Angle module driving system for new energy automobile

Abstract

The invention belongs to the technical field of new energy automobile electric driving, and particularly relates to a new energy automobile-oriented angle module driving system which adopts an outer rotor hub motor direct driving technology and a highly integrated motor and electric control design. The system has the advantages of high transmission efficiency, high response speed, high power density, compact layout, multiple control freedom degrees, accurate control and the like; meanwhile, through deep fusion of a driving system and a braking system and collaborative design of driving, steering and a suspension mechanism, a modularized independent driving assembly is formed, torque vector control and efficient energy recovery are achieved, rapid butt joint with a vehicle body can be achieved, platform development is supported, and the system is suitable for large-scale popularization and application. The technical problems that an existing distributed driving system is complex in mechanical structure, low in transmission efficiency, insufficient in control freedom degree and slow in dynamic response are solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobile chassis, in particular to an angle module driving system for new energy vehicles. BACKGROUND

[0002] Under the strategic initiatives of global countries to promote carbon reduction, electrification and intelligence have become the mainstream development trend of the automobile industry, changing the traditional centralized driving technology form. As the core carrier of intelligent new energy vehicle motion safety, driving experience and operation efficiency, the driving mechanism urgently needs to break through the limitations of traditional mechanical architecture and evolve towards high integration and intelligence. The new intelligent distributed driving architecture has become the focus of research.

[0003] Compared with traditional centralized driving new energy vehicles, distributed driving new energy vehicles place the driving system in the wheel edge or hub, canceling the differential, half shaft and other transmission components, further shortening the power transmission link, and the structure is more simple and efficient. At the same time, distributed driving can provide independent controllability of single wheel end driving / regenerative braking torque, and through the cooperation of wheel end torque, the vehicle driving stability and economy can be improved.

[0004] At present, most of the distributed driving architecture is still designed based on the traditional electric chassis, retaining the original brake, steering and suspension systems of the centralized driving architecture, and forming a simple wheel end driving mechanism on the traditional architecture. The single electric wheel driving mechanism cannot realize independent control of braking, steering and suspension, and the mechanical or hydraulic transmission path of the braking and steering system is long and complex, resulting in poor control precision, significant response hysteresis effect, and difficulty in realizing dynamic operation of the driving mechanism under large steering angle. In addition, the integration and modularization level of the electric wheel driving mechanism is still insufficient to support the development needs of decoupling of the upper and lower vehicle bodies. Therefore, the current distributed driving still has the disadvantages of low control freedom, complex structure redundancy and limited performance improvement. SUMMARY

[0005] In view of the above problems, the present application provides an angle module driving system for new energy vehicles, which adopts a kingpin steering mode and has the advantages of high speed stability, strong road feeling transmission, high efficiency, compact structure, easy installation, accurate control, fast response speed and high flexibility. At the same time, the cooperation interface with the vehicle body is standardized, which can realize the decoupling design of the upper and lower vehicle bodies and is compatible with various vehicle models and scene requirements. The technical problems of complex mechanical structure, single control dimension, small operation freedom and insufficient execution response speed of the existing distributed driving system are solved.

[0006] The present application provides an angle module driving system for new energy vehicles, which includes a driving mechanism, a braking mechanism, a steering mechanism, a suspension mechanism and a bracket assembly. The driving mechanism is connected with the support arm assembly through a suspension mechanism, and the suspension mechanism is connected with a steering mechanism; The driving mechanism comprises a wheel hub driving motor 9, a wheel rim 8 and a tire 1. The wheel rim 8 is arranged between the wheel hub driving motor 9 and the tire 1, and a brake disc 16 is arranged on the inner side end face of the wheel hub driving motor 9. The wheel hub driving motor 9 comprises a motor outer rotor shell 901, a motor inner stator shell 902 and a wheel hub flange 903. The motor outer rotor shell 901 is arranged outside the motor inner stator shell 902, and the motor inner stator shell 902 is connected with the suspension mechanism. The wheel hub flange 903 is arranged on the motor outer rotor shell 901, the rotation axis of the wheel hub flange 903 is coaxial with the motor outer rotor shell 901, the wheel hub flange 903 is connected with the wheel rim, and the tire 1 is arranged on the wheel rim 8.

[0007] Optionally, the brake disc 16 is connected with the motor outer rotor shell 901 through a fixing piece, and a locking piece 905 is arranged at each fixing piece.

[0008] Optionally, the motor inner stator shell 902 is provided with an internal cooling water channel, and the internal cooling water channel is communicated with an external heat dissipation system.

[0009] Optionally, the steering mechanism comprises a steering actuator 5, a steering base 4, a steering flange 3, a steering ball hinge 10 and a steering knuckle 2; the steering actuator 5 is fixedly connected with the steering base 4; the steering base 4 is hingedly connected with the upper swing arm 6 of the suspension mechanism; the top of the bottom of the steering knuckle 2 is connected with the steering flange 3, and the steering base 4 is connected with the steering flange 3; the bottom of the steering knuckle 2 is hingedly connected with the lower swing arm 12 of the suspension mechanism through the steering ball hinge 10.

[0010] Optionally, the steering actuator 5, the steering base 4, the steering flange 3, the top end of the steering knuckle 2 and the steering ball hinge 10 are coaxially arranged from top to bottom along a kingpin central axis 508; the kingpin central axis 508 is obliquely arranged.

[0011] Optionally, the lower swing arm 12 of the suspension mechanism is of an asymmetric structure.

[0012] Optionally, the lower swing arm 12 of the suspension mechanism is of a right-angled triangle shape.

[0013] Optionally, the right-angled triangle comprises a first right-angled side 1205, a second right-angled side 1206 and a hypotenuse 1207; the first right-angled side is hingedly connected with the bottom of the support arm assembly; the second right-angled side corresponds to one side of the tire which is turned by 90°; and the hypotenuse corresponds to the other side of the tire which is not turned by 90°.

[0014] Optionally, the upper swing arm 6 of the suspension mechanism is arranged on one side of the upper portion of the support arm assembly.

[0015] Optionally, the upper swing arm 6 of the suspension mechanism is arranged on the side corresponding to the second right angle side 1206.

[0016] Compared with the prior art, the present application has at least the following beneficial effects: 1. The angle module driving system of the present application adopts an outer rotor hub motor direct drive for the power system, which has the advantages of fast power response and high transmission efficiency compared with centralized driving or wheel edge electric driving; the structure is simple, which improves the space utilization rate of the driving mechanism; the control precision and degree of freedom are high, which can realize independent and precise driving of the wheel end under a large steering angle, and improve the flexibility of vehicle free movement.

[0017] 2. The angle module driving system of the present application highly integrates the driving mechanism, the steering mechanism, the braking mechanism and the suspension mechanism into a line control modularization, which is arranged at each wheel end, so that the driving, braking, steering and suspension of a single wheel are independently controllable; 3. The driving, braking and steering system of the angle module driving system of the present application adopts an electric transmission technical solution, which has a short power transmission path, improves transmission efficiency, and further improves dynamic response speed and control precision; 4. The angle module system of the present application is an independent module, so that the line control angle module system can be completely decoupled from the vehicle body for design and development, thereby shortening the development cycle, realizing plug and play, and quickly disassembling and assembling with the vehicle body; 5. The angle module system of the present application finely matches the integrated design and arrangement position of the steering mechanism, the braking mechanism and the suspension mechanism, realizes the decoupling of the motion of the steering assembly around the kingpin center axis and the motion around the suspension motion center, and can realize 90° steering on one side of the angle module and 45° steering on the other side, supports various steering modes such as lateral driving and crab driving of the vehicle; 6. The angle module system of the present application adopts steering around the kingpin axis, which can set key positioning parameters such as kingpin inclination angle and caster angle compared with the overall steering form, so that the road surface can provide a righting moment, and the vehicle driving stability is improved. The steering device is arranged on the side of the tire, the vertical height is reduced, and the suspension lateral stiffness is increased, the suspension adopts a double wishbone type spring-shock absorber bias structure, which further reduces the lateral size of the angle module, and compared with the MacPherson suspension, the vehicle handling stability at high speed is improved. BRIEF DESCRIPTION OF DRAWINGS

[0018] Figure 1 is a front view of the angle module driving system of the present application; Figure 2 is a front view of the angle module driving system of the present application from another angle; Figure 3 is an exploded schematic view of the hub driving mechanism of the present application; Figure 4 is a schematic view of the hub driving motor of the present application; Figure 5 is an exploded schematic view of the brake mechanism of the present application; Figure 6 is an exploded schematic view of the steering mechanism of the present application; Figure 7 is an exploded schematic view of the suspension mechanism of the present application; Figure 8 is a front view of the carrier arm of the present application; Figure 9 is a schematic view of the hard point coordinates of the present application; Figure 10 is a cross-sectional view of the steering flange of the present application.

[0019] BRIEF DESCRIPTION OF THE DRAWINGS: 1 - tire, 101 - tire end face center, 2 - steering knuckle, 3 - steering flange, 4 - steering base, 5 - steering actuator, 6 - upper swing arm, 601 - upper control arm hinge point I, 602 - upper control arm hinge point II, 603 - upper control arm hinge point III, 604 - upper control arm hinge point IV, 7 - support arm main plate, 8 - wheel rim, 9 - wheel hub drive motor, 10 - steering ball hinge, 11 - shock absorber support, 12 - lower swing arm, 1201 - lower ball hinge point, 1202 - lower hinge point I, 1203 - lower hinge point II, 1204 - lower hinge point III, 1205 - first right angle side, 1206 - second right angle side, 1207 - hypotenuse, 13 - shock absorber, 14 - diaphragm air spring, 15 - brake caliper, 1501 - brake caliper support, 16 - brake disc, 1701 - harmonic reducer, 1702 - parallel shaft input gear, 1703 - parallel shaft output gear, 1704 - lead screw, 1705 - nut, 1706 - brake cylinder, 18 - lower swing arm first hinge, 19 - support arm connecting plate, 20 - brake actuator, 201 - steering knuckle journal, 202 - brake caliper base, 203 - steering knuckle top interface flange, 2031 - steering knuckle top interface flange center, 21 - shock absorber assembly, 301 - steering flange inner spline, 401 - upper swing arm first hinge, 402 - upper swing arm second hinge, 403 - lower swing arm first hinge, 404 - lower swing arm second hinge, 501 - steering output shaft outer spline, 502 - nut gasket, 503 - lock nut, 504 - steering actuator, 505 - electrical controller, 506 - steering transmission mechanism, 507 - steering output shaft, 508 - kingpin center axis, 509 - steering actuator housing, 701 - main plate reinforcing rib, 702 - upper swing arm hinge support, 703 - lower swing arm hinge support, 704 - connecting plate bolt hole, 705 - main plate bolt hole, 801 - bolt hole, 901 - motor outer rotor housing, 902 - motor inner stator housing, 903 - wheel hub flange, 904 - connecting bolt, 905 - lock plate, 906 - brake disc compression ring, 907 - outer hexagonal bolt, 908 - high-voltage DC bus, 909 - controller low-voltage interface, 910 - cooling water pipe interface, 1301 - electrical hard wire interface, 1401 - integrated bolt. DETAILED DESCRIPTION

[0020] In order to enable a more clearly understanding of the above-mentioned objects, features and advantages of the present application, the present application will be further described in detail below with reference to the drawings and specific embodiments. It should be noted that the embodiments of the present application and the features in the embodiments can be combined with each other without conflict. In addition, the present application can also be implemented in other ways different from those described herein, and therefore, the protection scope of the present application is not limited by the specific embodiments disclosed below.

[0021] One specific embodiment of the present application is as follows: Figures 1-10The utility model discloses a kind of new energy vehicle-oriented drive-by-wire angle module driving systems, including driving mechanism, brake mechanism, steering mechanism, suspension mechanism and bracket assembly; Driving mechanism is connected with bracket assembly by suspension mechanism;Suspension mechanism is connected with steering mechanism.

[0022] Further, the driving mechanism includes a wheel hub drive motor 9, a wheel rim 8 and a tire 1;The wheel rim 8 is arranged between the wheel hub drive motor 9 and the tire 1, and the inside end face of the wheel hub drive motor 9 is provided with a brake disc 16, the brake disc 16 is connected with the motor outer rotor shell 901 through the outer hexagonal bolt 907, and a locking plate 905 is installed at each bolt hole to prevent the brake disc 16 from rotating relative to the motor outer rotor shell 901.

[0023] Further, the wheel hub drive motor 9 includes a motor outer rotor shell 901, a motor inner stator shell 902 and a wheel hub flange 903, the motor outer rotor shell 901 is arranged outside the motor inner stator shell 902, the motor inner stator shell 902 is fixedly connected with the steering knuckle shaft neck 201 of the suspension mechanism through bolts to realize the supporting effect of the suspension mechanism on the motor inner stator shell 902, the wheel hub flange 903 is arranged on the motor outer rotor shell 901, the rotation axis of the wheel hub flange 903 is coaxial with the motor outer rotor shell 901, the wheel hub flange 903 is provided with a connecting bolt 904, the connecting bolt 904 is fixedly connected with the bolt hole 801 at the center of the wheel rim 8, and the tire 1 is arranged on the wheel rim 8 to transmit the driving torque or regenerative braking torque output by the motor outer rotor to the wheel end, thereby realizing the power driving function of the driving mechanism and enabling the wheel end driving mechanism to realize the up-and-down bouncing movement with the suspension motion center and the rotary movement around the kingpin center axis with the steering mechanism.

[0024] Further, two brake disc compression rings 906 are symmetrically arranged between the motor outer rotor shell 901 and the brake disc 16, the brake disc compression ring is preferably made of aluminum alloy material, is used for isolating and protecting the bonding surface of the motor outer rotor shell 901, avoids the scratch or wear of the relatively soft aluminum alloy shell surface caused by the direct contact with the cast steel brake disc 16, thereby improving the assembly quality and structural durability. The motor inner stator shell 902 is integrated with a high-voltage inverter and a low-voltage controller inside, wherein the high-voltage inverter is connected to a direct-current high-voltage power supply through a high-voltage direct-current bus 908 to realize the high-voltage power supply and control of the motor;The low-voltage controller is connected to a low-voltage power supply and other control units in the system through a controller low-voltage interface 909 to realize the low-voltage power supply, signal interaction and cooperative control between multiple controllers.

[0025] Further, the stator housing 902 in the motor is also integrated with an internal cooling water path, which communicates with an external heat dissipation system through the cooling water pipe interface 910 to form a closed circulation cooling loop, which can effectively guide the heat generated during the operation of the motor out to ensure the stable operation of the motor within an appropriate temperature range.

[0026] Further, the brake mechanism includes a brake execution motor 20, a brake transmission assembly 17, a brake caliper 15, and a brake disc 16, wherein the brake execution motor 20 is internally integrated with an electrical control part, and the structure is compact to avoid occupying too much layout space.

[0027] Further, the brake caliper 15 is arranged on the brake caliper support 1501, and the brake caliper 15 is arranged on the brake caliper support 1501, and one end of the brake caliper support 1501 is fixedly connected with the caliper mounting support 202 through bolts to fix the brake caliper.

[0028] Further, the brake transmission assembly 17 is fixedly connected with the other end of the brake caliper support 1501 through bolts, and the brake execution motor 20 is fixedly connected with the transmission assembly 17 through bolts, so as to fix the electronic mechanical brake actuator.

[0029] Further, the brake disc 16 is fixedly connected with the motor outer rotor housing 901 through the bolts arranged uniformly in the circumference.

[0030] Further, the output end of the brake execution motor 20 is sequentially provided with a harmonic reducer 1701, a parallel shaft input gear 1702, and a parallel shaft output gear 1703, the parallel shaft output gear 1703 is engaged with the parallel shaft input gear, the parallel shaft input gear is sequentially connected with a lead screw 1704, a nut 1705, and a brake cylinder 1706, the brake cylinder 1706 is connected with the brake caliper 15; the rotor of the brake execution motor 20 outputs brake torque to the harmonic reducer 1701 under the driving of the stator winding, which plays a role of speed reduction and torque increase, the output end of the harmonic reducer 1701 is fixedly connected with the parallel shaft input gear 1702 through bolts, so as to make the brake torque transmitted to the parallel shaft gear, and then the brake torque is transmitted from the parallel shaft output gear 1703 to the lead screw 1704, the rotation of the lead screw 1704 drives the nut 1705 to rotate, and the brake cylinder 1706 is threadedly locked with the nut 1705. When the parallel shaft output gear 1703 drives the lead screw 1704 to rotate, the nut 1705 moves linearly under the action of the ball, and the brake cylinder 1706 moves axially. The brake cylinder 1706 drives the brake caliper 15 to displace, so that the brake caliper 15 presses the brake disc 16 to generate mutual friction, thereby achieving the purpose of outputting brake force by the brake mechanism.

[0031] Further, the brake torque of the brake disc 16 is transmitted to the motor outer rotor housing 901 through bolts, and then transmitted to the wheel reduction.

[0032] Further, the steering mechanism comprises a steering actuator 5, a steering base 4, a steering flange 3, a steering knuckle 10 and a steering knuckle 2, wherein the steering actuator 5 is integrated with a steering actuator motor 504, an electrical controller 505, a steering transmission mechanism 506 and a steering output shaft 507, the steering transmission mechanism 506 transmits power and changes the direction of motion, converts the rotary motion of the steering actuator motor 504 into the rotary motion of the steering output shaft 507 around the kingpin center axis 508, so that the vehicle can be steered, and the internal bearing of the steering transmission mechanism 506 is a tapered roller bearing, and the internal bearing can also be an angular contact bearing, a deep groove ball bearing, etc., so that the steering output shaft 507 can bear axial and radial loads at the same time.

[0033] Further, the steering knuckle 2 comprises a first connecting arm, a second connecting arm, a steering knuckle journal 201, a brake caliper base 202 and a steering knuckle top flange 203; the first connecting arm is arranged at the top of the steering knuckle journal 201 and is used to connect the steering knuckle journal 201 and the steering knuckle top flange 203; one end of the second connecting arm is arranged at the bottom of the steering knuckle journal 201, and the other end is used to connect the steering knuckle 10.

[0034] Further, the steering output shaft 507, the steering base 4, the steering flange 3, the steering knuckle top flange 203 and the steering knuckle 10 are coaxially arranged from top to bottom with the kingpin center axis 508.

[0035] Further, the steering output shaft 507 is provided with external splines 501 and external threads, and the steering flange 3 is provided with internal spline holes 301, the external splines 501 and the internal spline holes 301 are engaged with each other, and the precise control of the rotary position of the steering mechanism is realized through spline engagement transmission.

[0036] Further, the steering flange 3 is uniformly provided with bolt holes on one end of the outer circumference, and the steering flange 3 is connected with the steering knuckle top flange 203 through bolts, the rotary torque provided by the steering output shaft 507 is transmitted to the steering flange 3, and then to the steering knuckle top flange 203, realizing the function of driving the steering knuckle 2 to rotate around the kingpin center axis 508.

[0037] Further, in order to realize the large-angle steering function of the angle module 90°, the kingpin center axis 508 、 The horizontal distance between the center of the tire end face and the kingpin steering axis 508 l And the arrangement height of the steering actuator 5 h (z direction). As Figure 8 The suspension hard point coordinates of the upper swing arm 6 and the lower swing arm 12 in the x, y and z directions (the center position of the hinge point of the upper and lower control arms) are shown, the x direction is the forward direction of the vehicle, the y direction is the lateral direction of the vehicle, and the z direction is the vertical direction of the vehicle. In the x direction, the horizontal distance between the center of the tire end face 101 and the kingpin steering axis 508 isl After the wheel rotates 90°, the coordinate of the tire end face center 101 in the x direction is x b1 + l To avoid interference between the tire end face and the suspension swing arm, l The horizontal distance constraint condition is satisfied, and the expression is: (1.1) wherein, x1201 represents the x direction coordinate of the lower ball joint 1201; x1202 represents the x direction coordinate of the lower joint I 1202; x602 represents the x direction coordinate of the upper joint 602; x1201 represents the distance between the lower ball joint 1201 and the lower joint I 1202 in the x direction; x1201 represents the distance between the lower ball joint 1201 and the upper joint 602 in the x direction.

[0038] Further, the arrangement height h of the steering actuator 5 satisfies the following condition: (1.2) wherein, z2031 represents the z direction coordinate of the center 2031 of the steering knuckle top flange; z1201 represents the z direction coordinate of the lower ball joint 1201; h r is the tire diameter.

[0039] Further, based on the horizontal distance constraint condition, the kingpin inclination angle α The expression of the kingpin inclination angle (1.3) wherein, M z is the steering return torque, F z is the tire load, d r is the tire width, β represents the wheel rotation angle.

[0040] Preferably, the kingpin inclination angle α is 11.7°.

[0041] Further, the distance between the center of the steering knuckle top flange 203 and the tire end face of the lower control arm ball joint 1201 can be obtained l 1、 l 2 as follows: (1.4) Further, the upper swing arm 6 and the lower swing arm 12 profile boundary of the present application can avoid the wheel steering sweep range, taking a profile point of the upper swing arm as an example, when the wheel turns to one side by 90°, the coordinates (x f , y f , z f ) of any profile point of the upper swing arm 6 satisfy one of the following conditions: (1.5) wherein, represents the x-direction coordinate of any profile point of the upper swing arm 6; represents the y-direction coordinate of any profile point of the upper swing arm 6; represents the z-direction coordinate of any profile point of the upper swing arm 6.

[0042] Further, when the wheel turns to the other side by 45°, any profile point (xp, yp, zp) of the lower swing arm satisfies: (1.6) wherein, represents the y-direction coordinate of any profile point of the lower swing arm; represents the x-direction coordinate of any profile point of the lower swing arm.

[0043] Further, the steering actuator 5 is provided with bolt holes on the shell, and the steering base 4 is provided with bolt holes, and the steering actuator 5 is fixedly connected with the steering base 4 through bolts. The steering base 4 is further provided with a pair of hinge holes 801, and the steering base 4 is connected with the upper swing arm 6 of the suspension mechanism through hinges, and the end face of the steering base 4 does not directly contact with the end face of the steering flange 3. During the up-and-down jumping of the wheel, the steering knuckle 2 moves up and down with the tire 1, the steering knuckle 2 is fixedly connected with the steering flange 3, the steering flange 3 is locked with the steering output shaft 507 through the locking nut, and then the steering actuator 5 follows the wheel jump. Through the above arrangement, the steering actuator can be used as part of the suspension guiding mechanism, so that the impact load during the wheel jump can be transmitted through the steering actuator, and the steering actuator can be used as a steering power source around the kingpin and as part of the suspension guiding mechanism, thereby providing a solution to the problem of large-angle steering and suspension wheel jump interference of the angle module driving mechanism.

[0044] Further, the steering actuator 5 drives the steering base 4 to move through bolts, and finally transmits the wheel jump motion to the upper swing arm 6 through the hinge holes 801, so as to constrain the wheel motion track and transmit the force of the suspension mechanism.

[0045] Furthermore, the top of the steering knuckle 2 is fixedly connected to the steering flange 3 by bolts; the bottom of the steering knuckle 2 is provided with a hinge hole, and the steering knuckle 2 is set at one end of the lower control arm 12 of the suspension mechanism through the steering ball joint 10, so that the steering actuator 5 as a whole does not rotate with the steering knuckle 2, steering flange 3 and other components, so as to avoid the risk of interference caused by the overall rotation of the steering mechanism, while reducing the rotational inertia of the rotational motion and accelerating the dynamic response performance of the steering; the axis of the steering ball joint 10 is set horizontally with the center axis of the kingpin.

[0046] Furthermore, based on vehicle dynamics analysis, the steering knuckle 2 rotation angle needs to be within a preset range to meet the vehicle's crabbing, lateral movement, and U-turn steering modes, see [reference needed]. Figure 1 , 2 6, 7. The present invention designs the lower control arm 12 of the suspension as an asymmetrical structure to meet the requirement that the tire can turn 90° from one side, so that the tire can be at a 90° angle with the control arm. The braking mechanism is arranged on the side where the tire does not turn 90° to avoid interference between the braking mechanism and the suspension mechanism.

[0047] Preferably, see Figure 6 The lower control arm 12 of the suspension is a near-right triangle, including a first right-angled side 1205, a second right-angled side 1206 and a hypotenuse 1207. The first right-angled side is hinged to the bottom of the support arm main plate 7; the second right-angled side corresponds to the 90° turning side, and the hypotenuse corresponds to the non-90° turning side; the hinge axis is set perpendicular to the longitudinal axis of the support arm main plate 7.

[0048] Furthermore, the electrical controller 505 controls the rotation angle of the steering output shaft 507. θ Precise control is achieved to control the rotation angle of the steering knuckle 2 and the rotation angle of the steering output shaft 507. θ The limit range is set to -45°≤ in the electronic control software. θ ≤90°, achieving software angle limitation. Furthermore, the key used for meshing the steering output shaft 507 with the steering knuckle top flange 203 can also be configured as a flat key, semi-circular key, wedge key, tangential key, etc. The steering actuator 5 used in this invention is an electric recirculating ball steering gear, which has low reverse efficiency, reducing the reverse transmission of road impacts and avoiding the risk of steering wheel loss of control under complex road conditions such as undulating surfaces.

[0049] Further, the suspension mechanism includes the upper swing arm 6, the damping mechanism, the lower swing arm 12, the lower swing arm first hinge 403, the lower swing arm second hinge 404, the upper swing arm first hinge 401 and the upper swing arm second hinge 402. Wherein one end of the upper swing arm 6 is hinged with the steering base 4 through the upper swing arm first hinge 401, the other end of the upper swing arm 6 is hinged with the upper swing arm hinge support 702 on the upper side of the support arm main body plate 7 through the upper swing arm second hinge 402, one end of the lower swing arm 12 is connected with the steering knuckle 2 bottom through the steering ball hinge 10, the other end of the lower swing arm 12 is hinged with the lower swing arm hinge support 703 on the lower side of the support arm main body plate through the lower swing arm second hinge 404, so as to realize the rotary motion of the upper swing arm 6 and the lower swing arm 12 around the lower hinge points 1202 and 1203; see Figure 1 The end of the lower swing arm 12 connected with the steering knuckle 2 bottom is provided as an inclined angle plate.

[0050] Further, the damping mechanism includes the damper bracket 11, the lower swing arm 12, the damper 13 and the air spring 14.

[0051] Further, the upper swing arm hinge support 702 is arranged on the side corresponding to the second straight angle, which can guide the wheel to jump according to a specific track.

[0052] Further, the steering output shaft 507 is arranged at the end of the steering output shaft outer spline 501; as shown in Figure 9 the end surface of the steering output shaft outer spline 501 is in contact with the side end surface of the steering knuckle top contact flange 203, the steering output shaft 507 passes through the center circular hole of the steering knuckle top contact flange 203, the steering knuckle top contact flange 203 and the steering output shaft 507 are fastened through the nut gasket 502 and the locking nut 503, so that the positions of the two along the kingpin axis are relatively fixed, when the wheel jumps up and down under the excitation of the road surface, the load is sequentially transmitted to the hub flange 903, the steering knuckle journal 201 through the tire 1, and the load transmission path between the steering knuckle 2 and the upper swing arm 6 is connected with the steering knuckle journal 201, the first connecting arm, the steering knuckle top contact flange 203, the steering output shaft 507, the steering actuator housing 509, the steering base 4, the upper swing arm first hinge 401 and the upper swing arm 6, the load transmission path between the steering knuckle 2 and the lower swing arm 12 is connected with the steering knuckle journal 201, the second connecting arm, the steering ball hinge 10 and the lower swing arm 12, the steering ball hinge 10 contains a rubber bushing, which can reduce the high-frequency vibration of the hub transmitted to the suspension system. Based on the above structural characteristics, the steering mechanism can guide and support the wheel jump motion, and the decoupling control of the rotary motion of the wheel, the driving mechanism and the steering mechanism around the kingpin axis and the up-and-down jump of the suspension geometric motion center can be realized.

[0053] Further, the air spring 14 and the shock absorber 13 are integrated on the shock absorber bracket 11, the shock absorber bracket 11 is hinged through the lower hinge point III 1204 (the lower hinge point III 1204 is arranged on the hypotenuse 1207), and the axis of the first hinge 403 is horizontal to the axis of the second hinge 404 of the lower swing arm. During tire bouncing and steering, in order to avoid the motion interference between the steering actuator 5, the brake actuator 20 and the suspension air spring 14 and the shock absorber 11, and at the same time, the lateral and vertical support strength of the suspension is considered, the air spring 14 and the shock absorber 11 are arranged in a manner deviating from the tire center, and the upper swing arm 6 is arranged on one side of the air spring 14. The position (x j ,y j ,z j ) of the lower hinge point 1204 of the lower swing arm 12 does not exceed the contour boundary of the lower swing arm (that is, this hinge point is a point on the lower swing arm, and does not exceed the designed contour of the lower swing arm), and formula 1.6 is satisfied. In order to avoid the boundary interference between the air spring and the upper swing arm, and at the same time, the distance between the lower hinge point I 1204 and the wheel center in the x direction is minimized to ensure the suspension support stiffness, the coordinate x j of the lower hinge point 1204 in the x direction satisfies the following conditions: (1.7) (1.8) Wherein, d spri D is the diameter of the air spring, k spri K is the stiffness of the air spring, P atm P is the atmospheric pressure; P max Pmax is the maximum pressure allowed by the spring, F z_max Pmax is the peak load of a single wheel; x1 represents the coordinate of the hinge point I of the upper swing arm in the x direction; K represents the gas stiffness of the spring; K represents the rubber stiffness.

[0054] Further,

[0055]

[0056] Wherein, k g K represents the gas stiffness of the spring; A e V represents the air bag volume at the design height.

[0057] Further, the shock absorber bracket 11, the shock absorber 13 and the air spring 14 are coaxially arranged, in order to obtain the target wheel edge suspension stiffnessk m the inclination angle δ The expression is: (1.9) It can be understood that the target wheel edge refers to the target wheel edge suspension stiffness km, which refers to the entire suspension system.

[0058] In formula (1.9),

[0059] wherein, k m is the wheel edge suspension stiffness, m is the single wheel spring on the bearing mass, f is the suspension frequency, i is the lever ratio (vertical displacement of the wheel center point and displacement of the shock absorber mounting point).

[0060] Preferably, the inclination angle of the air spring and the shock absorber of the application δ is 16.7°.

[0061] Further, the coordinates y of the lower hinge point 1204 in the y direction j satisfy the following conditions: (1.10) wherein, represents the coordinates of the lower hinge point 1203 in the y direction, represents the length of the shock absorber assembly Further, the lower swing arm first hinge point is arranged on the side surface of the lower swing arm 12, so that the tower height of the air spring 14 is further reduced, thereby optimizing the cabin layout space. The topological structure of the upper swing arm 6 and the lower swing arm 12 is optimized to ensure the structural strength of the key load path while reducing the unsprung mass.

[0062] Further, the air spring 14 top end surface is uniformly provided with an integral bolt 1401, and the air spring is connected with the support arm connecting plate 19 through the bolt, so that the air spring 14 and the shock absorber 13 can move around the lower swing arm first hinge point during wheel jump, thereby achieving the functions of spring storing vibration energy and shock absorber attenuating vibration energy.

[0063] Further, the application fully optimizes the size and arrangement position of the steering mechanism and the suspension mechanism, and can realize wheel jump ±70mm.

[0064] Further, the shock absorber 13 is provided with an electrical hard-wire interface 1301 at the bottom, which is connected with the shock absorber electromagnetic valve, determines the current size of the electromagnetic valve, and realizes the continuous adjustable function of the shock absorber damping by controlling the current of the electrical hard-wire 1301. The top of the air spring 14 is provided with an air inlet and exhaust interface 1402, which can realize multi-stage stiffness adjustment and chassis height adjustment by adjusting the size of the gas in the air spring 14, and further improve the comfort and maneuverability of the whole vehicle.

[0065] Further, the support arm assembly includes a support arm main plate 7, a support arm connecting plate 19, a main plate reinforcing rib 701, an upper swing arm hinge bracket 702, a lower swing arm hinge bracket 703, a connecting plate bolt hole 704, and a main plate bolt hole 705, wherein the support arm connecting plate 19 is inclined at a certain angle α The main plate 7 and the connecting plate 19 are connected by an integrated casting method, and can also be connected by welding and other connection methods. Further, the support arm main plate 7 is provided with a main plate reinforcing rib 701 on the left and right sides, which can reduce the stress deformation of the support arm main plate 7 under load, and avoid adverse effects on the suspension geometric motion. Further, the support arm main plate 7 is provided with bolt holes 705 on the upper and lower sides, which are fixed to the vehicle body by bolt connection, and the connecting plate top is provided with symmetrical bolt holes 704 around the air spring axis, which are directly connected to the vehicle body by an integrated bolt 1401, and can realize the quick disassembly and assembly of the angle module and the vehicle body and the multi-scene adaptation requirement.

[0066] Further, the support arm main plate 7 and the connecting plate 19 are designed to be hollow and lightened to further reduce the mass of the angle module.

[0067] The above is only the preferred specific embodiment of the present application, but the protection scope of the present application is not limited thereto, and any changes or replacements within the technical range disclosed by the present application can be easily thought by those skilled in the art, which should be covered within the protection scope of the present application.

Claims

1. A corner module driving system for a new energy vehicle, characterized in that, The driving mechanism, the braking mechanism, the steering mechanism, the suspension mechanism and the support arm assembly are included. The driving mechanism is connected with the support arm assembly through the suspension mechanism, and the suspension mechanism is connected with the steering mechanism. The driving mechanism includes a wheel hub driving motor, a wheel rim and a tire. The wheel rim is arranged between the wheel hub driving motor and the tire, and a brake disc is arranged on the inner side end surface of the wheel hub driving motor. The wheel hub driving motor includes a motor outer rotor shell, a motor inner stator shell and a wheel hub flange. The motor outer rotor shell is arranged outside the motor inner stator shell, and the motor inner stator shell is connected with the suspension mechanism. The wheel hub flange is arranged on the motor outer rotor shell, the rotation axis of the wheel hub flange is coaxial with the motor outer rotor shell, the wheel hub flange is connected with the wheel rim, and the tire is arranged on the wheel rim.

2. The corner module drive system of claim 1, wherein, The brake disc is connected with the motor outer rotor shell through a fixing piece, and a locking piece is arranged on each fixing piece.

3. The corner module drive system of claim 1, wherein, The motor inner stator shell is provided with an internal cooling water channel, and the internal cooling water channel is communicated with an external heat dissipation system.

4. The corner module drive system of claim 1, wherein, The steering mechanism includes a steering actuator, a steering base, a steering flange, a steering ball hinge and a steering knuckle, the steering actuator is fixedly connected with the steering base, the steering base is hingedly connected with the upper swing arm of the suspension mechanism, the bottom of the steering knuckle is connected with the steering flange, the steering base is connected with the steering flange, and the bottom of the steering knuckle is hingedly connected with the lower swing arm of the suspension mechanism through the steering ball hinge.

5. The corner module drive system of claim 4, wherein, The steering actuator, the steering base, the steering flange, the top end of the steering knuckle and the steering ball hinge are coaxially arranged along a king pin central axis from top to bottom, and the king pin central axis is obliquely arranged.

6. The corner module drive system of any of claims 1-5, wherein, The lower swing arm of the suspension mechanism is of an asymmetric structure.

7. The corner module drive system of claim 6, wherein, The lower swing arm of the suspension mechanism is in the shape of a right-angled triangle.

8. The drive-by-wire corner module drive system of claim 7, wherein, The right-angled triangle includes a first right-angled side, a second right-angled side and a hypotenuse, the first right-angled side is hingedly connected with the bottom of the support arm assembly, the second right-angled side corresponds to one side of the tire at 90°, and the hypotenuse corresponds to the other side of the tire.

9. The drive-by-wire corner module drive system of claim 7, wherein, The upper swing arm of the suspension mechanism is arranged on one side of the upper part of the support arm assembly.

10. The by-wire corner module drive system of claim 6, wherein, The upper swing arm of the suspension mechanism is arranged on the side corresponding to the second right-angled side.

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