Vehicle Corner Module and Vehicle

Abstract

The present disclosure relates to a vehicle corner module (20) for wheel-individual steering, comprising a wheel section, a vehicle section, and a steering mechanism. The steering mechanism is configured to rotate the wheel section relative to the vehicle section about a steering axis (L). The steering mechanism is to be relieved of stress, particularly in situations where no change in the steering angle is necessary. For this purpose, a steering stabilization device (10) is connected to the wheel section and the vehicle section. The steering stabilization device (10) provides a stabilization mode in which a relative rotation angle between the wheel section and the vehicle section is fixed by the steering stabilization device (10). Furthermore, the steering stabilization device (10) provides a steering mode in which a relative rotation angle between the wheel section and the vehicle section about the steering axis can be changed.Furthermore, a vehicle is provided comprising at least one, preferably two or four, such vehicle corner modules (20).

Description

[0001] The present invention relates to a vehicle corner module (20) for wheel-individual steering, comprising a wheel section, a vehicle section and a steering mechanism, the steering mechanism includes a steering motor, wherein the steering mechanism is configured to rotate the wheel section relative to the vehicle section about a steering axis. The invention further relates to a vehicle comprising at least one such vehicle corner module.

[0002] Such a vehicle corner module is known, for example, from KR20240016627A. The vehicle corner module there is connected to the body at its upper end at both the steering mechanism and a shock absorber assembly. The steering mechanism can be fixed at a steering angle by means of a lock integrated into the steering mechanism's gearbox.

[0003] US2448468A discloses the use of a linear hydraulic steering stabilizer, suitable for connecting to a steering arm on a steerable wheel of a motor vehicle and to the tie rod element connected to the steering arm. Two chambers are separated by a piston that includes bypass openings. The steering stabilizer serves to dampen strong external steering influences, such as those caused by a deflecting object for a wheel, like a stone on the road. The steering stabilizer does not provide for fixing the steering angle.

[0004] Wheel-integrated motors are already widely used in electric scooters and aircraft wheels, for example, because they offer particularly high efficiency and allow for a very compact design. However, for cars and other road vehicles, such wheel hub motors with integrated friction brakes also fundamentally allow for a significant redesign of the vehicle body and new control and steering concepts with large steering angles, which would hardly be possible with a central motor for two- or four-wheel drive in a space-efficient manner. After the integration of individual wheel steering, these systems are referred to as vehicle corner modules or eCorner modules. To fully exploit such concepts, however, it is still desirable to improve reliability, as these steering systems are generally by-wire.In particular, external torques acting on the wheel section around the steering axis may necessitate the activation or activation of the steering motor during driving to maintain a set steering angle (e.g., in the neutral position when driving straight ahead). This activation can occur at very short intervals to maintain the steering angle, or the motor may remain activated (e.g., at low power). A typical cause for this is road ruts or other road damage. This significantly reduces the service life of the steering motors.

[0005] The invention is therefore based on the objective of providing a vehicle corner module of the type mentioned above, which at least partially solves the aforementioned problem.

[0006] According to the invention, this problem is solved by a vehicle corner module according to claim 1 and a vehicle according to claim 14. Accordingly, a vehicle corner module according to the invention is characterized in that the vehicle corner module comprises a steering stabilization device which is connected to the wheel section and the vehicle section, wherein the steering stabilization device is configured to provide the following: - a stabilization mode in which the longitudinal extent of the steering stabilization device is not variable, thereby fixing a relative rotation angle between the wheel section and the vehicle section around the steering axis by the steering stabilization device, and - a steering mode in which the longitudinal extent of the steering stabilization device can be changed, thereby changing the relative rotation angle between the wheel section and the vehicle section around the steering axis.

[0007] This solution allows the steering motor to be deactivated whenever possible, and the steering stabilization system to fix the current steering angle (especially in the neutral steering position). This reduces the load on the steering motor. This, in turn, reduces both wear and power consumption in the steering motor, as it can be switched off much more frequently, particularly when driving straight ahead.

[0008] Preferably, the vehicle corner module is configured to provide relative steering angles between the wheel section and the vehicle section of at least ± 60°, more preferably at least ± 75°, and particularly preferably at least ± 90°, in order to provide a neutral position of the wheel section.

[0009] Preferably, the steering mechanism includes a gearbox. The gearbox can be a planetary gearbox, which is particularly well arranged coaxially to the steering axis. This design allows for a compact steering mechanism and a straightforward connection between the steering motor and the gearbox.

[0010] In one embodiment, the steering stabilization device contains a hydraulic fluid, and the steering stabilization device is hydraulically switchable between stabilization mode and steering mode. Preferably, the steering stabilization device is designed without a hydraulic tank or reservoir.

[0011] Preferably, the steering stabilization device comprises a rod mechanism extendable along a mechanism axis, wherein each extension position of the rod mechanism corresponds to a unique angle of rotation between the wheel section and the vehicle section. This allows for a particularly simple design and integration of the steering stabilization device.

[0012] Preferably, the rod mechanism comprises a piston connected to a rod and a piston cylinder, wherein the piston operates two pressure chambers within the piston cylinder, the pressure chambers being hydraulically connectable to and hydraulically separable from one another. This design allows for counteracting large steering torques with low energy consumption in order to temporarily fix a steering angle.

[0013] In one embodiment, the pressure chambers can be connected via a hydraulic line containing a switchable valve, wherein the valve hydraulically connects or disconnects the pressure chambers depending on its position. This is a particularly simple design for providing the functionality of the stabilization mode and steering mode according to the invention.

[0014] Preferably, the steering stabilization device is in stabilization mode when the pressure chambers are hydraulically separated, and the steering stabilization device is in steering mode when the pressure chambers are hydraulically connected.

[0015] Preferably, a wheel end of the steering stabilization device is rotatably attached to the wheel section, wherein the wheel end is attached to the wheel section at a distance from the steering axis.

[0016] It is preferred if the wheel section includes a steering knuckle to which the wheel end of the steering stabilization device is rotatably attached. The steering knuckle allows a load-bearing connection between the wheel section and the vehicle section.

[0017] Preferably, the steering knuckle comprises at an upper end a steering base on which the steering mechanism is mounted, the steering mechanism being configured to transmit a steering torque around the steering axis to the wheel section.

[0018] In a preferred embodiment, the steering knuckle comprises at its upper end a steering base on which the steering mechanism is mounted and on which torque transmission elements are arranged. Such a design allows for stable support of the vehicle via the steering base and simultaneously enables adjustment of the output torque of the steering mechanism by means of the dimensioning and positioning of the gearbox and the torque transmission elements.

[0019] It is preferred if the steering stabilization device is connected to the vehicle section by means of a ball joint and / or the steering stabilization device is connected to the wheel section by means of a ball joint. This allows relative mobility of the wheel section and vehicle section within a large angular range around the steering axis and, at the same time, a certain degree of mobility for shock-absorbing movements in the vertical direction.

[0020] Preferably, the steering stabilization device comprises a pressure-actuating device configured to set a hydraulic pressure within the steering stabilization device. Preferably, the pressure-actuating device is purely manual. For example, the pressure-actuating device can comprise a threaded bushing and a threaded plunger, whereby a pre-pressure (for example, slightly above ambient pressure to prevent the ingress of external fluids and gases) can be manually set in the steering stabilization device during installation or maintenance by screwing in the threaded plunger. Alternatively, it is also conceivable to equip the pressure-actuating device with a controllable motor.

[0021] Preferably, the steering stabilization device includes a pressure sensor configured to determine the hydraulic pressure within the steering stabilization device. This allows for the detection of pressure drops in the steering stabilization device, such as those caused by leakage or long-term fluid loss, which could negatively affect its functionality.

[0022] In one embodiment, the wheel section comprises a wheel-integrated electric motor and / or a wheel-integrated friction brake. The vehicle corner module according to the invention is particularly advantageous for such configurations.

[0023] It is preferred that the vehicle corner module includes a wheel-integrated electric motor designed as a direct drive without a gearbox, preferably a twin-rotor radial flux electric motor. This design offers particularly high drive efficiency.

[0024] It is preferred if the vehicle corner module includes a shock-absorbing suspension device, in particular a gas or air spring.

[0025] In one embodiment, the vehicle corner module comprises at least one cross member in addition to the steering stabilization device, wherein the cross member is connected to the wheel section by means of a ball joint. The vehicle corner module may also comprise an upper cross member and a lower cross member in addition to the steering stabilization device.

[0026] According to the invention, a vehicle is further provided comprising at least one, preferably two or four, vehicle corner modules according to one of the preceding embodiments for wheel-individual steering of a vehicle wheel connected to the vehicle corner module.

[0027] It is preferred that the vehicle includes a vehicle control unit configured to activate the stabilization mode in at least one vehicle corner module and deactivate the associated steering motor when the vehicle control unit determines that no steering interventions will be required for at least a minimum period of time. This can increase the service life of the steering motors and reduce power consumption.

[0028] Further details of the invention will become apparent from the description of the illustrated embodiments and the attached claims.

[0029] The drawings show: Fig. 1 an embodiment of the vehicle corner module according to the invention, Fig. 2 a schematic representation of a steering stabilization device according to the invention in steering mode, Fig. 3 a schematic representation of a steering stabilization device according to the invention in stabilization mode, and Fig. 4 a partially cutaway detail view of a steering stabilization device according to the invention.

[0030] In the following detailed description of preferred embodiments, the same reference numerals denote essentially identical or identical parts in or on these embodiments. However, for better clarity of the invention, the preferred embodiments shown in the figures are not always drawn to scale.

[0031] Fig. Figure 1 shows an embodiment of a vehicle corner module 20 for wheel-individual steering of a connected vehicle wheel 11 in a top view, comprising a wheel section, a vehicle section, and a steering mechanism (not shown). The steering mechanism includes a steering motor with a gearbox, which is connected to a steering base 12 of a steering knuckle 19. The steering mechanism is configured to rotate the wheel section relative to the vehicle section about a steering axis L.

[0032] The vehicle corner module 20 comprises a steering stabilization device 10, which is connected to the wheel section and the vehicle section. A wheel end 15 of the steering stabilization device 10 is rotatably mounted on the wheel section. The wheel end 15 is mounted on the wheel section at a distance from the steering axis L.

[0033] The steering stabilization device 10 is connected to the vehicle section by means of a joint (in particular a ball joint, not shown) at the wheel end 15. The steering stabilization device 10 is connected to the wheel section by means of a ball joint 16.

[0034] The vehicle corner module 20 comprises a (lower) cross member 13 (more are possible) and a main beam 14. A shock suspension device, in particular a gas or air spring, can be integrated into the vehicle corner module 20 (not shown here).

[0035] Fig. 2, Fig. 3 to Fig. Figure 4 shows the structure and function of the steering stabilization device 10 in more detail. The steering stabilization device 10 contains a hydraulic fluid. The steering stabilization device 10 is hydraulically switchable between stabilization mode and steering mode. A rod mechanism that extends along a mechanism axis is part of the steering stabilization device 10. Each extension position of the rod mechanism 10 corresponds to a specific rotation angle between the wheel section and the vehicle section.

[0036] The rod mechanism comprises a piston 9 connected to a rod 1 and a piston cylinder 2. The piston 9 separates two pressure chambers 17, 18 in the piston cylinder 2. The pressure chambers 17, 18 are designed to be hydraulically connected to and hydraulically separated from each other. For this purpose, for example, as shown, the pressure chambers 17, 18 are connected via a hydraulic line 3. A digitally switchable valve 4 is arranged along the line 3, the valve 4 hydraulically connecting or separating the pressure chambers 17, 18 depending on its position. The steering stabilization device 10 is in steering mode when the pressure chambers 17, 18 are hydraulically connected ( Fig. 2) The steering stabilization device 10 is in stabilization mode when the pressure chambers 17, 18 are hydraulically separated ( Fig. 3).

[0037] Reference symbol 8 indicates directions of forces that can act on rod 1 when a steering torque about the steering axis L acts on the wheel section due to the steering drive or external influences. Fig. In 2, the piston 9 and the rod 1 are movable in both directions (steering mode). Fig. 3. The piston 9 and the rod 1 are immobile in both directions (stabilization mode).

[0038] The steering stabilization device 10 includes a pressure adjusting device 6, 7, which is configured to set a hydraulic pressure within the steering stabilization device 10. The pressure adjusting device 6, 7 is designed to be purely manual. It comprises a threaded bushing 6 and a threaded plunger 7. By screwing the threaded plunger 7 into the threaded bushing 6, a pre-pressure (for example, slightly above ambient pressure to prevent the ingress of external liquids and gases) can be manually set within the steering stabilization device 10 during installation or maintenance. A pressure sensor 5 is configured to determine the hydraulic pressure within the steering stabilization device 10. This allows, for example, the detection of a leak or a need for maintenance. Reference symbol list: 1 bar 2 piston cylinders 3 hydraulic lines 4 valve 5 pressure sensor 6 Pressure adjusting device, threaded bushing 7 Pressure adjusting device, threaded plunger 8 directions of force 9 pistons 10 Steering stabilization device 11 Vehicle wheel 12 Steering base 13 crossbeams 14 main supports 15 wheel ends 16 ball joint 17 Pressure chamber 18 Pressure chamber 19 axle stubs 20 Vehicle Corner Module L steering axle QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] KR 20240016627A

[0002] US 2448468A

[0003]

Claims

Vehicle corner module (20) for wheel-individual steering, comprising a wheel section, a vehicle section and a steering mechanism, wherein the steering mechanism comprises a steering motor, wherein the steering mechanism is configured to rotate the wheel section relative to the vehicle section about a steering axis, characterized in that the vehicle corner module (20) comprises a steering stabilization device (10) connected to the wheel section and the vehicle section, wherein the steering stabilization device (10) is configured to provide the following: - a stabilization mode in which a longitudinal extension of the steering stabilization device (10) is not variable, whereby a relative rotation angle between the wheel section and the vehicle section about the steering axis is fixed by the steering stabilization device (10), and - a steering mode in which a longitudinal extension of the steering stabilization device (10) is variable.which allows the relative angle of rotation between the wheel section and the vehicle section around the steering axis to be changed. Vehicle corner module (20) according to claim 1, characterized in that the steering stabilization device (10) contains a hydraulic fluid, wherein the steering stabilization device (10) is hydraulically switchable between the stabilization mode and the steering mode. Vehicle corner module (20) according to claim 1 or 2, characterized in that the steering stabilization device (10) comprises a rod mechanism extendable along a mechanism axis, wherein each extension position of the rod mechanism corresponds to a unique angle of rotation between wheel section and vehicle section. Vehicle corner module (20) according to claim 3, characterized in that the rod mechanism comprises a piston (9) connected to a rod (1) and a piston cylinder (2), wherein the piston (9) separates two pressure chambers (17, 18) in the piston cylinder (2), wherein the pressure chambers (17, 18) are designed to be hydraulically connectable and hydraulically separable from one another. Vehicle corner module (20) according to claim 4, characterized in that the pressure chambers (17, 18) can be connected via a hydraulic line (3) which contains a switchable valve (4), wherein the valve (4) hydraulically connects or separates the pressure chambers (17, 18) depending on the valve position. Vehicle corner module (20) according to claim 4 or 5, characterized in that the steering stabilization device (10) is in stabilization mode when the pressure chambers (17, 18) are hydraulically separated, wherein the steering stabilization device (10) is in steering mode when the pressure chambers (17, 18) are hydraulically connected. Vehicle corner module (20) according to one of the preceding claims, characterized in that a wheel end (15) of the steering stabilization device (10) is rotatably attached to the wheel section, wherein the wheel end (15) is attached to the wheel section at a distance from the steering axis (L). Vehicle corner module (20) according to claim 7, characterized in that the wheel section comprises a steering knuckle (12) to which the wheel end (15) of the steering stabilization device (10) is rotatably attached. Vehicle corner module (20) according to claim 8, characterized in that the steering knuckle (6) comprises at an upper end a steering base on which the steering mechanism is mounted, wherein the steering mechanism is configured to transmit a steering torque about the steering axis (L) to the wheel section. Vehicle corner module (20) according to one of the preceding claims, characterized in that the steering stabilization device (10) is connected to the vehicle section by means of a ball joint and / or the steering stabilization device (10) is connected to the wheel section by means of a ball joint. Vehicle corner module (20) according to claims 2 to 10, characterized in that the steering stabilization device (10) comprises a pressure actuating device (6, 7) which is configured to set a hydraulic pressure in the steering stabilization device (10). Vehicle corner module (20) according to claims 2 to 11, characterized in that the steering stabilization device (10) comprises a pressure sensor (5) which is configured to determine a hydraulic pressure in the steering stabilization device (10). Vehicle corner module (20) according to one of the preceding claims, characterized in that the vehicle corner module (20) comprises a wheel-integrated electric motor designed as a direct drive without gearbox, which is preferably designed as a double rotor radial flux electric motor. Vehicle comprising at least one, preferably two or four, vehicle corner modules (20) according to one of the preceding claims for wheel-individual steering of a vehicle wheel (11) connected to the vehicle corner module (20). Vehicle according to claim 14, characterized in that the vehicle comprises a vehicle control unit configured to activate the stabilization mode in at least one vehicle corner module (20) and to deactivate the associated steering motor when the vehicle control unit determines that no steering interventions will be required for at least a minimum period of time.

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