Corner module and vehicle

Abstract

Disclosed in the present application are a corner module and a vehicle, the corner module comprising a suspension system and a steering system, wherein the steering system comprises a steering power assembly, a steering execution assembly and a steering transmission assembly; the steering execution assembly comprises a first steering knuckle and a second steering knuckle, wherein the first steering knuckle is arranged on a traveling system, and the first steering knuckle is connected to the steering transmission assembly; the second steering knuckle is connected to the suspension system; and the first steering knuckle is movably connected to the second steering knuckle, such that the first steering knuckle turns around a movable connection point of the first steering knuckle and the second steering knuckle. In the corner module, decoupling of a steering axis from the suspension system is achieved, the position of the movable connection point is conveniently configured to form a more rational steering axis, the degree of design freedom is increased, the steering performance is better considered, excessive constraint on the degree of freedom of the traveling system is avoided to a certain extent, and motion interference between the steering system and the suspension system is reduced, thereby improving the flexibility, safety and stability of the steering system of the corner module.

Description

Corner module and vehicle Technical Field

[0001] The present application belongs to the field of vehicle technology, and in particular relates to a corner module and a vehicle. Background Art

[0002] The corner module is an assembly that integrates the drive system, braking system, suspension system and steering system into an integrated module. The corner module can reduce a large number of mechanical transmission components, optimize the layout space of the entire vehicle, and can independently drive and steer each wheel, thereby enabling the car to steer and move flexibly.

[0003] In related technologies, the shock absorber assembly of the suspension system adopts a guide slide structure, which makes it serve as a steering shaft. However, this type of corner module imposes too many constraints on the freedom of the wheels, and motion interference is likely to occur between the steering system and the suspension system, resulting in the risk of internal movement of the corner module being stuck, stalled, and other failures, resulting in poor flexibility, safety, and stability of the steering system in the corner module.

[0004] It should be noted that the information disclosed in the above background technology section is only used to enhance the understanding of the background of the present disclosure, and therefore may include information that does not constitute prior art known to ordinary technicians in the field.

[0005] Summary of the Invention

[0006] The present application aims to at least to some extent solve the technical problem of poor flexibility, safety and stability of the steering system in the corner module. To this end, the present application provides a corner module and a vehicle.

[0007] An embodiment of the present application provides a corner module, which includes: a suspension system; and a steering system, wherein the steering system includes a steering powertrain, a steering execution assembly, and a steering transmission assembly connected between the steering powertrain and the steering execution assembly; wherein the steering execution assembly includes a first steering knuckle and a second steering knuckle; the first steering knuckle is arranged on the walking system, and the first steering knuckle is connected to the steering transmission assembly; the second steering knuckle is connected to the suspension system; the first steering knuckle and the second steering knuckle are movably connected to enable the first steering knuckle to steer around the movable connection point between the first steering knuckle and the second steering knuckle.

[0008] In some embodiments, the first steering knuckle is movably connected to the second steering knuckle so that the first steering knuckle swings in an up-and-down direction relative to the second steering knuckle.

[0009] In some embodiments, the first steering knuckle and the second steering knuckle include two or more movable connection points, so as to form a steering axis between the two or more movable connection points.

[0010] In some embodiments, the suspension system has a sliding axis that is parallel to the steering axis.

[0011] In some embodiments, a distance between the steering axis and the traveling system is smaller than a distance between the sliding axis and the traveling system.

[0012] In some embodiments, the first steering knuckle includes a first upper connection portion and a first lower connection portion, and the first upper connection portion and the first lower connection portion are located on the steering axis; the second steering knuckle includes a second upper connection portion and a second lower connection portion, and the second upper connection portion is movably connected to the first upper connection portion, and the second lower connection portion is movably connected to the first lower connection portion.

[0013] In some embodiments, the second steering knuckle is movably connected to the first steering knuckle via a ball stud and / or a spherical bearing.

[0014] In some embodiments, the suspension system includes a shock absorber assembly and a swing arm, and the shock absorber assembly and the swing arm are respectively connected to the second steering knuckle through the connection point.

[0015] In some embodiments, the swing arm is hinged to the second steering knuckle so that the swing arm can swing in an up and down direction relative to the second steering knuckle.

[0016] In some embodiments, the steering transmission assembly is arranged at an angle to the shock absorption assembly.

[0017] In some embodiments, the steering transmission assembly includes a steering rocker arm and a steering tie rod hinged to the steering rocker arm, the steering rocker arm is further connected to the steering drive assembly, and the steering tie rod is further connected to the first steering knuckle.

[0018] In some embodiments, the working angle range between the steering rocker arm and the steering tie rod includes at least 40° to 140°.

[0019] In some embodiments, the steering transmission assembly includes a linear displacement device, a fixed end of the linear displacement device is connected to the steering power assembly or the first steering knuckle, and a movable end of the linear position device is connected to the first steering knuckle or the steering power assembly.

[0020] In some embodiments, the steering powertrain is connected to the vehicle body.

[0021] In some embodiments, the corner module also includes a walking system, which includes: a drive assembly, the drive assembly includes a permanent magnet synchronous hub motor, the permanent magnet synchronous hub motor includes an outer rotor and an inner stator electromagnetically inductively connected to the outer rotor, the outer rotor is connected to the wheel, and the inner stator is connected to the first steering knuckle; and a brake assembly, the brake assembly includes a brake disc and a brake caliper, the brake disc is arranged on the housing of the outer rotor, and the brake caliper is arranged on the inner stator.

[0022] An embodiment of the present application provides a vehicle, comprising the above-mentioned corner module.

[0023] The embodiments of the present application have at least the following beneficial effects:

[0024] In the aforementioned corner module, the steering system's rotational actuation assembly utilizes a split first and second steering knuckles. By flexibly connecting the first and second steering knuckles, the first steering knuckle can be steered about the flexural connection point between the first and second steering knuckles. Specifically, a steering axis passing through the flexural connection point can be formed in the steering actuation assembly. The steering drive assembly and the steering transmission assembly can drive the first steering knuckle to rotate relative to the second steering knuckle about the steering axis to achieve steering of the travel system. This steering axis is independent of the suspension system, achieving decoupling from the suspension system. This allows for convenient configuration of the flexural connection point to form a more optimal steering axis, increasing design freedom and better balancing steering performance while avoiding excessive constraints on the travel system's freedom. This reduces, to a certain extent, motion interference between the steering and suspension systems, thereby preventing the risk of failures such as jamming and stalling within the corner module, thereby improving the flexibility, safety, and stability of the steering system in the corner module. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solutions in the embodiments of the present application, a brief introduction will be given below to the drawings required for use in the description of the embodiments. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0026] FIG1 shows a schematic diagram of the three-dimensional structure of a corner module in an embodiment of the present application;

[0027] FIG2 shows a front view of the corner module in FIG1 ;

[0028] FIG3 shows a rear view of the corner module in FIG1 ;

[0029] FIG4 shows a right side view of the corner module in FIG1 ;

[0030] FIG5 shows a top view of the corner module in FIG1 ;

[0031] FIG6 shows a bottom view of the corner module in FIG1 ;

[0032] FIG7 shows a schematic diagram of the three-dimensional structure of the corner module in FIG1 (after removing the wheels from the traveling system);

[0033] FIG8 is a schematic diagram showing the three-dimensional structure of the steering execution assembly of the corner module in FIG1 ;

[0034] FIG9 is a schematic diagram showing the three-dimensional structure of the steering execution assembly of the corner module in FIG8 from another perspective;

[0035] FIG10 shows a front view of the steering execution assembly of the corner module in FIG8 ;

[0036] FIG11 shows a rear view of the steering implementation assembly of the corner module in FIG8 ;

[0037] FIG12 shows a top view of the steering implementation assembly of the corner module in FIG8 ;

[0038] FIG. 13 shows a bottom view of the steering implementation assembly of the corner module in FIG. 8 .

[0039] Reference numerals:

[0040] 100. Suspension system; 110. Shock absorber assembly; 120. Swing arm; 200. Steering system; 210. Steering drive assembly; 211. Steering motor; 212. Steering motor controller; 213. Steering reduction mechanism; 214. Steering drive assembly mounting bracket; 220. Steering transmission assembly; 221. Steering rocker arm; 222. Steering tie rod; 230. Steering execution assembly; 231. First steering knuckle; 2311. First upper end connection; 2312. First lower end connection; 2313. Transmission connection; 232. Second steering knuckle; 2321. Second upper end connection; 2322. Second lower end connection; 2323. Shock absorber connection; 2324. Swing arm connection; 300. Travel system; 330. Wheel; F1. Steering axis; F2. Sliding axis. DETAILED DESCRIPTION

[0041] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0042] In addition, this application may repeat reference numbers and / or reference letters in different examples. This repetition is for the purpose of simplicity and clarity and does not in itself indicate the relationship between the various embodiments and / or settings discussed. In addition, this application provides examples of various specific processes and materials, but those of ordinary skill in the art will recognize the application of other processes and / or the use of other materials.

[0043] The present application is described below with reference to specific embodiments and with reference to the accompanying drawings:

[0044] The corner module is an assembly that integrates drive, braking, suspension and steering into an integrated module. The corner module can reduce a large number of mechanical transmission components, optimize the overall vehicle layout space, and can independently drive and steer each wheel 330, thereby enabling the vehicle to steer and move flexibly; it can also cushion the impact of the ground on the vehicle body, reducing the resulting vehicle body vibration.

[0045] In the corner module, the degrees of freedom of the wheels 330 need to be constrained to ensure coordination between the steering system 200 and the suspension system 100. The degrees of freedom of the wheels 330 should neither be excessive nor insufficient. If the degrees of freedom of the wheels 330 are excessive to avoid interference between the steering system 200 and the suspension system 100, there is a risk of uncontrolled corner module movement. If the degrees of freedom of the wheels 330 are excessively constrained, interference between the steering system 200 and the suspension system 100 is likely to occur, leading to the risk of internal corner module movement failures such as jamming and stalling. This results in poor flexibility, safety, and stability of the steering system 200 in the corner module.

[0046] In the related art, the shock absorber assembly 110 of the suspension system 100 utilizes a guide strut structure, allowing it to also function as a steering axis. However, this type of corner module imposes excessive constraints on the degrees of freedom of the wheel 330, making it prone to motion interference between the steering system 200 and the suspension system 100. This can lead to the risk of internal movement within the corner module, such as jamming and stalling, resulting in poor safety and stability of the steering system 200 within the corner module. For example, a hub-driven corner module based on a McPherson suspension replaces the original strut-type shock absorber with a guide strut, allowing it to also function as a steering kingpin. With this solution, when the wheel 330 bounces up and down, the kingpin will generate a certain swing angle due to the constraints of the lower arm 120. However, the kingpin strut and the reduction mechanism transmission jointly constrain the swing of the kingpin axis. As a result, when the wheel 330 bounces up and down, the reduction mechanism may become stuck, leading to stalling and failure of the steering motor 211. As shown in a vehicle suspension structure used in conjunction with a wire-controlled four-wheel 90-degree steering system 200 disclosed in Chinese patent application CN113460156A, the kingpin slide is fixed in position, the steering motor 211 and the planetary gear reduction mechanism are transmission-connected to the upper end of the kingpin slide, the lower end of the kingpin slide is rigidly connected to the wheel hub motor and the ball stud of the lower swing arm 120 through the steering knuckle, the upper and lower ends of the kingpin slide are respectively hinged to one end of the shock absorber upper swing arm 120 and the shock absorber lower swing arm 120, and the other ends of the shock absorber upper swing arm 120 and the shock absorber lower swing arm 120 are hinged to each other; the shock absorber is hinged between the shock absorber upper swing arm 120, the shock absorber lower swing arm 120 and the hinged end of the kingpin slide. In this automobile suspension structure, the lower control arm 120 constrains the kingpin, which will produce a certain swing angle. However, the kingpin slide and the steering reduction mechanism 213 transmission connect and fix the position of the kingpin slide, limiting the swing of the kingpin axis. Therefore, when the wheel 330 jumps up and down, the reduction mechanism will get stuck, which will cause the steering motor 211 to stall and fail.

[0047] There are technical problems such as the risk of the corner module's movement being easily out of control due to excessive constraints on the wheel's 330 degrees of freedom, and the risk of the corner module's internal movement being easily stuck, stalled, etc. due to excessive constraints on the wheel's 330 degrees of freedom causing motion interference, resulting in the risk of poor flexibility, safety and stability of the steering system 200 in the corner module. An embodiment of the present application provides a corner module, as shown in Figures 1 to 13, which includes a suspension system 100 and a steering system 200, wherein the steering system 200 includes a steering powertrain, a steering execution assembly 230, and a steering transmission assembly 220 connected between the steering powertrain and the steering execution assembly 230; wherein the steering execution assembly 230 includes a first steering knuckle 231 and a second steering knuckle 232; the first steering knuckle 231 is arranged on the walking system 300, and the first steering knuckle 231 is connected to the steering transmission assembly 220; the second steering knuckle 232 is connected to the suspension system 100; the first steering knuckle 231 and the second steering knuckle 232 are movably connected so that the first steering knuckle 231 steers around the movable connection point between the first steering knuckle 231 and the second steering knuckle 232.

[0048] In the corner module of the present embodiment, the steering system 200 includes a steering actuator assembly 230 that utilizes a split first steering knuckle 231 and a second steering knuckle 232. By flexibly connecting the first steering knuckle 231 and the second steering knuckle 232, the first steering knuckle 231 can be steered about the flexural connection point between the first and second steering knuckles 231, 232. Specifically, a steering axis F1 passing through the flexural connection point is formed in the steering actuator assembly 230, creating a virtual steering kingpin. The steering drive assembly 210 and the steering transmission assembly 220 can drive the first steering knuckle 231 to rotate relative to the second steering knuckle 232 about the steering axis F1 to achieve steering of the travel system 300. This steering axis F1 is independent of the suspension system 100, decoupling the steering axis F1 from the suspension system 100. This allows for convenient configuration of the flexural connection point to achieve a more optimal steering axis F1, increasing design freedom and better balancing steering performance. For example, a larger caster angle can be set to achieve better self-centering without sacrificing the vehicle's anti-nod performance. At the same time, it can also avoid excessive constraints on the degrees of freedom of the walking system 300, and to a certain extent reduce the motion interference between the steering system 200 and the suspension system 100, so as to avoid the risk of failure such as jamming and stalling inside the corner module, thereby improving the flexibility, safety and stability of the steering system 200 in the corner module.

[0049] The cornea block proposed in the embodiments of this application can be applied to suspension structures such as McPherson and double wishbone suspensions. Specifically, compared to traditional suspension structures such as McPherson and double wishbone suspensions, the cornea block proposed in the embodiments of this application does not change the guide linkage system, eliminating the issue of under-constrained or over-constrained wheel 330 degrees of freedom. Furthermore, while retaining the same basic suspension components, it improves the performance of the chassis suspension and steering system 200, giving the vehicle further competitive advantages.

[0050] Compared to the traditional McPherson suspension, the steering kingpin of the traditional McPherson suspension passes through the upper point of the strut-type double-tube shock absorber support and the ball stud at the outer point of the lower arm 120, and the position of the steering kingpin is limited by the structure. The cornea block of the embodiment of the present application no longer relies on the steering kingpin structure formed by the ball stud of the lower arm 120 and the top support of the strut-type shock absorber. The steering axis F1 is configured at the movable connection point of the steering actuator assembly 230 through the steering actuator assembly 230 of the split steering knuckle, so that the steering axis F1 is independent of the sliding axis F2 during compression and extension of the suspension system 100, achieving decoupling of the steering axis F1 and the sliding axis F2, while also improving the lateral and longitudinal support performance of the suspension system 100.

[0051] The corner module proposed in the embodiment of the present application is shown in Figures 1 to 13. Since the steering axis F1 is formed by the movable connection between the first steering knuckle 231 and the second steering knuckle 232, the steering axis F1 is fixed relative to the first steering knuckle 231 and is independent relative to the suspension system 100, that is, the steering axis F1 is decoupled from the suspension system 100, so that each component can perform its own function. The steering axis F1 will not be adversely affected by the suspension system 100, and when the wheel 330 bounces up and down, the steering axis F1 will not be constrained by the suspension system 100. The steering drive assembly 210 and the steering transmission assembly 220 can smoothly drive the first steering knuckle 231 to steer relative to the second steering knuckle 232 around the steering axis F1, and the shock-absorbing movement of the suspension system 100 will not interfere with the steering movement of the steering system 200. To a certain extent, the risks of failure such as jamming and stalling within the steering drive assembly 210, the steering transmission assembly 220 and the steering execution assembly 230 and between each other can be avoided, thereby ultimately achieving the purpose of improving the flexibility, safety and stability of the steering system 200 in the angle module.

[0052] The corner module proposed in the embodiment of the present application, as shown in Figures 1 to 13, decouples the steering axis F1 from the suspension system 100, so that the caster angle and the inward caster angle of the corner module can be set more freely, thereby optimizing the steering state of the corner module, ensuring the stability of straight-line driving, and avoiding heavy steering; it can also enable the wheel 330 to automatically return to the center under the action of the lateral force when it is deviated from the straight-line driving by external force, thereby reducing the impact on the steering system 200 and making steering easier.

[0053] The cornea block of the embodiment of the present application has the advantages of simple structure, low cost, small space occupation, easy technical implementation, and convenient integration with the entire vehicle. It can integrate the steering system 200, suspension system 100, travel system 300, braking system, and drive system into a multi-system modular integration, with a high degree of physical integration, which is more conducive to the design of a large load-bearing space and low floor height for the entire vehicle. At the same time, the independent drive and independent steering design of each wheel provides more possibilities for vehicle driving flexibility, and can realize flexible steering functions such as turning on the spot to escape from a tight space, wedge lane change, crab-like lateral parking, and axis steering for reversing and moving to a warehouse. At the same time, it can realize flexible switching of various steering functions such as front-wheel steering, rear-wheel steering, four-wheel steering in the same direction, and four-wheel steering in different directions.

[0054] The corner module proposed in the embodiment of the present application, as shown in Figures 1 to 13, can achieve more precise control of the movement of the wheel 330 by reducing or avoiding the constraints of the suspension system 100 on the steering movement to a certain extent, ensure the coordination of the steering operation and the suspension movement, and meet the requirements of high maneuverability and high steering efficiency for independent steering of the wheel 330, and better meet the vehicle's flexible steering function requirements such as turning on the spot to escape, wedge lane changing, crab lateral movement, and side parking in a narrow space.

[0055] In some embodiments of the present application, the steering drive assembly 210 includes a steering motor 211, a steering motor controller 212 and a steering reduction mechanism 213. The steering motor 211 is transmission-connected to the steering reduction mechanism 213. The steering reduction mechanism 213 is configured to adjust the output speed of the steering drive assembly 210 to adapt to the steering speed of the steering system 200. The steering motor controller 212 is connected to the steering motor 211 and is configured to control the operation of the steering motor 211.

[0056] In some embodiments of the present application, the steering reduction mechanism 213 may be a single-stage worm gear reduction mechanism. Furthermore, the steering reduction mechanism 213 may also be a worm gear plus a single-stage or two-stage planetary gear reduction mechanism, or a parallel-axis two-stage gear reduction mechanism. The specific structure of the steering reduction mechanism 213 may be determined based on the steering output torque requirements of a specific vehicle model.

[0057] As an optional embodiment, as shown in FIG. 1 to FIG. 13 , the first steering knuckle 231 is movably connected to the second steering knuckle 232 so that the first steering knuckle 231 swings in the up and down directions relative to the second steering knuckle 232 .

[0058] In some embodiments of the present application, as shown in Figures 1 to 13, the rotation actuator assembly in the steering system 200 uses a split first steering knuckle 231 and a second steering knuckle 232. By movably connecting the first steering knuckle 231 and the second steering knuckle 232, the first steering knuckle 231 can swing vertically relative to the second steering knuckle 232. That is, in the corner module, since the second steering knuckle 232 of the steering actuator assembly 230 is connected to the suspension system 100, by enabling the second steering knuckle 232 to swing vertically relative to the first steering knuckle 231, the suspension system 100 can swing vertically relative to the first steering knuckle 231. By enabling the suspension system 100 to swing vertically relative to the first steering knuckle 231, the interference and constraint of the suspension system 100 on the steering of the steering actuator assembly 230 can be further reduced, making the steering movement of the steering actuator assembly 230 (the first steering knuckle 231 turning around the movably connected point between the first steering knuckle 231 and the second steering knuckle 232) smoother.

[0059] As an optional embodiment, as shown in FIG. 1 to FIG. 13 , the first steering knuckle 231 and the second steering knuckle 232 include more than two movable connection points to form a steering axis F1 between the two or more movable connection points.

[0060] In some embodiments of the present application, as shown in Figures 1 to 13, the first steering knuckle 231 and the second steering knuckle 232 can be movably connected through two or more movable connection points, and a steering axis F1 can be formed between the two or more movable connection points, and the first steering knuckle 231 and the second steering knuckle 232 can steer around the steering axis F1. It should be noted that the steering axis F1 formed by the two or more movable connection points is a virtual steering axis, and there is no integrated physical axis between the various movable connection points. Forming the steering axis F1 by using two or more movable connection points can improve the connection strength of the movable connection points and relatively increase the length of the steering axis F1, so that the steering movement of the first steering knuckle 231 relative to the second steering knuckle 232 around the steering axis F1 is more stable.

[0061] In some embodiments of the present application, as shown in FIG. 1 to FIG. 13 , the first steering knuckle 231 and the second steering knuckle 232 are movably connected via two movable connection points, and a steering axis F1 is formed between the two movable connection points.

[0062] In some other embodiments of the present application, the first steering knuckle 231 and the second steering knuckle 232 can also be movably connected through three movable connection points. It should be noted that the three movable connection points need to be located on the same straight line.

[0063] As an optional embodiment, as shown in FIG. 2 , the suspension system 100 has a sliding axis F2 , which is parallel to the steering axis F1 .

[0064] In some embodiments of the present application, as shown in Figure 2, the suspension system 100 has a sliding axis F2, and the suspension system 100 can move axially along the sliding axis to provide buffering and support functions. By making the sliding axis F2 parallel to the steering axis F1, the force condition of the corner module can be optimized, and the force of the suspension system 100 can be evenly transmitted to the walking system 300 through the steering execution assembly 230, thereby avoiding excessive wear on the outer or inner side of the wheel 330 due to uneven force on the walking system 300.

[0065] As an optional embodiment, as shown in FIG. 2 and FIG. 7 , the distance between the steering axis F1 and the traveling system 300 is smaller than the distance between the sliding axis F2 and the traveling system 300 .

[0066] In some embodiments of the present application, as shown in Figures 2 and 7, by making the distance between the steering axis F1 and the walking system 300 smaller than the distance between the sliding axis F2 and the walking system 300, that is, the steering axis F1 is located between the sliding axis F2 and the walking system 300, so that the steering axis F1 is closer to the wheel 330 of the walking system 300, that is, the virtual steering kingpin formed by the movable connection point is closer to the wheel 330 of the walking system 300, shortening the distance from the steering kingpin to the center point of the wheel 330, making it easier to reduce the steering kingpin offset and the steering kingpin inclination angle, reducing the torque steer effect, and greatly improving the vehicle acceleration deviation.

[0067] As an optional embodiment, as shown in Figures 1 to 13, the first steering knuckle 231 includes a first upper connection portion 2311 and a first lower connection portion 2312, and the first upper connection portion 2311 and the first lower connection portion 2312 are located on the steering axis F1; the second steering knuckle 232 includes a second upper connection portion 2321 and a second lower connection portion 2322, and the second upper connection portion 2321 is movably connected to the first upper connection portion 2311, and the second lower connection portion 2322 is movably connected to the first lower connection portion 2312.

[0068] In some embodiments of the present application, as shown in Figures 1 to 13, the first upper end connection portion 2311 of the first steering knuckle 231 is movably connected to the second upper end connection portion 2321 of the second steering knuckle 232, and the first lower end connection portion 2312 of the first steering knuckle 231 is movably connected to the second lower end connection portion 2322 of the second steering knuckle 232, so that two movable connection points can be formed in the steering execution assembly 230, and the line between the two movable connection points is the steering axis F1, that is, a virtual steering kingpin is formed through the two movable connection points, and the virtual steering kingpin can not only be independent relative to the suspension system 100, but also closer to the wheel 330. The first steering knuckle 231 steers around the steering axis F1 relative to the second steering knuckle 232 through these two movable connection points, so as to realize the steering function of the steering system 200. When the corner module performs the steering function, the steering power assembly works, driving the steering transmission assembly 220 to transmit, and the steering force is applied to the first steering knuckle 231 through the steering transmission assembly 220. The first steering knuckle 231 rotates around the steering axis F1 relative to the second steering knuckle 232. At the same time, the walking system 300 fixedly connected to the first steering knuckle 231 rotates around the steering axis F1 relative to the second steering knuckle 232, thereby realizing the steering of the walking system 300.

[0069] As an optional embodiment, as shown in FIG. 1 to FIG. 13 , the second steering knuckle 232 is movably connected to the first steering knuckle 231 via a ball stud and / or a spherical bearing.

[0070] In some embodiments of the present application, as shown in Figures 1 to 13, two movable connection points are formed between the first steering knuckle 231 and the second steering knuckle 232 through the movable connection parts between the first upper end connection part 2311 and the second upper end connection part 2321, and the first lower end connection part 2312 and the second lower end connection part 2322. These two movable connection points can be movably connected through ball studs and / or joint bearings.

[0071] In some embodiments of the present application, as shown in Figures 1 to 13, the first upper connection portion 2311 of the first steering knuckle 231 and the second upper connection portion 2321 of the second steering knuckle 232 can be connected by a ball stud, and the first lower connection portion 2312 of the first steering knuckle 231 and the second lower connection portion 2322 of the second steering knuckle 232 can be connected by a spherical bearing. A steering axis F1 is formed between the first steering knuckle 231 and the second steering knuckle 232, and the wheel 330 rotates around this steering axis F1 during steering.

[0072] In some other embodiments of the present application, the first upper end connection portion 2311 of the first steering knuckle 231 and the second upper end connection portion 2321 of the second steering knuckle 232 can be connected by a ball pin, and the first lower end connection portion 2312 of the first steering knuckle 231 and the second lower end connection portion 2322 of the second steering knuckle 232 can also be connected by a ball pin.

[0073] In some other embodiments of the present application, the first upper end connection portion 2311 of the first steering knuckle 231 and the second upper end connection portion 2321 of the second steering knuckle 232 can be connected by a joint bearing, and the first lower end connection portion 2312 of the first steering knuckle 231 and the second lower end connection portion 2322 of the second steering knuckle 232 can also be connected by a joint bearing.

[0074] In some other embodiments of the present application, the first upper end connection part 2311 of the first steering knuckle 231 and the second upper end connection part 2321 of the second steering knuckle 232 can be connected by a joint bearing, and the first lower end connection part 2312 of the first steering knuckle 231 and the second lower end connection part 2322 of the second steering knuckle 232 can be connected by a ball pin.

[0075] In some embodiments of the present application, when the first steering knuckle 231 and the second steering knuckle 232 are movably connected via a ball pin, the ball pin can enable the first steering knuckle 231 and the second steering knuckle 232 to achieve steering movement and up and down swing within a certain range.

[0076] In some embodiments of the present application, when the first steering knuckle 231 and the second steering knuckle 232 are movably connected via a joint bearing, the joint bearing can enable the first steering knuckle 231 and the second steering knuckle 232 to achieve steering movement and up and down swing within a certain range.

[0077] As an optional embodiment, as shown in FIG. 1 to FIG. 7 , the suspension system 100 includes a shock absorber assembly 110 and a swing arm 120 , and the shock absorber assembly 110 and the swing arm 120 are respectively connected to the second steering knuckle 232 through connection points.

[0078] In some embodiments of the present application, when the corner module is impacted by the ground, causing the wheel 330 to bounce up and down, the shock absorber assembly 110 compresses and expands along the sliding axis F2 to absorb the vibration energy. Simultaneously, because the second steering knuckle 232 can rotate and swing up and down relative to the first steering knuckle 231 about the steering axis F1 of the wheel 330, the up and down bouncing of the wheel 330 / the compression and expansion of the shock absorber assembly 110 along the sliding axis F2 can cause the second steering knuckle 232 to swing up and down relative to the first steering knuckle 231 without affecting the rotation of the second steering knuckle 232 relative to the first steering knuckle 231 about the steering axis F1 of the wheel 330. This avoids motion interference between the steering system 200 and the suspension system 100, thereby, to a certain extent, alleviating the risk of internal motion failures such as jamming and stalling in the corner module. Ultimately, the flexibility and stability of the steering system 200 in the corner module can be improved.

[0079] In some embodiments of the present application, as shown in FIG. 1 to FIG. 7 , the suspension system 100 includes a shock absorber assembly 110 and a swing arm 120 . The shock absorber assembly 110 and the swing arm 120 may be connected to the second steering knuckle 232 via connection points, respectively.

[0080] In some embodiments of the present application, as shown in Figures 1 to 13, the second steering knuckle 232 can be provided with a shock absorbing connection portion 2323 and a swing arm connection portion 2324. The second steering knuckle 232 can be connected to the shock absorbing assembly 110 at the shock absorbing connection portion 2323, and the second steering knuckle 232 can be connected to the swing arm 120 at the swing arm connection portion 2324.

[0081] In some embodiments of the present application, the shock absorbing assembly 110 and the shock absorbing connection portion 2323 can be fixedly connected so that the shock absorbing assembly 110 and the second steering knuckle 232 can move synchronously. For example, as shown in Figures 7 and 12, the shock absorbing assembly 110 and the shock absorbing connection portion 2323 can be connected by a ferrule to achieve a fixed connection between the shock absorbing assembly 110 and the shock absorbing connection portion 2323.

[0082] In some embodiments of the present application, unlike the traditional McPherson suspension, the corner module of the present application is decoupled from the steering axis F1 and the sliding axis F2, and the outer point of the swing arm 120 no longer plays the role of the lower point of the steering axis F1. Therefore, the outer point of the swing arm 120 can be connected to the swing arm connection part 2324 of the second steering knuckle 232 by means of a bushing connection.

[0083] In one embodiment of the present application, as shown in FIG. 1 to FIG. 13 , the suspension system 100 in the corner module may be optimized based on a traditional McPherson suspension configuration, and the suspension system 100 may include a shock absorber assembly 110 and a swing arm 120 .

[0084] The inner side of the swing arm 120 is fixedly connected to the vehicle body, while the outer side of the swing arm 120 is movably or fixedly connected to the second steering knuckle 232. The shock absorber assembly 110 may include a strut-type twin-tube shock absorber and a coil spring. The top of the strut-type twin-tube shock absorber may be fixedly connected to the vehicle body via a top support, while the bottom of the strut-type twin-tube shock absorber is fixedly connected to the second steering knuckle 232. The strut-type twin-tube shock absorber is provided with an upper coil spring seat and a lower coil spring seat. The coil spring is wound around the outside of the twin-tube shock absorber's dust cover and may be located or fixed between the upper and lower coil spring seats.

[0085] When vertical excitation of the road surface occurs, the road impact on the wheel 330 is transmitted through the first steering knuckle 231 to the second steering knuckle 232 and the strut-type twin-tube shock absorber fixedly connected to the second steering knuckle 232. The internal spring of the strut-type twin-tube shock absorber is compressed to store impact energy. The strut-type twin-tube shock absorber consumes the stored energy in the form of heat through hydraulic damping, which can effectively attenuate the vibration impact transmitted from the road surface to the vehicle body.

[0086] As an optional embodiment, as shown in FIG. 1 to FIG. 13 , the swing arm 120 is hinged to the second steering knuckle 232 so that the swing arm 120 can swing in the up and down directions relative to the second steering knuckle 232 .

[0087] In some embodiments of the present application, the swing arm 120 and the swing arm connecting portion 2324 can be movably connected so that the swing arm 120 can swing relative to the second steering knuckle 232. When the shock absorbing assembly 110 and the second steering knuckle 232 perform shock absorbing activities, the second steering knuckle 232 can swing up and down relative to the swing arm 120, and the swing arm 120 will not interfere with the shock absorbing activities of the shock absorbing assembly 110 and the second steering knuckle 232.

[0088] In the related art, a wheel hub drive angle module based on a McPherson suspension adds a steering motor 211 to the traditional McPherson suspension's central steering kingpin. This motor drives the wheel 330 to rotate about the kingpin, achieving steer-by-wire functionality. To avoid motion interference, the traditional McPherson suspension's tie rods are eliminated. This solution suffers from insufficient constraints on the wheel 330's freedom of movement and insufficient positional constraints on the wheel 330 under longitudinal forces. For example, Chinese patent application CN107640211A discloses a steer-by-wire device and vehicle with an integrated steering mechanism and suspension. The device comprises: a steering motor 211; a reduction mechanism connected to the output end of the steering motor 211; a strut shaft connected to the reduction mechanism; and a strut shaft sleeve, which is mounted on the strut shaft via a sliding rotating bushing, enabling the strut shaft and the strut shaft sleeve to slide relative to each other in the axial direction and rotate simultaneously in the radial direction. The lower end of the strut shaft sleeve is connected to the wheel hub motor housing of the wheel 330 via a steering knuckle, enabling synchronous rotation of the wheel hub motor and the strut shaft. In a traditional McPherson suspension, the steering tie rod and the sliding column not only have their own steering and vibration damping functions, but also serve as a guiding mechanism. In the wire-controlled steer device that integrates the steering mechanism and suspension disclosed in Chinese patent application CN107640211A, the steering tie rod in the traditional McPherson suspension is eliminated to avoid motion interference, rendering the guiding function of the steering tie rod ineffective. On the one hand, this results in excessive degrees of freedom of wheel 330 and insufficient position constraint of wheel 330 under the action of longitudinal force; on the other hand, a single cross universal joint is used to connect the output shaft of the steering reduction mechanism 213 and the sliding column shaft, and the steering torque transmission has a non-uniform speed characteristic, which will cause the steering torque transmitted to wheel 330 to fluctuate periodically.

[0089] In order to address the problem that the wheels 330 of the corner module have excessive degrees of freedom and insufficient position constraints of the wheels 330 under the action of longitudinal force, as an optional implementation, an embodiment of the present application proposes a corner module, as shown in Figures 1 to 13. In this corner module, the steering transmission assembly 220 and the shock absorber assembly 110 are set at an angle.

[0090] In some embodiments of the present application, by setting the steering transmission assembly 220 and the shock absorber assembly 110 at an angle, the steering transmission assembly 220 can not only realize the transmission between the steering drive assembly 210 and the steering execution assembly 230, but also enable the steering transmission assembly 220 to have a certain guiding function, which can avoid the insufficient constraint on the position of the wheel 330 caused by the excessive degree of freedom of the wheel 330 to a certain extent, thereby avoiding the risk of easy failure of the angle module movement to a certain extent.

[0091] As an optional embodiment, as shown in Figures 1 to 13, the steering transmission assembly 220 includes a steering rocker arm 221 and a steering rod 222 hinged to the steering rocker arm 221. The steering rocker arm 221 is also connected to the steering drive assembly 210, and the steering rod 222 is also connected to the first steering knuckle 231.

[0092] In some embodiments of the present application, the steering rocker arm 221 is driven by the steering drive assembly 210, which in turn pushes the steering rod 222. The steering rod 222 drives the first steering knuckle 231 to rotate relative to the second steering knuckle 232 around the steering axis F1, thereby realizing the steering function of the steering system 200 in the angle module.

[0093] In some embodiments of the present application, the transmission connection part 2313 and the transmission assembly can be movably connected through structures such as ball pins and joint bearings. While the steering transmission assembly 220 drives the first steering knuckle 231 to steer around the steering axis F1 relative to the second steering knuckle 232, the steering transmission assembly 220 can also swing in the up and down directions relative to the first steering knuckle 231. To a certain extent, it can prevent the external point where the steering transmission assembly 220 is connected to the first steering knuckle 231 from jumping up and down with the wheel 330, thereby preventing the external point where the first steering knuckle 231 is connected from jumping up and down, causing interference with the transmission between the steering transmission assembly 220 and the steering drive assembly 210, and reducing the risk of jamming and stalling in the steering drive assembly 210. For example, in some embodiments, the steering rod 222 is hinged to the first steering knuckle 231 through a ball pin. Driven by the steering rocker arm 221, the steering rod 222 can drive the first steering knuckle 231 to steer around the steering axis F1 relative to the second steering knuckle 232; at the same time, when the road bounces up and down, the steering rod 222 can also swing in the up and down directions relative to the first steering knuckle 231, so as to avoid excessive restriction and interference of the steering rod 222 on the first steering knuckle 231.

[0094] As an optional embodiment, as shown in FIG. 1 to FIG. 13 , the working angle range between the steering rocker arm 221 and the steering tie rod 222 includes at least 40° to 140°.

[0095] In some embodiments of the present application, by ensuring that the working angle range between the steering rocker arm 221 and the steering rod 222 includes at least 40° to 140°, the problem of rod motion interference and jamming in the steering transmission assembly 220 can be avoided to a certain extent.

[0096] In some embodiments of the present application, when the steering transmission assembly 220 adopts a transmission method in which the steering rocker arm 221 pushes the steering rod 222, the steering angle of the wheel 330 can be no less than 45°, which can meet the flexible steering function requirements of the vehicle such as turning on the spot to escape in a narrow space, changing lanes in a wedge shape and overtaking.

[0097] As an optional embodiment, as shown in Figures 1 to 13, the steering transmission assembly 220 includes a linear displacement device, the fixed end of the linear displacement position is connected to the steering power assembly or the first steering knuckle 231, and the movable end of the linear position device is connected to the first steering knuckle 231 or the steering power assembly.

[0098] In some embodiments of the present application, the steering transmission assembly 220 may also employ a linear displacement device to convert the rotational motion of the steering drive assembly 210 into linear motion. For example, the fixed end of the linear displacement position may be connected to the steering power assembly, the movable end may be connected to the first steering knuckle 231, and the movable end may be linearly displaced relative to the fixed end to propel the first steering knuckle 231 and the travel system 300 to rotate about the steering axis F1 to achieve steering. For another example, the fixed end of the linear displacement position may be connected to the first steering knuckle 231, the movable end may be connected to the steering drive assembly 210, and the movable end may be linearly displaced relative to the fixed end to propel the first steering knuckle 231 and the travel system 300 to rotate about the steering axis F1 to achieve steering.

[0099] In some embodiments of the present application, the linear displacement device may be a structure such as a ball screw or a hydraulic cylinder.

[0100] In some embodiments of the present application, the steering transmission assembly 220 may further include a steering rod 222 , and the steering rod 222 may be connected between the linear displacement device and the first steering knuckle 231 .

[0101] In some embodiments of the present application, a transmission connection portion 2313 may be provided on the first steering knuckle 231 , and the first steering knuckle 231 is connected to the transmission assembly at the transmission connection portion 2313 .

[0102] In some embodiments of the present application, when the steering transmission assembly 220 adopts a linear displacement device to push the steering rod 222, the steering angle of the wheel 330 can reach 90°, which can meet the flexible steering function requirements of the vehicle in a narrow space, such as turning on the spot to escape, wedge-shaped lane change to overtake, crab-style lateral parking, and axial steering to reverse and move into and out of the garage.

[0103] As an optional embodiment, as shown in FIG. 1 to FIG. 13 , the steering power assembly is connected to the vehicle body.

[0104] In some embodiments of the present application, the steering drive assembly 210 further includes a steering drive assembly mounting frame 214, which can be fixed to a subframe or a vehicle body. The steering motor 211, the steering motor controller 212, and the steering reduction mechanism 213 of the steering drive assembly 210 can be arranged on the steering drive assembly mounting frame 214 without adding any additional unsprung mass to the entire vehicle.

[0105] As an optional embodiment, as shown in FIG1 to FIG13 , the corner module further includes a walking system 300 , and the walking system 300 includes:

[0106] A drive assembly, the drive assembly includes a permanent magnet synchronous hub motor, the permanent magnet synchronous hub motor includes an outer rotor and an inner stator in electromagnetic induction with the outer rotor, the outer rotor is connected to the wheel 330, and the inner stator is connected to the first steering knuckle 231; and,

[0107] The brake assembly includes a brake disc and a brake caliper. The brake disc is arranged on the housing of the outer rotor, and the brake caliper is arranged on the inner stator.

[0108] In some embodiments of the present application, the drive assembly in the travel system 300 may utilize an outer rotor permanent magnet synchronous hub motor. The outer rotor of the outer rotor permanent magnet synchronous hub motor may be fixedly connected to the wheel 330 via fasteners, and the inner stator of the outer rotor permanent magnet synchronous hub motor may be fixedly connected to the first steering knuckle 231 via fasteners. When the vehicle is started, that is, when the driver steps on the accelerator pedal, the vehicle controller sends a signal to the motor controller in the drive assembly to control the outer rotor of the outer rotor permanent magnet synchronous hub motor to rotate the wheel 330. Among other advantages, outer rotor permanent magnet synchronous hub motors offer a short transmission chain, fast response, and high transmission efficiency.

[0109] In some embodiments of the present application, the brake assembly may employ a disc brake system. The brake disc in the brake assembly may be secured to the outer rotor housing via fasteners, and the brake caliper in the brake assembly may be hinged to the inner stator via a hinge. The brake caliper has both driving and parking functions. When the driver depresses the brake pedal, the caliper clamps the brake disc, achieving deceleration and braking. When the driver presses the EPB button, the EPB controller controls the caliper to clamp the brake disc, achieving parking.

[0110] In some embodiments of the present application, a brake disc may be located on the outside of wheel 330, and a brake caliper may be located on the inside of wheel 330. During braking, the brake caliper clamps against the brake disc from the inside outward in the radial direction of the vehicle. It should be noted that the inside and outside of wheel 330 are relative to the entire vehicle body, not the interior of wheel 330 itself.

[0111] As an optional embodiment, a heat insulating sheet is provided between the brake disc and the housing of the outer rotor.

[0112] In some embodiments of the present application, in order to avoid demagnetization of the thermally coupled permanent magnet, a stainless steel heat shield may be provided between the brake disc and the outer rotor housing to prevent the heat load generated by the brake disc during braking from being transferred to the motor to a certain extent.

[0113] Based on the same inventive concept, an embodiment of the present application further provides a vehicle comprising the above-mentioned corner module.

[0114] Since the vehicle provided by the present invention includes the corner module of the above technical solution, the vehicle provided by the present invention has all the beneficial effects of the above corner module, which will not be described in detail here.

[0115] In this application, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Moreover, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0116] It should be noted that all directional indications in the embodiments of the present application are only used to explain the relative position relationship, movement status, etc. between the components in a certain specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0117] In this application, unless otherwise specified or limited, the terms "connection" and "fixation" should be understood in a broad sense. For example, "fixation" can mean fixed connection, detachable connection, or integration; mechanical connection or electrical connection; direct connection or indirect connection through an intermediate medium; internal communication between two elements or interaction between two elements, unless otherwise specified. For those skilled in the art, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0118] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A corner module, characterized in that: The corner module comprises: Suspension systems; and, A steering system, the steering system comprising a steering power assembly, a steering execution assembly, and a steering transmission assembly connected between the steering power assembly and the steering execution assembly; Among them, the steering execution assembly includes a first steering knuckle and a second steering knuckle; the first steering knuckle is arranged on the walking system, and the first steering knuckle is connected to the steering transmission assembly; the second steering knuckle is connected to the suspension system; the first steering knuckle and the second steering knuckle are movably connected so that the first steering knuckle can be steered around the movable connection point between the first steering knuckle and the second steering knuckle.

2. The corner module according to claim 2, characterized in that The first steering knuckle is movably connected to the second steering knuckle so that the first steering knuckle swings in an up-and-down direction relative to the second steering knuckle.

3. The corner module according to claim 1, characterized in that The first steering knuckle and the second steering knuckle include more than two movable connection points to form a steering axis between the more than two movable connection points.

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

5. The corner module according to claim 4, characterized in that The distance between the steering axis and the traveling system is smaller than the distance between the sliding axis and the traveling system.

6. The corner module according to any one of claims 3 to 5, characterized in that The first steering knuckle includes a first upper connection part and a first lower connection part, and the first upper connection part and the first lower connection part are located on the steering axis; the second steering knuckle includes a second upper connection part and a second lower connection part, and the second upper connection part is movably connected to the first upper connection part, and the second lower connection part is movably connected to the first lower connection part.

7. The corner module according to claim 6, characterized in that The second steering knuckle is movably connected to the first steering knuckle via a ball stud and / or a spherical bearing.

8. The corner module according to claim 6, characterized in that The suspension system includes a shock absorbing assembly and a swing arm, and the shock absorbing assembly and the swing arm are respectively connected to the second steering knuckle through the connection point.

9. The corner module according to claim 8, characterized in that The swing arm is hinged to the second steering knuckle so that the swing arm can swing in an up-and-down direction relative to the second steering knuckle.

10. The corner module according to claim 8, characterized in that The steering transmission assembly is arranged at an angle to the shock absorbing assembly.

11. The corner module according to claim 6, characterized in that The steering transmission assembly includes a steering rocker arm and a steering tie rod hinged to the steering rocker arm. The steering rocker arm is also connected to the steering drive assembly, and the steering tie rod is also connected to the first steering knuckle.

12. The corner module according to claim 11, characterized in that The working angle range between the steering rocker arm and the steering tie rod is at least 40° to 140°.

13. The corner module according to claim 6, characterized in that The steering transmission assembly includes a linear displacement device, a fixed end of the linear displacement device is connected to the steering power assembly or the first steering knuckle, and a movable end of the linear position device is connected to the first steering knuckle or the steering power assembly.

14. The corner module according to claim 6, characterized in that The steering power assembly is connected to the vehicle body.

15. The corner module according to claim 1, characterized in that The corner module also includes a walking system, and the walking system includes: A drive assembly, the drive assembly comprising a permanent magnet synchronous hub motor, the permanent magnet synchronous hub motor comprising an outer rotor and an inner stator electromagnetically inductively coupled to the outer rotor, the outer rotor being connected to the wheel, and the inner stator being connected to the first steering knuckle; and, A brake assembly, comprising a brake disc and a brake caliper, wherein the brake disc is arranged on the housing of the outer rotor, and the brake caliper is arranged on the inner stator.

16. A vehicle, characterized in that: The vehicle comprises a corner module as claimed in any one of claims 1 to 15.

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