CN211336160U

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

Info

Publication number: CN211336160U
Application number: CN201921742212.1U
Authority: CN
Inventors: 毛烁源; 王裕宁; 秦宇迪; 邹远棘; 侯之超
Original assignee: Tsinghua University
Current assignee: Tsinghua University
Priority date: 2019-10-17
Filing date: 2019-10-17
Publication date: 2020-08-25
Anticipated expiration: 2029-10-17

Abstract

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

Description

In-wheel steering structure based on distributed hub driving

Technical Field

The application relates to the technical field of automobiles, in particular to an in-wheel steering structure based on distributed wheel hub driving.

Background

The hub motor integrates the motor in the hub, and compared with centralized driving, the distributed driving mode with the hub motor as a power source has obvious advantages. The hub motor can transmit the torque to the driving wheel only by one hub reduction mechanism at most, thereby greatly simplifying a transmission chain and effectively reducing the failure rate of a transmission system. A very short drive train will also effectively improve the mechanical efficiency of the powertrain.

The existing steering system generally adopts a hydraulic boosting mode to change the direction of wheels. The hydraulic power-assisted steering system is complex in structure, wheels are affected by the guide mechanism, the maximum rotation angle is 45 degrees, and the flexibility of the vehicle is reduced. How to increase the rotation angle range of the wheel is an urgent problem to be solved.

SUMMERY OF THE UTILITY MODEL

In view of the above, it is necessary to provide an in-wheel steering structure based on distributed hub driving, which can improve the range of the rotation angle of the wheel.

An in-wheel steering structure based on distributed hub drive includes a first damping system and a steering system. The first damping system is used for being connected with a wheel. The steering system comprises a steering support, a first mounting plate, a second mounting plate, a first steering bearing, a second steering bearing, a steering main pin, a steering frame and a steering engine. The first vibration reduction system is rotatably connected to the steering bracket. The first mounting plate and the second mounting plate are arranged on one side, away from the first vibration reduction system, of the steering support. The first mounting plate and the second mounting plate are arranged oppositely along a first direction. And a first mounting groove is formed on the surface of the first mounting plate, which is close to the second mounting plate. And a second mounting groove is formed on the surface, close to the first mounting plate, of the second mounting plate.

The first steering bearing includes a first inner ring and a first outer ring. The first outer ring is fixed to the first mounting groove. The second steering bearing includes a second inner ring and a second outer ring. The second outer ring is fixed to the second mounting groove. The kingpin includes a first end and a second end. The first end is fixedly connected with the first inner ring. The second end is connected with the second inner ring. The surface of the steering main pin at the first end is provided with a mounting hole. One end of the bogie is connected with the kingpin. The other end of the bogie is used for being connected with a frame.

The steering engine comprises a rotor and a stator. The steering engine is an outer rotor motor. The rotor is fixed to the surface of the steering bracket near the first steering bearing. The stator is mounted to the mounting hole. The steering engine drives the wheels to steer through the steering support and the first vibration reduction system.

In one embodiment, the distributed hub drive-based in-wheel steering arrangement further comprises a second damping system. The second vibration damping system is arranged between the bogie and the frame. And the second vibration reduction system further reduces the vertical vibration of the frame through rotation.

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

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

In one embodiment, the connecting rod further comprises a first reinforcing rod and a second reinforcing rod. The first reinforcing rod is connected between the first supporting rod and the second supporting rod. And one end of the second supporting column is fixedly connected with the steering main pin. The other end of the second supporting column is fixedly connected with the midpoint of the first reinforcing rod. The second reinforcing rod is connected between the third supporting rod and the fourth supporting rod. And one end of the third support column is fixedly connected with the steering main pin. The other end of the third supporting column is fixedly connected with the midpoint of the second reinforcing rod.

In one embodiment, the first damping system includes a first linkage including a first cross arm. The first cross arm is arranged on the surface of the wheel close to the steering support. And the second cross arm and the third cross arm are oppositely arranged in parallel at intervals along the second direction. The second direction is perpendicular to the first direction. The second cross arm and the third cross arm are respectively connected between the first cross arm and the steering support in a rotating mode. The first cross arm, the second cross arm, the third cross arm, and the steering bracket constitute a four-link mechanism.

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

In one embodiment, the first vibration damping system further comprises a second linkage, the first linkage being spaced apart from and opposing the second linkage along the first direction.

In one embodiment, the second vibration damping system further comprises four sets of cantilever mechanisms respectively disposed between the connecting rod and the frame.

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

In one embodiment, the distributed hub drive based in-wheel steering arrangement further comprises a plurality of positioning lugs. The positioning lugs are arranged on the surface of the first mounting plate far away from the second mounting plate. The rotor is fixedly connected with the positioning lugs.

In one embodiment, the kingpin is hollow, reducing mass.

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

An in-wheel steering structure based on distributed hub drive includes a first damping system and a steering system. The first damping system is used for being connected with a wheel. The steering system comprises a steering support, a steering main pin, a first mounting plate, a second mounting plate, a first steering bearing, a second steering bearing and a steering frame.

The first vibration reduction system is rotatably connected to the steering bracket. The steering main pin is fixedly connected to one side, far away from the first vibration damping system, of the steering support. The kingpin includes a first end and a second end. The surface of the steering main pin at the first end is provided with a mounting hole. The first mounting plate and the second mounting plate are respectively arranged on one side, away from the first vibration reduction system, of the steering support. The first mounting plate and the second mounting plate are arranged at two ends of the steering main pin at opposite intervals. And a first mounting groove is formed on the surface of the first mounting plate, which is close to the second mounting plate. And a second mounting groove is formed on the surface, close to the first mounting plate, of the second mounting plate.

The first steering bearing includes a first inner ring and a first outer ring. The first outer ring is fixed to the first mounting groove. The first end is fixedly connected with the first inner ring. The second steering bearing includes a second inner ring and a second outer ring. The second outer ring is fixed to the second mounting groove. The second end is connected with the second inner ring. The first mounting plate and the second mounting plate are fixedly connected with the bogie and the steering main pin. And one end of the bogie, which is far away from the first mounting plate and the second mounting plate, is used for being connected with a frame. The steering engine comprises a rotor and a stator. The steering engine is an inner rotor motor. The stator is fixed on the surface of the first mounting plate. The rotor is fixedly connected with the steering main pin through the mounting hole.

The distributed hub drive-based in-wheel steering structure provided by the embodiment of the application comprises a first vibration reduction system and a steering system. The first damping system is used for being connected with a wheel. The steering system comprises a steering support, a first mounting plate, a second mounting plate, a first steering bearing, a second steering bearing, a steering main pin, a steering frame and a steering engine. The first mounting plate and the second mounting plate are arranged on one side, away from the first vibration reduction system, of the steering support. The first mounting plate and the second mounting plate are arranged oppositely along a first direction. And a first mounting groove is formed on the surface of the first mounting plate, which is close to the second mounting plate. And a second mounting groove is formed on the surface, close to the first mounting plate, of the second mounting plate. The first steering bearing includes a first inner ring and a first outer ring. The first outer ring is fixed to the first mounting groove. The second steering bearing comprises a second inner ring and a second outer ring, and the second outer ring is fixed to the second mounting groove. The kingpin includes a first end and a second end. The first end is fixedly connected with the first inner ring, and the second end is connected with the second inner ring. The surface of the steering main pin at the first end is provided with a mounting hole. One end of the bogie is connected with the steering main pin, and the other end of the bogie is used for being connected with a frame. The steering engine comprises a rotor and a stator. The rotor is fixed on the surface of the steering support close to the first steering bearing, the stator is fixedly connected with the first inner ring, and the steering engine drives the wheels to steer through the steering support and the first vibration reduction system.

The stator is connected to a vehicle body through the first inner ring, the kingpin, and the bogie. The rotor drives the first outer ring to rotate relative to the first inner ring, and then drives the steering support to rotate. The steering support transmits the rotating torque to the wheels through the damping system to drive the wheels to steer. Because the first mounting plate and the second mounting plate are arranged on one side of the steering bracket, which is far away from the first vibration reduction system. The maximum rotation angle of the steering support is 180 degrees, and further the maximum rotation angle of the wheels is 180 degrees. Therefore, the in-wheel steering structure based on distributed hub driving improves the range of the rotation angle of the wheel, and further improves the flexibility of the vehicle.

Drawings

FIG. 1 is a schematic illustration of the distributed hub drive based in-wheel steering architecture provided in an embodiment of the present application;

FIG. 2 is a block diagram of the distributed hub drive based in-wheel steering architecture provided in an embodiment of the present application;

FIG. 3 is a cross-sectional view of the distributed hub drive based in-wheel steering arrangement provided in an embodiment of the present application;

FIG. 4 is a block diagram of the distributed hub drive based in-wheel steering architecture provided in another embodiment of the present application;

FIG. 5 is a top view of the distributed hub drive based in-wheel steering arrangement provided in another embodiment of the present application;

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

fig. 7 is a cross-sectional view a-a of the distributed hub drive based in-wheel steering configuration provided in another embodiment of the present application.

Reference numerals:

in-wheel steering structure 10 based on distributed hub drive

Frame 111

Wheel 112

Steering engine 120

Rotor 121

Stator 122

Drive motor 140

First damping system 20

The first link mechanism 210

First cross arm 211

Second cross arm 212

Third crossbar 213

First direction a

Second direction b

Second link mechanism 220

Steering system 30

Steering support 40

A plurality of positioning bumps 400

First mounting plate 410

First mounting groove 411

Second mounting plate 420

Second mounting groove 421

First support 401

Second bracket 402

First steering bearing 50

First inner ring 510

First outer ring 520

Second steering bearing 60

Second inner ring 610

Second outer ring 620

Kingpin 70

Mounting hole 701

First end 710

Second end 720

Bogie 80

Multiple support columns 810

First support post 811

Second support column 812

Third support column 813

Connecting rod 820

First strut 821

Second support 822

Third strut 823

Fourth pole support 824

First stiffener 825

Second stiffener 826

Second damping system 90

Cantilever mechanism 910

Detailed Description

In order to make the aforementioned objects, features and advantages of the present application more comprehensible, embodiments accompanying the present application are described in detail below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. This application is capable of embodiments in many different forms than those described herein and those skilled in the art will be able to make similar modifications without departing from the spirit of the application and it is therefore not intended to be limited to the embodiments disclosed below.

The numbering of the components as such, e.g., "first", "second", etc., is used herein only to distinguish the objects as described, and does not have any sequential or technical meaning. The term "connected" and "coupled" when used in this application, unless otherwise indicated, includes both direct and indirect connections (couplings). In the description of the present application, it is to be understood that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", and the like, indicate orientations or positional relationships based on those shown in the drawings, and are used only for convenience in describing the present application and for simplicity in description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed in a particular orientation, and be operated, and thus, are not to be considered as limiting the present application.

In this application, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through intervening media. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

The greatest advantage of the in-wheel motor over conventional fuel-driven and electrically-driven vehicles in operation is the four-wheel independent steering (4WIS) function resulting from distributed drive. The steering angles of the front wheel, the rear wheel, the left wheel and the right wheel are not restrained by the suspension and the half shaft any more, and decoupling can be realized. The steering path of a conventional automobile must be a smooth arc. The distributed drive wheels can realize steering of any path. The four wheels can independently turn to realize the turning of broken lines with obtuse angles, right angles and even acute angles.

Referring to fig. 1, 2 and 3 together, an in-wheel steering structure 10 based on a distributed hub drive according to an embodiment of the present application includes a first vibration damping system 20 and a steering system 30. The first damping system 20 is intended to be connected to a wheel 112. The steering system 30 includes a steering bracket 40, a first mounting plate 410, a second mounting plate 420, a first steering bearing 50, a second steering bearing 60, a kingpin 70, a bogie 80, and a steering engine 120. The first damping system 20 is rotatably connected to the steering bracket 40. The first mounting plate 410 and the second mounting plate 420 are disposed on a side of the steering bracket 40 away from the first damping system 20. The first mounting plate 410 and the second mounting plate 420 are oppositely disposed along a first direction a. The surface of the first mounting plate 410 close to the second mounting plate 420 is provided with a first mounting groove 411. The surface of the second mounting plate 420 close to the first mounting plate 410 is provided with a second mounting groove 421.

The first steering bearing 50 includes a first inner ring 510 and a first outer ring 520. The first outer ring 520 is fixed to the first mounting groove 411. The second steering bearing 60 includes a second inner ring 610 and a second outer ring 620. The second outer ring 620 is fixed to the second mounting groove 421. The kingpin 70 includes a first end 710 and a second end 720. The first end 710 is fixedly connected to the first inner ring 510. The second end 720 is connected to the second inner ring 610. The kingpin 70 has a mounting hole 701 formed in a surface of the first end 710. One end of the bogie 80 is connected to the kingpin 70. The other end of the bogie 80 is adapted to be connected to a frame 111.

The steering engine 120 includes a rotor 121 and a stator 122. The steering engine 120 is an outer rotor motor. The rotor 121 is fixed to a surface of the steering bracket 40 adjacent to the first steering bearing 50. The stator 122 is mounted to the mounting hole 701. The steering engine 120 drives the wheels 112 to steer through the steering support 40 and the first damping system 20. The steering engine 120 is used for driving the individual wheels 112 to steer. In the distributed driving system, the steering engines 120 are arranged in one-to-one correspondence with the wheels 112.

The embodiment of the present application provides the in-wheel steering structure 10 based on distributed hub driving. The stator 122 is connected to the frame 111 through the first inner ring 510, the kingpin 70, and the bogie 80. The rotor 121 drives the first outer ring 520 to rotate relative to the first inner ring 510, so as to drive the steering bracket 40 to rotate. The steering support 40 transmits a rotational torque to the wheel 112 through the first damping system 20, so as to steer the wheel 112. Since the first mounting plate 410 and the second mounting plate 420 are disposed on the side of the steering bracket 40 away from the first damping system 20. The maximum rotation angle of the steering bracket 40 is 180 °, and thus the rotation angle of the wheel 112 is 180 °. Therefore, the in-wheel steering structure 10 based on distributed hub driving improves the range of the rotation angle of the wheel 112, and enables the wheel to realize the turning of the broken line with an obtuse angle, a right angle or even an acute angle, thereby improving the flexibility of the vehicle.

The first damping system 20 is rotatably connected to the steering carrier 40, and the first damping system 20 can be rotated about the connection point. When the road surface is uneven, the first vibration damping system 20 absorbs part of the kinetic energy through the revolute pair, and the pitching degree of the frame 111 is reduced. The first vibration reduction system 20 can reduce vertical vibration, which is a main factor affecting the driving smoothness of the automobile and the comfort of the human body, and is one of the measurement standards affecting the safety degree of transported articles in the logistics transportation industry. The vertical direction refers to a direction perpendicular to the bottom surface.

In one embodiment, the first steering bearing 50 and the second steering bearing 60 are angular contact bearings, which can bear certain axial and radial loads, and simultaneously reduce the friction torque during rotation, thereby ensuring smooth rotation.

In one embodiment, the steering engine 120 is configured to receive a signal of a vehicle control unit, so that the rotor 121 and the stator 122 of the steering engine 120 rotate relatively, and further drive the steering bracket 40 to rotate. The steering support 40 steers the wheels 112 through the first damping system 20.

In one embodiment, the distributed hub drive based in-wheel steering architecture 10 further comprises the wheel 112 and a drive motor 140 disposed inside the wheel 112. The driving motor is used for providing power for rolling of the wheel 112, so that the wheel 112 moves forwards along a given direction.

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

The kingpin 70 includes a first kingpin and a second kingpin arranged in a first direction a. The bogie 80 is of a split type. The steering support 40, the kingpin 70 and the bogie 80 are all split, and are convenient to install and process.

The first direction a is parallel to the extending direction of the rotation shaft of the rotation master pin 70.

The direction of extension of the axis of rotation is parallel to or at an acute angle to the normal of the wheel.

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

In one embodiment, the truck 80 includes a plurality of support columns 810 and connecting rods 820. The plurality of support columns 810 are parallel to each other and spaced apart. One end of the support column is connected to the bogie 80. The other end of the support column 810 is connected to the connection rod 820. The second vibration damping system 90 is disposed between the connecting rod 820 and the frame 111. The connecting rod 820 is used to increase the gap between the second damping system 90 and the kingpin 70, so that the kingpin 70 has a set rotation space. The plurality of support columns 810 are used for increasing the connection firmness between the kingpin 70 and the connecting rod 820 and preventing the support columns 810 from being broken.

The number of the supporting columns 810 can be designed according to the use stress condition. The plurality of support columns 810 can be connected with each other in a 'mouth' shape, an 'I' shape or a 'Y' shape.

In one embodiment, the plurality of support posts 810 includes a first support post 811, a second support post 812, and a third support post 813. The connecting rod 820 includes a first support rod 821, a second support rod 822, a third support rod 823 and a fourth support rod 824. The first stem 821, the second stem 822, the third stem 823 and the fourth stem 824 form an "X" shaped structure. One end of the first support column 811 is fixedly connected to the kingpin 70. The other end of the first supporting column 811 is fixedly connected with the midpoint of the "X" shaped structure.

The first support 821, the second support 822, the third support 823 and the fourth support 824 form an X-shaped structure, so that the volume is reduced.

In one embodiment, the connecting rod 820 further includes a first stiffener 825 and a second stiffener 826. The first stiffener 825 is connected between the first stem 821 and the second stem 822. One end of the second support column 812 is fixedly connected to the kingpin 70. The other end of the second support column 812 is fixedly attached to the midpoint of the first stiffener 825. The second reinforcing bar 826 is connected between the third strut 823 and the fourth strut 824. One end of the third supporting column 813 is fixedly connected with the kingpin 70. The other end of the third supporting column 813 is fixedly connected with the midpoint of the second reinforcing bar 826.

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

In one embodiment, the connecting rod 820 further comprises a plurality of reinforcing rods, which may be disposed between the struts or between the pivot pins 70 and the struts. The provision of the reinforcing rods increases the stability of the connecting rod 820.

Referring to fig. 4 and 5 together, in one embodiment, the first damping system 20 includes a first linkage 210, and the first linkage 210 includes a first cross arm 211. The first cross arm 211 is disposed on a surface of the wheel 112 adjacent to the steering bracket 40. And a second cross arm 212 and a third cross arm 213 which are arranged in parallel at an interval in the second direction b. The second direction b is perpendicular to the first direction a. The second cross arm 212 and the third cross arm 213 are rotatably connected between the first cross arm 211 and the steering bracket 40, respectively. The first arm 211, the second arm 212, the third arm 213, and the steering bracket 40 constitute a four-bar linkage.

The connection point of the second cross arm 212 to the steering bracket 40 is a first connection point. The connection point of the third cross arm 213 to the steering support 40 is a second connection point. The straight line where the first connecting point and the second connecting point are located is a first rotating shaft.

The plane of the first link mechanism 210 is a first plane. The first plane may be rotatable about the first axis of rotation.

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

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

The first damping mechanism and the second damping mechanism are spring mechanisms. The first damping mechanism and the second damping mechanism are used for absorbing kinetic energy through contraction and stretching, and further reducing vertical load conducted by the wheel 112 to the frame 111.

In one embodiment, the first vibration damping system 20 further includes a second linkage 220, and the first linkage 210 is disposed opposite to the second linkage 220 in the first direction a. The second linkage 220 includes a fourth cross arm. The fourth cross arm is disposed on a surface of the wheel 112 adjacent to the steering bracket 40. The fourth cross arm and the first cross arm are arranged in parallel at intervals along the first direction a. And the fifth cross arm and the sixth cross arm are oppositely arranged in parallel at intervals along the second direction b. The fifth cross arm and the sixth cross arm are respectively connected between the fourth cross arm and the steering support 40 in a rotating manner. The fourth, fifth, and sixth cross arms and the steering bracket 40 constitute a four-link mechanism.

The connection point of the fifth cross arm to the steering bracket 40 is a third connection point. The connection point of the sixth cross arm to the steering bracket 40 is a fourth connection point. And a straight line where the third connecting point and the fourth connecting point are located is a second rotating shaft.

The plane of the second link mechanism 220 is a second plane. The second plane may be rotatable about the second axis of rotation.

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

In one embodiment, the second linkage 220 further comprises a fourth damping mechanism. The fourth damping mechanism is connected between the sixth cross arm and the steering bracket 40. The third damping mechanism and the fourth damping mechanism are oppositely arranged at intervals. The third damping mechanism and the fourth damping mechanism are spring mechanisms. The third damping mechanism and the fourth damping mechanism are used for absorbing kinetic energy through contraction and stretching, and further reducing vertical load conducted by the wheel 112 to the frame 111.

In one embodiment, the second vibration damping system 90 further comprises four sets of suspension arm mechanisms 910, wherein the four sets of suspension arm mechanisms 910 are respectively disposed between the connecting rod 820 and the frame 111.

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

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

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

The first cantilever mechanism comprises a first rod A₁A₂A second rod A₃A₄And a third lever A₂A₅. Wherein the first lever A₁A₂And the second lever A₃A₄Are respectively connected with the frame 111 in a rotating way. The third rod A₂A₅With one end of said first rod A₁A₂Is rotatably connected, and the other end is rotatably connected with the first support 821. The second rod A₃A₄Is connected to the middle of the third rod.

The second cantilever mechanism comprises a first lever B₁B₂A second rod B₃B₄And a third lever B₂B₅. Wherein the first lever B₁B₂And the second lever B₃B₄Are respectively connected with the frame 111 in a rotating way. The third rod B₂B₅And said first rod B₁B₂The other end is rotatably connected with the third strut 823. The second rod B₃B₄Is connected to theThe middle of the third rod.

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

In one embodiment, the kingpin 70 is hollow, reducing mass.

Referring to fig. 6 and 7 together, the present embodiment provides an in-wheel steering structure based on a distributed hub drive, which includes a first vibration damping system 20 and the steering system 30. The first damping system 20 is intended to be connected to a wheel 112. The steering system 30 includes a steering bracket 40, a kingpin 70, a first mounting plate 410, a second mounting plate 420, a first steering bearing 50, a second steering bearing 60, and a bogie 80.

The first damping system 20 is rotatably connected to the steering bracket 40. The kingpin 70 is fixedly connected to the side of the steering carrier 40 remote from the first damping system 20. The kingpin 70 includes a first end 710 and a second end 720. The kingpin 70 has a mounting hole 701 formed in a surface of the first end 710. The first mounting plate 410 and the second mounting plate 420 are respectively disposed on a side of the steering bracket 40 away from the first damping system 20. The first mounting plate 410 and the second mounting plate 420 are disposed at opposite ends of the kingpin 70 at an interval. The surface of the first mounting plate 410 close to the second mounting plate 420 is provided with a first mounting groove 411. The surface of the second mounting plate 420 close to the first mounting plate 410 is provided with a second mounting groove 421.

The first steering bearing 50 includes a first inner ring 510 and a first outer ring 520. The first outer ring 520 is fixed to the first mounting groove 411. The first end 710 is fixedly connected to the first inner ring 510. The second steering bearing 60 includes a second inner ring 610 and a second outer ring 620. The second outer ring 620 is fixed to the second mounting groove 421. The second end 720 is connected to the second inner ring 610. The first mounting plate 410 and the second mounting plate 420 are fixedly connected to the truck 80 and the kingpin 70. The end of the truck 80 remote from the first mounting plate 410 and the second mounting plate 420 is adapted to be connected to the frame 111. The steering engine 120 includes a rotor 121 and a stator 122. The steering engine 120 is an inner rotor motor. The stator 122 is fixed to a surface of the first mounting plate 410. The rotor 121 is fixedly connected to the kingpin 70 through the mounting hole 701.

The embodiment of the present application provides the in-wheel steering structure 10 based on distributed hub driving. The stator 122 is connected to the frame 111 through the first inner ring 510, the first mounting plate 410, and the bogie 80. The rotor 121 rotates relative to the first inner ring 510 by driving the first outer ring 520. The first inner ring 510 drives the steering main pin 70 to rotate, and further drives the steering bracket 40 to rotate. The steering support 40 transmits a rotational torque to the wheel 112 through the first damping system 20, so as to steer the wheel 112. Since the first mounting plate 410 and the second mounting plate 420 are disposed on the side of the steering bracket 40 away from the first damping system 20. The maximum rotation angle of the kingpin 70 and the steering bracket 40 is 180 °, and thus the maximum rotation angle of the wheel 112 is 180 °. Therefore, the in-wheel steering structure 10 based on distributed hub driving improves the range of the rotation angle of the wheel 112, and enables the wheel to realize the turning of the broken line with an obtuse angle, a right angle or even an acute angle, thereby improving the flexibility of the vehicle.

In one embodiment, the steering frame 40 and the steering frame 70 are made of sheet metal structural members by welding or bonding.

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

The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above-described examples merely represent several embodiments of the present application and are not to be construed as limiting the scope of the claims. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.

Claims

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

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

steering system (30), comprising:

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

steering system (30), comprising:

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

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

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

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

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

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