Corner modules and vehicles

Abstract

The present invention belongs to the technical field of vehicle parts, and specifically relates to an angle module and a vehicle. The angle module includes: a fixing frame; a driving motor, which is arranged on the fixing frame; two wheels, which are distributed on both sides of the fixing frame; a differential, which includes a connecting shell and has an input end and two output ends, the input end is connected to the motor shaft of the driving motor, and each output end is respectively connected to the axle of a wheel; two axle shells, each axle shell is matched with a wheel axle, and one end of each axle shell is connected to the connecting shell, and the other end is connected to the wheel hub of the corresponding wheel; and two groups of shock absorbers, one end of each group of shock absorbers is connected to the fixing frame, and the other end is connected to the corresponding axle shell. The angle module has strong load-bearing capacity and good shock absorption capacity. When used in a vehicle, it can provide good comfort and maneuverability, and is particularly suitable for commercial vehicles and engineering vehicles.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle parts, and in particular to a corner module and a vehicle equipped with the corner module. Background Art

[0002] With the advancement of science and technology and the development of the internet, all industries are undergoing dramatic changes. The automotive industry is also undergoing a new round of technological innovation. Corner modules play a key role in this evolution. Combining advanced powertrain, steering, and suspension technologies, they can reduce the number of mechanical transmission components, optimize vehicle layout space, and enable independent rotation of each wheel, thereby providing greater flexibility in steering and maneuverability. Furthermore, corner modules offer broad versatility, enabling quick installation on a wide range of suitable vehicles, effectively streamlining the vehicle assembly process.

[0003] Currently, a conventional corner module includes a wheel, an electromagnetic brake, a suspension structure, a steering mechanism, and an in-wheel motor. The steering mechanism is mounted on the underbody of the vehicle, while the electromagnetic brake and in-wheel motor are mounted on the wheel. The suspension structure connects the steering mechanism to the wheel, and the suspension springs within the suspension structure provide a buffering effect. In this corner module, the in-wheel motor and electromagnetic brake are located at the wheel, resulting in a complex structure and high heat dissipation requirements. The wheel, electromagnetic brake, and in-wheel motor components in this corner module are all supported and suspended by suspension springs, resulting in a large unsprung mass and high inertia. During operation, the excessive unsprung mass reduces the suspension's vibration damping capabilities and places higher demands on the in-wheel motor's vibration resistance. When this corner module is assembled on a vehicle, wheel vibration reduces overall vehicle comfort. Furthermore, due to the relatively weak electromagnetic braking capability, excessively high vehicle speeds can lead to safety issues such as prolonged braking times and distances. In addition, commercial vehicles and engineering vehicles have high requirements for load-bearing capacity and harsh working environments. Traditional corner modules have limited load-bearing capacity and high requirements for waterproofing and dustproofing, and are not suitable for commercial vehicles and engineering vehicles.

[0004] Therefore, the current corner modules have technical problems such as complex structure, high heat dissipation requirements, poor vibration reduction ability, insufficient reliability, limited load-bearing capacity, and limited applicable scenarios, resulting in poor vehicle driving comfort and inability to travel at high speeds. Summary of the Invention

[0005] To address the technical issues of traditional corner modules, such as complex structure, high heat dissipation requirements, poor vibration damping capability, insufficient reliability, limited load-bearing capacity, and limited applicable scenarios, the present invention provides a corner module. The corner module includes a fixed frame; a drive motor disposed on the fixed frame; two wheels, located on either side of the fixed frame; a differential, including a connecting housing and having an input end and two output ends, the input end being connected to the motor shaft of the drive motor, and each of the output ends being connected to the axle of one of the wheels; two axle housings, each of which is matched with one of the axles, and each of which has one end connected to the connecting housing and the other end connected to the wheel hub of the corresponding wheel; and two sets of shock absorbers, each of which has one end connected to the fixed frame and the other end connected to the corresponding axle housing.

[0006] The drive motor of the present invention is arranged outside the wheel to form a wheel-side motor structure, and the drive motor is supported by a fixed frame. This arrangement effectively prevents the drive motor from vibrating violently with the wheel, thereby improving the stability and vibration resistance of the corner module. This design also keeps the drive motor away from the ground and dust, reducing the waterproof and dustproof requirements of the present invention. This structure not only facilitates the layout and assembly of the drive motor and wheel, but also leaves space for the assembly of high-performance brakes, effectively reducing structural complexity and assembly difficulty, while improving braking performance. Accordingly, the heat dissipation requirements of the wheel and drive motor are also reduced.

[0007] In the present invention, the power of the drive motor is transmitted to the two wheels respectively after being driven by the differential. After the speed regulation of the differential, the rotational speeds of the two wheels are matched, allowing the corner module to move straight and turn smoothly. When encountering an obstacle, the wheel and the axle housing rotate relative to the connecting housing of the differential, causing the wheel to bounce. Because the weight of the drive motor is supported by the fixed frame, the shock absorber only needs to suspend and support the wheel, axle, and axle housing. Therefore, the suspension mass of the shock absorber is reduced, and the inertia of the wheel is reduced. In this way, the shock absorber can absorb shock more effectively, thereby improving the anti-seismic effect of the corner module. During the wheel bounce process, external force is transmitted through the tire, axle housing, shock absorber, and fixed frame, and the axle, differential, and drive motor are not interfered with by external forces, thereby ensuring stable power transmission.

[0008] When used on a vehicle, the corner module of the present invention can effectively improve the vehicle's comfort, braking performance, and reliability. Because the corner module of the present invention has two wheels and can provide greater load-bearing capacity, it is particularly suitable for assembly on commercial vehicles and engineering vehicles.

[0009] In the preferred technical solution of the above-mentioned angle module, the differential includes: a first transmission shaft, the end of the first transmission shaft forms the input end; a first differential wheel, the first differential wheel is rotatably mounted on the first transmission shaft; a second differential wheel, the second differential wheel is rotatably mounted on the first transmission shaft; a planetary shaft, the planetary shaft is fixedly connected to the first transmission shaft; a planetary wheel, the planetary wheel is rotatably mounted on the planetary shaft and is meshed with the first differential wheel and the second differential wheel; a first output wheel, the first output wheel is meshed with the first differential wheel, and a first output end is formed on the first output wheel; and a second output wheel, the second output wheel is meshed with the second differential wheel, and a second output end is formed on the second output wheel. Through the above configuration, the power of the drive motor is input from the end of the first transmission shaft, and the motor shaft drives the first transmission shaft and the planetary gear shaft to rotate synchronously. The planetary gears mounted on the planetary gear shaft drive the first differential gear and the second differential gear to rotate while rotating along with the planetary gear shaft. The first differential gear drives the first output gear to rotate, and the second differential gear drives the second output gear to rotate. Therefore, the two wheels connected to the first output gear and the second output gear respectively will rotate in coordination at an appropriate speed.

[0010] When a wheel bounces, the output wheel rotates a certain angle around the corresponding differential wheel with the first transmission shaft as the rotation axis. During this process, the output wheel and the corresponding differential wheel remain engaged. Therefore, the differential can ensure stable power transmission during wheel bounce. In this invention, the two wheels can bounce independently, thus adapting to various complex road conditions.

[0011] In the preferred technical solution of the above-mentioned corner module, the first and second differential wheels each include: a first gear plate meshing with the planetary gears; and a second gear plate meshing with the corresponding first or second output gear, respectively. With this configuration, the first differential wheel meshes with the planetary gears via its first gear plate, and the second differential wheel meshes with the planetary gears via its first gear plate, thereby forming a linkage between the two first differential wheels. The first differential wheel meshes with the first output gear via its second gear plate, and the second differential wheel meshes with the second output gear via its second gear plate, thereby driving the two output gears respectively. This structure achieves linkage between the two differential wheels and the two output gears.

[0012] In the preferred technical solution of the above-mentioned corner module, there are two sets of planetary gears, which are symmetrically mounted on the planetary gear shafts and meshed with the first differential gear and the second differential gear respectively. This structure can effectively improve the stability of the differential.

[0013] In the preferred technical solution of the above-mentioned angle module, the input end is meshed with the motor shaft via a matching bevel gear. Through the above configuration, the motor shaft can be easily adjusted in position, thereby facilitating the placement of the drive motor in a suitable position according to design requirements.

[0014] In the preferred technical solution of the above corner module, the motor shaft is arranged in the vertical direction. Through the above configuration, this technical solution can effectively reduce the horizontal size of the corner module, making the corner module structure more compact, thereby improving the compatibility with the vehicle.

[0015] In the preferred embodiment of the corner module, the axle housing is cylindrically mounted on the wheel axle, with one end slidably connected to the connecting housing and the other end rotatably connected to the wheel hub via a bearing. This configuration, in which the axle housing wraps around the wheel axle, effectively protects the axle from impact and contamination while also efficiently transmitting the suspension support force of the shock absorber, thereby enhancing the corner module's vibration resistance.

[0016] In the preferred embodiment of the above-mentioned corner module, the shock absorber includes a damper, one end of which is connected to the axle housing and the other end is connected to the fixing bracket; and a coil spring, which is mounted on the damper. With the above configuration, the corner module of this preferred embodiment is equipped with a coil spring shock absorber.

[0017] In the preferred embodiment of the corner module, the shock absorber includes a damper, one end of which is connected to the axle housing and the other end to the mounting bracket; and an air spring, one end of which is connected to the axle housing and the other end to the mounting bracket. With the above configuration, the corner module of this preferred embodiment is equipped with an air spring shock absorber.

[0018] In the preferred technical solution of the above-mentioned corner module, a brake is integrated into the wheel hub. This configuration provides the corner module with braking capabilities. By configuring brakes with different capabilities, the corner module can be provided with appropriate braking performance, thereby achieving high-speed, medium-speed, and low-speed operation.

[0019] In a preferred embodiment of the corner module, the module further includes a steering module comprising a fixed portion; a steering motor fixedly connected to the fixed portion; and a rotating portion mating with the fixed portion and configured to rotate relative to the fixed portion under the drive of the steering motor, with the fixed frame connected to the rotating portion. This configuration provides the corner module with a steering function.

[0020] In a preferred technical solution of the above-mentioned corner module, the steering motor is connected to the rotating part via a worm-gear mechanism.

[0021] In a preferred embodiment of the corner module, the steering module further comprises a mounting frame, the fixed portion being disposed on the mounting frame; one end of the fixed frame is fixedly connected to the rotating portion, while the other end is connected to the mounting frame and configured to be driven by the rotating portion to rotate relative to the mounting frame. This configuration allows the rotating portion to be connected both to the fixed portion and to the mounting frame via the fixed frame, thereby forming a stable connection between the rotating portion and the fixed frame. This configuration effectively enhances the structural stability between the rotating portion and the fixed portion, as well as between the rotating portion and the fixed frame.

[0022] The corner module of the present invention can also be applied to vehicles to address technical issues such as the complex structure, inconvenient maintenance, and limited load-bearing capacity of traditional vehicles. Therefore, the present invention also provides a vehicle comprising a lower body; and a corner module according to any of the above preferred technical solutions, wherein the corner module is detachably mounted on the lower body.

[0023] In a preferred technical solution of the above vehicle, at least two groups of the corner modules are symmetrically distributed at the rear of the lower vehicle body. Through the above configuration, the vehicle in this preferred technical solution forms a rear-wheel drive vehicle.

[0024] In a preferred technical solution of the above vehicle, at least two groups of the corner modules are symmetrically distributed in the front portion of the lower vehicle body. Through the above configuration, the vehicle in this preferred technical solution forms a front-wheel drive vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The preferred embodiments of the present invention are described below with reference to the accompanying drawings, in which:

[0026] Figure 1 1 is a schematic structural diagram of an embodiment of a corner module of the present invention;

[0027] Figure 2 Schematic diagram of the principle of a differential in one embodiment of the corner module of the present invention;

[0028] Figure 3 This is a schematic structural diagram of an embodiment of the corner module of the present invention when one side of the wheel bounces.

[0029] List of reference numerals:

[0030] A. Angle module; 1. Mounting frame; 11. Top frame; 12. Bottom frame; 2. Steering module; 21. Fixed part; 22. Rotating part; 3. Fixed frame; 31. Suspension assembly part; 4. Drive motor; 41. Motor shaft; 5. Differential; 50. Connecting housing; 500. Input end; 501. First output end; 502. Second output end; 511. First transmission shaft; 512. Planetary gear shaft; 521. First differential wheel; 522. Second differential wheel; 523. First gear plate; 524. Second gear plate; 531. Planetary gear; 541. First output wheel; 542. Second output wheel; 6. Wheel; 60. Wheel hub; 61. Wheel axle; 7. Axle housing; 70. Sliding fitting part; 8. Shock absorber; 81. Damper; 82. Coil spring. DETAILED DESCRIPTION

[0031] The preferred embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood by those skilled in the art that these embodiments are only used to explain the technical principles of the present invention and are not intended to limit the scope of protection of the present invention.

[0032] It should be noted that in the description of the present invention, terms such as "upper," "lower," "right," "inner," and "outer" indicating directions or positional relationships are based on the directions or positional relationships shown in the accompanying drawings. These terms are used solely for ease of description and are not intended to indicate or imply that the device or component described must have, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0033] Furthermore, it should be noted that, in the description of the present invention, unless otherwise expressly specified or limited, the terms "assemble," "dispose," "connect," and "connected" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integral connections; they may refer to direct connections, indirect connections through an intermediate medium, or internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0034] To address technical issues such as the complex structure, high heat dissipation requirements, poor vibration damping, insufficient reliability, limited load-bearing capacity, and limited applicable scenarios of conventional corner modules, an embodiment of the present invention provides a corner module A. Corner module A includes a mounting frame 3; a drive motor 4 mounted on the mounting frame 3; two wheels 6 located on either side of the mounting frame 3; a differential 5 including a connecting housing 50 having an input end 500 and two output ends, the input end 500 being connected to the motor shaft 41 of the drive motor 4, and each output end being connected to the axle 61 of a wheel 6; two axle housings 7, each of which is matched with a wheel axle 61, with one end of each axle housing 7 connected to the connecting housing 50 and the other end connected to the corresponding wheel 6; and two sets of shock absorbers 8, each of which has one end connected to the mounting frame 3 and the other end connected to the corresponding axle housing 7.

[0035] Figure 1 FIG. 1 is a schematic structural diagram of an embodiment of the corner module of the present invention. Figure 1 As shown, corner module A includes a mounting frame 1, a steering module 2, a fixing frame 3, a drive motor 4, a differential 5, two wheels 6, two axle housings 7, and two sets of shock absorbers 8. The steering module 2 is mounted on the mounting frame 1, the fixing frame 3 is mounted on the steering module 2, and the drive motor 4 is mounted on the fixing frame 3. The power of the drive motor 4 is transmitted to the two wheels 6 through the differential 5. An axle housing 7 is connected between each wheel 6 and the differential 5, and a set of shock absorbers 8 is connected between each axle housing 7 and the fixing frame 3.

[0036] like Figure 1 As shown, the mounting frame 1 is C-shaped or [-shaped and has a top frame 11, a bottom frame 12 and a connecting frame ( Figure 1 The connecting frame is blocked by other components, so the connecting frame is not shown). The top frame 11, the connecting frame and the bottom frame 12 can be made into an integral body, or can be fixedly connected by welding or other suitable means. It is easy to imagine that the mounting frame 1 can also be frame-shaped or in other suitable shapes and structures.

[0037] like Figure 1As shown, the steering module 2 includes a steering motor, a fixed portion 21, and a rotating portion 22. The fixed portion 21 and the rotating portion 22 are mutually supported and rotatable relative to each other through surface grease lubrication. Optionally, the fixed portion 21 and the rotating portion 22 are connected by a rotating shaft. The steering motor is disposed on the fixed portion 21. Alternatively, the steering motor can be fixed to the mounting frame 1 or other suitable component to be fixedly connected relative to the fixed portion 21. The steering motor can drive the rotating portion 22 to rotate relative to the fixed portion 21 via a worm-gear mechanism. Optionally, the worm is connected to the power shaft of the steering motor, and the worm gear is fixed to the rotating portion 22. The steering motor drives the worm via the power shaft, which in turn drives the worm gear matched to the worm, thereby causing the rotating portion 22 to rotate relative to the fixed portion 21. The rotation angle of the rotating portion 22 is positively correlated with the number of rotations of the steering motor. By controlling the number of rotations of the steering motor, the rotation angle of the rotating portion 22 can be precisely adjusted. It is easy to understand that the steering motor can also drive the rotating part 22 to rotate relative to the fixed part 21 through a transmission belt, a gear set or other suitable power transmission mechanism. Figure 1 As shown, the steering module 2 is mounted on the mounting frame 1 via a fixing portion 21. Optionally, the fixing portion 21 is mounted below the top frame 11. It is easy to understand that the fixing portion 21 can also be mounted on the connecting frame, the bottom frame 12, or other suitable locations of the mounting frame 1 according to design requirements.

[0038] like Figure 1 As shown, the fixing frame 3 is fixedly mounted on the rotating portion 22. Optionally, the fixing frame 3 is arranged below the rotating portion 22. The fixing frame 3 is frame-shaped and has a top plate and a bottom plate relative to each other, and the top plate and the bottom plate are connected by a connecting plate. Optionally, the top plate, the connecting plate and the bottom plate are integrally formed and manufactured. Alternatively, the top plate, the connecting plate and the bottom plate are fixedly connected to each other by welding or other suitable processes. Figure 1 As shown, the top plate of the fixed frame 3 is fixedly connected to the lower surface of the rotating part 22, and the bottom plate of the fixed frame 3 is rotatably connected to the base frame 12 of the mounting frame 1. Optionally, the bottom plate and the base frame 12 are connected by a bearing. Alternatively, the bottom plate and the base frame 12 can also be rotatably connected by a rotating shaft, an annular slide rail or other suitable structure. It is easy to understand that, in addition to being fixedly connected to the rotating part 22, the fixed frame 3 can also be rotatably connected to the appropriate part of the mounting frame or other components through a connecting plate, bottom plate or top plate. It is easy to imagine that the shape of the fixed frame 3 can also be C-shaped, L-shaped or other suitable shapes.

[0039] like Figure 1As shown, a suspension assembly portion 31 is provided on each side of the fixing frame 3. Optionally, the two suspension assembly portions 31 are symmetrically positioned. The suspension assembly portion 31 may be in the form of a plate, a strip, or other suitable shapes. Optionally, the suspension assembly portion 31 is integrally formed with the fixing frame 3. Alternatively, the suspension assembly portion 31 is fastened by welding, bolting, or other suitable means. The suspension assembly portion 31 is arranged on the top plate of the fixing frame 3. Alternatively, the suspension assembly portion 31 may also be arranged on the connecting plate of the fixing frame 3 or other suitable locations.

[0040] like Figure 1 As shown, the drive motor 4 is fixedly mounted on the fixing frame 3. Optionally, the motor shaft 41 of the drive motor 4 is arranged vertically downward. Alternatively, the drive motor 4 and the motor shaft 41 can also be adjusted to other suitable positions for arrangement and installation according to design requirements.

[0041] like Figure 1 As shown, the motor shaft 41 of the drive motor 4 is connected to the differential 5. The differential 5 includes a connecting shell 50, and also has an input end 500 and two output ends. The connecting shell 50 has a matching surface in the shape of an arc. Figure 2 FIG. 1 is a schematic diagram of the differential mechanism in one embodiment of the corner module of the present invention. Figure 2 As shown, the differential 5 has a first transmission shaft 511, one end of which forms the input end 500 of the differential 5. The differential 5 is connected to the motor shaft 41 via the input end 500. Optionally, a bevel gear is fixed to each end of the input end 500 and the end of the motor shaft 41, and the two bevel gears are kept in meshing engagement. That is, the motor shaft 41 and the input end 500 are meshed with each other via matching bevel gears. Optionally, the rotation axes of the two bevel gears are perpendicular, that is, the motor shaft 41 is perpendicular to the first transmission shaft 511. It is easy to understand that the motor shaft 41 and the input end 500 can also be connected in a transmission connection or a fastening connection via a gear set, spline, flange or other suitable structure.

[0042] like Figure 2 As shown, a first differential wheel 521 and a second differential wheel 522 are sleeved on the first transmission shaft 511. Each differential wheel can rotate freely about the first transmission shaft 511. Each differential wheel includes a first gear plate 523 and a second gear plate 524 in the shape of a bevel gear, wherein the diameter of the first gear plate 523 is smaller than the diameter of the second gear plate 524. Optionally, the cone angle of the first gear plate 523 is 45 degrees. Optionally, the cone angle of the second gear plate 524 is the same as that of the first gear plate. It is easy to understand that the cone angles of the first gear plate 523 and the second gear plate 524 can also be other suitable angles. The first gear plates 523 of the two differential wheels are arranged opposite each other.

[0043] like Figure 2As shown, a planetary gear shaft 512 is fixedly provided on the first transmission shaft 511, and the planetary gear shaft 512 is located between the two differential wheels. Optionally, the first transmission shaft 511 and the planetary gear shaft 512 are integrally formed. Alternatively, the first transmission shaft 511 and the planetary gear shaft 512 are fixedly connected together by welding or other suitable processes. It is easy to imagine that reinforcing ribs or reinforcing rods can be added between the planetary gear shaft 512 and the first transmission shaft 511 to improve the firmness between the first transmission shaft 511 and the planetary gear shaft 512. Figure 2 As shown, the planetary gear shaft 512 is in the shape of a straight rod, with its axis perpendicular to the axis of the first transmission shaft 511. Two sets of planetary gears are respectively mounted on both ends of the straight rod. Alternatively, the planetary gear shaft 512 can be cross-shaped or other suitable shapes, with the ends of the planetary gear shaft 512 evenly distributed along the circumference of the first transmission shaft 511. A set of planetary gears 531 is mounted on each end, and each set of planetary gears 531 is meshed with the first gear plate 523 of the first differential gear 521 and the first gear plate 523 of the second differential gear 522.

[0044] like Figure 2 As shown, the differential 5 further comprises a first output wheel 541 and a second output wheel 542. The first output wheel 541 is meshedly connected to the second gear plate 524 of the first differential wheel 521, and the second output wheel 542 is meshedly connected to the second gear plate 524 of the second differential wheel 522. Figure 2 As shown, a first output end 501 is formed on the rotation axis of the first output wheel 541. The first output end 501 can be a solid shaft, a hollow shaft cylinder, or other suitable structure. A second output end 502 is formed on the rotation axis of the second output wheel 542. The second output end 502 can be a solid shaft, a hollow shaft cylinder, or other suitable structure.

[0045] like Figure 1 As shown, two wheels 6 are symmetrically located on either side of the fixed frame 3. Each wheel 6 has a hub 60 and an axle 61. One end of the axle 61 is splined to the hub 60. Alternatively, the two may be integrally formed. The other end of the axle 61 is splined to one output end of the differential 5. Alternatively, the two may be integrally formed or fastened together via other suitable structures. A brake is also integrated into the hub 60 of each wheel 6. Optionally, the brake is a hydraulic brake. Alternatively, the brake may be a pneumatic brake, an electromagnetic brake, or another suitable type of brake.

[0046] like Figure 1As shown, a cylindrical axle housing 7 is sleeved around the axle 61 of each wheel 6. One end of the axle housing 7 is rotatably connected to the wheel hub 60 via a bearing. Alternatively, the ends of the axle housing 7 and the wheel hub 60 are rotatably connected via other suitable structures. The other end of the axle housing 7 is slidably connected to the connecting housing 50 of the differential 5 via a sliding fit 70. The sliding fit 70 has a sliding surface that mates with the mating surface of the connecting housing 50 and is capable of sliding relative to the mating surface of the connecting housing 50. A limiting connecting ring is provided between the sliding fit 70 and the connecting housing 50. This limiting connecting ring is assembled on the first mating portion 50 to ensure that the sliding fit 70 can only slide relative to the mating surface of the first mating portion 50 and cannot move along the wheel axle 61. It will be readily understood that the axle housing 7 can also be semi-cylindrical, rod-shaped, plate-shaped, or other suitable shapes. The axle housing 7 is connected parallel to the wheel axle 61 between the wheel 6 and the connecting housing 50.

[0047] like Figure 1 As shown, a set of shock absorbers 8 are connected between each axle housing 7 and the suspension assembly 31. One end of the shock absorber 8 is hinged to the axle housing 7, and the other end is hinged to the suspension assembly 31. Optionally, when the corner module is in a balanced state, the shock absorber 8 extends in the vertical direction. It is easy to understand that the shock absorber 8 can also be directly connected between the axle housing 7 and the fixing frame 3 to omit the suspension assembly 31. Figure 1 As shown, the shock absorber 8 can be a coil spring shock absorber, specifically including a damper 81 and a coil spring 82, wherein one end of the damper 81 is hinged to the shaft housing 7 and the other end is hinged to the suspension assembly 31, and the spring 82 is sleeved on the damper 81. It is easy to imagine that the shock absorber 8 can also be an air spring shock absorber, specifically including a damper and an air spring, wherein one end of the damper is hinged to the shaft housing 7 and the other end is hinged to the suspension assembly 31; one end of the air spring is hinged to the shaft housing 7 and the other end is hinged to the suspension assembly 31.

[0048] The corner module A of the embodiment of the present invention can be applied to the vehicle field. Specifically, the vehicle type can be a commercial vehicle, or an engineering vehicle, a passenger car or other suitable vehicle types. It is worth emphasizing that the corner module A of the embodiment of the present invention has two wheels 6 arranged in parallel, which has a strong load-bearing capacity, and therefore can better meet the load-bearing requirements when used in commercial vehicles and engineering vehicles. In some embodiments, the corner module A of the embodiment of the present invention can be detachably assembled on the lower body of the automobile, and the lower body can be the frame of the vehicle, or the chassis of the vehicle or other suitable positions. The corner module A is assembled on the lower body through the mounting frame 1. It is easy to understand that when the fixing portion 21 is fixedly connected to the mounting frame 1, the corner module A can also be assembled on the lower body of the vehicle through the fixing portion 21. In addition, in order to enhance the connection firmness between the corner module A and the lower body, there can be multiple mounting fixing points between the mounting frame 1 and the lower body.

[0049] In this embodiment of the present invention, when multiple corner modules A are symmetrically distributed at the rear of the lower body, the vehicle forms a rear-wheel drive vehicle. Alternatively, when multiple corner modules A are symmetrically distributed at the front of the lower body, the vehicle forms a front-wheel drive vehicle. Alternatively, when multiple corner modules A are distributed at both the front and rear of the lower body, the vehicle forms a four-wheel drive vehicle. It will be readily understood that when the shock absorbers 8 on the corner modules A include air springs, the vehicle can dynamically adjust the height of the lower body via the air springs, thereby improving vehicle comfort and maneuverability.

[0050] The following takes a four-wheel drive vehicle as an example to analyze the working process of a single corner module A.

[0051] When the vehicle is traveling in a straight line, the steering module 2 is locked, allowing the wheels 6 to maintain the required angle for straight travel. The coil spring 82 is compressed to a balanced position, the shock absorber 8 extends vertically, and the wheel axle 61 is essentially horizontal. The power of the drive motor 4 is input through the input terminal 500 of the differential 5. The first transmission shaft 511 drives the planetary gears 531 to rotate (or revolve) via the planetary gear shafts 512, thereby causing the two differential wheels to rotate. The two differential wheels then drive the corresponding output wheels to rotate. Power is then output simultaneously from both output terminals, driving the two wheels to rotate synchronously, achieving straight-line travel. When the vehicle brakes, the brake reduces the rotation speed of the wheels 6. The braking force between the wheels 6 and the ground is transmitted sequentially through the axle housing 7, the connecting housing 50, the fixing bracket 3, and the mounting bracket 1 to the underbody of the vehicle, causing the entire vehicle to slow down and stop.

[0052] When the vehicle turns, the steering module 2 is unlocked, and the steering motor, through a worm-gear mechanism, drives the rotating portion 22 to rotate an appropriate angle relative to the fixed portion 21. The fixed frame 3, through the shock absorber 8 and the axle housing 7, drives the two wheels 6 to rotate synchronously. The two wheels 6 rotate about the rotational centerline of the rotating portion 22 as the central axis. Multiple corner modules A coordinate steering, thereby achieving steering of the entire vehicle. When the wheels 6 turn, the two wheels 6 on the same corner module A rotate at different speeds. Accordingly, the two output wheels and the two differential wheels rotate at different speeds. The planetary gear 531 connected between the two differential wheels rotates (rotates) around the planetary gear axle 512 to accommodate this speed difference. This means that the differential 5 has an adaptive speed difference function, automatically adjusting the speed difference between the two wheels 6, thereby reducing wear on the wheels 6 and ensuring smooth driving and steering of the corner modules A.

[0053] Figure 3 FIG. 1 is a schematic diagram of the structure of an embodiment of the corner module of the present invention when one side of the wheel bounces. Figure 3As shown, when the right wheel 6 encounters an obstacle such as a speed bump or a rock, the wheel 6 jumps upward, and the axle 61 and axle housing 7 tilt upward synchronously with the wheel 6. During this process, the axle housing 7 rotates relative to the connecting housing 50 of the differential 5, and the sliding surface of the sliding fitting portion 70 slides relative to the mating surface of the connecting housing 50. During this process, the axle 61 drives the first output wheel 541 to rotate relative to the first differential wheel 521. That is, the axle 61 rotates upward a certain angle around the first transmission shaft 511 to achieve the jumping of the wheel 6. During this process, the first differential wheel 521 and the first output wheel 541 remain in meshing connection at all times, ensuring stable power output. Therefore, when the wheel 6 encounters an obstacle, the wheel 6 on the corresponding side can rotate an appropriate angle around the first transmission shaft 511 to overcome the obstacle, maintaining stable power output during this process. During the jumping process of the wheel 6, the damper 81 is shortened and the coil spring 82 is compressed. The damper 81 can effectively consume the jumping energy of the wheel 6, and the coil spring 82 plays a supporting role, thereby achieving a shock absorption effect.

[0054] Since the lower end of the shock absorber 8 in the embodiment of the present invention only suspends the wheel 6 and the axle housing 7, and the drive motor 4 and the differential 5 are both supported by the lower vehicle body, the unsprung mass is small and the corresponding inertia is small. When turning, the wheel 6 can turn more sensitively, and when encountering an obstacle, the shock absorber 8 can more efficiently absorb shock, thereby providing better maneuverability and comfort for the wheel.

[0055] Thus far, the technical solutions of the present invention have been described in conjunction with the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of the present invention is obviously not limited to these specific embodiments. Without departing from the principles of the present invention, those skilled in the art may make equivalent changes or substitutions to the relevant technical features, and the technical solutions after such changes or substitutions will fall within the scope of protection of the present invention.

Claims

1. A corner module, characterized in that: The corner module comprises: Fixed frame; A driving motor, wherein the driving motor is arranged on the fixing frame; Two wheels, the two wheels are distributed on both sides of the fixing frame; A differential, the differential comprising a connecting housing and having an input end and two output ends, the input end being connected to the motor shaft of the drive motor, and each of the output ends being respectively connected to the wheel axle of one of the wheels; Two axle housings, each of which is matched with one of the wheel axles, and one end of each axle housing is connected to the connecting housing, and the other end is connected to the wheel hub of the corresponding wheel; and Two groups of shock absorbers, one end of each group of shock absorbers is connected to the fixing frame, and the other end is connected to the corresponding axle housing; The differential comprises: a first transmission shaft, an end of the first transmission shaft forming the input end; A first differential wheel, the first differential wheel is rotatably mounted on the first transmission shaft; a second differential wheel, the second differential wheel being rotatably mounted on the first transmission shaft; A planetary gear shaft, wherein the planetary gear shaft is fixedly connected to the first transmission shaft; A planetary wheel, which is rotatably sleeved on the planetary wheel shaft and meshedly connected with the first differential wheel and the second differential wheel; a first output wheel, the first output wheel being meshedly connected with the first differential wheel and forming a first output end on the first output wheel; and A second output wheel is meshedly connected with the second differential wheel, and a second output end is formed on the second output wheel.

2. The corner module according to claim 1, characterized in that The first differential wheel and the second differential wheel both include: A first gear plate meshingly connected with the planetary gear; and A second gear plate, wherein the second gear plate is meshedly connected with the corresponding first output wheel or the second output wheel.

3. The corner module according to claim 1, characterized in that The planetary gears include two groups, and the two groups of planetary gears are symmetrically sleeved on the planetary gear shafts and are respectively meshed and connected with the first differential gear and the second differential gear.

4. The corner module according to claim 1, characterized in that The input end is meshingly connected with the motor shaft via a matching bevel gear.

5. The corner module according to claim 4, characterized in that The motor shaft is arranged in a vertical direction.

6. The corner module according to claim 1, characterized in that The shaft housing is sleeved on the wheel shaft in a cylindrical shape, and one end of the shaft housing is slidably connected to the connecting housing, and the other end is rotatably connected to the wheel hub via a bearing.

7. The corner module according to claim 1, characterized in that The shock absorber comprises: a damper, one end of which is connected to the axle housing, and the other end of which is connected to the fixing frame; and A coil spring is sleeved on the damper.

8. The corner module according to claim 1, characterized in that The shock absorber comprises: a damper, one end of which is connected to the axle housing, and the other end of which is connected to the fixing frame; and An air spring, one end of which is connected to the shaft housing, and the other end of which is connected to the fixing frame.

9. The corner module according to claim 1, characterized in that A brake is integrated on the wheel hub.

10. The corner module according to any one of claims 1 to 9, characterized in that The angle module also includes a steering module, and the steering module includes: Fixed part; a steering motor, the steering motor being fixedly connected relatively to the fixing portion; and The rotating part matches the fixed part and is configured to be rotatable relative to the fixed part under the drive of the steering motor, and the fixing frame is connected to the rotating part.

11. The corner module according to claim 10, characterized in that The steering motor is connected to the rotating part through a worm gear mechanism.

12. The corner module according to claim 10, characterized in that The steering module also includes a mounting frame, and the fixing portion is arranged on the mounting frame; one end of the fixing frame is fixedly connected to the rotating portion, and the other end opposite to the fixing frame is connected to the mounting frame and is configured to be driven by the rotating portion to rotate relative to the mounting frame.

13. A vehicle, characterized in that: The vehicle comprises: Lower body; and According to any one of claims 1-12, the corner module is detachably mounted on the lower body.

14. The vehicle according to claim 13, characterized in that At least two groups of corner modules are symmetrically distributed at the rear of the lower vehicle body.

15. The vehicle according to claim 13, characterized in that At least two groups of corner modules are symmetrically distributed on the front part of the lower vehicle body.

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