CN118457721A - Corner module and vehicle - Google Patents

Abstract

The application discloses an angle module and a vehicle. The corner module includes: a walking unit; a steering unit mounted to the frame; the suspension unit comprises a steering knuckle, a steering arm, a first guide bar system and a second guide bar system, wherein the steering arm is connected with the steering unit, the steering knuckle is connected with the walking unit, the first guide bar system is movably connected with the steering arm and the steering knuckle, and the second guide bar system is movably connected with the frame and the steering knuckle. The corner module and the vehicle can improve structural bearing reliability and impact resistance reliability.

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

With the progress of technology and the development of internet technology, various industries have been rapidly changed. The automotive industry has also undergone a new round of technological innovation. In this technical innovation, the corner module takes up an important role. The angle module integrates advanced power, steering and suspension technologies, can reduce a large number of mechanical transmission parts, optimize the arrangement space of the whole vehicle, and can enable each wheel to independently rotate, so that the vehicle can be more flexibly steered and moved.

In the prior art, however, the corner modules and the lower body are connected by means of a single interface of the upper kingpin portion, the structural load and impact reliability are degraded, and the chassis stability and safety are challenging.

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

In order to solve the technical problems, the invention provides an angle module and a vehicle, which aim to at least solve the technical problems that the angle module and a lower vehicle body are connected by means of a single interface of an upper steering main pin part to a certain extent, and the structural bearing and the impact resistance reliability are poor.

The technical scheme of the invention is as follows:

an angle module, characterized in that it comprises: a walking unit; a steering unit mounted to the frame; the suspension unit comprises a steering knuckle, a steering arm, a first guide rod system and a second guide rod system, wherein the steering arm is connected with the steering unit, the steering knuckle is connected with the walking unit, the first guide rod system is movably connected with the steering arm and the steering knuckle, and the second guide rod system is movably connected with the frame and the steering knuckle.

In some embodiments, the connection of the second guide bar system and the knuckle is located on a steering axis on which the traveling unit is steered.

In some embodiments, the output shaft of the steering unit overlaps with a steering axis of the travel unit steering.

In some embodiments, the length of the second guide bar system is greater than the length of the first guide bar system.

In some embodiments, the first guide bar system comprises: a first guide bar set movably connected to the steering arm and the knuckle; the second guide rod group is arranged at intervals with the first guide rod group and is movably connected with the steering arm and the steering knuckle; wherein the first guide bar group is parallel to the second guide bar group.

In some embodiments, the first guide bar set and the second guide bar set each comprise: the first guide rod is movably connected with the steering arm and the steering knuckle; the second guide rod is arranged at intervals from the first guide rod and is movably connected with the steering arm and the steering knuckle; wherein the first guide bar is parallel to the second guide bar.

In some embodiments, the first set of guide bars is equal in length to the second set of guide bars.

In some embodiments, the second guide bar system comprises: the third guide rod is movably connected with the steering knuckle; and one end of the two fourth guide rods is connected with the third guide rods, and the other ends of the two fourth guide rods are respectively and movably connected with two interfaces of the frame.

In some embodiments, the fourth guide bar is disposed at an angle to the third guide bar to form a relief groove, and the two fourth guide bars are symmetrical about the third guide bar as a symmetry axis.

In some embodiments, the third guide rod and the fourth guide rod are both provided with a reinforcing member, and the end part of the third guide rod, which is away from the steering knuckle, is provided with a weight-reducing groove.

In some embodiments, the suspension unit further comprises: and the damping assembly is movably connected with the steering arm and the steering knuckle.

In some embodiments, the shock assembly is disposed at an angle to both the first guide bar set and the second guide bar set.

In some embodiments, the steering unit includes: the support frame is connected with the frame; the steering motor is connected with the support frame; the steering speed reducing mechanism is in transmission connection with the steering motor, and an output shaft of the steering speed reducing mechanism is in transmission connection with the steering arm; wherein, the output shaft of the steering motor is parallel or perpendicular to the output shaft of the steering reduction mechanism.

In some embodiments, the output shaft of the steering reduction mechanism overlaps with a steering axis of the travel unit steering.

In some embodiments, the walking unit comprises: the driving assembly comprises a hub motor, wherein the hub motor comprises an inner rotor and an outer stator which is electromagnetically induced with the inner rotor, and the inner rotor is connected with a wheel; the brake assembly comprises a brake drum and a brake bottom plate, the brake drum is connected with the inner rotor, and the brake bottom plate is connected with the outer stator; wherein the knuckle is provided to the brake pad.

Based on the same inventive concept, the invention also provides a vehicle comprising at least one of said corner modules.

The beneficial effects of the invention at least comprise:

The steering unit is arranged on the frame, the steering unit is supported by the frame, the suspension unit comprises a steering knuckle, a steering arm, a first guide bar system and a second guide bar system, the steering arm is connected with the steering unit, the steering knuckle is connected with the walking unit, the first guide bar system is movably connected with the steering arm and the steering knuckle, the second guide bar system is movably connected with the frame and the steering knuckle, therefore, when the steering is to be carried out, the steering unit transmits power to the steering arm, the steering arm transmits power to the steering knuckle through the first guide bar system, the steering knuckle drives the walking unit to act, so that the walking unit can act around the steering axis of the steering unit, steering is realized, meanwhile, the steering knuckle can act relative to the second guide bar system, the second guide bar system can support the steering knuckle, and transmit bearing force to the frame, that is to say, the walking unit can be connected with the frame through the steering knuckle and the second guide bar system, the reliability of bearing structure and the reliability of the steering frame are improved, the steering unit can be particularly, the steering unit can be stably and stably impacted by the steering unit, and the running impact resistance of the chassis is guaranteed, and the running stability of the chassis is guaranteed.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for 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 is a schematic structural view of a corner module of some embodiments;

FIG. 2 is a schematic view of the steering unit of the angle module of FIG. 1;

FIG. 3 is a schematic view of the suspension unit of the corner module of FIG. 1;

FIG. 4 is a schematic view of a second guide bar system of the suspension unit of FIG. 3;

FIG. 5 is a schematic view of the walking unit of the corner module of FIG. 1;

fig. 6 is an exploded view of the traveling unit of the corner module of fig. 5.

In the accompanying drawings:

The traveling unit 10, the driving assembly 101, the inner rotor 1011, the outer stator 1012, the braking assembly 102, the brake drum 1021, the brake base plate 1022;

Steering unit 20, support frame 201, steering motor 202, steering reduction gear 203, motor controller 204;

Suspension unit 30, knuckle 301, knuckle arm 302, first guide bar system 303, first guide bar group 3031, first guide bar 30311, second guide bar 30312, second guide bar group 3032, second guide bar system 304, third guide bar 3041, fourth guide bar 3042, avoiding groove 3043, reinforcing member 3044, weight-reducing groove 3045, damper assembly 305, damper 3051, and coil spring 3052;

A frame 40;

A wheel 50;

Steering axis 60.

Detailed Description

The following description of the embodiments of the present invention 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 embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.

It should be noted that all the directional indicators in the embodiments of the present invention 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 invention, unless specifically stated and limited otherwise, the terms "connected," "affixed," and the like are to be construed broadly, and for example, "affixed" may be a fixed connection, a removable connection, or an integral body; 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 above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances.

Furthermore, descriptions such as those referred to as "first," "second," and the like, are provided for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implying an order of magnitude of the indicated technical features in the present disclosure. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In addition, the technical solutions of the embodiments may be combined with each other, but it is necessary to base that the technical solutions can be realized by those skilled in the art, and when the technical solutions are contradictory or cannot be realized, the combination of the technical solutions should be considered to be absent and not within the scope of protection claimed in the present invention.

The 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, 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. Because the wheel hub motor is adopted for driving, the wheel rotation angle is not limited by the swing angle of the traditional universal joint, and a larger wheel rotation angle can be realized; secondly, due to the physical decoupling of the steering structure between the coaxial wheels, various running modes can be realized, the corner sizes of the four wheels can be better distributed, and the running stability of the vehicle is improved. However, with the increase of the wheel rotation angle, the contradiction between the precise constraint of the motion freedom degree of the suspension guide rod system to the wheel and the wheel rotation angle space is more obvious.

In the related art, a suspension vibration damper is added to the angle module, so that the problems that the vertical angle module is poor in vibration damping and obstacle crossing capability, the wheel positioning angle is difficult to change, and the kinematic characteristic, the vehicle body stability and the riding comfort of the suspension are poor are solved; the steering arm structure is adopted, the steering power source component is integrated at the upper end of the steering arm, the power output shaft is the axis of the steering main pin, and the steering power source drives the steering arm to rotate around the steering main pin, so that the wheels are driven to rotate through the suspension guide rod system, and the steering function is realized. However, when the wheels turn, the suspension system rotates along with the rotation of the wheels, the traditional suspension design structure is overturned, the suspension guide rod system is obviously shortened, the angle module and the lower vehicle body are connected by means of a single interface of the upper steering main pin part, the structural load bearing and shock resistance reliability are poor, and the stability and the safety of the chassis face challenges.

The suspension driving system of chinese patent CN112208673a includes: the fixed seat is connected with the first longitudinal beam or the second longitudinal beam; the power output assembly is fixedly arranged on the first longitudinal beam or the second longitudinal beam and is provided with a power output end shaft; the steering bracket assembly is provided with a supporting connecting part and an assembling connecting part, the supporting connecting part is rotatably connected with the fixed seat, the power output end shaft is in driving connection with the supporting connecting part, and the assembling connecting part is positioned at one side of the fixed seat, which is far away from the power output assembly; the vibration damper comprises a vibration damper, a swing arm and an assembly plate connected between the vibration damper and the swing arm, wherein the first end of the vibration damper is rotatably connected to one end, extending towards the direction close to the supporting connecting part, of the assembly connecting part, the first end of the swing arm is rotatably connected to one end, far away from the supporting connecting part, of the assembly connecting part, the first end of the assembly plate is rotatably connected with the second end of the vibration damper, the second end of the assembly plate is rotatably connected with the second end of the swing arm, and the central axis of the vibration damper is inclined towards the direction far away from the assembly connecting part from the direction from the first end to the second end of the vibration damper. But the corner modules and the lower car body are connected by means of a single interface of the upper steering main pin part, the structural load bearing and shock resistance reliability are poor, and the stability and the safety of the chassis face challenges.

The suspension structure of chinese patent CN112739558a, for connecting the wheels of an automobile with the lower body, comprises a supporting frame, a connecting rod and a fixing member; the mounting and the connecting rod are located one side of support frame, and the support frame is used for being connected with the steering structure on the lower automobile body, and connecting rod one end is connected with the support frame is articulated, and the other end and the mounting of connecting rod are articulated to be connected, and the mounting is used for being connected with the wheel rotation. The connecting rod can transfer the lateral force transmitted by the wheels, and the wheels can be transferred to the supporting frame through the fixing piece and the connecting rod after being stressed, and then transferred to the lower vehicle body and the vehicle body. One end of the connecting rod is hinged with the support frame, the other end of the connecting rod is hinged with the fixing piece, namely one end of the connecting rod can rotate relative to the support frame, and the other end of the connecting rod can rotate relative to the fixing piece, so that wheels can have certain movable allowance in the horizontal direction (the direction perpendicular to the plane of the wheels) and the vertical direction (the direction parallel to the plane of the wheels), and the wheel positioning angle can be adjusted. Meanwhile, the connecting rod can limit the jumping track of the wheels in the jumping process, so that the wheels can generate arc jumping tracks, the kinematic characteristics of the vehicle suspension are guaranteed, the jumping of the vehicle body caused by the force applied to the vehicle body can be reduced, and the stability of the vehicle body is effectively improved. In addition, through the connecting rod respectively with the rotation of mounting and support frame be connected, guaranteed the kinematic characteristic of suspension promptly, simple structure helps reduce cost, also can improve the convenience of installation simultaneously, suspension structure's occupation space is also less, helps the space arrangement of whole car, has better commonality. But the corner modules and the lower car body are connected by means of a single interface of the upper steering main pin part, the structural load bearing and shock resistance reliability are poor, and the stability and the safety of the chassis face challenges.

The road conditions of the vehicle running are complex and changeable, road surface impact comes from various directions, the traditional suspension design structure is completely overturned by the existing corner module technology, such as China patent CN105083378A, CN101973307A, the corner module is connected with the lower vehicle body through a steering speed reducing mechanism, and the single interface simplifies the assembly process, but the bearing stability and the impact resistance reliability of the structure are not high, and the product safety is challenged under the high-speed use working condition.

The angle module and the vehicle provided by the embodiment aim to at least solve the technical problems that the angle module and the lower vehicle body are connected by means of a single interface of an upper steering main pin part to a certain extent, and the structural load bearing and the impact resistance reliability are poor.

Fig. 1 is a schematic structural view of a corner module according to some embodiments. Referring to fig. 1, an angle module of an embodiment of the present application includes: a walking unit 10, a steering unit 20, and a suspension unit 30. The steering unit 20 is mounted to the frame 40. The suspension unit 30 includes a knuckle 301, a knuckle arm 302, a first guide bar system 303, and a second guide bar system 304, the knuckle arm 302 being connected to the steering unit 20, the knuckle 301 being connected to the travel unit 10, the first guide bar system 303 movably connecting the knuckle arm 302 and the knuckle 301, the second guide bar system 304 movably connecting the frame 40 and the knuckle 301.

Since the steering unit 20 is mounted on the frame 40, the steering unit 20 is supported by the frame 40, since the suspension unit 30 comprises the knuckle 301, the steering arm 302, the first guide bar system 303 and the second guide bar system 304, the knuckle 301 is connected with the walking unit 10, the first guide bar system 303 movably connects the knuckle 302 and the knuckle 301, the second guide bar system 304 movably connects the frame 40 and the knuckle 301, when steering is performed, the steering unit 20 transmits power to the knuckle 302, the knuckle 302 transmits power to the knuckle 301 through the first guide bar system 303, the knuckle 301 drives the walking unit 10 to act, so that the walking unit 10 can act around the steering axis 60 where the walking unit 10 steers, and at the same time, the knuckle 301 can act relative to the second guide bar system 304, the second guide bar system 304 can support the knuckle 301 and transmit bearing capacity to the frame 40, that is not only the knuckle 301, the first guide bar system 303, the knuckle 302 and the knuckle 20 can realize the connection with the steering axis 60, and the shock-absorbing unit 20 can realize the shock-absorbing effect, and the shock-absorbing performance of the steering unit 20 can be improved, and the shock-absorbing performance of the steering unit can be realized, and the shock-absorbing performance of the chassis can be improved, and the shock-absorbing performance can be ensured, and the shock-absorbing performance can be improved, and the shock-absorbing performance can be realized.

In combination with fig. 1, in some embodiments, the angle module is composed of a walking unit 10, a steering unit 20 and a suspension unit 30, so that an integrated design of steering, suspension, driving, braking and walking can be realized, the technical integration is high, the design of large bearing space and low floor height of the whole vehicle is facilitated, the functions of the walking unit 10, the steering unit 20 and the suspension unit 30 are relatively independent, the maintenance treatment of local faults is facilitated, the after-sale cost is reduced, and the generalization of the walking unit 10, the steering unit 20 and the suspension unit 30 between vehicle types and platforms is facilitated.

In some embodiments, the knuckle 301 has a first interface system and a second interface system, the first guide bar system 303 is movably connected to the first interface system, and the second guide bar system 304 is movably connected to the second interface system, wherein the first interface system is angularly disposed with respect to the second interface system such that the connection of the first guide bar system 303 with the knuckle 301 and the connection of the second guide bar system 304 with the knuckle 301 are angularly disposed.

In some embodiments, the first interface system and the second interface system are perpendicular, but the perpendicular relationship between the first interface system and the second interface system is not geometrically absolute perpendicular, and the angular relationship between the first interface system and the second interface system may be in the range of 90±3°. Wherein the first interface may be located on a horizontal plane and the second interface may be located on a vertical plane.

In order to ensure that the steering motor module provides a stable working environment and higher torque transmission efficiency, the steering main pin is fixed along the axis of the sliding column and in position, and the technical scheme of the existing angle module is as shown in China patent CN113460156A, and an automobile suspension structure matched with a four-wheel drive-by-wire 90-degree steering system is provided. The device not only can provide stable working environment and higher torque transmission efficiency for the steering motor module like a candle suspension; meanwhile, when the wheel is impacted by the lateral force of the wheel, the wheel has good transverse and longitudinal shock absorption capacity like a Macpherson suspension, and the service life of the product is prolonged. The technical scheme adopted by the method is as follows: the automobile suspension structure matched with the four-wheel steering system with the 90 degrees comprises a steering motor, wherein the steering motor is in transmission connection with the upper end of a kingpin sliding column through a planetary gear, the lower end of the kingpin sliding column is in rigid connection with a steering knuckle, the upper end and the lower end of the kingpin sliding column are respectively hinged with one end of an upper swing arm and one end of a lower swing arm of a shock absorber, and the other ends of the upper swing arm and the lower swing arm of the shock absorber are mutually hinged; and the shock absorber is hinged between one ends of the shock absorber upper swing arm and the shock absorber lower swing arm, which are hinged with the king pin slide column. And a damping spring is sleeved outside the kingpin sliding column, the upper end of the damping spring is in limiting connection with the kingpin sliding column, and the lower end of the damping spring is in contact connection with the steering knuckle. The steering motor is fixed on a motor fixing plate on the frame, a self-aligning bearing is arranged between the kingpin sliding column and the motor fixing plate, an oilless bearing is arranged in the kingpin sliding column, and the oilless bearing is positioned between the steering knuckle and the kingpin sliding column. One end of the lower swing arm is connected with the knuckle ball hinge, and the other end is connected with the frame in a damping way. The knuckle is connected with a wheel, and the wheel is driven by an in-wheel motor. The upper end of the main pin sliding column is sleeved with an upper connecting ring, the main pin sliding column is hinged with one end of an upper swing arm of the shock absorber through the upper connecting ring, the lower end of the main pin sliding column is sleeved with a lower connecting ring, and the main pin sliding column is hinged with one end of a lower swing arm of the shock absorber through the lower connecting ring. The main pin slide column is fixed in position, the steering motor module is fixed at the upper end of the main pin slide column, the state is stable in the movement process, the working stability of the motor is high, and the torque transmission efficiency is high. The aligning bearing is added at the position of the fixed point on the kingpin sliding column, so that the slight inclination angle can be corrected, the steering movement is prevented from being blocked, and the working stability of the steering system is improved. Through having increased lower swing arm, the lateral force that the wheel received is born by lower swing arm through the knuckle most, and other weak point is born by the shock absorber, increases the stability of whole suspension like this, has improved the life of suspension. But the wheels can only move up and down along the axis of the steering main pin when jumping up and down; in order to improve the good transverse and longitudinal shock absorption capacity of a suspension when a wheel is impacted by lateral force, a lower swing arm structure is adopted, however, when the wheel is restrained by the lower swing arm to jump, a certain swing angle is generated on the main pin axis, and the steering main pin axis is restrained by the sliding column axis and cannot swing.

In some embodiments, in conjunction with fig. 1, in order to ensure that the pose of the second guide bar system 304 is not affected when the traveling unit 10 turns, the connection between the second guide bar system 304 and the knuckle 301 is located on the turning axis 60 where the traveling unit 10 turns, that is, the moving center of the second guide bar system 304 is not changed when the traveling unit 10 turns, so that motion interference between the traveling unit 10 and the second guide bar system 304 is avoided, the stability of the turning of the traveling unit 10 is ensured, the pose stability of the second guide bar system 304 is also ensured, meanwhile, when the traveling unit 10 turns, the traveling unit 10 is restrained in the vertical direction by the second guide bar system, the steering of the traveling unit 10 is not affected, the decoupling of the steering and the wheel jump of the traveling unit 10 is realized, the motion stability of the angle module is ensured, and the reliability and the durability of the angle module are improved.

In some embodiments, referring to fig. 1, in order to reduce the difficulty of installation, the output shaft of the steering unit 20 overlaps the steering axis 60 that the traveling unit 10 steers, and when the steering unit 20 is installed on the frame 40, no redesign parameters are needed, so that the positioning parameter characteristics of the existing macpherson suspension wheels are retained, and the vehicle is beneficial to being carried and used on the existing macpherson suspension vehicle type, so that the steering unit 20 is installed conveniently, the working efficiency is improved, and the cost is reduced.

In some embodiments, in order to ensure the stability of the movement of the walking unit 10, the length of the second guide bar system 304 is greater than that of the first guide bar system 303, so that the second guide bar system 303 can effectively restrict the wheel jump of the walking unit 10, when the wheel jump condition occurs in the walking unit 10, the change of the steering axis 60 of the steering of the walking unit 10 is ensured to be within a reasonable range, so that the displacement variation of the grounding point of the walking unit 10 is smaller, and then, the interference between the steering of the walking unit 10 and the wheel jump is smaller, the steering of the walking unit 10 and the decoupling of the wheel jump are realized, and the movement stability of the angle module is ensured.

Fig. 3 is a schematic structural view of a suspension unit of the corner module of fig. 1. In some embodiments, in conjunction with fig. 1 and 3, to ensure stability of the guidance, the first guidance system 303 includes: a first set of guide bars 3031 and a second set of guide bars 3032. The first guide bar set 3031 is movably coupled to the steering arm 302 and the knuckle 301. The second set of guide rods 3032 is spaced from the first set of guide rods 3031 and is movably coupled to the steering arm 302 and the knuckle 301. Wherein, along the height direction of the vehicle, the second guide bar group 3032 is disposed at a distance from the first guide bar group 3031.

In some embodiments, when steering is to be performed, the steering unit 20 transmits power to the steering arm 302, the steering arm 302 transmits power to the steering knuckle 301 through the first guide bar set 3031 and the second guide bar set 3032, and the power can be stably transmitted to the steering knuckle 301 through the first guide bar set 3031 and the second guide bar set 3032, so that the steering knuckle 301 can drive the walking unit 10 to act, the steering stability is ensured, the walking unit 10 can act around the steering axis 60 for steering the walking unit 10, the steering is realized, and the stability of the action of the walking unit 10 is ensured.

In some embodiments, referring to fig. 1 and 3, in order to ensure the stability of the motion of the first guide bar set 3031 and the second guide bar set 3032, the first guide bar set 3031 is parallel to the second guide bar set 3032, when the traveling unit 10 generates a wheel jump condition, interference between the first guide bar set 3031 and the second guide bar set 3032 is avoided, so that the first guide bar set 3031 and the second guide bar set 3032 can sufficiently transmit power to the knuckle 301, thereby ensuring the motion stability of the angle module.

Referring to fig. 1 and 3, in some embodiments, in order to ensure the stability of the motion of the first guide bar set 3031 and the second guide bar set 3032, the lengths of the first guide bar set 3031 and the second guide bar set 3032 are equal, and when the traveling unit 10 has a wheel jump condition, interference between the first guide bar set 3031 and the second guide bar set 3032 is avoided, so that the first guide bar set 3031 and the second guide bar set 3032 can sufficiently transmit power to the knuckle 301, thereby ensuring the motion stability of the angle module.

In order to transmit the driving force of the steering unit 20 to the knuckle 301 in some embodiments, referring to fig. 1 and 3, each of the first and second guide bar groups 3031 and 3032 includes: a first guide bar 30311 and a second guide bar 30312. The first guide bar 30311 is movably coupled to the steering arm 302 and the knuckle 301. The second guide bar 30312 is spaced apart from the first guide bar 30311 and is movably coupled to the steering arm 302 and the knuckle 301. Wherein the first guide bar 30311 is parallel to the second guide bar 30312, the first guide bar 30311 is in the same plane as the second guide bar 30312.

In some embodiments, when steering is to be performed, the steering unit 20 transmits power to the steering arm 302, the steering arm 302 transmits power to the steering knuckle 301 through the first and second guide bars 30311 and 30311 of the first and second guide bar sets 3031 and 30312 and the first and second guide bars 30311 and 30312 of the second guide bar sets 3032, and the power can be stably transmitted to the steering knuckle 301 through the first and second guide bar sets 3031 and 3032, so that the steering knuckle 301 can drive the walking unit 10 to act, thereby ensuring steering stability, so that the walking unit 10 can act around the steering axis 60 to which the walking unit 10 turns, thereby realizing steering and ensuring stability of the action of the walking unit 10.

In some embodiments, the first guide bar 30311 may be coupled to the steering arm 302 by a bushing to enable articulation of the first guide bar 30311 to the steering arm 302. The first guide bar 30311 may be coupled to the knuckle 301 by a bushing to enable articulation of the first guide bar 30311 to the steering arm 302.

In some embodiments, the second guide bar 30312 may be coupled to the steering arm 302 by a bushing to enable articulation of the first guide bar 30311 to the steering arm 302. The second guide bar 30312 may be coupled to the knuckle 301 by a bushing to effect articulation of the first guide bar 30311 to the steering arm 302.

In some embodiments, the first guide bar 30311 and the second guide bar 30312 are separate components, and there is no connection between the first guide bar 30311 and the second guide bar 30312, that is, the first guide bar group 3031 and the second guide bar group 3032 adopt a split type two-bar linkage mechanism.

Of course, in other embodiments, the first guide bar set 3031 and the second guide bar set 3032 may use an integrated triangle arm, and the triangle arm may be connected to the knuckle 301 by a ball pin to implement the hinge connection of the triangle arm to the knuckle 301, and the triangle arm may be connected to the knuckle 302 by a bushing to implement the hinge connection of the triangle arm to the knuckle 302.

Fig. 4 is a schematic structural view of a second guide bar system of the suspension unit of fig. 3. In some embodiments, and referring to fig. 1, 3 and 4, to facilitate connection of the second guide bar system 304 to the frame 40, the second guide bar system 304 includes: a third guide bar 3041 and two fourth guide bars 3042. The third guide lever 3041 is movably connected to the knuckle 301. One end of the fourth guide rod 3042 is connected to the third guide rod 3041, and the other end is movably connected to two interfaces of the frame 40, respectively.

In some embodiments, the two general macpherson suspension lower swing arm interfaces are directly connected with the frame 40 through the two fourth guide rods 3042, so that the continuity of the second guide rod system 304 and the macpherson suspension is ensured, the frame 40 does not need to be additionally adjusted to adapt to the second guide rod system 304, the processing cost is reduced, and the installation efficiency is improved.

In some embodiments, third guide rod 3041 may be coupled to knuckle 301 via a ball stud to effect articulation of third guide rod 3041 to knuckle 301. Both fourth guide bars 3042 may be connected to frame 40 by bushings to provide articulation of fourth guide bars 3042 to frame 40.

In some embodiments, to ensure the stability of the connection of the third guide bar 3041 and the two fourth guide bars 3042, the third guide bar 3041 and the two fourth guide bars 3042 may be integrally formed, and also reduce the processing cost.

Referring to fig. 1, 3 and 4, in some embodiments, in order to ensure structural strength of the second guide rod system 304, the fourth guide rods 3042 are disposed at an angle to the third guide rods 3041 to form the avoiding grooves 3043, and the two fourth guide rods 3042 are symmetrical with each other with the third guide rods 3041 as symmetry axes, so as to form a "herringbone" lower swing arm structure, which ensures connection stability of the two fourth guide rods 3042 and the third guide rods 3041, and improves structural bearing reliability and anti-impact reliability.

In some embodiments, due to the presence of the avoidance groove 3043, an avoidance space may be provided for steering of the traveling unit 10, so as to avoid interference of the second guide rod system 304 with steering of the traveling unit 10, and meanwhile, the steering angle of the traveling unit 10 is also improved, so that the steering angle of the traveling unit 10 is greater than 90 °, the movement flexibility of the drive-by-wire chassis is improved, and more possibilities are provided for driving flexibility of the vehicle.

In some embodiments, in order to ensure structural strength of the third guide rod 3041 and the fourth guide rod 3042, in conjunction with fig. 1, 3 and 4, the third guide rod 3041 and the fourth guide rod 3042 are each provided with a reinforcing member 3044, which ensures stability of bearing of the two fourth guide rods 3042 and the third guide rod 3041, and improves reliability of structural bearing and reliability of impact resistance. Wherein the reinforcing member 3044 may be a reinforcing rib.

In some embodiments, in conjunction with fig. 4, in order to achieve weight reduction, the end of the third guide rod 3041 facing away from the knuckle 301 is provided with a weight-reducing groove 3045, which can reduce cost, and at the same time, reduce the mass of the whole vehicle, improve the running economy of the vehicle, and also improve the running performance of the vehicle, including acceleration, braking and performance during cornering.

In some embodiments, in combination with fig. 1 and 3, to achieve shock absorption, the suspension unit 30 further includes: shock absorbing assembly 305. The damper assembly 305 is movably coupled to the steering arm 302 and the knuckle 301.

In some embodiments, when vertical excitation of the road surface occurs, the shock absorbing assembly 305 compresses the stored impact energy, and the shock absorbing assembly 305 can consume the stored energy in the form of heat, thereby effectively attenuating the vertical impact of the road surface transmitted to the steering arm 302 and improving the driving experience of the user.

In some embodiments, in conjunction with fig. 1 and 3, in order to avoid the interference of the first guide rod system 303 and the second guide rod system 304 with the damping action of the damping assembly 305, the damping assembly 305 and the first guide rod system 303 and the second guide rod system 304 are all disposed at an angle, so that the damping assembly 305, the first guide rod system 303 and the second guide rod system 304 exist independently of each other, the damping stability of the damping assembly 305 is ensured, and meanwhile, the first guide rod system 303 not only can realize the transmission of the steering unit 20 to the knuckle 301, but also can enable the first guide rod system 303 to have a certain guiding function, and can avoid the insufficient position constraint force on the walking unit 10 caused by excessive freedom degree of the walking unit 10 to a certain extent, so as to avoid the risk that the angular module motion is easy to fail.

In some embodiments, in conjunction with fig. 1 and 3, to achieve shock absorption, shock absorbing assembly 305 includes: shock absorber 3051 and coil spring 3052. Shock absorber 3051 is movably connected to steering arm 302 and knuckle 301. The coil spring 3052 is sleeved outside the shock absorber 3051. The shock absorber 3051 may be a hydraulic shock absorber.

In some embodiments, when the vertical excitation of the road surface occurs, the coil spring 3052 compresses and stores impact energy, and the energy stored by the shock absorber 3051 through hydraulic damping is consumed in the form of heat, so that the vertical impact transmitted to the steering arm 302 by the road surface is effectively attenuated, and the driving experience of the user is improved.

In some embodiments, in order to facilitate the spiral spring 3052 to be sleeved outside the shock absorber 3051, spring seats are respectively arranged at two ends of the shock absorber 3051, and two ends of the spiral spring 3052 are respectively connected with the two spring seats so as to ensure the installation stability of the spiral spring 3052.

In some embodiments, to ensure the safety of the shock absorber 3051, a dust cover is sleeved outside the shock absorber 3051 to prevent external impurities from entering the shock absorber 3051, so that the service life of the shock absorber 3051 is ensured. Wherein, coil spring 3051 is located the dust cover outside.

In some embodiments, shock absorber 3051 may be coupled to knuckle 301 by a sling to effect articulation of shock absorber 3051 to knuckle 301. The shock absorber 3051 may be coupled to the steering arm 302 via a sling to provide articulation of the shock absorber 3051 to the steering arm 302.

Fig. 2 is a schematic structural view of a steering unit of the angle module of fig. 1. In order to achieve steering of the walking unit 10 in some embodiments, referring to fig. 1 and 2, the steering unit 20 includes: a support frame 201, a steering motor 202, and a steering reduction mechanism 203. The support frame 201 is connected to the frame 40, and the support frame 201 is supported by the frame 40. The steering motor 202 is connected with the support frame 201, and the steering motor 202 is supported by the support frame 201, so that the installation stability of the steering motor 202 is ensured. Steering reduction mechanism 203 is in transmission connection with steering motor 202, and the output shaft of steering reduction mechanism 203 is in transmission connection with steering arm 302. Wherein the output shaft of the steering motor 202 is parallel or perpendicular to the output shaft of the steering reduction mechanism 203.

In some embodiments, when the walking unit 10 needs to be steered, the steering motor 202 is in driving connection with the steering reducing mechanism 203, the steering motor 202 transmits power to the steering reducing mechanism 203, the steering reducing mechanism 203 is used for adjusting the output rotating speed of the steering unit 20 to adapt the steering speed of the walking unit 10, the steering reducing mechanism 203 transmits power to the steering arm 302, the steering arm 302 transmits power to the steering knuckle 301 through the first guide rod system 303, and the steering knuckle 301 drives the walking unit 10 to act so as to enable the walking unit 10 to act around the steering axis 60 where the walking unit 10 turns to achieve steering.

In some embodiments, the steering unit 20 further includes a steering motor controller 204, the steering motor controller 204 being electrically connected to the steering motor 202 for controlling the steering motor 202 to operate in response to a mounting command.

In some embodiments, steering reduction mechanism 203 may be a separate component of a gear drive, worm drive, gear-worm drive, etc., enclosed within a rigid housing for reducing the speed drive between steering motor 202 and steering arm 302, matching rotational speed and transmitting torque between steering motor 202 and knuckle 301.

In some embodiments, steering reduction mechanism 203 may be a worm gear single stage reduction mechanism. In addition, the steering reduction mechanism 203 can also adopt a worm gear plus one-stage or two-stage planetary gear reduction mechanism, or the steering reduction mechanism 203 can also adopt a parallel shaft type two-stage gear reduction mechanism, and the specific structure of the steering reduction mechanism 203 can be determined according to the requirement of steering output torque of a specific vehicle type.

In some embodiments, according to the actual space arrangement situation of the whole vehicle, the steering reducing mechanism 203 may also be composed of a planetary gear reducing mechanism and a helical gear pair, and the output shaft of the steering motor 202 is arranged in parallel with the output shaft of the steering reducing mechanism 203.

In some embodiments, the output shaft of the steering motor 202 is in driving connection with the steering reduction mechanism 203, the output shaft of the steering reduction mechanism 203 is in driving connection with the steering arm 302, and the output shaft of the steering reduction mechanism 203 is the output shaft of the steering unit 20.

In some embodiments, the steering reduction mechanism 203 may have a reduction input shaft that may be in driving connection with the steering motor 202, and a reduction output shaft that may be in driving connection with the steering arm 302, the reduction output shaft may be provided with external splines, and the steering arm 302 may be provided with internal splines, such that the reduction output shaft is in driving connection with the steering arm 302 via the splines.

In some embodiments, the speed reduction output shaft of the steering speed reduction mechanism 203 is a steering shaft, and the output shaft of the steering speed reduction mechanism 203 serving as the steering shaft is driven by the steering motor 202 to rotate, and drives the steering arm to rotate around the steering shaft through the spline pair, and simultaneously makes the traveling unit 10 act around the steering axis 60 where the traveling unit 10 turns to realize the steering function of the traveling unit 10.

In some embodiments, in order to reduce the difficulty of installation, the output shaft of the steering reduction mechanism 203 overlaps the steering axis 60 that the traveling unit 10 steers, and when the steering unit 20 is installed on the frame 40, no redesign parameters are needed, so that the positioning parameter characteristics of the existing macpherson suspension wheels are retained, and the vehicle is beneficial to being carried and used on the existing macpherson suspension vehicle type, so that the installation of the steering unit 20 is facilitated, the working efficiency is improved, and the cost is reduced.

FIG. 5 is a schematic view of the walking unit of the corner module of FIG. 1; fig. 6 is an exploded view of the traveling unit of the corner module of fig. 5. In conjunction with fig. 1, 5 and 6, in some embodiments, to achieve walking and braking of the walking unit 10, the walking unit 10 includes: a drive assembly 101 and a brake assembly 102. The driving assembly 101 includes a hub motor, which includes an inner rotor 1011 and an outer stator 1012 electromagnetically induced with the inner rotor 1011, and the inner rotor 1012 is connected with the wheel 50 to drive the wheel 50 to walk, thereby realizing the walking function of the walking unit 10. The brake assembly 102 includes a brake drum 1021 and a brake shoe 1022, the brake drum 1021 is connected to the inner rotor 1011, the brake shoe 1022 is connected to the outer stator 1012, and the function of braking the traveling unit 10 is achieved by cooperation of the brake drum 1021 and the brake shoe 1022. Wherein the knuckle 301 is provided to the brake pad 1022, and the knuckle 301 is supported by the brake pad 1022.

In some embodiments, the inner rotor 1012 can rotate synchronously with the wheel 50 under electromagnetic induction, thereby realizing the walking function of the wheel 50. The hub motor can be a permanent magnet synchronous hub motor, and the permanent magnet synchronous hub motor has the advantages of short response of a transmission link, high transmission efficiency and the like.

In some embodiments, the walking unit 10 may further include a driving reduction mechanism, and the inner rotor of the permanent magnet synchronous hub motor is in driving connection with the driving reduction mechanism and in driving connection with the wheel 50 through the driving reduction mechanism. For example, in some implementations, the output rotational speed of the permanent magnet synchronous hub motor is transmitted to the wheels 50 through torque reduction and torque increase via the planetary gear reducer, and the vehicle can obtain relatively high output torque, so as to obtain relatively high driving force.

In some embodiments, the walk unit 10 may further include a hub motor controller electrically connected with the permanent magnet synchronous hub motor to control the action of the permanent magnet synchronous hub motor. When the driver presses the accelerator pedal, the whole vehicle controller sends a signal to the motor controller, the motor controller controls the inner rotor 1012 of the hub motor to drive the wheels 50 to rotate together, and under the electromagnetic induction effect, the inner rotor 1012 can synchronously rotate with the wheels 50, so that the running function of the wheels 50 is realized.

In some embodiments, the in-wheel motor 101 in the walking unit 10 may be modularly integrated with the brake drum 1021 and the brake shoe 1022 of the brake assembly 102, and may enable an integrated high integration of the driving brake.

In some embodiments, when braking is to be performed, the driver applies a brake pedal and the vehicle controller sends a signal to control the brake shoe 1022 to transmit braking torque to the brake drum 1021, and since the brake drum 1021 is fixedly connected to the inner rotor 1011, the brake drum 1021 transmits braking torque to the rim through the inner rotor 1011, thereby braking the wheel 50.

Based on the same inventive concept, the application further provides a vehicle, the vehicle adopts at least one corner module, the specific structure of the corner module refers to the above embodiment, and the corner module adopts all the technical solutions of all the embodiments, so that the vehicle has at least all the beneficial effects brought by the technical solutions of the embodiments, and the description is omitted herein.

In some embodiments, four corner modules may be disposed at four corners of the vehicle, and through the corner modules, independent driving and independent steering of each wheel 50 may be achieved, for example, functions such as front axle steering, rear axle steering, four-wheel same direction steering, four-wheel different direction steering, wedge steering, lateral movement, and in-situ steering may be achieved, so that more possibilities are provided for vehicle driving flexibility, flexible steering functions such as small radius steering, wedge lane changing, lateral movement, and in-situ steering may be achieved, and flexible switching of various steering functions such as front wheel steering, rear wheel steering, four-wheel same direction steering, and four-wheel different direction steering may also be achieved, so that more possibilities are provided for vehicle driving flexibility.

In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present application.

Furthermore, descriptions such as those referred to as "first," "second," and the like, are provided for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implying an order of magnitude of the indicated technical features in the present disclosure. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In addition, the technical solutions of the embodiments may be combined with each other, but it is necessary to base that the technical solutions can be realized by those skilled in the art, and when the technical solutions are contradictory or cannot be realized, the combination of the technical solutions should be considered to be absent and not within the scope of protection claimed in the present application.

In the description of the present invention, unless explicitly stated and limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, or may include both the first and second features not being in direct contact but being in contact by another feature 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.

In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Further, one skilled in the art can engage and combine the different embodiments or examples described in this specification.

While preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. It is therefore intended that the following claims be interpreted as including the preferred embodiments and all such alterations and modifications as fall within the scope of the application.

It will be apparent to those skilled in the art that various modifications and variations can be made to the present application without departing from the spirit or scope of the application. Thus, it is intended that the present application also include such modifications and alterations insofar as they come within the scope of the appended claims or the equivalents thereof.

Claims (16)

1. An angle module, comprising:

A walking unit;

a steering unit mounted to the frame;

The suspension unit comprises a steering knuckle, a steering arm, a first guide rod system and a second guide rod system, wherein the steering arm is connected with the steering unit, the steering knuckle is connected with the walking unit, the first guide rod system is movably connected with the steering arm and the steering knuckle, and the second guide rod system is movably connected with the frame and the steering knuckle.

2. The corner module according to claim 1, wherein the connection of the second guide bar system to the knuckle is located on a steering axis where the travelling unit is steered.

3. The corner module according to claim 1, wherein the output shaft of the steering unit overlaps with the steering axis of the travel unit steering.

4. A corner module according to any one of claims 1-3, characterized in that the length of the second guide bar system is greater than the length of the first guide bar system.

5. A corner module according to any one of claims 1-3, wherein the first guide bar system comprises:

A first guide bar set movably connected to the steering arm and the knuckle;

The second guide rod group is arranged at intervals with the first guide rod group and is movably connected with the steering arm and the steering knuckle;

Wherein the first guide bar group is parallel to the second guide bar group.

6. The corner module according to claim 5, wherein the first and second sets of guide bars each comprise:

The first guide rod is movably connected with the steering arm and the steering knuckle;

The second guide rod is arranged at intervals from the first guide rod and is movably connected with the steering arm and the steering knuckle;

Wherein the first guide bar is parallel to the second guide bar.

7. The corner module according to claim 5, wherein the first set of guide bars is equal in length to the second set of guide bars.

8. A corner module according to any one of claims 1-3, wherein the second guide bar system comprises:

the third guide rod is movably connected with the steering knuckle;

and one end of the two fourth guide rods is connected with the third guide rods, and the other ends of the two fourth guide rods are respectively and movably connected with two interfaces of the frame.

9. The corner module according to claim 8, wherein the fourth guide bars are disposed at an angle to the third guide bars to form a relief groove, the two fourth guide bars being symmetrical about the third guide bars.

10. The corner module according to claim 8, wherein the third and fourth guide bars are each provided with a reinforcement, and the end of the third guide bar facing away from the knuckle is provided with a weight-reducing groove.

11. A corner module according to any one of claims 1-3, wherein the suspension unit further comprises:

and the damping assembly is movably connected with the steering arm and the steering knuckle.

12. The corner module according to claim 11, wherein the shock assembly is disposed at an angle to both the first guide bar system and the second guide bar system.

13. A corner module according to any one of claims 1-3, characterized in that the steering unit comprises:

The support frame is connected with the frame;

The steering motor is connected with the support frame;

the steering speed reducing mechanism is in transmission connection with the steering motor, and an output shaft of the steering speed reducing mechanism is in transmission connection with the steering arm; wherein, the output shaft of the steering motor is parallel or perpendicular to the output shaft of the steering reduction mechanism.

14. The corner module according to claim 13, wherein the output shaft of the steering reduction mechanism overlaps with a steering axis of the travel unit steering.

15. A corner module according to any one of claims 1-3, wherein the walking unit comprises:

The driving assembly comprises a hub motor, wherein the hub motor comprises an inner rotor and an outer stator which is electromagnetically induced with the inner rotor, and the inner rotor is connected with a wheel;

the brake assembly comprises a brake drum and a brake bottom plate, the brake drum is connected with the inner rotor, and the brake bottom plate is connected with the outer stator;

wherein the knuckle is provided to the brake pad.

16. A vehicle comprising at least one corner module according to any one of claims 1-15.