Vehicle turning module

Abstract

The present invention discloses a turning module of a vehicle, which includes: a suspension, which is configured to be connected to a vehicle body; a shell, which is configured to be connected to the suspension to be supported on the vehicle body via the suspension; an in-wheel motor, which is arranged inside the shell; a steering motor, which is arranged inside the shell; a first power transmission mechanism, which is configured to connect the in-wheel motor with the wheel and is configured to transmit the rotational force of the in-wheel motor to the wheel to drive the wheel; and a second power transmission mechanism, which is configured to connect the steering motor with the wheel and is configured to transmit the rotational force of the steering motor to the wheel to make the wheel steer.

Description

Technical Field

[0001] The present invention relates to a turning module of a vehicle. More specifically, the present invention relates to a turning module of a vehicle that can easily construct wiring, increase the durability of a motor and wiring, and simplify the overall construction, and has a more compact form in terms of size and layout compared to a conventional form. Background Art

[0002] As is known, an electronic turning module (e-turning module) is a modular device for a vehicle, which is constructed by integrating a drive device, a steering device, a brake device, and a suspension in the form of a combination of all components. Unlike an internal combustion engine vehicle, the electronic turning module is a system that does not require complicated drive-related machinery (such as an engine and a drive shaft) and steering-related machinery (such as a gearbox).

[0003] When the electronic turning module is applied to a vehicle, the electronic turning module becomes a driving device capable of independently manipulating wheels, thereby having advantages in that the responsiveness and driving stability of the wheels can be improved and energy can be saved.

[0004] In addition, when the electronic turning module is applied to a vehicle, since each wheel can be independently driven, steered, and controlled in the vehicle, the turning radius can be significantly reduced when the vehicle turns.

[0005] In addition, if Figure 1 As shown, various vehicle behaviors are possible, such as two-wheel turning, four-wheel turning, omnidirectional movement (diagonal driving), zero-radius turning, 90° parking, etc.

[0006] The main core technologies in the known electronic cornering modules are in-wheel motors, electronic brakes, electronic steering devices and electronic shock absorbers (e-shock absorbers).

[0007] Here, the in-wheel motor system is a system that allows each wheel to be driven individually by installing an individual drive motor in each wheel of the vehicle. Since all wheels can be controlled individually, the stability of the vehicle is good when turning, and there is no energy waste in the power transmission process from the drive motor to each wheel, thereby having the advantage of significantly improving fuel efficiency.

[0008] Electronic brakes are friction brake devices that use the power of an electric motor rather than hydraulic pressure to generate braking force. Electronic brakes can have excellent braking responsiveness and improve driving stability because the braking force can be distributed to the front and rear wheels of the vehicle as needed.

[0009] The electronic steering apparatus is configured to perform remote steering control for each wheel individually based on steering input information, such as a steering angle, etc., detected by a sensor when a driver operates a steering wheel.

[0010] In addition, the conventional electronic shock absorber is configured to absorb vertical vibration between the wheels and the vehicle body during driving and to adjust the height of the vehicle according to driving conditions.

[0011] This electronic turning system allows the manufacture and production of customized vehicles with various functions and designs desired by users, and all core functions that affect vehicle performance are included in each wheel. Therefore, the electronic turning system allows the four wheels to be arranged so that, for example, the entire width (the left and right width of the vehicle) and the track (the wheelbase between the front and rear wheels) are freely adjusted and the size of the vehicle can be freely determined.

[0012] In addition, since conventional mechanical devices such as a powertrain, which are widely used in existing vehicles, are omitted, space can be provided in the vehicle, thereby enabling a unique and elegant vehicle design not found in ordinary vehicles.

[0013] However, the conventional electronic turning module has the following problems.

[0014] The wiring structure of the in-wheel motor and the electronic brake is very difficult, and in particular, since the in-wheel motor is located in the wheel that rotates at a high speed, the movement of the in-wheel motor and the wiring becomes large, which has a disadvantage in terms of durability.

[0015] For example, in a state where an in-wheel motor is applied to the inside of a rotating wheel, the in-wheel motor should receive power from the vehicle. However, due to high-speed rotation and turning of the wheel, movement frequently occurs, so there is a concern that the wiring may be disconnected.

[0016] In addition, since the construction of the electronic brake is very difficult and the rotating wheels should be directly controlled, an electronic brake system having a large layout is required.

[0017] In addition, some electronic turning module structures require a large motor to be statically driven when turning by rotation of the motor, while another electronic turning module structure uses a steering gear box and a steering motor, which are similar to existing steering gear boxes and existing steering motors, and therefore have disadvantages in layout.

[0018] The information included in this Background section is only for enhancement of understanding of the general background of the invention and should not be construed as an acknowledgement or any form of suggestion that the information forms the prior art already known to a person skilled in the art. Summary of the invention

[0019] The present invention has been made to solve the above-mentioned problems associated with the prior art.

[0020] On the one hand, the present application provides a turning module for a vehicle that can easily construct wiring, increase the durability of a motor and wiring, and simplify the overall structure and has a more compact form in terms of size and layout compared to a conventional form.

[0021] The purpose of the present application is not limited to the above-mentioned purpose, and other purposes not mentioned in the present application can be understood by the following description, and will also be obviously understood by the embodiments of the present application. In addition, the purpose of the present application can be achieved by the means described in the attached claims and their combinations.

[0022] In an exemplary embodiment, the present application provides a turning module for a vehicle, comprising: a suspension configured to be connected to a vehicle body; a shell configured to be connected to the suspension to be supported on the vehicle body via the suspension; an in-wheel motor disposed inside the shell; a steering motor disposed inside the shell; a first power transmission mechanism configured to connect the in-wheel motor to a wheel, and configured to transmit the rotational force of the in-wheel motor to the wheel to drive the wheel; and a second power transmission mechanism configured to connect the steering motor to the wheel, and configured to transmit the rotational force of the steering motor to the wheel to steer the wheel.

[0023] Other aspects and preferred embodiments of the present application are discussed below.

[0024] It should be understood that the term "vehicle" or "vehicle-related" or other similar terms used herein generally include motor vehicles, such as passenger cars including mobile utility vehicles (SUVs), buses, trucks, various commercial vehicles, ships including various boats, ships, aircraft, etc., and include hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles, and other alternative fuel vehicles (e.g., fuels derived from non-fossil energy sources). As mentioned herein, a hybrid vehicle is a vehicle having two or more power sources, such as a vehicle having both gasoline power and electric power.

[0025] The above and other features of the present application are discussed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The above and other features of the present application will now be described in detail with reference to specific exemplary embodiments shown in the accompanying drawings, which are given hereinafter by way of illustration only and thus do not limit the present invention, wherein:

[0027] Figure 1 is a diagram showing various movements of a vehicle to which a known electronic turning module is applied;

[0028] Figure 2 is a combined perspective view showing a turning module and a wheel according to an embodiment of the present application;

[0029] Figure 3 is a diagram showing an internal configuration such as a suspension of a wheel in a state where a turning module is coupled to the wheel according to an embodiment of the present application;

[0030] Figure 4 is a cross-sectional view showing a state in which a turning module according to an embodiment of the present application is coupled to a wheel;

[0031] Figure 5A and Figure 5B is a cross-sectional perspective view showing a state in which a turning module according to an embodiment of the present application is coupled to a wheel;

[0032] Figure 6 is an exploded perspective view showing a turning module according to an embodiment of the present application;

[0033] Fig. 7A and Figure 7B is an assembled perspective view showing a turning module according to an embodiment of the present application;

[0034] Figure 8 is a diagram showing an in-wheel motor and a first power transmission mechanism and a wheel of a turning module according to an embodiment of the present application;

[0035] Fig. 9 is a diagram showing a state in which wheel steering is performed by a turning module according to an embodiment of the present application;

[0036] Figures 10 to 12B is a diagram showing another example of a coupling structure between a ball joint and a wheel according to an embodiment of the present application;

[0037] Fig.13 is a perspective view showing an electronic brake in a turning module according to an embodiment of the present application; and

[0038] Fig.14A and Fig. 14B is a diagram showing an operating state of an electronic brake in a turning module according to an embodiment of the present application.

[0039] It should be understood that the accompanying drawings are not necessarily drawn to scale, but are merely appropriately simplified drawings of various features for illustrating the basic principles of the present invention. The specific design features of the present invention contained herein (including, for example, specific dimensions, directions, locations, and shapes) will be determined in part by the environment in which it is to be applied and used.

[0040] In the drawings, like reference numbers refer to the same or equivalent parts of the present invention throughout the several figures of the drawing. DETAILED DESCRIPTION

[0041] Hereinafter, the embodiments of the present application will be fully described in detail with reference to the accompanying drawings, which are suitable for those skilled in the art to which the present application belongs to implement. However, the present application is not limited to the embodiments disclosed herein and can be implemented in other forms.

[0042] Throughout the specification, when an element is referred to as “comprising” components, it means that the element may further include other components, and does not exclude other components unless specifically stated otherwise.

[0043] The present application relates to a chassis turning module that is independently mounted on each wheel of a vehicle, and to an electronic turning module (e-turning module) that is constructed by integrating an in-wheel motor, an electronic steering device, an electronic brake, and a suspension in a manner that combines all components.

[0044] The electronic turning module according to the present application is individually mounted on each wheel of the vehicle and is configured to be individually driven and controlled. The in-wheel motor is used as a driving device for driving the vehicle, the motor is used in the electronic steering device and the electronic brake, and the drive of each motor is controlled according to the control signal of the controller.

[0045] The present application provides an electronic turning module that can easily construct wiring, increase the durability of the motor and wiring, and simplify the overall construction, and has a more compact form in terms of size and layout relative to the conventional form. The construction of an embodiment for the electronic turning module will be described below.

[0046] Figure 2 is a combined perspective view showing a turning module and a wheel according to an embodiment of the present application; Figure 3 is a diagram showing an internal configuration such as a suspension of a wheel in a state where a turning module is coupled to the wheel according to an embodiment of the present application; Figure 4 is a cross-sectional view showing a state in which a turning module according to an embodiment of the present application is coupled to a wheel;

[0047] in addition, Figure 5A and Figure 5B is a cross-sectional perspective view showing a state in which a turning module according to an embodiment of the present application is coupled to a wheel; Figure 6 is an exploded perspective view showing a turning module according to an embodiment of the present application; Fig. 7A and Figure 7B is an assembled perspective view showing a turning module according to an embodiment of the present application;

[0048] The turning module 100 according to the embodiment of the present application is coupled to a wheel 200 , and the wheel 200 includes a wheel 210 and a tire 220 .

[0049] The turning module 100 according to the embodiment of the present application is individually configured to each wheel 200 of the vehicle, each wheel 200 of the vehicle may have a turning module 100 of the same configuration, and the turning module 100 of each wheel 200 may be configured to be independently operated and controlled.

[0050] The turning module 100 according to the embodiment of the present application includes: a suspension 110, which is connected to a vehicle body (not shown); a housing 120, which is connected to the suspension 110 and is installed to be supported on the vehicle body through the suspension 110; an in-wheel motor 130 and a steering motor 140, which are installed in the housing 120; a first power transmission mechanism 131, which is installed to be connected between the in-wheel motor 130 and the wheel 200, and is constructed to transmit the rotational force of the in-wheel motor 130 to the wheel 200 to drive the wheel 200; and a second power transmission mechanism 141, which is installed to be connected between the steering motor 140 and the wheel 200 to transmit the rotational force of the steering motor 140 to the wheel 200 to make the wheel 200 steer.

[0051] In addition, the turning module 100 according to the embodiment of the present application may further include an electronic brake 150 mounted on the housing 120 and configured to apply a friction braking force to the rotating shaft 132 of the in-wheel motor 130 .

[0052] In the present application, the driving device including the in-wheel motor 130, the steering device including the steering motor 140, and the electronic brake 150 can each be controlled by a corresponding controller. For example, coordinated control of a vehicle controller as a high-level controller, a motor controller for controlling the driving of the in-wheel motor 130, a steering controller for controlling the operation of the steering motor 140, and a brake controller for controlling the operation of the electronic brake 150 can be achieved.

[0053] As described above, the devices constituting the electronic turning module 100 may be controlled by multiple controllers, or alternatively, may be controlled by a single integrated control assembly. Hereinafter, when describing the configuration of the present application, the multiple controllers and the single integrated control assembly are collectively referred to as controllers.

[0054] In the turning module 100 according to the embodiment of the present application, the in-wheel motor 130 for driving the vehicle and the first power transmission mechanism 131 for transmitting the rotational force of the in-wheel motor 130 to the wheel 200 constitute an electronic driving device for independently rotating and driving the corresponding wheel 200.

[0055] In addition, in the turning module 100 according to the embodiment of the present application, the steering motor 140 for steering the wheel 200 and the second power transmission mechanism 141 for transmitting the rotational force of the steering motor 140 to the wheel 200 constitute an electronic steering device for independently rotating and steering the corresponding wheel 200.

[0056] Here, as shown in the drawings, the wheel 200 includes a wheel 210 and a tire 220 coupled to the wheel 210 .

[0057] like Figure 3 and Figure 6 As shown, the suspension 110 may include: a vehicle body fixing portion 111, which is integrally connected to the vehicle body and has a fixed shaft 112 formed therein; a shell connecting shaft 114, which is integrally formed in the shell 120 and is slidably connected to the fixed shaft 112 of the vehicle body fixing portion 111; and a spring 117, which is inserted between the vehicle body fixing portion 111 and the shell 120 and is installed on the outside of the fixed shaft 112 and the shell connecting shaft 114.

[0058] The fixing shaft 112 of the vehicle body fixing portion 111 and the housing connecting shaft 114 are shafts that are vertically disposed to be long, and the housing connecting shaft 114 may be inserted into and coupled to the fixing shaft 112 of the vehicle body fixing portion 111 .

[0059] In this case, a slot hole 113 having a shape extending long in the axial direction is formed on the fixed shaft 112, and a slot hole 113 having a shape extending long in the axial direction is formed on the housing connecting shaft 114. Figure 6 The pin hole 115 shown in FIG. Figure 6 The anti-separation pin 116 is inserted into and coupled to the pin hole 115 .

[0060] Therefore, when the shell connecting shaft 114 is inserted into the fixed shaft 112 of the vehicle body fixing part 111, the anti-separation pin 116 is connected to the slot hole 113 and the pin hole 115 by inserting and passing through the slot hole 113 and the pin hole 115, the shell connecting shaft 114 coaxially configured relative to the fixed shaft 112 of the vehicle body fixing part 111 is formed into a vertical sliding state.

[0061] Here, when the fixing shaft 112 and the housing connecting shaft 114 slide, the separation prevention pin 116 vertically moves along the slot hole 113 in a state of being inserted into the pin hole 115 .

[0062] Therefore, when the vehicle body fixing portion 111 is fixed to the vehicle body, the vertically movable length of the housing connecting shaft 114 is the same as the length section of the movable length of the separation preventing pin 116 along the slot hole 113 relative to the fixing shaft 112 .

[0063] As described above, the fixing shaft 112 of the vehicle body fixing portion 111 and the housing connecting shaft 114 formed in the housing 120 slide with each other, so that the vibration between the vehicle body and the wheel 200 can be absorbed by the spring 117 .

[0064] Both ends of the separation prevention pin 116 may be riveted not to be pulled out of the slot hole 113 and the pin hole 115 , or separate engaging objects (not shown) for preventing disconnection and separation from the slot hole 113 and the pin hole 115 may be coupled to both ends.

[0065] The housing 120 is configured to have an inner space of a predetermined volume, and as Figure 6 As shown, the in-wheel motor 130 and the steering motor 140 are accommodated and fixed in the housing 120 .

[0066] The housing 120 includes a housing body 121 having one open side and a housing cover 122 coupled to the opening of the housing body 121 to seal the inside thereof. The housing connection shaft 114 is installed to extend upward in an upper surface portion of the housing body 121 .

[0067] That is, the upper surface portion of the housing body 121 is a portion connected to the suspension 110 .

[0068] In addition, a printed circuit board (PCB) 148 in which a circuit for driving the in-wheel motor 130 and the steering motor 140 is configured may be installed together inside the housing 120. A circuit for driving and controlling the in-wheel motor 130 and the steering motor 140, such as an inverter, etc., may be provided in the PCB 148.

[0069] The driving of the in-wheel motor 130 and the steering motor 140 is controlled according to a control signal of a controller in the vehicle. To this end, when a control signal output from a controller in the vehicle is applied to a circuit of the PCB 148, each of the in-wheel motor 130 and the steering motor 140 can be driven by a circuit of the PCB 148 (the motor drive circuit includes an inverter circuit). In the present application, the controller may be a processor for controlling one or more of the electrical systems or subsystems in the vehicle, such as a CPU or an electronic control unit (ECU).

[0070] The PCB 148 may be a part or all of a component of a controller for driving and controlling the in-wheel motor 130 and the steering motor 140 .

[0071] refer to Figure 6, it can be seen that the in-wheel motor 130 and the steering motor 140 are inserted and installed in the housing body 121. In this case, although not shown in the figure, since the in-wheel motor 130 and the steering motor 140 will be installed to be stably fixed on the inner surface of the housing body 121, a bracket or the like can be used.

[0072] A bracket or the like is provided to fix and mount the in-wheel motor 130 and the steering motor 140 on the inner surface of the housing body 121. The bracket may be positioned and fixed on the inner surface of the housing body 121 by a joining method such as bolting, riveting, welding, etc. Even when the in-wheel motor 130 and the steering motor 140 are fixed to the bracket, bolting, riveting, welding, or other joining methods may be adopted.

[0073] The housing cover 122 may be any shape as long as it has a shape that can be coupled to seal the opening of the housing body 121. Figure 6 As shown, the housing cover 122 can be configured in a plate shape, and Figure 6 A passage 123 and a hole 124 through which the first power transmission mechanism 131 and the second power transmission mechanism 141 can pass are formed at one side and the other side of the housing cover 122 .

[0074] For detailed description, the tubular passage 123 ( Figure 6 The rotating shaft 132 of the in-wheel motor 130 shown in the figure can pass through the tubular channel 123 and is integrally installed on one side of the housing cover 122 , and a hole 124 (the rotating shaft 142 of the steering motor 140 can pass through the hole 124 ) is formed on the other side of the housing cover 122 .

[0075] In the in-wheel motor 130, a rotating shaft 132 is integrally coupled to a rotor of the in-wheel motor 130. A joint ball 133 coupled to the wheel 210 of the wheel 200 is integrally formed at a distal end portion of the rotating shaft 132, and the joint ball 133 is inserted into a ball seat 135 formed on the wheel 210 of the wheel 200 and coupled thereto.

[0076] The ball joint 133 and the ball seat 135 form a connection structure in the form of a ball joint. Different from the traditional ball joint, the ball joint 133 and the ball seat 135 in the present application are components for transmitting rotational force.

[0077] That is, the rotational force of the ball joint 133 is transmitted to the wheel 210 of the wheel 200 through the ball seat 135, so that the rotating shaft 132 of the in-wheel motor 130, the ball joint 133, the ball seat 135, the wheel 210 and the tire 220 all rotate integrally.

[0078] The ball joint 133 and the ball seat 135 are force transmission components for transmitting the rotational force of the in-wheel motor 130 to the wheel 210 of the wheel 200 on which the ball seat 135 is formed through the rotation shaft 132 .

[0079] Therefore, in the embodiment of the present application, the rotating shaft 132 and the ball joint 133 of the in-wheel motor 130 and the ball seat 135 formed in the wheel 210 of the wheel 200 and connected to the ball joint 133 constitute the first power transmission mechanism 131. Due to the first power transmission mechanism 131, the rotational force of the in-wheel motor 130 is transmitted to the wheel 210 of the wheel 200, and the wheel 200 rotates to roll and move on the road surface.

[0080] In the embodiment of the present application, the ball joint portion 133 may be formed in a spherical shape, and the ball seat 135 is configured such that a hole for receiving the ball joint portion 133 is formed in the wheel 210 of the wheel 200 .

[0081] As described above, the ball seat 135 is configured to provide a spherical space into which the ball joint 133 can be inserted and accommodated, and can be coupled to the wheel 210 of the wheel 200 in the spherical space. This becomes a configuration including a hole formed in the wheel 210 of the wheel 200 so as to allow the ball joint 133 to be inserted and coupled.

[0082] In addition, as described above, the ball joint 133 and the ball seat 135 should be connected to be able to transmit rotational force to each other. Through this connection, when the in-wheel motor 130 is driven, the ball joint 133 and the ball seat 135 should rotate integrally due to the rotational force of the in-wheel motor 130.

[0083] In order to make the ball head joint 133 and the ball head seat 135 and further make the rotating shaft 132 of the in-wheel motor 130, the ball head joint 133, the ball head seat 135 and the wheel 210 of the wheel 200 all constitute a connection structure that can transmit rotational force and can rotate as a whole, a plurality of elongated grooves 134 with a predetermined width and a predetermined length are formed on the surface of the ball head joint 133, and a plurality of protrusions 136 that can be inserted into the plurality of grooves 134 of the ball head joint 133 are formed on the inner surface of the ball head seat 135 of the wheel 210.

[0084] In this case, each of the plurality of protrusions 136 may have an elongated shape having a predetermined width and a predetermined length.

[0085] In addition, multiple grooves 134 can be formed in the ball head joint 133 to be arranged at predetermined intervals in the circumferential direction based on the rotating shaft 132 of the in-wheel motor 130, and each of the multiple grooves 134 can be formed to be elongated in the front-to-rear direction on the surface of the ball head joint 133.

[0086] In addition, a plurality of protrusions 136 may be formed to be arranged on the inner surface of the ball head seat 135 at predetermined intervals in the circumferential direction so as to be insertable into the plurality of grooves 134 of the ball head joint 133. In this case, each of the plurality of protrusions 136 may also be formed to be elongated in the front-rear direction on the inner surface of the ball head seat 135.

[0087] Therefore, due to the coupling structure in which each protrusion 136 is inserted into each groove 134, the rotational force can be transmitted between the ball joint 133 and the ball seat 135. Therefore, since when the in-wheel motor 130 is driven to rotate, the rotational force of the in-wheel motor 130 can be transmitted to the wheel 210 of the wheel 200 through the rotating shaft 132, the ball joint 133 and the ball seat 135, the wheel 200 receiving the rotational force of the in-wheel motor 130 can rotate together with it and roll and move on the road surface.

[0088] The rotation shaft 142 of the steering motor 140 is coupled to pass through the hole 124 of the housing cover 122. In this case, a first gear 143 for transmitting the rotation force of the steering motor 140 is integrally installed in the front end portion of the rotation shaft 142 of the steering motor 140.

[0089] In addition, a steering wheel 144 is installed in the wheel 210 of the wheel 200. A disc receiving groove 211 into which the steering wheel 144 can be inserted is formed on the inner surface of the wheel 210 of the wheel 200, and the steering wheel 144 is inserted into the disc receiving groove 211, so that the wheel 210 of the wheel 200 is coupled with the steering wheel 144.

[0090] When the wheel 210 of the wheel 200 rotates by receiving the rotational force of the in-wheel motor 130 through the first power transmission mechanism 131, the steering wheel 144 does not rotate, and only the wheel 210 of the wheel 200 rotates. For this purpose, a first bearing 147 is installed between the steering wheel 144 and the wheel 210 of the wheel 200.

[0091] For example, the first bearing 147 may be installed along the edge of the steering wheel 144 and the inside of the disc receiving groove 211 facing the edge. Therefore, when the wheel 210 and the entire wheel 200 receive the rotational force of the in-wheel motor 130 and rotate to roll and move on the road surface, the steering wheel 144 may remain fixed without rotating.

[0092] However, when the steering motor 140 is driven to rotate and the rotational force of the steering motor 140 is transmitted to the steering wheel 144 , the steering wheel 144 rotates in a direction in which the wheel 210 of the vehicle wheel 200 is turned integrally.

[0093] To this end, a second gear 146 meshing with the first gear 143 is formed on one side of the steering wheel 144, and the first gear 143 and the second gear 146 constitute a mechanism in the form of a bevel gear.

[0094] Gear teeth are formed in each of the first gear 143 and the second gear 146 so that the two gears are meshed to be coupled to each other, thereby allowing power transmission.

[0095] The second gear 146 may be formed in a shape protruding from the inner surface of the steering wheel 144. The central rotation axis of the second gear 146 is coaxial with the central rotation axis of the steering wheel 144, and the steering wheel 144 rotates with the wheel 200 when the wheel 200 is steered.

[0096] like Figure 2 and Fig. 7A As shown, a protrusion 145 having a predetermined height and being substantially semicircular or substantially arc-shaped is formed on the inner surface of the steering wheel 144 , and a second gear 146 is integrally provided on the upper surface of the protrusion 145 .

[0097] The central rotation axis of the first gear 143 is the rotation shaft 142 of the steering motor 140, and the central rotation axis of the second gear 146 is formed as a steering axis, which becomes the rotation center of the wheel 200 when the wheel 200 rotates for steering and alignment. Therefore, the central rotation axis of the second gear 146 corresponds to the kingpin axis in a conventional steering device.

[0098] In the embodiment of the present application, the central rotation axis of the first gear 143 is arranged to intersect with the central rotation axis of the second gear 146 formed in the steering wheel 144. Therefore, the first gear 143 and the second gear 146 constituting the bevel gear mechanism can transmit the rotation force between the two intersecting axes.

[0099] Here, the central rotation axis of the first gear 143 may be set to perpendicularly intersect the central rotation axis of the second gear 146 (that is, the central rotation axis of the steering wheel 144 during steering).

[0100] Fig. 9 is a diagram illustrating a state in which the steering of the wheel 200 is performed by the turning module 100 according to an embodiment of the present application.

[0101] like Figure 5B and Fig. 9As shown, the rotational force of the steering motor 140 can be transmitted to the steering wheel 144 through the first gear 143 and the second gear 146. In this case, since the steering wheel 144 rotates around the central rotation axis of the steering motor 140 due to the rotational force of the steering motor 140, the entire wheel 200 including the wheel 210 and the tire 220 rotates around the steering axis together with the steering wheel 144, thereby performing steering of the wheel 200.

[0102] As described above, the rotational force of the steering motor 140 serves as a force for rotating the wheel 200 about the steering axis to perform steering.

[0103] In this case, the second power transmission mechanism 141 is a mechanism for transmitting the rotational force of the steering motor 140 to the wheel 200 for steering, and may include a rotating shaft 142 of the steering motor 140, a first gear 143 installed on the rotating shaft 142 of the steering motor 140, a steering wheel 144 connected to the wheel 200, and a second gear 146 arranged on the steering wheel 144 and meshing with the first gear 143.

[0104] In the embodiment of the present application, the wheel 200 including the wheel 210 and the tire 220 receives the rotational force of the in-wheel motor 130 through the first power transmission mechanism 131, and rotates to roll and move on the road surface. In this case, unlike the wheel 210 rotating due to the power of the in-wheel motor 130, the steering wheel 144 is not rotated due to the power of the in-wheel motor 130.

[0105] Since the first bearing 147 is interposed between the wheel 210 of the wheel 200 and the steering wheel 144, when the wheel 200 is driven to rotate by the in-wheel motor 130, the steering wheel 144 connected to the steering motor 140 via the first gear 143 and the second gear 146 does not rotate integrally with the wheel 200. However, when the rotational force of the steering motor 140 is transmitted, the steering wheel 144 rotates around the above-mentioned steering axis, thereby performing steering of the wheel 200.

[0106] As described above, when the steering wheel 144 rotates around the steering axis by the steering motor 140, the wheel 210 coupled to the steering wheel 144 also rotates around the steering axis together with the steering wheel 144. Therefore, the entire wheel 200 including the wheel 210 rotates around the steering axis, thereby performing steering of the wheel 200.

[0107] As described above, due to the rotational force of the steering motor 140 transmitted through the second power transmission mechanism 141, the steering wheel 144 and the wheel 210 rotate around the steering axis, thereby performing the steering of the wheel 200. At this time, the wheel 210 of the wheel 200 rotates due to the rotational force of the in-wheel motor 130 transmitted through the first power transmission mechanism 131, and due to the rotational force of the steering motor 140 transmitted through the second power transmission mechanism 141, the wheel 210 of the wheel 200 rotates around the steering axis.

[0108] However, even when the wheel 210 of the wheel 200 rotates due to the rotational force of the in-wheel motor 130 transmitted through the first power transmission mechanism 131, the steering wheel 144 only transmits the rotational force of the steering motor 140 transmitted through the second power transmission mechanism 141 to the wheel 210 of the wheel 200, so the steering wheel 144 will not rotate due to the rotational force of the in-wheel motor 130.

[0109] When the wheel 200 rotates due to the rotational force of the in-wheel motor 130 and the central rotation axis of the wheel 200 becomes the drive shaft 153, the steering wheel 144 can always rotate together with the wheel 210 and the wheel 200 around the steering axis. However, the steering wheel 144 does not rotate around the drive shaft 153, and the meshing state between the first gear 143 and the second gear 146 and the possible power transmission state of the steering motor 140 and the steering wheel 144 can remain unchanged.

[0110] In the embodiment of the present application, the second bearing 125 is installed in the channel 123 of the housing cover 122, and as shown in FIG. Figure 4 As shown, the second bearing 125 supports the protrusion 145 of the steering wheel 144 from the lower side of the protrusion 145 .

[0111] Therefore, from Figure 4 It can be seen that when the first gear 143 and the second gear 146 are meshed above the protrusion 145, the rotating shaft 142 of the steering motor 140 pushes the protrusion 145 of the steering wheel 144 downward (along the first gear 143). Figure 4 ” in the direction of arrow “A1” in the figure), thereby preventing the wheel 210 from tilting outward.

[0112] In addition, the second bearing 125 installed in the channel 123 of the housing cover 122 can be moved from the bottom side (along the Figure 4 The protrusion 145 of the steering wheel 144 is supported upwardly (in the direction of the arrow "A2" in FIG. 1 ) to prevent the wheel 210 from tilting inwardly.

[0113] The second bearing 125 may be installed to support the rotating shaft 132 of the in-wheel motor 130 passing through the inside of the passage 123 of the housing cover 122. For example, the inner ring of the second bearing 125 may be integrally fixed to the rotating shaft 132 of the in-wheel motor 130, the outer ring of the second bearing 125 may be integrally fixed to the passage 123, and a plurality of balls may be interposed between the inner ring and the outer ring.

[0114] In this case, with the protrusion 145 of the steering wheel 144 placed on the outer ring of the second bearing 125 , a structure is configured such that the outer ring of the second bearing 125 supports the protrusion 145 of the steering wheel 144 from the lower side thereof.

[0115] refer to Figure 7B It can be seen that the steering motor 140 , the in-wheel motor 130 , and a PCB 148 for driving and controlling the two motors 130 and 140 are housed together in a housing 120 , and the steering motor 140 is located above the in-wheel motor 130 .

[0116] In addition, refer to Figure 7B It can be seen that the rotating shaft 132 of the in-wheel motor 130 passes through the interior of the channel 123 of the housing 120 , and a ball head joint 133 formed with an elongated groove 134 is integrally installed at the distal end of the rotating shaft 132 of the in-wheel motor 130 .

[0117] In addition, refer to Figure 7B , it can be seen that the rotating shaft 142 of the steering motor 140 passes through the hole 124 of the housing 120 , and the first gear 143 constituting the bevel gear mechanism is mounted on the rotating shaft 142 of the steering motor 140 .

[0118] In addition, refer to Figure 7B It can be seen that the electronic brake 150 is mounted on the rotating shaft 132 of the in-wheel motor 130 , and the rotating shaft 132 is the shaft that drives the wheel 200 .

[0119] Figures 10 to 12B 1 is a diagram showing another example of a coupling structure between a ball joint and a wheel according to an embodiment of the present application.

[0120] As mentioned above, Figure 8 In the example of the embodiment, a strip-shaped groove 134 is formed on the ball joint 133, and an elongated protrusion 136 is formed on the inner surface of the ball seat 135 of the wheel 210, but this is only an example and the present application is not limited thereto. The coupling structure between the ball joint 133 and the wheel 210 can be modified in various ways.

[0121] For example, Fig.10As shown, a ball bearing for power transmission may be interposed between the ball joint 133 and the ball seat 135 of the wheel 210 .

[0122] Here, the ball bearing may include a bearing cage 137 and a plurality of balls 138 coupled to the bearing cage 137. The bearing cage 137 serves to prevent the balls 138 from being separated while maintaining gaps between the balls 138.

[0123] In this case, a plurality of grooves 133 a and 135 a are formed on the surface of the ball joint portion 133 and the inner surface of the ball seat 135 , into which the balls 138 of the ball bearing may be inserted.

[0124] As described above, when a ball bearing is applied, due to the load of the vehicle, a large friction force may be generated between the ball bearing, the ball joint 133, and the ball seat 135. Therefore, the rotational force of the in-wheel motor 130 can be transmitted to the wheel 210 to drive the wheel 210, and during the steering process, the wheel 210 can smoothly rotate around the steering axis, thereby obtaining a structure that is conducive to steering.

[0125] In addition, if Fig.11 as well as Fig. 12A and Fig. 12B As shown, the shape of the groove 134 formed on the surface of the ball joint portion 133 and the shape of the protrusion 136 formed on the inner surface of the ball seat 135 may be variously modified.

[0126] That is to say, if Fig.11 In the example of, the protrusion 136 of the ball head seat 135 can be formed into an elongated shape. In this case, the protrusion 136 can have a shape in which the width is the largest in the middle part in the length direction and gradually decreases toward both ends of the protrusion 136.

[0127] In this case, the groove 134 of the ball head joint 133 can have a shape in which the width is smaller in the middle part in the length direction and gradually increases toward the two ends of the groove 134, thereby forming a structure that is conducive to transmitting the force used to drive the wheel 210 and turning the wheel 210.

[0128] Alternatively, if Fig. 12A As shown, the length of the protrusion 136 can be shortened to form a diamond-shaped protrusion, or as shown in FIG. Fig. 12B As shown, the protrusion 136 may be formed as a spherical protrusion.

[0129] In this case, the groove 134 of the ball joint 133 may have a shape whose width is small in the middle portion and gradually increases toward both ends of the groove 134. Therefore, a structure that facilitates steering while transmitting a force for driving the wheel 210 can be achieved.

[0130] As described above, when each protrusion 136 has a diamond shape or a spherical shape, each protrusion 136 is coupled to be located in the middle portion of the groove 134 where the width in the length direction is the smallest.

[0131] In addition, if Fig.11 As shown, the middle portion of each protrusion 136 may be coupled to be located in the middle portion of each groove 134 .

[0132] Fig.13 is a perspective view showing an electronic brake 150 in an electronic turning module 100 according to an embodiment of the present application, Fig.14A and Fig. 14B is a diagram showing an operating state of the electronic brake 150 in the electronic turning module 100 according to an embodiment of the present application.

[0133] The electronic brake 150 includes a linear actuator 152 , and driving of the linear actuator 152 is controlled according to a control signal output from a controller 155 .

[0134] The linear actuator 152 is provided so that driving thereof is controlled by a control signal output from a controller 155 , and is accommodated in a brake housing 151 together with the controller 155 for driving and controlling the linear actuator 152 .

[0135] The brake housing 151 may be integrally mounted to the housing 120 in which the in-wheel motor 130 and the steering motor 140 are accommodated. In this case, the brake housing 151 may be mounted by being integrally fixed to the housing cover 122 (see FIG. Figure 4 ).

[0136] During braking, the electronic brake 150 is configured to fix the rotating shaft 132 of the in-wheel motor 130 . Specifically, the electronic brake 150 is configured to generate a friction braking force relative to the rotating shaft 132 of the in-wheel motor 130 in such a manner that the friction plate 154 is pressed toward the rotating shaft 132 of the in-wheel motor 130 .

[0137] To describe the above configuration, the linear actuator 152 has the driving shaft 153 which linearly moves forward or backward during driving, and the friction plate 154 is integrally fixed to the driving shaft 153 .

[0138] In addition, a channel 123 of the housing cover 122 is formed on one side thereof. Figure 7B and Fig.14A and Fig. 14B The opening 123a in the channel 123 is formed to expose a portion of the rotating shaft 132 of the in-wheel motor 130, and the rotating shaft 132 passes through the interior of the channel 123. When the linear actuator 152 is driven to move the drive shaft 153 forward or backward, the friction plate 154 moves between the inside and the outside of the channel 123 through the opening 123a.

[0139] When the driving shaft 153 of the linear actuator 152 moves forward, the friction plate 154 moves toward the outside of the channel 123 to be separated from the rotating shaft 132 of the in-wheel motor 130. In this case, the rotating shaft 132 of the in-wheel motor 130 becomes separated from the friction plate 154, so that the rotation fixing and braking of the friction plate 154 relative to the rotating shaft 132 of the in-wheel motor 130 are not performed.

[0140] On the contrary, when the driving shaft 153 of the linear actuator 152 moves backward, the friction plate 154 moves toward the inside of the channel 123 to contact the rotating shaft 132 of the in-wheel motor 130. In this case, the friction plate 154 is pressed toward the rotating shaft 132 of the in-wheel motor 130, thereby performing rotation fixing and braking of the friction plate 154 relative to the rotating shaft 132 of the in-wheel motor 130.

[0141] That is, the friction plate 154 is strongly pressed against the rotating shaft 132 of the in-wheel motor 130, thereby generating a braking force. In the present application, since the rotating shaft 132 of the in-wheel motor 130 is directly braked instead of braking the wheel 210 itself due to friction, a small-sized friction plate 154 and a small-sized linear actuator 152 can be used, and the wheel 200 can be braked with a device with a significantly reduced layout.

[0142] In addition, in the electronic brake 150 having the above structure, since the rotating shaft 132 that outputs the rotational force from the in-wheel motor 130 is immediately and directly braked, the braking efficiency is high, and during the braking process, since the in-wheel motor 130 can be decelerated and the rotational fixation (braking) of the rotating shaft 132 of the in-wheel motor 130 can be performed at the same time, the braking distance can be significantly reduced.

[0143] To describe the operating status, as in Fig.14A As shown in , when the linear actuator 152 is not operating normally, the friction plate 154 is spaced apart and separated from the rotating shaft 132 of the in-wheel motor 130 , so that the rotating shaft 132 of the in-wheel motor 130 can be formed into a free rotating state without generating braking force.

[0144] On the contrary, as in Fig. 14BAs shown in , during braking, the linear actuator 152 is operated to move the drive shaft 153 backward. In this case, since the friction plate 154 is pulled to press on the rotating shaft 132 of the in-wheel motor 130, the friction plate 154 fixes the rotation of the rotating shaft 132 of the in-wheel motor 130.

[0145] As described above, the friction plate 154 is pressed against the rotating shaft 132 of the in-wheel motor 130, and thus a braking force is generated with respect to the rotating shaft 132 of the in-wheel motor 130 due to the friction between the friction plate 154 and the rotating shaft 132. Thus, the wheel 200 can be braked.

[0146] Therefore, since the in-wheel motor 130 and the steering motor 140 are both installed on the vehicle body in a state of being contained in a single housing 120, the electronic turning module 100 according to the embodiment of the present application has a compact structure with minimized volume and occupied space, and has a structure that is advantageous in terms of layout and packaging.

[0147] In particular, compared with the type in which the in-wheel motor 130 and the steering motor 140 are installed on the wheel 210, since the in-wheel motor 130 and the steering motor 140 are installed on the vehicle body in a state of being contained in the housing 120, the movement of the in-wheel motor 130, the steering motor 140 and the wiring is reduced, and thus the durability of the in-wheel motor 130, the steering motor 140 and the wiring is advantageous.

[0148] In addition, compared with the conventional configuration, in the electronic turning module 100 according to the embodiment of the present application, since the in-wheel motor 130 and the steering motor 140 can be arranged away from the wheel 200 rotating at a high speed, wiring is easily configured.

[0149] In addition, since steering is performed by converting the output of the steering motor 140 into high torque using a bevel gear mechanism, the size of the steering motor 140 can be reduced, thereby having the following advantages: high-efficiency steering can be achieved using the bevel gear mechanism and the power-assisting principle, and a large steering force can be generated even with a small steering motor force.

[0150] In addition, in order to transmit the rotational force of the in-wheel motor 130 to the wheel 200, a spherical ball head joint 133 is used as a force transmission component connected to the wheel 210 of the wheel 200, wherein a groove 134 is formed on the surface of the spherical ball head joint 133, and a ball head seat 135 to which the spherical ball head joint 133 is connected is used as another force transmission component, wherein the ball head seat 135 includes a protrusion 136 formed in the wheel 210 of the wheel 200, and the protrusion 136 can be inserted into the groove 134 of the ball head joint 133, so that power transmission can be performed reliably and steering can be performed easily and smoothly.

[0151] In addition, the spherical ball head joint 133 becomes a member having strength and rigidity, and the steering wheel 144 is inserted and connected to the wheel 210 , so that precise steering of the wheel 200 can be performed, and the strength and rigidity of the wheel 210 and the tire 220 can be stably supported by the steering wheel 144 .

[0152] As described above, according to the turning module of the vehicle of the present application, the wiring can be easily constructed, the durability of the motor and the wiring can be improved, the overall structure can be simplified, and a form that is more compact in size and layout relative to the traditional form can be achieved.

[0153] Although the embodiments of the present application have been described in detail, the scope of the present application is not limited to these embodiments, and various modifications and improvements made by those skilled in the art using the basic concept of the present application defined by the appended claims still fall within the scope of the present application.

Claims

1. The vehicle turning module includes: a suspension configured to be coupled to a vehicle body; a housing configured to be coupled to the suspension to be supported on a vehicle body via the suspension; an in-wheel motor, which is arranged inside the housing; A steering motor, which is arranged inside the housing; a first power transmission mechanism configured to connect the in-wheel motor with the wheel and to transmit the rotational force of the in-wheel motor to the wheel to drive the wheel, wherein the first power transmission mechanism is inserted into and coupled to a space formed in the wheel of the wheel; as well as a second power transmission mechanism configured to connect the steering motor to the wheels and to transmit the rotational force of the steering motor to the wheels to steer the wheels, Wherein, the first power transmission mechanism comprises: The rotating shaft of the in-wheel motor; a ball joint configured to be integrally provided on a rotating shaft of the in-wheel motor; and A ball seat is arranged in the wheel of the vehicle wheel and is configured to accommodate the ball joint portion, and the ball joint portion and the ball seat are configured to transmit the rotational force of the in-wheel motor.

2. The turning module of a vehicle according to claim 1, wherein: The suspension comprises: a vehicle body fixing portion configured to be coupled to the vehicle body; a fixed shaft configured to be integrally connected to the vehicle body fixing portion; a housing connecting shaft configured to be integrally connected to the housing and slidably coupled to the fixed shaft; and A spring is arranged between the vehicle body fixing portion and the housing.

3. The turning module of a vehicle according to claim 2, wherein: The housing connecting shaft has a pin hole defined therein, The fixed shaft has: a slot defined axially in the fixed shaft; and an anti-separation pin extending through the slot and the pin hole, When the fixing shaft and the housing connecting shaft slide, the separation preventing pin is configured to move along the slot hole in a state of being inserted into the pin hole.

4. The turning module of a vehicle according to claim 1, wherein: The in-wheel motor is arranged at the lower part of the housing. The steering motor is arranged above the in-wheel motor inside the housing.

5. The turning module of a vehicle according to claim 1, wherein: The ball joint portion includes a plurality of elongated grooves, each of which is defined on a surface of the ball joint portion and has a predetermined width and a predetermined length. The ball head seat comprises a plurality of protrusions respectively corresponding to the plurality of grooves of the ball head joint portion, and the plurality of protrusions protrude on the inner surface of the ball head seat, In a state where the ball joint portion is arranged in the ball seat, the rotational force of the in-wheel motor can be transmitted due to the plurality of grooves and the plurality of protrusions.

6. The turning module of a vehicle according to claim 5, wherein: Each of the plurality of protrusions has an elongated shape having a predetermined width and a predetermined length.

7. The turning module of a vehicle according to claim 5, wherein: Each of the plurality of grooves has a shape in which a width is smallest at a middle portion in a length direction and gradually increases toward both ends of the groove.

8. The turning module of a vehicle according to claim 7, wherein: Each of the plurality of protrusions has an elongated shape, a diamond shape, or a spherical shape having a predetermined width and a predetermined length, When each of the plurality of protrusions has an elongated shape, the protrusion has a shape in which the width is greatest at a middle portion in the length direction and gradually decreases toward both ends of the protrusion.

9. The turning module of a vehicle according to claim 8, wherein: When each of the plurality of protrusions has a rhombus shape or a spherical shape, each of the plurality of protrusions is coupled to be respectively located in a middle portion in a length direction of each of the plurality of grooves, When each of the plurality of protrusions has an elongated shape, a middle portion of each of the plurality of protrusions in the length direction is coupled to be located in a middle portion of each of the plurality of grooves in the length direction, respectively. 10 . The turning module for a vehicle according to claim 1 , further comprising an electronic brake provided on the housing and configured to apply a friction braking force to a rotating shaft of the in-wheel motor.

11. The turning module of a vehicle according to claim 10, wherein: The electronic brake comprises: A linear actuator having a drive shaft configured to move linearly forward or backward during actuation; and A friction plate is configured to be integrally connected to the drive shaft of the linear actuator and to be pressed against the rotating shaft of the in-wheel motor to apply a friction braking force.

12. The vehicle turning module according to claim 11, wherein: The housing further comprises a tubular passage through which the rotating shaft of the in-wheel motor extends. The tubular passage includes an opening defined at one side thereof, such that the friction plate is configured to be pressed toward the rotating shaft of the in-wheel motor through the opening of the tubular passage.

13. The vehicle turning module includes: a suspension configured to be coupled to a vehicle body; a housing configured to be coupled to the suspension to be supported on a vehicle body via the suspension; an in-wheel motor, which is arranged inside the housing; A steering motor, which is arranged inside the housing; a first power transmission mechanism configured to connect the in-wheel motor with the wheel and to transmit the rotational force of the in-wheel motor to the wheel to drive the wheel, wherein the first power transmission mechanism is inserted into and coupled to a space formed in the wheel of the wheel; as well as a second power transmission mechanism configured to connect the steering motor to the wheels and to transmit the rotational force of the steering motor to the wheels to steer the wheels, Wherein, the second power transmission mechanism comprises: The rotating shaft of the steering motor; a first gear configured to be integrally provided on a rotating shaft of the steering motor; a steering wheel configured to be coupled to the wheel of the vehicle and to rotate with the wheel about a steering axis during steering; and The second gear is configured to be integrally provided in the steering wheel and is configured to transmit the rotational force of the first gear to the steering wheel in a state of meshing with the first gear so that the steering wheel and the wheel of the vehicle wheel rotate about the steering axis.

14. The turning module of a vehicle according to claim 13, wherein: The first gear and the second gear are gears including a bevel gear mechanism in a meshing state with each other.

15. The turning module of a vehicle according to claim 13, wherein: When the wheel of the vehicle wheel rotates about the drive shaft due to the rotational force of the in-wheel motor, the first bearing is configured to be arranged between the wheel of the vehicle wheel and the steering wheel so that only the wheel of the vehicle wheel rotates about the drive shaft.

16. The turning module of a vehicle according to claim 13, wherein: The steering wheel includes a protrusion, The housing includes a tubular passage through which a rotating shaft of the in-wheel motor extends, The protrusion of the steering wheel is located above the channel and is configured to be supported by the channel.

17. The turning module of a vehicle according to claim 16, wherein: The channel has a second bearing disposed therein, The protruding portion of the steering wheel is configured to be supported by the second bearing, The second gear is configured to be integrally provided on an upper surface of the protrusion.

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