Corner module and vehicle

Abstract

Disclosed in the present application are a corner module and a vehicle. The corner module comprises: a traveling unit; a steering unit, which is mounted on a vehicle frame; and a suspension unit, which comprises a steering knuckle, a steering arm, a first guide rod system and a second guide rod system, wherein the steering arm is connected to the steering unit, the steering knuckle is connected to the traveling unit, the first guide rod system movably connects the steering arm to the steering knuckle, and the second guide rod system movably connects the vehicle frame to the steering knuckle. The corner module and the vehicle of the present application can improve the structural load-bearing reliability and impact resistance reliability.

Description

Corner module and vehicle Cross-reference to related applications

[0001] This application claims priority to Chinese Patent Application No. 202410590657.1, filed May 13, 2024, the entire contents of which are incorporated herein by reference. TECHNICAL FIELD

[0002] The present application belongs to the technical field of vehicles, and specifically relates to a corner module and a vehicle. BACKGROUND

[0003] With the progress of science and technology and the development of Internet technology, all walks of life are undergoing dramatic changes. The automobile industry is also undergoing a new round of technological innovation. In this technological innovation, the corner module occupies an important position. The corner module integrates advanced power, steering and suspension technologies, can reduce a large number of mechanical transmission components, optimize the layout space of the whole vehicle, and can make each wheel rotate independently, thereby making the vehicle more flexible in steering and moving.

[0004] However, in the prior art, the corner module and the lower vehicle body are connected by a single interface of the upper steering kingpin part, the structural load bearing and impact resistance reliability are poor, and the chassis stability and safety are challenged.

[0005] It should be noted that the information disclosed in the above BACKGROUND section is only used to strengthen the understanding of the background of the present disclosure, and therefore can include information that does not constitute prior art known to those of ordinary skill in the art. SUMMARY

[0006] To solve the above technical problems, the present application provides a corner module and a vehicle, which aims to at least solve the technical problem that the corner module and the lower vehicle body are connected by a single interface of the upper steering kingpin part, the structural load bearing and impact resistance reliability are poor.

[0007] The technical scheme of the present application is:

[0008] A corner module, comprising: a walking unit; a steering unit installed on a vehicle frame; a suspension unit comprising a steering knuckle, a steering arm, a first guide rod system and a second guide rod system, the steering arm being connected to the steering unit, the steering knuckle being connected to the walking unit, the first guide rod system being movably connected to the steering arm and the steering knuckle, and the second guide rod system being movably connected to the vehicle frame and the steering knuckle.

[0009] In some optimized technical solutions, the connection of the second guide rod system and the steering knuckle is located on the steering axis of the walking unit.

[0010] In some preferred embodiments, the output shaft of the steering unit overlaps with the steering axis of the traveling unit.

[0011] In some preferred embodiments, the second guide rod system has a length greater than that of the first guide rod system.

[0012] In some preferred embodiments, the first guide rod system comprises a first guide rod group movably connected to the steering arm and the steering knuckle, and a second guide rod group movably connected to the steering arm and the steering knuckle and spaced apart from the first guide rod group, wherein the first guide rod group is parallel to the second guide rod group.

[0013] In some preferred embodiments, the first guide rod group and the second guide rod group each comprise a first guide rod movably connected to the steering arm and the steering knuckle, and a second guide rod movably connected to the steering arm and the steering knuckle and spaced apart from the first guide rod, wherein the first guide rod is parallel to the second guide rod.

[0014] In some preferred embodiments, the first guide rod group and the second guide rod group have equal lengths.

[0015] In some preferred embodiments, the second guide rod system comprises a third guide rod movably connected to the steering knuckle, and two fourth guide rods each having one end connected to the third guide rod and the other end movably connected to two interfaces of the vehicle frame.

[0016] In some preferred embodiments, the fourth guide rods are arranged at an angle with the third guide rod to form an avoiding groove, and the two fourth guide rods are symmetrically arranged with the third guide rod as the axis of symmetry.

[0017] In some preferred embodiments, the third guide rod and the fourth guide rod are each provided with a reinforcing member, and the end of the third guide rod away from the steering knuckle is provided with a weight-reducing groove.

[0018] In some preferred embodiments, the suspension unit further comprises a shock-absorbing assembly movably connected to the steering arm and the steering knuckle.

[0019] In some preferred embodiments, the shock-absorbing assembly is arranged at an angle with the first guide rod system and the second guide rod system.

[0020] In some preferred embodiments, the steering unit comprises a support frame connected to the vehicle frame, a steering motor connected to the support frame, and a steering deceleration mechanism connected to the steering motor, wherein the output shaft of the steering deceleration mechanism is parallel or perpendicular to the output shaft of the steering motor.

[0021] In some preferred embodiments, the output shaft of the steering deceleration mechanism overlaps with the steering axis of the walking unit.

[0022] In some preferred embodiments, the walking unit comprises a driving assembly comprising a hub motor, wherein the hub motor comprises an inner rotor connected to the wheel and an outer stator electromagnetically induced to the inner rotor, and a brake assembly comprising a brake drum connected to the inner rotor and a brake base connected to the outer stator, wherein the steering knuckle is arranged on the brake base.

[0023] Based on the same inventive concept, the application also provides a vehicle comprising at least one angle module.

[0024] The application has at least the following beneficial effects:

[0025] Since the steering unit is mounted on the vehicle frame, the steering unit is supported by the vehicle frame. Since the suspension unit comprises a steering knuckle, a steering arm, a first guide rod system and a second guide rod system, the steering arm is connected to the steering unit, the steering knuckle is connected to the walking unit, the first guide rod system is movably connected to the steering arm and the steering knuckle, and the second guide rod system is movably connected to the vehicle frame and the steering knuckle, when steering is required, the steering unit transmits power to the steering arm, the steering arm transmits power to the steering knuckle through the first guide rod system, the steering knuckle drives the walking unit to move around the steering axis of the walking unit, thereby achieving steering, at the same time, the steering knuckle can move relative to the second guide rod system, the second guide rod system can support the steering knuckle and transmit the load to the vehicle frame, that is, the walking unit can be connected to the vehicle frame through the steering knuckle, the first guide rod system, the steering arm and the steering unit, and can also be connected to the vehicle frame through the steering knuckle and the second guide rod system, thereby improving the reliability of structural load bearing and the reliability of impact resistance, effectively buffering the impact of the road in all directions, especially the radial impact load relative to the steering axis of the walking unit, avoiding the failure of the steering unit, ensuring the stable operation of the steering unit, and improving the stability and safety of the chassis. BRIEF DESCRIPTION OF DRAWINGS

[0026] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiments description will be briefly introduced. Obviously, the drawings in the following description are some embodiments of the present application, and other drawings can be obtained by those skilled in the art without any creative effort on the basis of these drawings.

[0027] Fig. 1 is a structural schematic diagram of an angle module according to some embodiments;

[0028] Fig. 2 is a structural schematic diagram of a steering unit of the angle module in Fig. 1;

[0029] Fig. 3 is a structural schematic diagram of a suspension unit of the angle module in Fig. 1;

[0030] Fig. 4 is a structural schematic diagram of a second guide rod system of the suspension unit in Fig. 3;

[0031] Fig. 5 is a structural schematic diagram of a walking unit of the angle module in Fig. 1;

[0032] Fig. 6 is an exploded schematic diagram of the walking unit of the angle module in Fig. 5.

[0033] Explanation of reference signs:

[0034] Walking unit 10, drive assembly 101, inner rotor 1011, outer stator 1012, brake assembly 102, brake drum 1021, brake base plate 1022;

[0035] Steering unit 20, support frame 201, steering motor 202, steering reduction mechanism 203, motor controller 204;

[0036] Suspension unit 30, steering knuckle 301, steering arm 302, first guide rod system 303, first guide rod group 3031, first guide rod 30311, second guide rod 30312, second guide rod group 3032, second guide rod system 304, third guide rod 3041, fourth guide rod 3042, avoidance groove 3043, reinforcing member 3044, weight-reducing groove 3045, damping assembly 305, shock absorber 3051, coil spring 3052;

[0037] Frame 40;

[0038] Wheel 50;

[0039] Steering axis 60. DETAILED DESCRIPTION

[0040] With reference to the accompanying drawings, the technical solutions in the embodiments of the present application will be described clearly and completely. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all the other embodiments obtained by those skilled in the art without creative work fall within the protection scope of the present application.

[0041] It should be noted that all the direction indications in the embodiments of the present application are only used for explaining the relative position relationship and movement between components in a certain posture, and if the certain posture changes, the direction indications also change accordingly.

[0042] In the present application, unless specifically defined and limited otherwise, the terms "connection", "fixing", and the like should be understood in a broad sense, for example, "fixing" can be fixed connection, or detachable connection, or integral; can be mechanical connection, or electrical connection; can be direct connection, or indirect connection through an intermediate medium; can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise explicitly limited. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0043] In addition, the description such as "first", "second" and the like in the present application is only for the purpose of description, and cannot be understood as indicating or implying the relative importance of the indicated technical features or implicitly indicating the number of the indicated technical features. Therefore, the features limited by "first", "second" can explicitly or implicitly include at least one of the features. In addition, the technical solutions of each embodiment can be combined with each other, but it must be based on the fact that the technical solutions can be realized by those skilled in the art, and when the combination of technical solutions appears contradictory or unachievable, it should be considered that the combination of technical solutions does not exist, and is not within the protection scope of the present application.

[0044] The present application will be described below in conjunction with the accompanying drawings and specific embodiments:

[0045] The corner module is an assembly integrating driving, braking, suspension and steering. The corner module can reduce a large number of mechanical transmission components, optimize the layout space of the whole vehicle, independently drive and steer each wheel, and thus make the vehicle flexibly steer and move. The corner module can also buffer the impact force of the ground on the vehicle body and reduce the vibration of the vehicle body caused thereby. Since the wheel hub motor is used for driving, the wheel rotation angle is not limited by the rotation angle of the traditional universal joint, and a larger wheel rotation angle can be achieved. In addition, since the steering structure between the coaxial wheels is decoupled, various driving modes can be achieved, and the wheel rotation angles can be better distributed to improve the driving stability of the vehicle. However, with the increase of the wheel rotation angle, the contradiction between the precise constraint of the suspension guide rod system on the wheel movement degree of freedom and the wheel rotation angle space becomes more and more obvious.

[0046] In the related art, the corner module increases the suspension damping device, solves the problems of poor damping and obstacle surmounting capability of the upright corner module, difficulty in changing the wheel positioning angle, poor kinematics of the suspension, poor vehicle body stability and poor ride comfort; and all use a steering arm structure. The upper end of the steering arm is integrated with a steering power source component, a power output shaft and a steering kingpin axis. The steering power source drives the steering arm to rotate around the steering kingpin, so as to drive the wheel to rotate through the suspension guide rod system and realize the steering function. However, when the wheel is steered, the suspension system rotates with the wheel, which overturns the traditional suspension design structure. The suspension guide rod system is obviously shortened. The corner module and the lower vehicle body are connected through a single interface of the upper steering kingpin part. The structure load bearing and impact resistance reliability are poor, and the chassis stability and safety are challenged.

[0047] The suspension driving system includes a fixed seat connected to a first longitudinal beam or a second longitudinal beam, a power output assembly fixedly installed on the first longitudinal beam or the second longitudinal beam, the power output assembly having a power output end shaft, a steering support assembly having a support connection part and an assembly connection part, the support connection part being rotatably connected to the fixed seat, the power output end shaft being drivingly connected to the support connection part, the assembly connection part being located on the side of the fixed seat away from the power output assembly, and a damping device including a damper, a swing arm and an assembly plate connected between the damper and the swing arm, a first end of the damper being rotatably connected to an end of the assembly connection part extending toward the support connection part, a first end of the swing arm being rotatably connected to an end of the assembly connection part away from the support connection part, a first end of the assembly plate being rotatably connected to a second end of the damper, and a second end of the assembly plate being rotatably connected to a second end of the swing arm. In the direction from the first end to the second end of the damper, the center axis of the damper is inclined away from the assembly connection part. However, the corner module and the lower vehicle body are connected through a single interface of the upper steering kingpin part. The structure load bearing and impact resistance reliability are poor, and the chassis stability and safety are challenged.

[0048] As the suspension structure of Chinese patent CN112739558A, for connecting the wheel of the automobile and the lower vehicle body, comprising a support frame, a connecting rod and a fixing piece; the fixing piece and the connecting rod are located on one side of the support frame, the support frame is used for connecting with the steering structure on the lower vehicle body, one end of the connecting rod is hingedly connected with the support frame, the other end of the connecting rod is hingedly connected with the fixing piece, and the fixing piece is used for rotatingly connecting with the wheel. In this way, the connecting rod can transmit the lateral force from the wheel, and the wheel can transmit the force to the support frame through the fixing piece and the connecting rod, and then to the lower vehicle body and the vehicle body. One end of the connecting rod is hingedly connected with the support frame, and the other end of the connecting rod is hingedly connected with the fixing piece, that is, one end of the connecting rod can rotate relative to the support frame, and the other end of the connecting rod can rotate relative to the fixing piece, so that the wheel can have a certain movable amount in the horizontal (perpendicular to the plane of the wheel) and vertical directions, so as to realize the adjustable positioning angle of the wheel. At the same time, the connecting rod can limit the jumping track of the wheel in the jumping process, so that the wheel can have a circular arc jumping track, which ensures the kinematic characteristics of the vehicle suspension, reduces the jumping of the vehicle body due to force, and effectively improves the stability of the vehicle body. In addition, the rotating connection of the connecting rod with the fixing piece and the support frame respectively ensures the kinematic characteristics of the suspension, the structure is simple, which helps to reduce the cost, and at the same time can improve the convenience of installation, the occupied space of the suspension structure is smaller, which is helpful for the space layout of the whole vehicle, and has good universality. However, the single interface between the angle module and the lower vehicle body relies on the upper steering pin part, the structure load bearing and impact resistance reliability are poor, and the chassis stability and safety are challenged.

[0049] The vehicle driving road conditions are complex and changeable, and the road impact comes from all directions. The existing angle module technology, such as Chinese patents CN105083378A and CN101973307A, completely overturns the traditional suspension design structure, and the angle module is connected with the lower vehicle body through a steering reduction mechanism. The single interface simplifies the assembly process, but the structure load bearing stability and impact resistance reliability are not high, and the product safety is challenged under high-speed working conditions.

[0050] The angle module and vehicle provided in the embodiment aim to at least solve the technical problem that the single interface between the angle module and the lower vehicle body relies on the upper steering pin part, the structure load bearing and impact resistance reliability are poor.

[0051] Figure 1 is a structural schematic diagram of the corner module of some embodiments. In combination with Figure 1, the corner module of the embodiments of the present application includes a walking unit 10, a steering unit 20, and a suspension unit 30. The steering unit 20 is mounted to a vehicle frame 40. The suspension unit 30 includes a knuckle 301, a steering arm 302, a first guide rod system 303, and a second guide rod system 304. The steering arm 302 is connected to the steering unit 20. The knuckle 301 is connected to the walking unit 10. The first guide rod system 303 movably connects the steering arm 302 and the knuckle 301. The second guide rod system 304 movably connects the vehicle frame 40 and the knuckle 301.

[0052] Since the steering unit 20 is mounted to the vehicle frame 40, the steering unit 20 is supported by the vehicle frame 40. Since the suspension unit 30 includes the knuckle 301, the steering arm 302, the first guide rod system 303, and the second guide rod system 304, the steering arm 302 is connected to the steering unit 20, the knuckle 301 is connected to the walking unit 10, the first guide rod system 303 movably connects the steering arm 302 and the knuckle 301, and the second guide rod system 304 movably connects the vehicle frame 40 and the knuckle 301, when steering is to be performed, the steering unit 20 transmits power to the steering arm 302, the steering arm 302 transmits power to the knuckle 301 through the first guide rod system 303, the knuckle 301 drives the walking unit 10 to move around the steering axis 60 of the walking unit 10, so as to realize steering, at the same time, the knuckle 301 can move relative to the second guide rod system 304, the second guide rod system 304 can support the knuckle 301 and transmit a bearing force to the vehicle frame 40, that is, the walking unit 10 can be connected to the vehicle frame 40 not only through the knuckle 301, the first guide rod system 303, the steering arm 302, and the steering unit 20, but also through the knuckle 301 and the second guide rod system 304, which improves the reliability of structure bearing and the reliability of impact resistance, effectively buffers the impact of the road in all directions, especially the radial impact load relative to the steering axis 60 of the walking unit 10, avoids the failure of the steering unit 20, ensures that the steering unit 20 can stably operate, and improves the stability and safety of the chassis.

[0053] In combination with Figure 1, in some embodiments, the corner module is composed of the walking unit 10, the steering unit 20, and the suspension unit 30, which can realize the integrated design of steering, suspension, driving, braking, and walking, has high technical integration degree, is beneficial to the design of large bearing space and low floor height of the whole vehicle, and has relatively independent functions of the walking unit 10, the steering unit 20, and the suspension unit 30, which not only facilitates local fault maintenance and reduces after-sales cost, but also is beneficial to the generalization of the walking unit 10, the steering unit 20, and the suspension unit 30 between vehicle models and platforms.

[0054] In some embodiments, the knuckle 301 has a first interface system and a second interface system, the first guide rod system 303 is movably connected with the first interface system, and the second guide rod system 304 is movably connected with the second interface system, wherein the first interface system and the second interface system are arranged at an angle, so that the connection between the first guide rod system 303 and the knuckle 301 and the connection between the second guide rod system 304 and the knuckle 301 are arranged at an angle.

[0055] In some embodiments, the first interface system and the second interface system are perpendicular, but the perpendicular relationship between the first interface system and the second interface system is not an absolute geometric perpendicular, and the angle relationship between the first interface system and the second interface system can be within the range of 90±3°. Among them, the first interface system can be located on a horizontal plane, and the second interface system can be located on a vertical plane.

[0056] In order to guarantee that the steering motor module provides a stable working environment and high torque transmission efficiency, the kingpin is fixed along the slide column axis and in position. The existing angular module technical solution, such as Chinese patent CN113460156A, provides an automobile suspension structure matched with a by-wire four-wheel 90-degree steering system. It can provide a stable working environment and high torque transmission efficiency for the steering motor module like a candle suspension, and at the same time, when subjected to lateral force impact, it also has good transverse and longitudinal damping capacity like a MacPherson suspension, improving the service life of the product. The technical solution adopted is: an automobile suspension structure matched with a by-wire four-wheel 90-degree steering system, comprising a steering motor, the steering motor is connected with the upper end of the kingpin slide column through a planetary gear, the lower end of the kingpin slide column is rigidly connected with the steering knuckle, the upper and lower ends of the kingpin slide column are respectively hinged with one end of the upper swing arm of the shock absorber and the lower swing arm of the shock absorber, the other end of the upper swing arm of the shock absorber and the lower swing arm of the shock absorber are hinged with each other; the upper swing arm of the shock absorber and the lower swing arm of the shock absorber are hinged with the shock absorber between the one end hinged with the kingpin slide column. The kingpin slide column is provided with a damping spring, the upper end of the damping spring is limitingly connected with the kingpin slide column, and the lower end is in contact with the steering knuckle. The steering motor is fixed on the motor fixing plate on the vehicle frame, a self-aligning bearing is arranged between the kingpin slide column and the motor fixing plate, an oil-free bearing is arranged in the kingpin slide column, and the oil-free bearing is located between the steering knuckle and the kingpin slide column. The lower swing arm is connected with the steering knuckle ball hinge at one end, and with the vehicle frame damping at the other end. The steering knuckle connects the wheel, and the wheel is driven by the hub motor. The upper end of the kingpin slide column is provided with an upper connecting ring, the kingpin slide column is hinged with one end of the upper swing arm of the shock absorber through the upper connecting ring, the lower end of the kingpin slide column is provided with a lower connecting ring, and the kingpin slide column is hinged with one end of the lower swing arm of the shock absorber through the lower connecting ring. The kingpin slide column is fixed in position, the steering motor module is fixed on the upper end of the kingpin slide column, and the state is stable during movement, the motor works stably, and the torque transmission efficiency is high. The kingpin slide column fixed point position increases the self-aligning bearing, which can correct the slight inclination, avoid the steering movement from being stuck, and improve the stability of the steering system. By increasing the lower swing arm, the lateral force on the wheel is mostly borne by the lower swing arm through the steering knuckle, and the rest is borne by the shock absorber, which increases the stability of the overall suspension and improves the service life of the suspension. However, the wheel can only move up and down along the steering kingpin axis when it jumps up and down; in order to improve the transverse and longitudinal damping capacity of the suspension when the wheel is subjected to lateral force impact, the lower swing arm structure is adopted, but the kingpin axis will produce a certain swing angle when the wheel jumps up and down due to the constraint of the lower swing arm, and the steering kingpin axis cannot swing due to the constraint of the slide column axis. The technical solution does not realize the decoupling design of wheel jumping and steering movement, so the reliability and durability of the product still face problems.

[0057] In combination with FIG. 1, in some embodiments, in order to ensure that the walking unit 10 does not affect the pose of the second guide rod system 304 when turning, the connection between the second guide rod system 304 and the steering knuckle 301 is located on the turning axis 60 of the walking unit 10, that is, the center of motion of the second guide rod system 304 does not change when the walking unit 10 turns, avoiding motion interference between the walking unit 10 and the second guide rod system 304, ensuring the stability of the turning of the walking unit 10 and the stability of the pose of the second guide rod system 304. At the same time, when the walking unit 10 has a wheel jump condition, the second guide rod system constrains the walking unit 10 in the vertical direction and does not affect the turning of the walking unit 10, decoupling the turning and wheel jump of the walking unit 10, ensuring the motion stability of the corner module and improving the reliability and durability of the corner module.

[0058] In combination with FIG. 1, in some embodiments, in order to reduce the installation difficulty, the output shaft of the steering unit 20 overlaps the turning axis 60 of the walking unit 10, and when the steering unit 20 is installed to the vehicle frame 40, there is no need to redesign the parameters, the positioning parameter characteristics of the existing Macpherson suspension wheel are retained, which is beneficial to the use of the existing Macpherson suspension vehicle type, so as to facilitate the installation of the steering unit 20, improve the work efficiency and reduce the cost.

[0059] In some embodiments, in order to ensure the stability of the motion of the walking unit 10, the length of the second guide rod system 304 is greater than the length of the first guide rod system 303, so that the second guide rod system 303 can effectively constrain the wheel jump of the walking unit 10, and when the walking unit 10 has a wheel jump condition, the change of the turning axis 60 of the walking unit 10 is ensured to be within a reasonable range, so that the displacement change of the grounding point of the walking unit 10 is small, and then the interference between the turning and the wheel jump of the walking unit 10 is small, decoupling the turning and the wheel jump of the walking unit 10, ensuring the motion stability of the corner module.

[0060] FIG. 3 is a structural schematic view of the suspension unit of the corner module in FIG. 1. In combination with FIGS. 1 and 3, in some embodiments, in order to ensure the stability of the guide, the first guide rod system 303 includes a first guide rod group 3031 and a second guide rod group 3032. The first guide rod group 3031 is movably connected to the steering arm 302 and the steering knuckle 301. The second guide rod group 3032 is spaced apart from the first guide rod group 3031 and movably connected to the steering arm 302 and the steering knuckle 301. Among them, along the height direction of the vehicle, the second guide rod group 3032 is spaced apart from the first guide rod group 3031.

[0061] In some embodiments, when steering is to be performed, the steering unit 20 transmits power to the steering arm 302, and the steering arm 302 transmits the power to the steering knuckle 301 through the first guide rod set 3031 and the second guide rod set 3032. The power transmitted through the first guide rod set 3031 and the second guide rod set 3032 can be stably transmitted to the steering knuckle 301, so that the steering knuckle 301 can drive the walking unit 10 to move, ensuring the stability of the steering, so that the walking unit 10 moves around the steering axis 60 of the walking unit 10, realizes steering, and ensures the stability of the movement of the walking unit 10.

[0062] In combination with FIGS. 1 and 3, in some embodiments, in order to ensure the stability of the movement of the first guide rod set 3031 and the second guide rod set 3032, the first guide rod set 3031 and the second guide rod set 3032 are parallel. When the walking unit 10 appears a wheel jump condition, interference between the first guide rod set 3031 and the second guide rod set 3032 is avoided, so that the first guide rod set 3031 and the second guide rod set 3032 can fully transmit power to the steering knuckle 301, ensuring the stability of the movement of the angle module.

[0063] In combination with FIGS. 1 and 3, in some embodiments, in order to ensure the stability of the movement of the first guide rod set 3031 and the second guide rod set 3032, the first guide rod set 3031 and the second guide rod set 3032 are parallel. When the walking unit 10 appears a wheel jump condition, interference between the first guide rod set 3031 and the second guide rod set 3032 is avoided, so that the first guide rod set 3031 and the second guide rod set 3032 can fully transmit power to the steering knuckle 301, ensuring the stability of the movement of the angle module.

[0064] In combination with FIGS. 1 and 3, in some embodiments, in order to transmit the driving force of the steering unit 20 to the steering knuckle 301, the first guide rod set 3031 and the second guide rod set 3032 each include a first guide rod 30311 and a second guide rod 30312. The first guide rod 30311 is movably connected to the steering arm 302 and the steering knuckle 301. The second guide rod 30312 is arranged in a spaced manner with the first guide rod 30311 and movably connected to the steering arm 302 and the steering knuckle 301. The first guide rod 30311 and the second guide rod 30312 are parallel, and the first guide rod 30311 and the second guide rod 30312 are located in the same plane.

[0065] In some embodiments, when steering is to be performed, the steering unit 20 transmits power to the steering arm 302, which transmits power to the steering knuckle 301 through the first guide rod 30311 and the second guide rod 30312 of the first guide rod set 3031 and the first guide rod 30311 and the second guide rod 30312 of the second guide rod set 3032. The power transmission through the first guide rod set 3031 and the second guide rod set 3032 can stably transmit power to the steering knuckle 301, so that the steering knuckle 301 can drive the walking unit 10 to move, ensuring the stability of the guidance, so that the walking unit 10 moves around the steering axis 60 of the walking unit 10, realizes steering, and ensures the stability of the movement of the walking unit 10.

[0066] In some embodiments, the first guide rod 30311 can be connected to the steering arm 302 through a bushing to realize the articulation of the first guide rod 30311 and the steering arm 302. The first guide rod 30311 can be connected to the steering knuckle 301 through a bushing to realize the articulation of the first guide rod 30311 and the steering arm 302.

[0067] In some embodiments, the second guide rod 30312 can be connected to the steering arm 302 through a bushing to realize the articulation of the first guide rod 30311 and the steering arm 302. The second guide rod 30312 can be connected to the steering knuckle 301 through a bushing to realize the articulation of the first guide rod 30311 and the steering arm 302.

[0068] In some embodiments, the first guide rod 30311 and the second guide rod 30312 are independent components, and there is no connection relationship between the first guide rod 30311 and the second guide rod 30312, that is, the first guide rod set 3031 and the second guide rod set 3032 adopt a split type two-link mechanism.

[0069] Of course, in other embodiments, the first guide rod set 3031 and the second guide rod set 3032 can adopt an integrated triangular arm. The triangular arm can be connected to the steering knuckle 301 through a ball pin to realize the articulation of the triangular arm and the steering knuckle 301. The triangular arm can be connected to the steering arm 302 through a bushing to realize the articulation of the triangular arm and the steering arm 302.

[0070] Figure 4 is a structural schematic view of the second guide rod system of the suspension unit in Figure 3. In combination with Figures 1, 3 and 4, in some embodiments, in order to facilitate the connection of the second guide rod system 304 and the vehicle frame 40, the second guide rod system 304 includes a third guide rod 3041 and two fourth guide rods 3042. The third guide rod 3041 is movably connected to the steering knuckle 301. The two fourth guide rods 3042 are connected to the third guide rod 3041 at one end and movably connected to two interfaces of the vehicle frame 40 at the other end, respectively.

[0071] In some embodiments, the general MacPherson suspension lower swing arm interface is two, which is directly connected with the frame 40 through two fourth guide rods 3042, ensuring the continuity of the second guide rod system 304 and the MacPherson suspension, without the need for additional adjustment of the frame 40 to adapt to the second guide rod system 304, thereby reducing the processing cost and improving the installation efficiency.

[0072] In some embodiments, the third guide rod 3041 can be connected with the knuckle 301 through a ball head pin to realize the articulation of the third guide rod 3041 and the knuckle 301. The two fourth guide rods 3042 can be connected with the frame 40 through a bushing to realize the articulation of the fourth guide rod 3042 and the frame 40.

[0073] In some embodiments, in order to ensure the stability of the connection of the third guide rod 3041 and the two fourth guide rods 3042, the third guide rod 3041 and the two fourth guide rods 3042 can be integrally formed, thereby also reducing the processing cost.

[0074] In combination with FIGS. 1, 3 and 4, in some embodiments, in order to ensure the structural strength of the second guide rod system 304, the fourth guide rod 3042 is arranged at an angle with the third guide rod 3041 to form an avoidance groove 3043, and the two fourth guide rods 3042 are symmetrically arranged with the third guide rod 3041 as the axis of symmetry to form a “person”-shaped lower swing arm structure, thereby ensuring the stability of the connection of the two fourth guide rods 3042 and the third guide rod 3041 and improving the reliability of structural bearing and the reliability of impact resistance.

[0075] In some embodiments, due to the existence of the avoidance groove 3043, avoidance space can be provided for the steering of the walking unit 10 to avoid the interference of the second guide rod system 304 with the steering of the walking unit 10, and at the same time, the steering angle of the walking unit 10 is also improved, which can realize that the steering angle of the walking unit 10 is greater than 90°, thereby improving the motion flexibility of the drive-by-wire chassis and providing more possibilities for the driving flexibility of the vehicle.

[0076] In combination with FIGS. 1, 3 and 4, in some embodiments, in order to ensure the structural strength of the third guide rod 3041 and the fourth guide rod 3042, the third guide rod 3041 and the fourth guide rod 3042 are each provided with a reinforcing member 3044, thereby ensuring the stability of the bearing of the two fourth guide rods 3042 and the third guide rod 3041 and improving the reliability of structural bearing and the reliability of impact resistance. The reinforcing member 3044 can be a reinforcing rib.

[0077] In combination with FIG. 4, in some embodiments, in order to achieve weight reduction, an end of the third guide rod 3041 away from the knuckle 301 is provided with a weight reduction groove 3045, which can reduce cost, at the same time, also reduce the overall vehicle mass, improve the economy of vehicle driving, and also improve the driving performance of the vehicle, including acceleration, braking and turning performance.

[0078] In combination with FIG. 1 and FIG. 3, in some embodiments, in order to achieve shock absorption, the suspension unit 30 further comprises a shock absorption assembly 305. The shock absorption assembly 305 is movably connected to the steering arm 302 and the knuckle 301.

[0079] In some embodiments, when a vertical road excitation occurs, the shock absorption assembly 305 stores impact energy, and the shock absorption assembly 305 can consume the stored energy in the form of heat, effectively attenuating the vertical impact of the road transmitted to the steering arm 302, and improving the driving experience of the user.

[0080] In combination with FIG. 1 and FIG. 3, in some embodiments, in order to avoid the first guide rod system 303 and the second guide rod system 304 interfering with the shock absorption action of the shock absorption assembly 305, the shock absorption assembly 305 is arranged at an angle with the first guide rod system 303 and the second guide rod system 304, so that the shock absorption assembly 305, the first guide rod system 303 and the second guide rod system 304 exist independently of each other, ensuring the stability of the shock absorption of the shock absorption assembly 305, at the same time, the first guide rod system 303 not only can realize the transmission between the steering unit 20 and the knuckle 301, but also can have a certain guiding function, which can to some extent avoid the insufficient position constraint force of the walking unit 10 caused by too many degrees of freedom of the walking unit 10, so as to avoid the risk of easy failure of the angular module motion.

[0081] In combination with FIG. 1 and FIG. 3, in some embodiments, in order to achieve shock absorption, the shock absorption assembly 305 comprises a shock absorber 3051 and a coil spring 3052. The shock absorber 3051 is movably connected to the steering arm 302 and the knuckle 301. The coil spring 3052 is sleeved outside the shock absorber 3051. The shock absorber 3051 can be a hydraulic shock absorber.

[0082] In some embodiments, when a vertical road excitation occurs, the coil spring 3052 stores impact energy, and the shock absorber 3051 can store energy in the form of heat through hydraulic damping, effectively attenuating the vertical impact of the road transmitted to the steering arm 302, and improving the driving experience of the user.

[0083] In some embodiments, in order to facilitate the coil spring 3052 to be sleeved outside the shock absorber 3051, both ends of the shock absorber 3051 are provided with spring seats, and both ends of the coil spring 3052 are connected with the two spring seats respectively, so as to ensure the stability of the installation of the coil spring 3052.

[0084] In some embodiments, in order to ensure the safety of the shock absorber 3051, a dust cover is provided outside the shock absorber 3051 to prevent external impurities from entering the shock absorber 3051, thereby ensuring the service life of the shock absorber 3051. The coil spring 3051 is sleeved outside the dust cover.

[0085] In some embodiments, the shock absorber 3051 can be connected to the knuckle 301 through a lifting ring to realize the articulation of the shock absorber 3051 and the knuckle 301. The shock absorber 3051 can be connected to the steering arm 302 through a lifting ring to realize the articulation of the shock absorber 3051 and the steering arm 302.

[0086] Figure 2 is a structural schematic diagram of the steering unit of the corner module in Figure 1. In combination with Figures 1 and 2, in some embodiments, in order to realize the steering of the walking unit 10, the steering unit 20 comprises a support frame 201, a steering motor 202, and a steering speed reduction mechanism 203. The support frame 201 is connected to the vehicle frame 40, and the support frame 201 is supported by the vehicle frame 40. The steering motor 202 is connected to the support frame 201, and the steering motor 202 is supported by the support frame 201 to ensure the stability of the installation of the steering motor 202. The steering speed reduction mechanism 203 is drivingly connected to the steering motor 202, and the output shaft of the steering speed reduction mechanism 203 is drivingly connected to the steering arm 302. The output shaft of the steering motor 202 is parallel or perpendicular to the output shaft of the steering speed reduction mechanism 203.

[0087] In some embodiments, when the walking unit 10 needs to be steered, the steering motor 202 is drivingly connected to the steering speed reduction mechanism 203, the steering motor 202 transmits power to the steering speed reduction mechanism 203, the steering speed reduction mechanism 203 is used to adjust the output rotating speed of the steering unit 20 to adapt to the steering speed of the walking unit 10, the steering speed reduction mechanism 203 transmits power to the steering arm 302, the steering arm 302 transmits power to the knuckle 301 through the first guide rod system 303, and the knuckle 301 drives the walking unit 10 to move to make the walking unit 10 move around the steering axis 60 of the walking unit 10, thereby realizing steering.

[0088] In some embodiments, the steering unit 20 further comprises a steering motor controller 204, which is electrically connected to the steering motor 202 and is used to control the steering motor 202 to work according to the installation instructions.

[0089] In some embodiments, the steering speed reduction mechanism 203 can be an independent component composed of gear transmission, worm transmission, gear-worm transmission, etc. enclosed in a rigid shell, which is used for speed reduction transmission between the steering motor 202 and the steering arm 302, and matches the rotating speed and transmits the torque between the steering motor 202 and the knuckle 301.

[0090] In some embodiments, the steering deceleration mechanism 203 can be a worm gear single-stage deceleration mechanism. In addition, the steering deceleration mechanism 203 can also adopt a worm gear plus one or two-stage planetary gear deceleration mechanism, or the steering deceleration mechanism 203 can also adopt a parallel shaft two-stage gear deceleration mechanism. The specific structure of the steering deceleration mechanism 203 can be determined according to the demand of the steering output torque of the specific vehicle model.

[0091] In some embodiments, according to the actual arrangement space of the whole vehicle, the steering deceleration mechanism 203 can also adopt a planetary gear deceleration mechanism and a helical cylindrical gear pair, and the output shaft of the steering motor 202 is arranged in parallel with the output shaft of the steering deceleration mechanism 203.

[0092] In some embodiments, the output shaft of the steering motor 202 is in transmission connection with the steering deceleration mechanism 203, the output shaft of the steering deceleration mechanism 203 is in transmission connection with the steering arm 302, and the output shaft of the steering deceleration mechanism 203 is the output shaft of the steering unit 20.

[0093] In some embodiments, the steering deceleration mechanism 203 can have a deceleration input shaft and a deceleration output shaft. The deceleration input shaft can be in transmission connection with the steering motor 202, and the deceleration output shaft can be in transmission connection with the steering arm 302. The deceleration output shaft can be provided with external splines, and the steering arm 302 can be provided with internal splines, so that the deceleration output shaft and the steering arm 302 are in transmission connection through the splines.

[0094] In some embodiments, the deceleration output shaft of the steering deceleration mechanism 203 is the steering shaft. Under the drive of the steering motor 202, the output shaft of the steering deceleration mechanism 203 as the steering shaft rotates and drives the steering arm to rotate around the steering shaft through the spline pair, and at the same time, the walking unit 10 moves around the steering axis 60 of the walking unit 10 to realize the steering function of the walking unit 10.

[0095] In some embodiments, in order to reduce the installation difficulty, the output shaft of the steering deceleration mechanism 203 overlaps with the steering axis 60 of the walking unit 10. When the steering unit 20 is installed to the vehicle frame 40, it is not necessary to redesign the parameters, and the positioning parameter characteristics of the existing Macpherson suspension wheel are retained, which is beneficial to the use of the existing Macpherson suspension vehicle model, so as to facilitate the installation of the steering unit 20, improve the work efficiency, and reduce the cost.

[0096] Figure 5 is a schematic diagram of the structure of the walking unit of the corner module in Figure 1; Figure 6 is an exploded schematic diagram of the walking unit of the corner module in Figure 5. In combination with Figures 1, 5 and 6, in some embodiments, in order to realize the walking and braking of the walking unit 10, the walking unit 10 comprises: a driving assembly 101 and a braking assembly 102. The driving assembly 101 comprises a wheel hub motor, which comprises an inner rotor 1011 and an outer stator 1012 electromagnetically induced with the inner rotor 1011, the inner rotor 1012 being connected with the wheel 50 to drive the wheel 50 to walk, realizing the walking function of the walking unit 10. The braking assembly 102 comprises a brake drum 1021 and a brake base plate 1022, the brake drum 1021 being connected with the inner rotor 1011, and the brake base plate 1022 being connected with the outer stator 1012, through the cooperation of the brake drum 1021 and the brake base plate 1022, realizing the braking function of the walking unit 10. Wherein, the steering knuckle 301 is arranged on the brake base plate 1022, and the steering knuckle 301 is supported by the brake base plate 1022.

[0097] In some embodiments, under the action of electromagnetic induction, the inner rotor 1012 can rotate synchronously with the wheel 50, realizing the walking function of the wheel 50. Wherein, the wheel hub motor can be a permanent magnet synchronous wheel hub motor, which has the advantages of short transmission chain, fast response, high transmission efficiency, etc.

[0098] In some embodiments, the walking unit 10 can further comprise a driving speed reduction mechanism, the inner rotor of the permanent magnet synchronous wheel hub motor being in transmission connection with the driving speed reduction mechanism, and being in transmission connection with the wheel 50 through the driving speed reduction mechanism. For example, in some embodiments, the output speed of the permanent magnet synchronous wheel hub motor is transmitted to the wheel 50 through the planetary gear reducer to increase the torque, and the vehicle can obtain a relatively high output torque, thereby obtaining a larger driving force.

[0099] In some embodiments, the walking unit 10 can further comprise a wheel hub motor controller, the wheel hub motor controller being in electrical connection with the permanent magnet synchronous wheel hub motor to control the action of the permanent magnet synchronous wheel hub motor. When the driver steps on the accelerator pedal, the vehicle controller sends a signal to the motor controller, and the motor controller controls the inner rotor 1012 of the wheel hub motor to rotate together with the wheel 50, under the action of electromagnetic induction, the inner rotor 1012 can rotate synchronously with the wheel 50, realizing the walking function of the wheel 50.

[0100] In some embodiments, the wheel hub motor 101 in the walking unit 10 can be modularly integrated with the brake drum 1021 and the brake base plate 1022 of the braking assembly 102, and the integration of driving and braking can be realized.

[0101] In some embodiments, when braking is to be performed, the driver steps on the brake pedal, the vehicle controller sends a signal to control the brake base plate 1022 to transmit brake torque to the brake drum 1021, since the brake drum 1021 is fixedly connected to the inner rotor 1011, the brake drum 1021 transmits brake torque to the wheel rim through the inner rotor 1011, so that the wheel 50 is braked.

[0102] Based on the same inventive concept, the application also proposes a vehicle which adopts at least one of the angle modules, the specific structure of which is referred to the above-mentioned embodiments. Since the angle module adopts all the technical solutions of the above-mentioned embodiments, it at least has all the beneficial effects brought by the technical solutions of the above-mentioned embodiments, which will not be described one by one here.

[0103] In some embodiments, four angle modules can be placed at the four corners of the vehicle respectively. Through the above-mentioned angle modules, independent driving and independent steering of each wheel 50 can be realized, such as realizing functions of front axle steering, rear axle steering, four-wheel same-direction steering, four-wheel different-direction steering, wedge steering, transverse shifting and spot steering, etc., which provides more possibilities for vehicle driving flexibility. The flexible steering functions such as small-radius steering, wedge lane changing, transverse shifting and spot steering can be realized, and various steering functions such as front wheel steering, rear wheel steering, four-wheel same-direction steering and four-wheel different-direction steering can be flexibly switched, which provides more possibilities for vehicle driving flexibility.

[0104] In the description of the present application, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application.

[0105] In addition, the description such as "first", "second" and the like in the present application is only for the purpose of description, and cannot be understood as indicating or implying the relative importance of the technical features indicated or implying the number of technical features indicated. Therefore, the features defined as "first", "second" can explicitly or implicitly include at least one of the features. In addition, the technical solutions of various embodiments can be combined with each other, but it must be based on the realization of ordinary skilled in the art, when the combination of technical solutions appears contradictory or unachievable, it should be considered that the combination of technical solutions does not exist, nor within the scope of protection claimed by the present application.

[0106] In the description of the application, unless otherwise clearly indicated and limited in context, "on", "over", and "on top of" of a first feature on or over a second feature can include the first and second features being in direct contact with each other, or the first and second features not being in direct contact with each other but being in contact with each other through another feature between the first and second features. Also, "on", "over", and "on top of" of a first feature on or over a second feature include the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is at a higher level than the second feature. "Under", "underneath", and "below" of a first feature on or over a second feature include the first feature being directly below and obliquely below the second feature, or simply indicating that the first feature is at a lower level than the second feature.

[0107] In the description of the application, reference to terms such as "one embodiment", "some embodiments", "an example", "a specific example", or "some examples" etc. means that a particular feature, structure, material or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present application. The illustrative appearances of the above-mentioned terms in various places in the specification are not necessarily referred to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples. Also, the description of a particular feature, structure, material, or characteristic in relation to an embodiment or example does not indicate that such feature is

[0108] Although preferred embodiments of the application have been described, those of ordinary skill in the art can make additional changes and modifications thereto without departing from the spirit and scope of the application. Therefore, it is intended that the appended claims encompass all such changes and modifications as fall within the scope of the application.

[0109] Obviously, various modifications and changes can be made to the present application by those of ordinary skill in the art without departing from the spirit and scope of the application. Accordingly, it is intended that the present application embrace all such modifications and changes as fall within the scope of the claims and their equivalents.

Claims

1. A corner module comprising: a walking unit; a steering unit mounted on a frame; a suspension unit comprising a knuckle, a steering arm, a first guide linkage and a second guide linkage, the steering arm being connected to the steering unit, the knuckle being connected to the walking unit, the first guide linkage movably connecting the steering arm and the knuckle, the second guide linkage movably connecting the frame and the knuckle.

2. The corner module of claim 1, wherein, The connection of the second guide linkage to the knuckle is on the steering axis of the walking unit.

3. The corner module of claim 1, wherein, The output shaft of the steering unit overlaps the steering axis of the walking unit.

4. The corner module of any of claims 1-3, wherein, The length of the second guide linkage is greater than the length of the first guide linkage.

5. The corner module of any of claims 1-3, wherein, The first guide linkage comprises: a first guide rod set movably connected to the steering arm and the knuckle; a second guide rod set spaced apart from the first guide rod set and movably connected to the steering arm and the knuckle; wherein the first guide rod set is parallel to the second guide rod set.

6. The corner module of claim 5, wherein, The first guide rod set and the second guide rod set each comprise: a first guide rod movably connected to the steering arm and the knuckle; a second guide rod spaced apart from the first guide rod and movably connected to the steering arm and the knuckle; wherein the first guide rod is parallel to the second guide rod.

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

8. The corner module of any of claims 1-3, wherein, The second guide linkage comprises: a third guide rod movably connected to the knuckle; two fourth guide rods, one end of each fourth guide rod being connected to the third guide rod and the other end of each fourth guide rod being movably connected to two interfaces of the frame.

9. The corner module of claim 8, wherein, The fourth guide rods are arranged at an angle to the third guide rod to form an avoidance slot, and the two fourth guide rods are symmetrical about the third guide rod.

10. The corner module of claim 8, wherein, A reinforcing member is arranged on the third guide rod and the fourth guide rod, and a weight-reducing slot is arranged on the end of the third guide rod away from the knuckle.

11. The corner module of any of claims 1-3, wherein, The suspension unit further comprises: a damping assembly movably connected to the steering arm and the knuckle.

12. The corner module of claim 11, wherein, The damping assembly is arranged at an angle to the first guide linkage and the second guide linkage.

13. The corner module of any of claims 1-3, wherein, The steering unit comprises: a support frame connected to the frame; a steering motor connected to the support frame; a steering reduction mechanism in transmission connection with the steering motor, and an output shaft of the steering reduction mechanism being in transmission connection with the steering arm; wherein the output shaft of the steering motor is parallel or perpendicular to the output shaft of the steering reduction mechanism.

14. The corner module of claim 13, wherein, The output shaft of the steering reduction mechanism overlaps the steering axis of the walking unit.

15. The corner module of any one of claims 1-3, wherein, The walking unit comprises: a driving assembly comprising a hub motor, the hub motor comprising an inner rotor and an outer stator in electromagnetic induction with the inner rotor, the inner rotor being connected to a wheel; a brake assembly comprising a brake drum and a brake base plate, the brake drum being connected to the inner rotor, and the brake base plate being connected to the outer stator; wherein the knuckle is arranged on the brake base plate.

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

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