 121 , and an elastic sealing ring 1247 is arranged in the first sealing groove and the second sealing groove.
  • the first part of the elastic sealing ring 1247 is arranged in the first sealing groove
  • the second part of the elastic sealing ring 1247 is arranged in the second sealing groove.
  • annular sealing groove may also be provided on the inner peripheral surface of the first piston member 1242, and another seal groove may be provided on the corresponding position on the outer peripheral surface of the power output shaft (or the inner peripheral surface of the first chamber).
  • An annular sealing groove, and another sealing ring 1247 is set in the two sealing grooves in the same way.
  • the same sealing structure as the first piston member 1242 and the first chamber is provided between the second piston member 1242' and the wall of the second chamber.
  • the end surface of the first piston member 1242 (the end surface of the clutch in the case where a clutch plate is provided) and the third transmission member 123
  • the distance between the end surfaces was set to 0.2 mm.
  • the first piston member 1242 moves toward and engages with the third transmission member 123, and the two opposite sealing grooves where the sealing ring 1247 is installed are axially misaligned, so that the sealing ring 1247 undergoes elastic deformation.
  • the elastic restoring force of the sealing ring 1247 helps the first piston member 1242 quickly return to the depressurized state.
  • the reversing mechanism 1000 further includes a rotation output portion 1249 fixed to the power output shaft 121 .
  • the rotation output part 1249 is fixed to the radially outer side of the hydraulic cylinder block 1241 .
  • the rotation output part 1249 is integrally formed with the hydraulic cylinder block 1241 .
  • the rotation output part 1249 can have many possible forms, and in an embodiment of the present invention, the rotation output part 1249 is a gear part for meshing with internal teeth of an external driven part.
  • the reversing mechanism 1000 of the present invention can realize the reversing of the rotary motion by operating the hydraulic clutch mechanism 124 .
  • An exemplary working process is as follows.
  • the power input shaft 111 is driven by an external power source (not shown in the figure), such as through the spline portion at the right end of the power input shaft 111, to drive the power input shaft 111 to rotate clockwise, and the power input shaft 111 drives and is fixedly installed on it.
  • the first transmission member 112 and the second transmission member 113 on the top rotate clockwise.
  • the first transmission member 112 drives the third transmission part 122 to rotate clockwise, and the second transmission member 113 drives the fourth transmission part 123 to rotate counterclockwise.
  • an external power source not shown in the figure
  • the rotation output part 811 is a gear part, and transmits the rotation motion to the input end of the two-way clutch 814 through a speed increasing mechanism.
  • the speed increasing mechanism may include a shaft 803 and a first gear 812 and a second gear 813 disposed on the shaft 803 .
  • the first gear 812 meshes with the gear portion of the rotation output portion 811 of the reversing mechanism, and the second gear 813 meshes with a gear provided at the input end of the two-way clutch 814 .
  • the first gear 812 is set to have a smaller diameter than the rotation output part 811, so that the rotation speed can be increased.
  • the first gear 812 has a smaller diameter than the second gear 813, so that the linear velocity of the second gear 813 can be increased, and the rotational speed of the input end of the two-way clutch 814 meshed with the second gear 813 can be improved.
  • the two-way clutch 814 can adopt various conventional two-way clutches.
  • the two-way clutch 814 is a self-locking two-way clutch, which can suppress the yaw vibration when the wheels are braked, thereby improving the safety of the vehicle.
  • the speed change transmission mechanism 815 may include a hydraulic continuously variable transmission, which has the characteristics of fast response, facilitates the automation and intelligence of vehicle control, can flexibly perform deceleration or speed up operations, and adjust the angular velocity and steering torque of the wheel steering at any time as required .
  • the speed change transmission mechanism 815 includes an input shaft 805 and an output shaft 806 .
  • the input shaft 805 receives the rotational force from the output shaft 804 of the two-way clutch 814 , and the output shaft 806 is used to transmit the rotational force to the steering output shaft 14 .
  • the output shaft 806 can, for example, mesh with the steering output shaft 14 through a gear to transmit rotational force.
  • the output shaft 806 is caused to rotate around the steering output shaft 14 due to the reaction force, thereby driving the motor bracket 3 Rotate to realize the steering function of the wheels.
  • the damping mechanism of the vehicle chassis includes an upper swing arm 12 connected to the upper steering bracket 1 , a lower swing arm 13 connected to the lower steering bracket 10 and a shock absorber 11 connected to the lower swing arm 12 .
  • the upper swing arm 12 and the lower swing arm 13 are used to constrain the rotational movement of the steering bracket so that it cannot rotate.
  • the front ends of the upper swing arm 12 and the lower swing arm 13 form a transverse shaft portion, which fits with shaft holes formed in the upper steering bracket 1 and the lower steering bracket 10 respectively.
  • the shaft-shaft hole matching structure according to the embodiment of the present invention can provide higher structural strength and stability.
  • a bushing is provided between the inner surface of the shaft hole and the outer surface of the shaft to reduce friction, prolong the structural life, improve the performance of the shock absorbing system, and improve ride comfort.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

一种车轮模组,包括:换向机构(810),具有输入轴(801)和输出轴(802),并且换向机构配置成可操作地将输入轴输入的旋转运动以相同或相反的旋转方向由输出轴输出;电机(9),电机的输出轴(17)能够被连接到车轮轮毂以驱动车轮转动,并且电机的输出轴还能够被连接到换向机构的输入轴(801);转向机构(815),用于实现车轮的转向;双向离合器(814),其设置在换向机构与转向机构之间,用于将换向机构的输出轴(802)的输出可操作地输出至转向机构的输入端(805)。一种车辆底盘以及车轮模组的控制方法也被公开。

Description

车轮模组、车辆底盘及用于车轮模组的控制方法 技术领域
本发明涉及汽车制造领域,尤其涉及一种车轮模组、具有这种车轮模组的车辆底盘以及车轮模组的控制方法。
背景技术
在汽车智能驾驶技术不断突破的背景下,线控底盘将成为智能驾驶车辆必不可少的核心技术产品之一。汽车线控底盘主要由线控转向、线控制动、线控换挡、线控油门以及线控悬挂五大系统组成。传统的汽车线控底盘的车轮转向机构和车轮驱动机构分别由不同的电机驱动,导致底盘的机构设计复杂,此外由于需要使用两个独立的电机分别驱动车轮转向机构和车轮驱动机构,因此需要更大的安装空间,并且电机数量增多使得电机失效的风险进一步被放大。
目前需要一种新型的线控底盘设计,以简化结构、节约空间并提高可靠性。
发明内容
本发明的目的是通过提供一种车轮模组和具有这种车轮模组的车辆底盘实现的。
根据本发明的一个方面,提供了一种车轮模组。
根据一个示例性的实施例,车轮模组包括:换向机构,具有输入轴和输出轴,并且所述换向机构配置成可操作地将输入轴输入的旋转运动以相同或相反的旋转方向由输出轴输出;电机,所述电机的输出轴能够被连接到与车轮的轮毂以驱动车轮转动,并且所述电机的输出轴还能够被连接到所述换向机构的输入轴;转向机构,用于实现车轮的转向;和双向离合器,其设置在所述换向机构与所述转向机构之间,用于将所述换向机构的输出轴的输出可操作地输出至所述转向机构的输入端。通过将电机的输出同时传递给轮毂和车轮转向控制机构,能够使用一个电机同时控制车辆的驱动 和转向功能。
根据另一示例性的实施例,所述换向机构包括液压换向系统,所述液压换向系统包括固定到所述换向机构的输出轴的液压离合器。通过采用液压离合器,能够提高换向机构的响应速度,提高使用寿命。
根据进一步优选的实施例,所述液压换向系统包括固定设置在所述液压离合器径向外侧的旋转输出部。将旋转输出部设置在液压离合器径向外侧,能够减小换向机构的轴向距离,有利于提供紧凑的结构。
根据又一示例性的实施例,所述车轮模组还包括连接于所述换向机构和所述双向离合器的旋转输出部之间的增速机构。通过提供增速机构,能够增加转向的反应灵敏度。
根据又一示例性的实施例,所述双向离合器包括自锁式双向离合器。自锁式双向离合器能够在车轮制动时防止偏摆抖动,提高行车安全性。
根据又一示例性的实施例,所述车轮模组还包括设置在所述电机的输出轴与所述车轮的轮毂之间的驱动力离合器,所述驱动力离合器能够被操作以选择性地将所述电机的驱动力传递至所述车轮的轮毂。
根据又一示例性的实施例,所述车轮模组还包括连接于所述双向离合器与所述转向机构之间的变速传动机构。根据一个优选的实施例,所述变速传动机构包括液压无级变速器。通过提供液压无级变速器,便于实现车辆控制的自动化和智能化,能够灵活地进行降速或增速操作,根据需要随时调整车轮转向的角速度和转向扭矩。
根据又一示例性的实施例,所述转向机构包括:转向输出轴,所述转向输出轴的输入端与所述变速传动机构的输出轴齿轮啮合;和转向支架,所述转向支架被设置为不可旋转并且与所述转向输出轴的输出端以不能相对旋转的方式固定连接。
根据本发明的另一方面,提供了一种车辆底盘,所述车辆底盘包括本申请的任一实施例所述的车轮模组。车辆底盘还包括连接到所述车辆控制机构的减震机构,所述减震机构包括:连接到所述转向机构的摆臂;和连接到所述摆臂的减震器。所述摆臂具有与所述转向机构的轴孔部配合的轴部,并在轴孔部与轴部之间设有衬套。与传统的球头连接结构相比,轴-轴 孔配合结构能够提供更高的结构强度和稳定性。衬套可以减小摩擦,延长结构寿命并能够提高减震系统的表现,提高乘坐舒适性。
根据本发明的又一方面,提供了一种用于前述实施例所述的车轮模组的控制方法。
根据一个示例性的实施例,所述控制方法包括:操作双向离合器,使换向机构的输出轴接合到转向机构;和电机扭矩通过所述换向机构传递给转向机构以实现车轮的转向。
根据另一示例性的实施例,其中,所述车轮模组还包括设置在所述电机的输出轴与所述车轮的轮毂之间的驱动力离合器;并且所述控制方法还包括:在启动电机之前,操作所述驱动力离合器使其处于解耦状态,以实现车轮的原地转向;或者在启动电机之前,操作所述驱动力离合器使其处于接合状态,以在车辆行驶过程中实现车轮转向。
根据又一示例性的实施例,所述控制方法还包括:操作所述换向机构,以切换车辆转向的方向。
根据又一示例性的实施例,其中,所述车轮模组还包括连接于所述双向离合器与所述转向机构之间的变速传动机构;并且所述控制方法还包括:操作所述变速传动机构以调整车轮转向的角速度和/或转矩。
本发明是一种新型的转向与驱动组合模块设计方案,将转向,制动,驱动三大功能系统集成在该悬架结构上。除此之外,驱动和转向系统共用一个电机,减少了电机数量,降低能耗,减少电机失效因子,提高线控底盘控制安全性,助力智能化,网联化的发展。由于把传统车辆核心功能件都布置在轮端,前后舱的空间便释放出来,有利于开发低轮廓且布置更为紧凑的线控底盘,为智能乘坐舱腾出更多空间。
附图说明
下面将结合以下附图对本发明的换向机构的实施例进行说明,其中:
图1是根据本发明的车辆底盘的一部分的透视图;
图2是沿图1中轮毂电机支架中线截取的剖视透视图;
图3是根据本发明的车辆控制机构的示意性透视图;
图4是根据一个示例性实施例的换向机构的透视图;
图5是图4所示换向机构的轴向剖视图;
图6是图4所示换向机构的动力输出部分的透视图;
图7是图6所示动力输出部分的分解图;
图8是图6所示动力输出部分的轴向剖视图。
具体实施方式
下面将结合图1至3对本发明的示例性实施例进行详细的说明。
图1示出了根据本发明的车辆底盘的车轮模组,车轮模组用于对车轮的转向、换向和驱动进行控制。如图所示,车辆底盘的减震机构连接转向支架。转向支架包括转向上支架1和转向下支架10,其中,转向上支架1设有内花键部,用于与转向输出轴14(见图2)的输出端的外花键连接。用于支撑轮毂电机9及其他传动系统部件的轮毂电机支架3设置在转向上支架1和转向下支架10之间,转向输出轴14穿过轮毂电机支架3的上端,并且轮毂电机支架3与转向上支架1之间设有滚珠碗组轴承2,滚珠碗组轴承2套设于转向输出轴14。通过滚珠碗组轴承2,轮毂电机支架3可相对于转向上支架1转动。轮毂电机支架3还通过下球头16(见图2)可转动地固定到转向下支架13。下球头16的中心位于转向输出轴14的轴线上,构成转动主销,使得轮毂电机支架3能够相对于转向支架转动。
轮毂电机9安装在轮毂电机支架3内。一方面,轮毂电机9的输出端通过驱动力离合器4连接到车轮15的轮毂,向轮毂提供旋转驱动力以驱动车轮15旋转。驱动力离合器4可操作,以实现轮毂电机9对车轮15的驱动力的传递或解耦。另一方面,轮毂电机9的输出轴17通过换向传动机构8将力传递给转向输出轴14,以实现车轮的转向。
如图1所示,轮毂电机9的输出轴与驱动力离合器4的一端连接,驱动力离合器4的另一端连接到行星减速器7。行星减速器7用于减速和增加扭矩,以向车轮提供足够的扭矩输出。此外,车轮模组还可包括制动盘6和制动卡钳5,以向车轮提供制动扭矩。
如图3所示,换向传动机构8包括换向机构810、双向离合器814和 变速传动机构815。换向机构810可操作,以切换动力的输出方向。双向离合器814可在双方向上传递动力或解耦,以便在需要时传递动力。变速传动机构815可用于执行降速或增速操作,根据需要随时调整车轮转向的角速度和转向扭矩。如图2和图3所示,轮毂电机9的输出轴17与换向机构810的输入轴801连接,从而将扭矩传递给输入轴801。
换向机构810可采用在传动系统中实现换向操作的各种换向机构。根据本发明的一个实施例,换向机构810可以是由液压驱动的换向机构。根据一个优选的实施例,换向机构810可包括平行设置的输入轴801和输出轴802,并在输入轴801和输出轴802之间提供用于实现同向传动的第一传动机构和用于实现反向传动的第二传动机构。如图3所示,第一传动机构可以是带传动机构,第二传动机构可以是锥齿轮传动机构。液压离合器(图中未示出)安装在输出轴上并设置在第一传动机构和第二传动机构之间,并且液压离合器被配置为能够被操作,以选择性地与第一传动机构接合,或与第二传动机构接合,从而实现扭矩传递方向的改变。根据进一步优选的实施例,换向机构包括设置在液压离合器的径向外侧的旋转输出部811,旋转输出部811输出的旋转运动被传递至双向离合器814。
下面将结合图4至图8对根据本发明的换向机构的一个非限定性的实施例进行详细的说明。
如图4和图5所示,换向机构1000包括:动力输入轴111;固定设置在动力输入轴111上的第一传动构件112和第二传动构件113;动力输出轴121;可旋转地设置在所述动力输出轴121上的第三传动构件122和第四传动构件123,其中,第一传动构件112向第三传动构件122传递第一扭矩,第二传动构件113向第四传动构件123传递第二扭矩;和离合机构124,所述离合机构124固定在动力输出轴121上并位于第三传动构件122和第四传动构件123之间。
在该实施例中,第一传动构件112和第三传动构件122为传动带轮,第一传动构件112通过传动带114向第三传动构件122传递的第一扭矩使第三传动构件122与第一传动构件112同向旋转;第二传动构件113和第四传动构件123为相互啮合的齿轮,从而第二传动构件113向第四传动构 件123传递的第二转矩可驱动第四传动构件123相对于第一传动构件112反向旋转。
根据该实施例,第一传动构件112和第三传动构件122之间的第一传动比与第二传动构件113和第四传动构件123之间的第二传动比可以相同,也可以不同。例如,可以通过改变传动带轮的直径改变第一传动构件112和第三传动构件122之间的传动比。类似地,采用具有不同齿数的齿轮也可以改变第二传动构件113与第四传动构件123之间的传动比。
在未示出的其他实施例中,也可以将第一传动构件112与第三传动构件122设置为反向旋转,而将第二传动构件113与第四传动构件123设置为同向旋转。具体可根据其使用环境加以设定。此外,虽然图4和图5中所示的第二传动构件113和第四传动构件123均为锥齿轮,但在其他实施方式中,它们也可以是圆柱齿轮等其他形式的齿轮。
在本发明的示例性实施例中,如图7所示,第三传动构件122通过第一轴承1221安装在动力输出轴121上,第四传动构件123通过第二轴承1231安装在动力输出轴121上。在进一步优选的实施例中,换向机构1000还可包括抵靠第三传动构件122外端的第一顶环125和抵靠第四传动构件123外端的第二顶环125’,第一顶环125和第二顶环125’用于固定第三传动构件122和第四传动构件123在动力输出轴的轴向方向上的位置,以确保第三传动构件122和第四传动构件123的正常工作。
根据该实施例,所述离合机构124为液压离合机构,所述液压离合机构包括固定到所述动力输出轴121的液压缸体1241,并且所述液压缸体1241内形成有容纳第一活塞构件1242的第一腔室和容纳第二活塞构件1242’的第二腔室,第一活塞构件1242被配置成能够与第三传动构件122分离或接合,第二活塞构件1242’被配置成能够与第四传动构件123分离或接合。
具体地,在第一活塞构件1242的背离第三传动构件122的一侧形成第一液压腔1244,在第二活塞构件1242’的背离第四传动构件123的一侧形成第二液压腔1244’,第一液压腔1244和第二液压腔1244’分别通过形成于动力输出轴121内部的第一流体通道1246和第二流体通道1246’与液 压控制机构(图中未示出)流体连通。在液压控制机构的控制下,第一液压腔1244和第二液压腔1244’中交替地压入液压流体介质,使得相应液压腔的内压增大,推动相应的活塞构件与对应的传动构件接合或分离。
进一步优选地,如图8所示,液压缸体2241可与动力输出轴221一体形成,从而能够有利地消除对于液压缸体2241的内周表面与动力输出轴221的外周表面之间密封的需求。
进一步优选地,如图7和图8所示,在第一活塞构件1242与第三传动构件122之间设有第一离合片1248,在第二活塞构件1242’与第四传动构件123之间设有第二离合片1248’。第一离合片1248可固定设置在第一活塞构件1242的与第三传动构件122相对的外端面上,或固定设置在第三传动构件122的与第一活塞构件1242相对的端面上。类似地,第二离合片1248’可固定设置在第二活塞构件1242’的与第四传动构件123相对的外端面上,或固定设置在第四传动构件123的与第二活塞构件1242’相对的端面上。在一个未示出的实施例中,所述第一离合片可包括一对离合片,分别固定设置在第一活塞构件1242与第三传动构件122相对的表面上。所述第二离合片也可包括一对离合片,分别固定设置在第二活塞构件1242’与第四传动构件123相对的表面上。
进一步优选地,容纳第一活塞构件1242的第一腔室和容纳第二活塞构件1242’的第二腔室均被形成为以动力输出轴121的轴线为中心的环形槽,第一活塞构件1242和第二活塞构件1242’均为环形活塞构件。通过这种方式,动力输出轴121上的结构能够被有利地构造为旋转对称,从而有利于旋转动力的平稳输出。
进一步优选地,如图7所示,第一活塞构件1242和第二活塞构件1242’中的每一个活塞构件可形成为沿动力输出轴121的轴向方向具有柱塞段和旋转固定段,所述旋转固定段通过固定结构相对于液压缸体或动力输出轴121在旋转方向上固定。具体而言,所述旋转固定段的外周表面可形成为具有类似花键或齿轮的结构,与容纳活塞构件的腔室中的对应部分的内表面上形成的对应结构配合,使得第一活塞构件1242和第二活塞构件1242’相对于动力输出轴121在旋转方向上固定,因此第一活塞构件1242 和第二活塞构件1242’的旋转运动能够带动动力输出轴121旋转。
进一步优选地,如图8的右侧部分所示,第一活塞构件1242的柱塞段的外周面上形成有环形的第一密封槽,容纳第一活塞件1242的第一腔室的外周面上形成环形的第二密封槽,第一密封槽与第二密封槽在动力输出轴121的轴向方向上位置对应,一弹性密封圈1247设置在第一密封槽和第二密封槽内。具体而言,所述弹性密封圈1247的第一部分设置在所述第一密封槽内,弹性密封圈1247的第二部分设置在第二密封槽内。通过以这种方式设置密封圈,不仅能够实现液压腔的流体密封,同时能够在液压腔泄压后,利用密封圈自身的弹性恢复力帮助活塞构件复位。
如图8所示,还可以在第一活塞构件1242的内周面设置环形的密封槽,并在动力输出轴的外周表面(或第一腔室的内周面)上的对应位置上设置另一环形的密封槽,另一密封圈1247以同样的方式设置在这两个密封槽内。
根据优选的实施例,如图8的左侧部分所示,在第二活塞构件1242’及第二腔室的壁之间提供与第一活塞构件1242和第一腔室相同的密封结构。
在一个示例性的实施例中,在第一液压腔1244的泄压状态下,第一活塞构件1242的端面(在设有离合片的情况下,为离合器的端面)与第三传动构件123的端面(在设有离合片的情况下,为离合器的端面)之间的距离被设定为0.2mm。在对第一液压腔1244加压的状态下,第一活塞构件1242朝向第三传动构件123移动并与之接合,安装密封圈1247的两个相对的密封槽在轴向上错位,使得密封圈1247发生弹性变形。在加压状态解除时,密封圈1247自身的弹性恢复力有助于第一活塞构件1242迅速复位至泄压状态。
在该实施例中,所述换向机构1000还包括固定到动力输出轴121的旋转输出部1249。在一个优选的实施方式中,如图7和图8所示,旋转输出部1249固定到液压缸体1241的径向外侧。在进一步优选的实施方式中,旋转输出部1249与液压缸体1241一体形成。旋转输出部1249可具有多种可能的形式,在本发明的实施例中,所述旋转输出部1249为齿轮部,用 于与外部被驱动部件的内齿相啮合。
在该实施例中,本发明的换向机构1000可通过操作液压离合机构124实现旋转运动的换向。示例性的工作过程如下。
如图1所示,动力输入轴111由外部动力源(图中未示出)例如通过动力输入轴111右端的花键部带动动力输入轴111顺时针旋转,动力输入轴111带动固定安装在其上的第一传动构件112和第二传动构件113顺时针旋转。第一传动构件112带动第三传动部件122顺时针旋转,第二传动构件113带动第四传动部件123逆时针旋转。如图5所示,液压控制机构(图中未示出)通过第一流体通道1246向第一液压腔1244加压,同时通过第二流体通道1246’对第二液压腔1244’泄压时,第一活塞构件1242向右侧移动,通过离合片与第三传动构件122接合,同时第二活塞构件1242’保持与第四传动构件123分离。当第一活塞构件1242与第三传动构件122接合后,第三传动构件122带动第一活塞构件1242顺时针旋转,第一活塞构件1242带动液压缸体1241顺时针旋转,此时旋转输出部1249顺时针旋转。反之,当液压控制机构通过第二流体通道1246’向第二液压腔1244’加压,同时通过第一流体通道1246对第一液压腔1244泄压时,第二活塞构件1242’向左侧移动,通过离合片与第四传动构件123接合,同时第一活塞构件1242保持与第三传动构件122分离。当第二活塞构件1242’与第四传动构件123接合后,第四传动构件123带动第二活塞构件1242’逆时针旋转,第二活塞构件242’带动液压缸体241逆时针旋转,此时旋转输出部249逆时针旋转。
接下来继续对根据本发明的车轮模组进行说明。
根据一个优选的实施例,所述旋转输出部811为齿轮部,并通过一增速机构将旋转运动传递至双向离合器814的输入端。增速机构可包括轴803和设置在轴803上的第一齿轮812和第二齿轮813。第一齿轮812与换向机构的旋转输出部811的齿轮部啮合,第二齿轮813与设置在双向离合器814的输入端的齿轮啮合。为了实现增速功能,第一齿轮812被设置成相对于旋转输出部811具有较小的直径,从而能够提高转速。此外,第一齿轮812相对于第二齿轮813同样具有较小的直径,从而能够提高第二齿 轮813的线速度,提高与第二齿轮813啮合的双向离合器814的输入端的转速。
双向离合器814可采用各种常规的双向离合器。在一个优选的实施例中,双向离合器814为自锁式双向离合器,能够抑制车轮制动时的偏摆抖动,从而提高车辆行驶的安全性。
变速传动机构815可包括液压无级变速器,其具有响应快等特点,便于实现车辆控制的自动化和智能化,能够灵活地进行降速或增速操作,根据需要随时调整车轮转向的角速度和转向扭矩。变速传动机构815包括输入轴805和输出轴806。输入轴805接收来自双向离合器814的输出轴804的旋转力,输出轴806用于将旋转力传递给转向输出轴14。输出轴806例如可与转向输出轴14通过齿轮啮合,以传递旋转力。由于转向输出轴14被约束在电机支架上且上端被转向上支架1固定(例如通过花键)而不可旋转,导致输出轴806因反作用力而绕转向输出轴14的周围转动,从而带动电机支架3转动,实现车轮的转向功能。
根据本发明的一个实施例,车辆底盘的减震机构包括连接到转向上支架1的上摆臂12、连接到转向下支架10的下摆臂13和连接到下摆臂12的减震器11。上摆臂12和下摆臂13用于约束转向支架的旋转运动,使之不可转动。根据一个实施例,上摆臂12和下摆臂13的前端形成横向的轴部,分别与形成在转向上支架1和转向下支架10中的轴孔部配合。与传统的采用球头连接结构相比,根据本发明的实施例的轴-轴孔配合结构能够提供更高的结构强度和稳定性。在进一步优选的实施例中,在轴孔的内表面与轴的外表面之间还设有衬套,以减小摩擦,延长结构寿命并能够提高减震系统的表现,提高乘坐舒适性。
根据本发明的优选实施例的车轮模组的工作原理如下:
当轮毂电机9工作时,通过驱动力离合器4将动力传递到车轮15上,实现车辆的行驶功能;通过换向传动机构8将动力传递至转向机构,实现转向功能;当车速为零、原地转向时,驱动力离合器4处于解耦状态,动力传递不到车轮上,但换向传动机构8中的双向离合器814处于接合状态,转向系统工作;车辆直线行驶时,驱动力离合器4处于接合状态,换向传 动机构8中的双向离合器814处于解耦状态,同时可进一步提供自锁功能,以保证车轮直线行驶的能力;当车辆在行驶过程中需要转向时,驱动力离合器4和换向传动机构8都处于接合状态;车轮15的转向方向可以通过换向传动机构8中的换向机构随时切换,车轮15转向的角速度和/或转矩可通过换向传动机构8中的变速传动机构815根据需求随时调整。
虽然在上述说明中示例性地描述了可能的实施例,但是应该理解,仍然通过所有已知的和此外技术人员容易想到的技术特征和实施方式的组合存在大量实施例的变化。此外还应该理解,示例性的实施方式仅仅作为一个例子,这种实施例绝不以任何形式限制本发明的保护范围、应用和构造。通过前述说明更多地是向技术人员提供一种用于转化至少一个示例性实施方式的技术指导,其中,只要不脱离权利要求书的保护范围,便可以进行各种改变,例如使用其他形式的形状配合式连接。
附图标记列表
1    转向上支架
2    滚珠碗组轴承
3    轮毂电机支架
4    驱动力离合器
5    卡钳
6    制动盘
7    行星减速器
8    换向传动机构
9    轮毂电机
10   转向下支架
11   减震器
12   上摆臂
13   下摆臂
14   转向输出轴
15   车轮
16   下球头
17   电机输出轴
801  换向机构输入轴
802  换向机构输出轴
803  增速机构的轴
804  双向离合器的输出轴
805  变速传动机构的输入轴
806  变速传动机构的输入轴
810  换向机构
811  换向机构的旋转输出部
812  增速机构的第一齿轮
813  增速机构的第二齿轮
814    双向离合器
815    变速传动机构
1000   传动机构
111    动力输入轴
112    第一传动构件
113    第二传动构件
114    传动带
121    动力输出轴
122    第三传动构件
123    第四传动构件
124    离合机构
125    第一顶环
125’  第二顶环
1221   第一轴承
1231   第二轴承
1241   液压缸体
1242   第一活塞构件
1242’ 第二活塞构件
1244   第一液压腔
1244’ 第二液压腔
1246   第一流体通道
1246’ 第二流体通道
1247   密封圈
1248   第一离合片
1248’ 第二离合片
1249   旋转输出部

Claims (14)

  1. 一种车轮模组,包括:
    换向机构,具有输入轴和输出轴,并且所述换向机构配置成可操作地将输入轴输入的旋转运动以相同或相反的旋转方向由输出轴输出;
    电机,所述电机的输出轴能够被连接到与车轮的轮毂以驱动车轮转动,并且所述电机的输出轴还能够被连接到所述换向机构的输入轴;
    转向机构,用于实现车轮的转向;和
    双向离合器,其设置在所述换向机构与所述转向机构之间,用于将所述换向机构的输出轴的输出可操作地输出至所述转向机构的输入端。
  2. 根据权利要求1所述的车轮模组,其中,所述换向机构包括液压换向系统,所述液压换向系统包括固定到所述换向机构的输出轴的液压离合器。
  3. 根据权利要求2所述的车轮模组,其中,所述液压换向系统包括固定设置在所述液压离合器径向外侧的旋转输出部。
  4. 根据权利要求3所述的车轮模组,其中,所述车轮模组还包括连接于所述换向机构和所述双向离合器的旋转输出部之间的增速机构。
  5. 根据权利要求1所述的车轮模组,其中,所述双向离合器包括自锁式双向离合器。
  6. 根据权利要求1所述的车轮模组,其中,所述车轮模组还包括设置在所述电机的输出轴与所述车轮的轮毂之间的驱动力离合器,所述驱动力离合器能够被操作以选择性地将所述电机的驱动力传递至所述车轮的轮毂。
  7. 根据权利要求1所述的车轮模组,其中,所述车轮模组还包括连接 于所述双向离合器与所述转向机构之间的变速传动机构。
  8. 根据权利要求7所述的车轮模组,其中,所述变速传动机构包括液压无级变速器。
  9. 根据权利要求7所述的车轮模组,其中,所述转向机构包括:
    转向输出轴,所述转向输出轴的输入端与所述变速传动机构的输出轴齿轮啮合;和
    转向支架,所述转向支架被设置为不可旋转并且与所述转向输出轴的输出端以不能相对旋转的方式固定连接。
  10. 一种车辆底盘,包括权利要求1至9中任一项所述的车轮模组,其中,所述车辆底盘还包括连接到所述车辆控制机构的减震机构,所述减震机构包括:
    连接到所述转向机构的摆臂;和
    连接到所述摆臂的减震器,
    其中,所述摆臂具有与所述转向机构的轴孔部配合的轴部,并在轴孔部与轴部之间设有衬套。
  11. 一种用于权利要求1至5中任一项所述的车轮模组的控制方法,包括:
    操作双向离合器,使换向机构的输出轴接合到转向机构;和
    电机扭矩通过所述换向机构传递给转向机构以实现车轮的转向。
  12. 根据权利要求11所述的控制方法,其中,所述车轮模组还包括设置在所述电机的输出轴与所述车轮的轮毂之间的驱动力离合器;并且
    所述控制方法还包括:
    在启动电机之前,操作所述驱动力离合器使其处于解耦状态,以实现车轮的原地转向;或者
    在启动电机之前,操作所述驱动力离合器使其处于接合状态,以在车辆行驶过程中实现车轮转向。
  13. 根据权利要求11所述的控制方法,还包括:
    操作所述换向机构,以切换车辆转向的方向。
  14. 根据权利要求11所述的控制方法,其中,所述车轮模组还包括连接于所述双向离合器与所述转向机构之间的变速传动机构;并且
    所述控制方法还包括:操作所述变速传动机构以调整车轮转向的角速度和/或转矩。
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