CN117508340A - Corner module and vehicle - Google Patents

Abstract

The application discloses an angle module and a vehicle, wherein the angle module comprises a suspension system and a steering system, and the steering system comprises a steering power assembly, a steering execution assembly and a steering transmission assembly; the steering execution assembly comprises a first steering knuckle and a second steering knuckle; the first steering knuckle is arranged on the traveling system and is connected with the steering transmission assembly; the second knuckle is connected with the suspension system; the first steering knuckle is movably connected with the second steering knuckle so as to enable the first steering knuckle to steer around a movable connecting point of the first steering knuckle and the second steering knuckle. The angle module realizes decoupling of the steering axis and the suspension system, conveniently configures the positions of the movable connection points to form a more reasonable steering axis, improves the degree of freedom of design, better gives consideration to steering performance, avoids excessive constraint on the freedom degree of a running system to a certain extent, and reduces motion interference between the steering system and the suspension system, thereby improving the flexibility, safety and stability of the steering system in the angle module.

Description

Corner module and vehicle

Technical Field

The application belongs to the technical field of vehicles, and particularly relates to an angle module and a vehicle.

Background

The angle module is an assembly of integrating a driving system, a braking system, a suspension system and a steering system into an integrated module, the angle module can reduce a large number of mechanical transmission parts, optimize the arrangement space of the whole vehicle, and independently drive and independently steer each wheel so as to flexibly steer and move the vehicle.

In the related art, the damping assembly of the suspension system adopts a guide strut structure, so that the damping assembly has the function of a steering shaft, but the angle module has too much constraint on the degree of freedom of wheels, the steering system and the suspension system are easy to generate motion interference, so that the risk of failure such as clamping stagnation, locked rotation and the like is easy to generate in the internal motion of the angle module, and the flexibility, the safety and the stability of the steering system in the angle module are poor.

It should be noted that the information disclosed in the above background section is only for enhancing understanding of the background of the present disclosure and thus may include information that does not constitute prior art known to those of ordinary skill in the art.

Disclosure of Invention

The technical problems of poor flexibility, safety and stability of a steering system in an angle module can be solved to a certain extent at least. To this end, the present application provides an angle module and a vehicle.

An angle module that this application embodiment provided, angle module includes: a suspension system; and a steering system including a steering power assembly, a steering execution assembly, and a steering transmission assembly connected between the steering power assembly and the steering execution assembly; wherein the steering execution assembly comprises a first steering knuckle and a second steering knuckle; the first steering knuckle is arranged on the traveling system and is connected with the steering transmission assembly; the second knuckle is connected with the suspension system; the first steering knuckle is movably connected with the second steering knuckle, so that the first steering knuckle steers around the movable connection point of the first steering knuckle and the second steering knuckle.

In some embodiments, the first knuckle is movably connected to the second knuckle to swing the first knuckle in an up-down direction relative to the second knuckle.

In some embodiments, more than two of the articulation points are included between the first knuckle and the second knuckle to form a steering axis between the more than two articulation points.

In some embodiments, the suspension system has a sliding axis that is parallel to the steering axis.

In some embodiments, the distance between the steering axis and the running system is less than the distance between the sliding axis and the running system.

In some embodiments, the first steering knuckle includes a first upper end connection and a first lower end connection, the first upper end connection and the first lower end connection being located on the steering axis; the second steering knuckle comprises a second upper end connecting part and a second lower end connecting part, wherein the second upper end connecting part is movably connected with the first upper end connecting part, and the second lower end connecting part is movably connected with the first lower end connecting part.

In some embodiments, the second knuckle is movably connected to the first knuckle by a ball stud and/or a knuckle bearing.

In some embodiments, the suspension system includes a shock assembly and a swing arm, the shock assembly and the swing arm being connected to the second knuckle through the connection point, respectively.

In some embodiments, the swing arm is hinged with the second knuckle such that the swing arm can swing in an up-down direction relative to the second knuckle.

In some embodiments, the steering drive assembly is disposed at an angle to the shock absorbing assembly.

In some embodiments, the steering gear assembly includes a steering arm and a steering tie rod articulated to the steering arm, the steering arm further coupled to the steering drive assembly, the steering tie rod further coupled to the first steering knuckle.

In some embodiments, the steering rocker is at least in the range of 40 ° to 140 ° from the tie rod.

In some embodiments, the steering drive assembly includes a linear displacement device, a fixed end of the linear displacement position is connected with the steering power assembly or the first steering knuckle, and a moving end of the linear displacement device is connected with the first steering knuckle or the steering power assembly.

In some embodiments, the steering power assembly is coupled to the vehicle body.

In some embodiments, the corner module further comprises a running system comprising: the driving assembly comprises a permanent magnet synchronous hub motor, wherein the permanent magnet synchronous hub motor comprises an outer rotor and an inner stator which is electromagnetically induced with the outer rotor, the outer rotor is connected with the wheel, and the inner stator is connected with the first steering knuckle; and a brake assembly including a brake disc disposed on the housing of the outer rotor and a brake caliper disposed on the inner stator.

The embodiment of the application provides a vehicle, which comprises the corner module.

The embodiment of the application has at least the following beneficial effects:

according to the angle module, the rotation execution assembly in the steering system adopts the split type first steering knuckle and the split type second steering knuckle, and the first steering knuckle can be turned around the movable connection point of the first steering knuckle and the second steering knuckle through enabling the first steering knuckle to be movably connected with the second steering knuckle. The steering driving assembly and the steering transmission assembly can drive the first steering knuckle to rotate around the steering axis relative to the second steering knuckle so as to realize steering of the traveling system, the steering axis is independent relative to the suspension system, decoupling of the steering axis and the suspension system is realized, the positions of the movable connecting points can be conveniently configured so as to form a more reasonable steering axis, the degree of freedom of design is improved, the steering performance is better considered, too much constraint on the degree of freedom of the traveling system can be avoided, the motion interference between the steering system and the suspension system is reduced to a certain extent, and failure risks such as jamming, blocking and the like in the angle module are avoided, so that the flexibility, the safety and the stability of the steering system in the angle module are improved.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the description of the embodiments will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 shows a schematic perspective view of an angle module in an embodiment of the present application;

FIG. 2 shows a front view of the corner module of FIG. 1;

FIG. 3 shows a rear view of the corner module of FIG. 1;

FIG. 4 shows a right side view of the corner module of FIG. 1;

FIG. 5 shows a top view of the corner module of FIG. 1;

FIG. 6 illustrates a bottom view of the corner module of FIG. 1;

fig. 7 shows a schematic perspective view of the corner module of fig. 1 (with wheels removed from the running gear);

FIG. 8 illustrates a schematic perspective view of a steering actuator assembly of the corner module of FIG. 1;

FIG. 9 is a schematic perspective view of another view of the steering actuator assembly of the corner module of FIG. 8;

FIG. 10 illustrates a front view of the steering actuation assembly of the corner module of FIG. 8;

FIG. 11 illustrates a rear view of the steering actuation assembly of the corner module of FIG. 8;

FIG. 12 illustrates a top view of the steering actuation assembly of the corner module of FIG. 8;

fig. 13 illustrates a bottom view of the steering actuation assembly of the corner module of fig. 8.

Reference numerals:

100. a suspension system; 110. a shock absorbing assembly; 120. swing arms; 200. a steering system; 210. a steering drive assembly; 211. a steering motor; 212. a steering motor controller; 213. a steering reduction mechanism; 214. a steering drive assembly mounting rack; 220. a steering transmission assembly; 221. a steering rocker arm; 222. a steering tie rod; 230. a steering execution assembly; 231. a first steering knuckle; 2311. a first upper end connection portion; 2312. a first lower end connection portion; 2313. a transmission connection; 232. a second knuckle; 2321. a second upper end connection portion; 2322. a second lower end connection portion; 2323. a shock-absorbing connection portion; 2324. a swing arm connecting part; 300. a walking system; 330. a wheel; f1, a steering axis; f2, sliding axis.

Detailed Description

The following description of the embodiments of the present application will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all, of the embodiments of the present application. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present disclosure.

Furthermore, the present application may repeat reference numerals and/or letters in the various examples, which are for the purpose of brevity and clarity, and which do not in themselves indicate the relationship between the various embodiments and/or arrangements discussed. In addition, the present application provides examples of various specific processes and materials, but one of ordinary skill in the art may recognize the application of other processes and/or the use of other materials.

The present application is described below with reference to specific embodiments in conjunction with the accompanying drawings:

the angle module is an assembly integrating driving, braking, suspension and steering into an integrated module, and can reduce a large number of mechanical transmission parts, optimize the arrangement space of the whole vehicle, independently drive and independently steer each wheel 330, and further flexibly steer and move the vehicle; the impact force to the vehicle body can be buffered, and the vibration of the vehicle body caused by the impact force can be reduced.

In a corneal mass, the degrees of freedom of the wheels 330 need to be constrained to ensure coordination between the steering system 200 and the suspension system 100. That is, the degree of freedom of movement of the wheel 330 cannot be made too large, or the degree of freedom of movement of the wheel 330 cannot be made too small, and if the degree of freedom of movement of the wheel 330 is made too large in order to avoid interference between the steering system 200 and the suspension system 100, there is a risk that the angular module movement is liable to be out of control; if the degree of freedom of the wheels 330 is too much constrained, motion interference is likely to occur between the steering system 200 and the suspension system 100, so that the internal motion of the angle module is likely to have failure risks such as jamming, locked-up rotation and the like; resulting in poor flexibility, safety, and stability of the steering system 200 in the corner module.

In the related art, the shock absorbing assembly 110 of the suspension system 100 adopts a guide strut structure, so that the shock absorbing assembly has the function of a steering shaft, but the angle module has too much constraint on the degree of freedom of the wheels 330, the steering system 200 and the suspension system 100 are easy to have motion interference, so that the risk of failure such as jamming and locked rotation easily occurs in the internal motion of the angle module, and the safety and stability of the steering system 200 in the angle module are poor. For example, an original strut type shock absorber is changed into a guide strut based on a traditional macpherson suspension, so that the original strut type shock absorber has the function of a steering main pin, the main pin can generate a certain swing angle due to the restraint of a lower swing arm 120 when a wheel 330 jumps up and down, however, the main pin strut and a speed reducing mechanism are in transmission connection to restrain the swing of the axis of the main pin, and therefore, the problem that a speed reducing mechanism is blocked when the wheel 330 jumps up and down, and the steering motor 211 is blocked and loses efficacy can be caused. As shown in an automobile suspension structure matched with a four-wheel-by-wire 90-degree steering system 200 disclosed in chinese patent application CN113460156a, a kingpin strut is fixed in position, a steering motor 211 and a planetary gear reduction mechanism are in transmission connection with the upper end of the kingpin strut, the lower end of the kingpin strut is rigidly connected with a hub motor and a ball pin of a lower swing arm 120 through a knuckle, the upper end and the lower end of the kingpin strut are respectively hinged with one ends of an upper swing arm 120 and a lower swing arm 120 of a shock absorber, and the other ends of the upper swing arm 120 and the lower swing arm 120 of the shock absorber are mutually hinged; the shock absorber is hinged between the shock absorber upper swing arm 120 and one end of the shock absorber lower swing arm 120 hinged with the king pin slide post. In this automotive suspension structure, a certain swing angle is generated due to the constraint of the lower swing arm 120 on the kingpin, however, the kingpin strut and the steering reduction mechanism 213 are driven to fix the kingpin strut in succession, so as to limit the swing of the kingpin axis, and therefore, when the wheel 330 jumps up and down, the reduction mechanism is blocked, and the steering motor 211 is blocked and fails.

The technical problems of poor flexibility, safety and stability of the steering system 200 in the angle module are caused by the risk that the movement of the angle module is easy to be out of control due to excessive constraint of the angle module on the freedom degree of the wheel 330 and the risk that the movement interference is easy to cause failure such as clamping stagnation and locked rotation due to the movement interference in the angle module due to excessive constraint of the freedom degree of the wheel 330. An angle module provided in an embodiment of the present application, as shown in fig. 1 to 13, includes a suspension system 100 and a steering system 200, the steering system 200 including a steering power assembly, a steering execution assembly 230, and a steering transmission assembly 220 connected between the steering power assembly and the steering execution assembly 230; wherein the steering performing assembly 230 includes a first steering knuckle 231 and a second steering knuckle 232; the first steering knuckle 231 is disposed on the traveling system 300, and the first steering knuckle 231 is connected with the steering transmission assembly 220; the second knuckle 232 is connected to the suspension system 100; the first knuckle 231 is movably connected with the second knuckle 232 such that the first knuckle 231 is steered around the movable connection point of the first knuckle 231 and the second knuckle 232.

In the angle module provided in this embodiment, the rotation executing assembly in the steering system 200 adopts the split type first steering knuckle 231 and the split type second steering knuckle 232, and the first steering knuckle 231 can be steered around the movable connection point of the first steering knuckle 231 and the second steering knuckle 232 by movably connecting the first steering knuckle 231 and the second steering knuckle 232. That is, a steering axis F1 passing through the movable connection point may be formed in the steering execution assembly 230, that is, a virtual steering kingpin is formed through the movable connection point, and the steering drive assembly 210 and the steering transmission assembly 220 may drive the first steering knuckle 231 to rotate around the steering axis F1 relative to the second steering knuckle 232, so as to implement steering of the running system 300, where the steering axis F1 is independent relative to the suspension system 100, and decoupling of the steering axis F1 and the suspension system 100 is implemented, that is, the position of the movable connection point may be conveniently configured to form a more reasonable steering axis F1, so that the degree of freedom of design is improved, the steering performance may be better considered, for example, a larger caster angle may be set so as to obtain better readiness, and at the same time, the anti-nod performance of the vehicle may not be lost. Meanwhile, too much constraint on the freedom degree of the traveling system 300 can be avoided, and motion interference between the steering system 200 and the suspension system 100 is reduced to a certain extent, so that failure risks such as clamping stagnation and locked rotation in the angle module are avoided, and the flexibility, safety and stability of the steering system 200 in the angle module are improved.

The cornea block provided by the embodiment of the application can be suitable for suspension structures such as a Macpherson suspension, a double-cross arm suspension and the like. That is, compared with the traditional suspension structures such as a macpherson suspension, a double-wishbone suspension and the like, the cornea block provided by the embodiment of the application has no change of a guide rod system, and the problem of insufficient or over-constrained freedom degree of the wheels 330 is solved. And meanwhile, under the condition that the basic components of the suspension are unchanged, the performance of the chassis suspension and steering system 200 is improved, and more competitive advantages are given to the vehicle.

Compared with the traditional Macpherson suspension, the steering main pin of the traditional Macpherson suspension passes through the upper point of the strut type double-cylinder shock absorber support and the outer point ball pin of the lower swing arm 120, and the position of the steering main pin is limited by the structure. The cornea block of the embodiment of the application no longer depends on the structure of the steering main pin formed by the ball pin of the lower swing arm 120 and the top support of the strut type shock absorber, and the steering axis F1 is configured on the movable connection point of the steering execution assembly 230 through the steering execution assembly 230 of the split type steering knuckle, so that the sliding axis F2 when the steering axis F1 is compressed and stretched relative to the suspension system 100 is independent, decoupling of the steering axis F1 and the sliding axis F2 is realized, and meanwhile, the lateral and longitudinal supporting performance of the suspension system 100 is better.

In the angle module provided in this embodiment, as shown in fig. 1 to 13, since the steering axis F1 is formed by the movable connection between the first steering knuckle 231 and the second steering knuckle 232, the steering axis F1 is fixed relative to the position of the first steering knuckle 231 and independent relative to the suspension system 100, that is, the steering axis F1 and the suspension system 100 are decoupled, so that parts can perform their roles, the steering axis F1 is not adversely affected by the suspension system 100, when the wheels 330 jump up and down, the steering axis F1 is not constrained by the suspension system 100 to generate a swing angle, the steering driving assembly 210 and the steering transmission assembly 220 can smoothly drive the first steering knuckle 231 to steer around the steering axis F1 relative to the second steering knuckle 232, the damping motion of the suspension system 100 can not interfere with the steering motion of the steering system 200, and the risks of jamming, turning and other failures of the steering driving assembly 210, the steering transmission assembly 220 and the steering execution assembly 230 can be avoided to a certain extent, and finally the flexibility, the safety and the stability of the angle module are improved.

The angular module provided in the embodiment of the present application, as shown in fig. 1 to 13, can set the caster angle and the inward inclination angle of the angular module more freely by decoupling the steering axis F1 from the suspension system 100, so as to optimize the steering state of the angular module, ensure the stability of straight running, and avoid heavy steering; the wheel 330 can be automatically aligned under the action of side force when the wheel 330 is driven in a straight line under the deviation of external force, so that the impact on the steering system 200 is reduced, and the steering is lighter.

The cornea block has the advantages of simple structure, low cost, small space occupation, easy realization of technology, convenience, complete vehicle integration and the like, and can carry out multi-system modularization integration on the steering system 200, the suspension system 100, the traveling system 300, the braking system and the driving system, and the cornea block is high in physical integration level, so that the cornea block is more beneficial to the design scheme of large bearing space and low floor height of the complete vehicle. Meanwhile, the independent driving and independent steering design of each wheel provides more possibility for the driving flexibility of the vehicle, can realize the flexible steering functions of in-situ steering escape, wedge lane changing, crab lateral parking, axis steering, garage reversing, and the like in a narrow space of the vehicle, and can realize the flexible switching of various steering functions of front wheel steering, rear wheel steering, four-wheel same-direction steering, four-wheel different-direction steering, and the like.

The angle module provided by the embodiment of the application, as shown in fig. 1 to 13, can realize more accurate control on the movement of the wheels 330 by reducing or avoiding the constraint of the suspension system 100 on the steering movement to a certain extent, ensures the coordination of steering operation and suspension movement, can meet the requirements of high flexibility and high steering efficiency of independent steering of the wheels 330, and better meets the flexible steering function requirements of in-situ steering escape, wedge lane change, crab traversing, lateral parking and the like of the vehicle in a narrow space.

In some embodiments of the present application, the steering drive assembly 210 includes a steering motor 211, a steering motor controller 212, and a steering reduction mechanism 213, the steering motor 211 is in driving connection with the steering reduction mechanism 213, and the steering reduction mechanism 213 is used to adjust the output rotational speed of the steering drive assembly 210 to adapt the steering speed of the steering system 200; the steering motor controller 212 is connected to the steering motor 211 for controlling the operation of the steering motor 211.

In some embodiments of the present application, the steering reduction mechanism 213 may be a worm gear single stage reduction mechanism. In addition, the steering reduction mechanism 213 may also adopt a worm gear plus one-stage or two-stage planetary gear reduction mechanism, or the steering reduction mechanism 213 may also adopt a parallel shaft type two-stage gear reduction mechanism, and the specific structure of the steering reduction mechanism 213 may be determined according to the requirement of steering output torque of a specific vehicle type.

As an alternative embodiment, as shown in fig. 1 to 13, the first knuckle 231 is movably connected with the second knuckle 232 such that the first knuckle 231 swings in the up-down direction with respect to the second knuckle 232.

In some embodiments of the present application, as shown in fig. 1 to 13, the rotation performing assembly in the steering system 200 employs the split type first steering knuckle 231 and the second steering knuckle 232, and the first steering knuckle 231 can be swung in the up-down direction with respect to the second steering knuckle 232 by movably connecting the first steering knuckle 231 with the second steering knuckle 232. That is, in the angle module, since the second knuckle 232 of the steering actuator assembly 230 is connected to the suspension system 100, the suspension system 100 can be swung up and down with respect to the first knuckle 231 by making the second knuckle 232 swingable up and down with respect to the first knuckle 231, and the interference and restriction of the steering actuator assembly 230 by the suspension system 100 can be further reduced by making the suspension system 100 swingable up and down with respect to the first knuckle 231, so that the steering motion of the steering actuator assembly 230 (the steering of the first knuckle 231 around the articulation point of the first knuckle 231 and the second knuckle 232) is smoother.

As an alternative embodiment, as shown in fig. 1 to 13, more than two articulation points are included between the first knuckle 231 and the second knuckle 232 to form a steering axis F1 between the more than two articulation points.

In some embodiments of the present application, as shown in fig. 1 to 13, the first knuckle 231 and the second knuckle 232 may be movably connected through two or more movable connection points, and a steering axis F1 may be formed between the two or more movable connection points, and the first knuckle 231 and the second knuckle 232 may steer around the steering axis F1. The steering axis F1 formed by two or more movable connection points is a virtual steering axis, and there is no integral physical axis between the respective movable connection points. By forming the steering axis F1 by more than two articulation points, it is possible to increase the connection strength of the articulation points and to relatively increase the length of the steering axis F1, so that the steering movement of the first steering knuckle 231 about the steering axis F1 with respect to the second steering knuckle 232 is more stable.

In some embodiments of the present application, as shown in fig. 1 to 13, the first knuckle 231 and the second knuckle 232 are movably connected by two movable connection points, and a steering axis F1 is formed between the two movable connection points.

In other embodiments of the present application, the first knuckle 231 and the second knuckle 232 may be movably connected through three movable connection points, where it is noted that the three movable connection points need to be located on the same straight line.

As an alternative embodiment, as shown in fig. 2, the suspension system 100 has a sliding axis F2, the sliding axis F2 being parallel to the steering axis F1.

In some embodiments of the present application, as shown in fig. 2, the suspension system 100 has a sliding axis F2, and the suspension system 100 can move axially along the rotation axis to provide a buffering and supporting function, by making the sliding axis F2 parallel to the steering axis F1, the stress condition of the angle module can be optimized, and the acting force of the suspension system 100 is uniformly transmitted to the running system 300 through the steering execution assembly 230, so that excessive wear on the outer side or the inner side of the wheel 330 caused by uneven stress of the running system 300 is avoided.

As an alternative embodiment, as shown in fig. 2 and 7, the distance between the steering axis F1 and the running system 300 is smaller than the distance between the sliding axis F2 and the running system 300.

In some embodiments of the present application, as shown in fig. 2 and 7, by making the distance between the steering axis F1 and the traveling system 300 smaller than the distance between the sliding axis F2 and the traveling system 300, that is, the steering axis F1 is located between the sliding axis F2 and the traveling system 300, the steering axis F1 is closer to the wheels 330 of the traveling system 300, that is, the virtual kingpin formed by the movable connection points is closer to the wheels 330 of the traveling system 300, so that the distance between the kingpin and the center point of the wheels 330 is shortened, the kingpin offset and the kingpin inclination angle are easier to be reduced, the torque steering effect is reduced, and the acceleration deviation of the vehicle is greatly improved.

As an alternative embodiment, as shown in fig. 1 to 13, the first steering knuckle 231 includes a first upper end connection portion 2311 and a first lower end connection portion 2312, and the first upper end connection portion 2311 and the first lower end connection portion 2312 are located on the steering axis F1; the second steering knuckle 232 includes a second upper end connection 2321 and a second lower end connection 2322, where the second upper end connection 2321 is movably connected to the first upper end connection 2311, and the second lower end connection 2322 is movably connected to the first lower end connection 2312.

In some embodiments of the present application, as shown in fig. 1 to 13, the first upper end connection portion 2311 of the first knuckle 231 is movably connected with the second upper end connection portion 2321 of the second knuckle 232, and the first lower end connection portion 2312 of the first knuckle 231 is movably connected with the second lower end connection portion 2322 of the second knuckle 232, so that two movable connection points may be formed in the steering execution assembly 230, and a connection line between the two movable connection points is a steering axis F1, that is, a virtual steering main pin is formed through the two movable connection points, and the virtual steering main pin may not only be independent with respect to the suspension system 100, but also be closer to the wheel 330, and the first knuckle 231 may steer around the steering axis F1 with respect to the second knuckle 232 through the two movable connection points, so as to implement the steering function of the steering system 200. When the angle module performs a steering function, the steering power assembly works to drive the steering transmission assembly 220 to transmit, steering force is applied to the first steering knuckle 231 through the steering transmission assembly 220, the first steering knuckle 231 rotates around the steering axis F1 relative to the second steering knuckle 232, and meanwhile, the traveling system 300 fixedly connected with the first steering knuckle 231 rotates around the steering axis F1 relative to the second steering knuckle 232, so that steering of the traveling system 300 is achieved.

As an alternative embodiment, as shown in fig. 1 to 13, the second knuckle 232 is movably connected with the first knuckle 231 by a ball stud and/or a knuckle bearing.

In some embodiments of the present application, as shown in fig. 1 to 13, the first knuckle 231 and the second knuckle 232 are movably connected to the second upper end connection 2321 through the first upper end connection 2311, and the movable connection portion of the first lower end connection 2312 and the first lower end connection 2312 form two movable connection points, and the two movable connection points may be movably connected through a ball pin and/or a knuckle bearing.

In some embodiments of the present application, as shown in fig. 1 to 13, the first upper end connection portion 2311 of the first knuckle 231 and the second upper end connection portion 2321 of the second knuckle 232 may be connected by a ball stud, and the first lower end connection portion 2312 of the first knuckle 231 and the second lower end connection portion 2322 of the second knuckle 232 may be connected by a knuckle bearing. A steering axis F1 is formed between the first knuckle 231 and the second knuckle 232, and the wheel 330 rotates around the steering axis F1 when steering.

In other embodiments of the present application, the first upper end connection 2311 of the first knuckle 231 and the second upper end connection 2321 of the second knuckle 232 may be connected by a ball stud, and the first lower end connection 2312 of the first knuckle 231 and the second lower end connection 2322 of the second knuckle 232 may be connected by a ball stud as well.

In other embodiments of the present application, the first upper end connection 2311 of the first knuckle 231 and the second upper end connection 2321 of the second knuckle 232 may be connected by a knuckle bearing, and the first lower end connection 2312 of the first knuckle 231 and the second lower end connection 2322 of the second knuckle 232 may be connected by a knuckle bearing as well.

In other embodiments of the present application, the first upper end connection 2311 of the first knuckle 231 and the second upper end connection 2321 of the second knuckle 232 may be connected by a knuckle bearing, and the first lower end connection 2312 of the first knuckle 231 and the second lower end connection 2322 of the second knuckle 232 may be connected by a ball stud.

In some embodiments of the present application, when the first knuckle 231 and the second knuckle 232 are movably connected by a ball stud, the ball stud can enable steering movement and up-and-down swinging within a certain range between the first knuckle 231 and the second knuckle 232.

In some embodiments of the present application, when the first knuckle 231 and the second knuckle 232 are movably connected through the knuckle bearing, the knuckle bearing can enable steering movement and up-and-down swinging within a certain range between the first knuckle 231 and the second knuckle 232.

As an alternative embodiment, as shown in fig. 1 to 7, the suspension system 100 includes a shock absorbing assembly 110 and a swing arm 120, and the shock absorbing assembly 110 and the swing arm 120 are connected to a second knuckle 232 through connection points, respectively.

In some embodiments of the present application, when the wheel 330 is jolted up and down due to the impact of the ground on the corner module, the damper assembly 110 is compressed and stretched along the sliding axis F2 to absorb the vibration energy, and meanwhile, since the second knuckle 232 can rotate around the steering axis F1 of the wheel 330 and swing up and down relative to the first knuckle 231, the second knuckle 232 can swing up and down relative to the first knuckle 231 when the wheel 330 is compressed and stretched along the sliding axis F2, the second knuckle 232 can not rotate around the steering axis F1 of the wheel 330 relative to the first knuckle 231, and thus the movement interference between the steering system 200 and the suspension system 100 is avoided, so that the risk of failure such as jamming, blocking and the like due to the internal movement of the corner module is solved to a certain extent. Eventually, the flexibility and stability of the steering system 200 in the angle module may be improved.

In some embodiments of the present application, as shown in fig. 1-7, the suspension system 100 includes a shock absorbing assembly 110 and a swing arm 120, and the shock absorbing assembly 110 and the swing arm 120 may be connected to the second knuckle 232 via connection points, respectively.

In some embodiments of the present application, as shown in fig. 1-13, the second knuckle 232 may be provided with a shock absorbing connection 2323 and a swing arm connection 2324, the second knuckle 232 may be connected with the shock absorbing assembly 110 at the shock absorbing connection 2323, and the second knuckle 232 may be connected with the swing arm 120 at the swing arm connection 2324.

In some embodiments of the present application, shock absorbing assembly 110 and shock absorbing connection 2323 may be fixedly connected such that shock absorbing assembly 110 and second knuckle 232 may move in synchronization. For example, as shown in fig. 7 and 12, the shock absorbing assembly 110 and the shock absorbing connection 2323 may be connected by a ferrule, so as to achieve a fixed connection between the shock absorbing assembly 110 and the shock absorbing connection 2323.

In some embodiments of the present application, unlike conventional macpherson suspensions, the corner module of the present application, due to the decoupling of the steering axis F1 and the sliding axis F2, the swing arm 120 outer point no longer assumes the role of the lower point of the steering axis F1, and thus the swing arm 120 outer point may be connected with the swing arm connection 2324 of the second knuckle 232 in a bushing connection manner.

In one embodiment of the present application, as shown in fig. 1-13, the suspension system 100 in the corner module may be optimized based on a conventional macpherson suspension configuration, and the suspension system 100 may be made to include a shock absorbing assembly 110 and a swing arm 120.

The inner side of the swing arm 120 is fixedly connected with the vehicle body, and the outer side of the swing arm 120 is movably connected or fixedly connected with the second knuckle 232. The shock absorbing assembly 110 may include a strut type double-cylinder shock absorber and a coil spring, the top of which may be fixedly coupled to the vehicle body through a top mount, and the bottom of which is fixedly coupled to the second knuckle 232. Meanwhile, the strut type double-cylinder shock absorber is provided with an upper spiral spring seat and a lower spiral spring seat, the spiral spring is wound outside the dust cover of the double-cylinder shock absorber, and the spiral spring can be located or fixed between the upper spiral spring seat and the lower spiral spring seat.

When the vertical excitation of the road surface occurs, the road surface impact received by the wheels 330 is transmitted to the second steering knuckle 232 through the first steering knuckle 231 and the strut type double-cylinder shock absorber fixedly connected with the second steering knuckle 232, the internal spring of the strut type double-cylinder shock absorber is compressed to store impact energy, and the strut type double-cylinder shock absorber consumes the stored energy in the form of heat through hydraulic damping, so that the vibration impact transmitted to the vehicle body from the road surface can be effectively attenuated.

As an alternative embodiment, as shown in fig. 1 to 13, the swing arm 120 is hinged with the second knuckle 232 such that the swing arm 120 can swing in the up-down direction with respect to the second knuckle 232.

In some embodiments of the present application, the swing arm 120 and the swing arm connection 2324 may be movably connected, such that the swing arm 120 may swing relative to the second knuckle 232, and the second knuckle 232 may swing up and down relative to the swing arm 120 when the damper assembly 110 and the second knuckle 232 are in damper activity, such that the swing arm 120 does not interfere with the damper assembly 110 and the second knuckle 232 in damper activity.

In the related art, a wheel hub driving angle module based on a Macpherson suspension is to add a steering motor 211 on the basis of a steering main pin in the traditional Macpherson suspension, and a steering motor 211 is utilized to drive a wheel 330 to rotate around the steering main pin to realize a steer-by-wire function, so that a steering tie rod of the traditional Macpherson suspension is eliminated in order to avoid motion interference, and the scheme has the problems of insufficient constraint of the degree of freedom of the movement of the wheel 330 and insufficient constraint of the position of the wheel 330 under the action of longitudinal force. For example, chinese patent application CN107640211a discloses a steering-by-wire device and an automobile with a steering mechanism integrated with a suspension, comprising: a steering motor 211; a speed reducing mechanism connected to an output end of the steering motor 211; a strut shaft connected to the reduction mechanism; the sliding column shaft sleeve is matched and installed with the sliding column shaft through a sliding rotation bushing, so that the sliding column shaft and the sliding column shaft sleeve can slide relatively along the axial direction and rotate simultaneously along the radial direction; the outer part of the lower end of the sleeve of the strut shaft is connected with the hub motor shell of the wheel 330 through a knuckle, so that the hub motor and the strut shaft synchronously rotate. In the conventional macpherson suspension, the steering tie rod and the strut have the functions of a steering mechanism besides the steering and vibration reduction functions of the steering tie rod and the strut, and in the steering device with the steering mechanism and the suspension integrated as disclosed in the chinese patent application CN107640211a, in order to avoid motion interference, the steering tie rod in the conventional macpherson suspension is cancelled, so that the steering function of the steering tie rod is disabled, on one hand, the degree of freedom of the wheels 330 is excessive, and the position constraint of the wheels 330 is insufficient under the action of longitudinal force; on the other hand, with a single cross joint connection between the output shaft of the steering reduction mechanism 213 and the strut shaft, the steering torque transmission has a non-constant speed characteristic, which causes periodic fluctuations in the steering torque transmitted to the wheels 330.

Aiming at the problems of excessive freedom of the wheels 330 of the angle module and insufficient position constraint of the wheels 330 under the action of longitudinal force, as an alternative implementation, the embodiment of the application proposes an angle module, as shown in fig. 1 to 13, in which the steering transmission assembly 220 is disposed at an angle to the shock absorbing assembly 110.

In some embodiments of the present application, by setting the steering transmission assembly 220 at an angle with the shock absorbing assembly 110, the steering transmission assembly 220 not only can realize transmission from the steering driving assembly 210 to the steering executing assembly 230, but also can make the steering transmission assembly 220 have a certain guiding function, so that insufficient restraining force on the positions of the wheels 330 caused by excessive degrees of freedom of the wheels 330 can be avoided to a certain extent, and the risk that the angular module is easy to fail in motion can be avoided to a certain extent.

As an alternative embodiment, as shown in fig. 1 to 13, the steering gear assembly 220 includes a steering rocker 221 and a steering link 222 hinged to the steering rocker 221, the steering rocker 221 is further connected to the steering drive assembly 210, and the steering link 222 is further connected to the first steering knuckle 231.

In some embodiments of the present application, the steering function of the steering system 200 in the angle module may be achieved by driving the steering rocker 221 through the steering drive assembly 210, thereby pushing the steering tie rod 222, and rotating the first steering knuckle 231 relative to the second steering knuckle 232 about the steering axis F1 through the steering tie rod 222.

In some embodiments of the present application, the transmission connection portion 2313 and the transmission assembly may be movably connected through a ball stud, a joint bearing, or the like, so that the steering transmission assembly 220 may swing up and down relative to the first steering knuckle 231 while driving the first steering knuckle 231 to steer relative to the second steering knuckle 232 around the steering axis F1, so that an outer point of the connection between the steering transmission assembly 220 and the first steering knuckle 231 may be prevented from jumping up and down along with the wheel 330 to a certain extent, and further, interference to transmission between the steering transmission assembly 220 and the steering drive assembly 210 caused by the up and down jumping of the outer point of the connection between the first steering knuckle 231 may be avoided, and risk of jamming and locked rotation in the steering drive assembly 210 may be reduced. For example, in some embodiments, the steering tie rod 222 is hinged to the first steering knuckle 231 through a ball pin, and the steering tie rod 222 can drive the first steering knuckle 231 to steer relative to the second steering knuckle 232 around the steering axis F1 under the driving of the steering rocker 221; meanwhile, when the vehicle is jumping up and down, the steering rod 222 can swing up and down relative to the first steering knuckle 231, so that the steering rod 222 is prevented from excessively limiting and interfering with the first steering knuckle 231.

As an alternative embodiment, as shown in fig. 1-13, the operating angle range of the steering rocker 221 and the tie rod 222 includes at least 40 ° to 140 °.

In some embodiments of the present application, the problem of stick-series motion interference jamming in the steering gear assembly 220 is avoided to some extent by having the steering rocker 221 and the tie rod 222 operate at an angle ranging from at least 40 ° to 140 °.

In some embodiments of the present application, when the steering transmission assembly 220 adopts the transmission mode that the steering rocker 221 pushes the steering rod 222, the steering angle of the wheel 330 is not less than 45 °, so as to meet the flexible steering function requirements of in-situ steering out of order, wedge lane change overtaking and the like of the vehicle in a narrow space.

As an alternative embodiment, as shown in fig. 1 to 13, the steering transmission assembly 220 includes a linear displacement device, a fixed end of the linear displacement position is connected to the steering power assembly or the first steering knuckle 231, and a movable end of the linear displacement device is connected to the first steering knuckle 231 or the steering power assembly.

In some embodiments of the present application, the steering gear assembly 220 may also employ a linear displacement device by which rotational motion of the steering drive assembly 210 is converted to linear motion. For example, the fixed end of the linear displacement position may be connected to the steering power assembly, the movable end is connected to the first steering knuckle 231, and the movable end is linearly displaced relative to the fixed end to push the first steering knuckle 231 and the traveling system 300 to rotate about the steering axis F1 to implement steering. For another example, the fixed end of the linear displacement position may be connected to the first steering knuckle 231, the moving end is connected to the steering driving assembly 210, and the moving end is linearly displaced relative to the fixed end, so as to push the first steering knuckle 231 and the traveling system 300 to rotate around the steering axis F1 to implement steering.

In some embodiments of the present application, the linear displacement device may be a ball screw, hydraulic cylinder, or the like.

In some embodiments of the present application, the steering gear assembly 220 may further include a steering tie rod 222, and the steering tie rod 222 may be connected between the linear displacement device and the first steering knuckle 231.

In some embodiments of the present application, a transmission connection 2313 may be provided on the first knuckle 231, where the first knuckle 231 is coupled to the transmission assembly at the transmission connection 2313.

In some embodiments of the present application, when the steering transmission assembly 220 adopts a transmission mode that the linear displacement device pushes the steering pull rod 222, the steering angle of the steering wheel 330 can reach 90 °, so that the requirements of flexible steering functions such as in-situ steering in a narrow space of a vehicle, wedge lane changing overtaking, lateral parking of crab traversing, steering in an axle center, garage reversing and garage moving can be met.

As an alternative embodiment, as shown in fig. 1 to 13, the steering power assembly is connected to the vehicle body.

In some embodiments of the present application, the steering drive assembly 210 further includes a steering drive assembly mount 214, the steering drive assembly mount 214 may be fixed on the subframe or the vehicle body, and the steering motor 211, the steering motor controller 212, and the steering reduction mechanism 213 of the steering drive assembly 210 may be disposed on the steering drive assembly mount 214 without additionally increasing the unsprung mass of the vehicle.

As an alternative embodiment, as shown in fig. 1 to 13, the corner module further includes a traveling system 300, and the traveling system 300 includes:

the driving assembly comprises a permanent magnet synchronous hub motor, wherein the permanent magnet synchronous hub motor comprises an outer rotor and an inner stator which is electromagnetically induced with the outer rotor, the outer rotor is connected with a wheel 330, and the inner stator is connected with a first steering knuckle 231; and, a step of, in the first embodiment,

the brake assembly comprises a brake disc and a brake caliper, wherein the brake disc is arranged on a shell of the outer rotor, and the brake caliper is arranged on the inner stator.

In some embodiments of the present application, the driving assembly in the running system 300 may employ an outer rotor permanent magnet synchronous hub motor, an outer rotor in the outer rotor permanent magnet synchronous hub motor may be fixedly connected with the wheel 330 through a fastener, and an inner stator in the outer rotor permanent magnet synchronous hub motor may be fixedly connected with the first steering knuckle 231 through a fastener. When the vehicle is started, namely when a driver presses an accelerator pedal, the whole vehicle controller sends a signal to a motor controller in the driving assembly so as to control the outer rotor of the outer rotor permanent magnet synchronous hub motor to drive the wheels 330 to rotate together. The outer rotor permanent magnet synchronous hub motor has the advantages of being quick in transmission link short response, high in transmission efficiency and the like.

In some embodiments of the present application, the brake assembly may be disc brake, the brake disc in the brake assembly may be secured to the housing of the outer rotor by fasteners, and the brake caliper in the brake assembly may be hinged to the inner stator by hinges. The brake calipers have the functions of driving and parking, and when a driver steps on a brake pedal, the brake calipers clamp the brake disc to realize the function of decelerating and braking; when the driver presses the EPB button, the EPB controller controls the brake caliper to clamp the brake disc, and the parking function is achieved.

In some embodiments of the present application, the brake disc may be disposed outboard of the wheel 330, and the brake caliper may be disposed inboard of the wheel 330, with the brake caliper reversing from inside to outside on the brake disc in the radial direction of the wheel during braking. When needed, the inner side of the wheel 330 and the outer side of the wheel 330 are relative to the entire vehicle body, and do not refer to the inner side of the wheel 330 itself.

As an alternative embodiment, a heat insulating sheet is arranged between the brake disc and the housing of the outer rotor.

In some embodiments of the present application, to avoid demagnetizing the thermally coupled permanent magnet, a heat insulating sheet of stainless steel may be disposed between the brake disc and the housing of the outer rotor, so as to avoid heat load generated when the brake disc brakes from being transferred to the motor to some extent.

Based on the same inventive concept, the embodiments of the present application also provide a vehicle including the corner module described above.

Because the vehicle provided by the invention comprises the corner module in the technical scheme, the vehicle provided by the invention has all the beneficial effects of the corner module, and the description is omitted here.

In this application, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, and may also include the first and second features not being in direct contact but being in contact with each other by way of additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.

It should be noted that all the directional indicators in the embodiments of the present application are only used to explain the relative positional relationship, movement conditions, etc. between the components in a specific posture, and if the specific posture is changed, the directional indicators are correspondingly changed.

In the present application, unless explicitly specified and limited otherwise, the terms "coupled," "secured," and the like are to be construed broadly, and for example, "secured" may be either permanently attached or removably attached, or integrally formed; can be mechanically or electrically connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the terms in this application will be understood by those of ordinary skill in the art as the case may be.

While embodiments of the present application have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the application, the scope of which is defined by the claims and their equivalents.

Claims (16)

1. An angle module, the angle module comprising:

a suspension system; and, a step of, in the first embodiment,

the steering system comprises a steering power assembly, a steering execution assembly and a steering transmission assembly connected between the steering power assembly and the steering execution assembly;

Wherein the steering execution assembly comprises a first steering knuckle and a second steering knuckle; the first steering knuckle is arranged on the traveling system and is connected with the steering transmission assembly; the second knuckle is connected with the suspension system; the first steering knuckle is movably connected with the second steering knuckle, so that the first steering knuckle steers around the movable connection point of the first steering knuckle and the second steering knuckle.

2. The corner module according to claim 2, wherein the first knuckle is movably connected to the second knuckle to swing the first knuckle in an up-down direction relative to the second knuckle.

3. The corner module of claim 1, wherein more than two of the articulation points are included between the first knuckle and the second knuckle to form a steering axis between more than two of the articulation points.

4. The corner module according to claim 3, wherein the suspension system has a sliding axis that is parallel to the steering axis.

5. The corner module according to claim 4, wherein the distance between the steering axis and the running system is smaller than the distance between the sliding axis and the running system.

6. The corner module according to any one of claims 2 to 5, wherein the first knuckle comprises a first upper end connection and a first lower end connection, the first upper end connection and the first lower end connection being located on the steering axis; the second steering knuckle comprises a second upper end connecting part and a second lower end connecting part, wherein the second upper end connecting part is movably connected with the first upper end connecting part, and the second lower end connecting part is movably connected with the first lower end connecting part.

7. The corner module according to claim 6, wherein the second knuckle is movably connected with the first knuckle by means of a ball stud and/or a knuckle bearing.

8. The corner module according to claim 6, wherein the suspension system comprises a shock assembly and a swing arm, the shock assembly and the swing arm being connected to the second knuckle via the connection point, respectively.

9. The corner module according to claim 8, wherein the swing arm is hinged to the second knuckle such that the swing arm is swingable in an up-down direction with respect to the second knuckle.

10. The corner module according to claim 8, wherein the steering drive assembly is disposed at an angle to the damper assembly.

11. The corner module according to claim 6, wherein the steering transmission assembly includes a steering arm and a steering tie rod articulated to the steering arm, the steering arm further coupled to the steering drive assembly, the steering tie rod further coupled to the first knuckle.

12. The angle module of claim 11, wherein the operating angle range of the steering rocker and the tie rod comprises at least 40 ° to 140 °.

13. The corner module according to claim 6, wherein the steering drive assembly comprises a linear displacement device, the fixed end of the linear displacement position being connected to the steering drive assembly or the first steering knuckle, the moving end of the linear displacement device being connected to the first steering knuckle or the steering drive assembly.

14. The corner module according to claim 6, wherein the steering power assembly is coupled to a vehicle body.

15. The corner module of claim 1, wherein the corner module further comprises a travel system comprising:

the driving assembly comprises a permanent magnet synchronous hub motor, wherein the permanent magnet synchronous hub motor comprises an outer rotor and an inner stator which is electromagnetically induced with the outer rotor, the outer rotor is connected with the wheel, and the inner stator is connected with the first steering knuckle; and, a step of, in the first embodiment,

The brake assembly comprises a brake disc and a brake caliper, wherein the brake disc is arranged on the shell of the outer rotor, and the brake caliper is arranged on the inner stator.

16. A vehicle comprising an angle module according to any one of claims 1 to 15.