Corner module structure and vehicle

Abstract

The present invention belongs to the field of vehicle engineering technology and discloses an angle module structure and a vehicle. The angle module structure includes a wheel, a steering assembly and a suspension assembly. The steering assembly is connected to the wheel. The rotation center line of the steering assembly relative to the wheel is L1. The steering assembly can drive the wheel to rotate with L1 as the center line, thereby realizing the functions of lateral driving, oblique driving and in-situ steering of the vehicle. The suspension assembly includes a bracket, a first connecting arm and a second connecting arm. The bracket is installed on the steering assembly. The first connecting arm and the second connecting arm are both used to connect to the vehicle body. The first connecting arm and the second connecting arm are equal in length and parallel to each other to form a parallelogram linkage mechanism, so that the rotation center line L1 is coaxial with the plumb line of the wheel during the up and down jumping process of the wheel, that is, the rotation center line L1 is always perpendicular to the ground through the plumb line of the wheel, thereby ensuring that the grounding point of the wheel remains unchanged and the steering resistance torque remains unchanged when the load remains unchanged.

Description

Technical Field

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

[0002] Cars have become an indispensable means of transportation in our daily lives, and corner modules play a crucial role in the automotive industry. Corner modules, which integrate drive, braking, suspension, and steering functions, can reduce the number of mechanical transmission components, optimize vehicle layout space, and enable each wheel to rotate independently, thus making the vehicle more flexible in steering and maneuverability.

[0003] Currently, a conventional corner module includes a wheel, a suspension structure, a steering mechanism, and a drive motor. The drive motor is mounted on the wheel, the steering mechanism is installed on the underbody of the vehicle, and the suspension structure connects the steering mechanism and the wheel. The springs in the suspension structure act as a buffer. However, in this corner module, when the wheel bounces and turns with the suspension, the spatial envelope formed by the tire is large. Furthermore, the upper and lower control arms used as the degrees of freedom for vertical wheel bounce produce lateral displacement, occupying a large amount of lateral space, resulting in weak lateral stiffness and a constant change in the wheel's contact point.

[0004] Therefore, there is an urgent need for a corner module structure and a vehicle to solve the above problems. Summary of the Invention

[0005] The purpose of the present invention is to provide an angle module structure in which the wheel can rotate 360 ​​degrees with a small motion envelope. At the same time, the ground contact point of the wheel can be kept constant during the up and down bouncing process, the steering resistance torque can be kept constant when the load remains constant, and sufficient vertical, longitudinal and lateral rigidity of the vehicle can be ensured.

[0006] In order to solve the above problems existing in the prior art, the present invention adopts the following technical solutions:

[0007] Corner module structure, including:

[0008] wheel;

[0009] A steering assembly connected to the wheel, wherein the rotation centerline of the steering assembly relative to the wheel is L1, and the steering assembly can drive the wheel to rotate about L1 as the centerline;

[0010] A suspension assembly includes a bracket, a first connecting arm rotatably connected to the bracket, and a second connecting arm rotatably connected to the bracket, the bracket is mounted on the steering assembly, the first connecting arm and the second connecting arm are both used to connect to the vehicle body, along a first direction, the connection position between the first connecting arm and the vehicle body is spaced apart from the connection position between the second connecting arm and the vehicle body, the first connecting arm and the second connecting arm are arranged in parallel and have equal lengths, L1 is arranged parallel to the first direction, and L1 is always coaxial with the plumb line of the wheel.

[0011] Preferably, the second connecting arm includes a first rod body, a second rod body and a connecting member, the connecting member is connected between the first rod body and the second rod body, the first connecting arm is parallel to the first rod body and is located in the same plane along the first direction, the first rod body and the second rod body are parallel and are located in the same plane along the second direction, and the first direction and the second direction are arranged perpendicularly.

[0012] Preferably, the first rod body, the second rod body and the connecting member are integrally provided.

[0013] Preferably, the bracket includes a fixing seat, a first connecting portion protruding from the fixing seat, and a second connecting portion protruding from the first connecting portion. The fixing seat is installed on the steering assembly, and the fixing seat is connected to the first connecting arm. Along the second direction, the first connecting portion and the second connecting portion are spaced apart, the first connecting portion is connected to the first rod body, and the second connecting portion is connected to the second rod body.

[0014] Preferably, the corner module structure further includes a shock absorber, one end of the shock absorber is connected to the second connecting arm, and the other end of the shock absorber is used to be connected to the vehicle body.

[0015] Preferably, the steering assembly includes a steering motor, a rotating shaft and a steering arm. The steering motor is used to drive the rotating shaft to rotate. The rotating shaft is fixedly connected to the steering arm. The steering arm is installed on the wheel. The steering arm can drive the wheel to rotate with L1 as the center line under the action of the steering motor.

[0016] Preferably, the rotation center of the steering arm is coaxially arranged with L1.

[0017] Preferably, the corner module structure also includes a brake assembly and a hub motor, the brake assembly includes a brake disc and a brake caliper, the hub motor is mounted on the wheel and is used to drive the wheel to rotate, the brake disc is fixedly connected to the wheel, the brake caliper is fixedly connected to the steering arm, and the brake caliper can clamp the brake disc to brake the wheel.

[0018] Preferably, the corner module structure further includes a mounting seat and a sensor, wherein the mounting seat is mounted on the steering assembly, and the sensor is arranged on the mounting seat, and the sensor is used to detect the angle of rotation of the wheel with L1 as the center line.

[0019] To achieve the above objectives, the present invention also provides a vehicle comprising the above corner module structure.

[0020] The beneficial effects of the present invention are:

[0021] The present invention provides a corner module structure with a steering assembly positioned above and connected to the wheel. Under the action of the steering assembly, the wheel continuously rotates about the steering assembly's rotational centerline L1, enabling 360-degree rotation, thereby enabling the vehicle to travel laterally, diagonally, and turn in place. This minimizes the motion envelope and is suitable for vehicles with compact dimensions. A bracket is mounted on the steering assembly. A first connecting arm and a second connecting arm each have one end connected to the vehicle body and the other end pivotally connected to the bracket, decoupling the wheel's vertical and steering motions and significantly reducing the wheel's steering motion envelope. The first and second connecting arms are equal in length and parallel to each other, forming a parallelogram linkage. This ensures that the wheel's rotational centerline L1 remains coaxial with the wheel's plumb line during its upward and downward bouncing motion. That is, the rotational centerline L1 always passes through the wheel's plumb line and is perpendicular to the ground. This ensures that the wheel's ground contact point remains constant, maintains the steering resistance torque constant under constant load, and maintains sufficient vertical, longitudinal, and lateral rigidity.

[0022] The vehicle provided by the present invention includes the above-mentioned corner module structure, which is installed on the vehicle. During the up and down bouncing of the wheel, the ground contact point and the steering resistance torque remain unchanged. At the same time, the wheel can rotate 360 ​​degrees around the rotation center line L1, thereby realizing the vehicle's lateral, oblique, and on-the-spot steering functions. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 The structure of the corner module structure in the embodiment of the present invention is shown as follows: Figure 1 ;

[0024] Figure 2 The structure of the corner module structure in the embodiment of the present invention is shown as follows: Figure 2 ;

[0025] Figure 3 2 is a schematic structural diagram of the first connecting arm in an embodiment of the present invention;

[0026] Figure 4 2 is a schematic structural diagram of the second connecting arm in an embodiment of the present invention;

[0027] Figure 5Schematic diagram of the structure of the bracket in an embodiment of the present invention;

[0028] Figure 6 Schematic diagram of the structure of the shock absorber in an embodiment of the present invention.

[0029] Reference numerals:

[0030] 1. Wheels;

[0031] 2. Steering assembly; 21. Steering motor; 22. Steering arm;

[0032] 3. Suspension assembly; 31. Bracket; 311. Fixing seat; 312. First connecting portion; 313. Second connecting portion; 32. First connecting arm; 33. Second connecting arm; 331. First rod; 332. Second rod; 333. Connecting piece;

[0033] 4. Shock absorber;

[0034] 5. Brake assembly; 51. Brake disc; 52. Brake caliper;

[0035] 6. Mounting seat;

[0036] 7. Sensor. DETAILED DESCRIPTION

[0037] The present invention will be further described in detail below with reference to the accompanying drawings and examples. It will be understood that the specific embodiments described herein are intended only to illustrate the present invention and are not intended to limit the present invention. It should also be noted that, for ease of description, the accompanying drawings only illustrate portions relevant to the present invention, not all structures.

[0038] In the description of the present invention, unless otherwise expressly specified or limited, the terms "connected," "connected," and "fixed" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention in specific circumstances.

[0039] In the present invention, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Furthermore, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0040] In the description of this embodiment, terms such as "upper," "lower," "left," and "right" are used to refer to positions or locations based on those shown in the accompanying drawings. These terms are intended solely to facilitate description and simplify operation, and are not intended to indicate or imply that the devices or components referred to 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 solely for descriptive purposes and have no special meaning.

[0041] An existing corner module includes a wheel, a suspension structure, a steering structure, and a drive motor. The drive motor is mounted on the wheel, the steering structure is mounted on the underbody of the vehicle, and the suspension structure connects the steering structure and the wheel. The springs in the suspension structure act as a buffer. However, in this corner module, when the wheel bounces and turns with the suspension, the spatial envelope formed by the tire is large. Furthermore, the upper and lower swing arms used as the degrees of freedom for the wheel's vertical bounce produce lateral displacement, occupying a large amount of lateral space, resulting in weak lateral stiffness and a constant change in the wheel's contact point. In contrast, the corner module structure provided in this embodiment allows the wheel to rotate 360 ​​degrees with a small motion envelope. Furthermore, the wheel's contact point remains constant during up and down bouncing, maintaining a constant steering resistance torque under constant load conditions, and ensuring sufficient vertical, longitudinal, and lateral rigidity for the vehicle.

[0042] like Figures 1-6As shown, in this embodiment, a corner module structure includes a wheel 1, a steering assembly 2, and a suspension assembly 3. The steering assembly 2 is connected to the wheel 1, and the rotational centerline of the steering assembly 2 relative to the wheel 1 is L1. The steering assembly 2 can drive the wheel 1 to rotate about L1. The suspension assembly 3 includes a bracket 31, a first connecting arm 32 rotatably connected to the bracket 31, and a second connecting arm 33 rotatably connected to the bracket 31. The bracket 31 is mounted on the steering assembly 2. The first connecting arm 32 and the second connecting arm 33 are both used to connect to the vehicle body. Along a first direction, the connection point between the first connecting arm 32 and the vehicle body is spaced apart from the connection point between the second connecting arm 33 and the vehicle body. The first connecting arm 32 and the second connecting arm 33 are arranged parallel to each other and have equal lengths. L1 is arranged parallel to the first direction, and L1 is always coaxial with the plumb line of the wheel 1. Specifically, the first direction is the AB direction, the wheel 1 is used to drive the car on the road, the plumb line of the wheel 1 is perpendicular to the ground, the steering assembly 2 is arranged above the wheel 1, and the wheel 1 continuously rotates around the rotation center line L1 of the steering assembly 2 under the action of the steering assembly 2, that is, the wheel 1 can rotate 360 ​​degrees, thereby realizing the functions of lateral driving, oblique driving, and on-the-spot turning of the car. The motion envelope is small, which is suitable for models with small size and space. Bracket 31 is fixed to steering assembly 2. One end of a first connecting arm 32 and a second connecting arm 33 are both connected to the vehicle body via a pin, and the other end is rotationally connected to bracket 31 via a pin. This decouples the vertical movement of wheel 1 from its steering motion, significantly reducing the steering motion envelope of wheel 1. The first connecting arm 32 and the second connecting arm 33 are of equal length and parallel to each other, forming a parallelogram linkage. This ensures that the rotation centerline L1 of wheel 1 is always coaxial with the vertical line of wheel 1 during its up and down bouncing. That is, the rotation centerline L1 always passes through the vertical line of wheel 1 and is perpendicular to the ground. This ensures that the ground contact point of wheel 1 remains unchanged, the steering resistance torque remains unchanged under constant load, and sufficient vertical, longitudinal, and lateral rigidity is maintained for the vehicle. In addition to the embodiment in which suspension assembly 3 is mounted on one side of wheel 1 along the fore-aft direction of the vehicle body, in other embodiments, suspension assembly 3 can be mounted on one side of wheel 1 along the left-right direction of the vehicle body, i.e., mounted transversely or diagonally on one side of wheel 1.

[0043] Further, continue to refer to Figures 1-6The second connecting arm 33 includes a first rod 331, a second rod 332, and a connecting member 333. The connecting member 333 is connected between the first rod 331 and the second rod 332. The first connecting arm 32 is parallel to the first rod 331 and lies in the same plane along the first direction. The first rod 331 and the second rod 332 are parallel to each other and lie in the same plane along the second direction. The first and second directions are perpendicular. Specifically, the second direction is the CD direction. The first rod 331, the second rod 332, and the first connecting arm 32 are parallel to each other, and the lengths of the first rod 331, the second rod 332, and the first connecting arm 32 are all equal. This forms a parallelogram linkage mechanism in the suspension assembly 3, ensuring that the ground contact point of the wheel 1 remains unchanged during up and down bouncing, and that the steering resistance torque remains unchanged under certain operating conditions.

[0044] Further, continue to refer to Figures 1-6 The first rod body 331, the second rod body 332 and the connecting member 333 are integrally arranged to ensure the structural strength of the second connecting arm 33, which can well cooperate with the elastic expansion and contraction of the shock absorber 4 and will not be broken or damaged due to the shaking of the wheel 1.

[0045] Further, continue to refer to Figures 1-6 The bracket 31 includes a fixing seat 311, a first connecting portion 312 protruding from the fixing seat 311, and a second connecting portion 313 protruding from the first connecting portion 312. The fixing seat 311 is installed on the steering assembly 2, and the fixing seat 311 is connected to the first connecting arm 32. Along the second direction, the first connecting portion 312 and the second connecting portion 313 are spaced apart. The first connecting portion 312 is connected to the first rod body 331, and the second connecting portion 313 is connected to the second rod body 332. Specifically, the steering arm 22 is fixedly passed through the connecting hole of the fixing seat 311, and a first mounting hole is provided on one side of the fixing seat 311. One end of the first connecting arm 32 is passed through the first mounting hole through a pin shaft and is connected to the fixing seat 311. The first connecting part 312 and the second connecting part 313 are respectively provided with a second mounting hole and a third mounting hole. The first rod body 331 and the second rod body 332 are respectively passed through the second mounting hole and the third mounting hole through a pin shaft and are connected to the first connecting part 312 and the second connecting part 313. At the same time, the first connecting arm 32, the first rod body 331 and the second rod body 332 always remain parallel to each other to form a parallelogram linkage mechanism, ensuring that the grounding point of the wheel 1 remains unchanged and the steering resistance torque remains unchanged when the load remains unchanged.

[0046] Further, continue to refer to Figures 1-6The corner module structure also includes a shock absorber 4, one end of which is connected to the second connecting arm 33, and the other end of which is connected to the vehicle body. Specifically, the shock absorber 4 is made of an elastic material and is used to suppress the vibration caused by the spring rebounding after absorbing shock, as well as impact from the ground, to improve the vehicle's driving smoothness. When driving over uneven roads, although the shock absorber 4 can filter out road vibrations, it also has its own reciprocating motion to suppress the spring's jumping. When the axle and frame are close to each other, the damping force of the shock absorber 4 is relatively low, so that the elastic effect of the elastic element can be fully utilized. When the axle and frame are moving away from each other, the damping force of the shock absorber 4 is relatively high, and the vibration is quickly reduced.

[0047] Further, continue to refer to Figures 1-6 The steering assembly 2 includes a steering motor 21, a rotating shaft, and a steering arm 22. The steering motor 21 is used to drive the rotating shaft to rotate. The rotating shaft is fixedly connected to the steering arm 22. The steering arm 22 is mounted on the wheel 1. Under the action of the steering motor 21, the steering arm 22 can drive the wheel 1 to rotate about the centerline L1. Specifically, the steering motor 21 is fixed to the reduction gearbox by bolts. The worm gear and worm are arranged in the reduction gearbox. The reduction gearbox is fixedly mounted on the fixing seat 311 by bolts. The output shaft of the steering motor 21 is connected to the worm gear by a key. The rotating end of the steering arm 22 is fixedly mounted to the worm gear by a key. The fixed end of the steering arm 22 is mounted on the wheel. The rotation center of the steering arm 22 is coaxial with L1. The steering motor 21 drives the worm gear to rotate. The worm gear is connected to the worm gear, and the worm gear drives the steering arm 22 to rotate continuously, thereby enabling the wheel 1 to rotate 360 ​​degrees about the rotation centerline L1, realizing the vehicle's lateral, oblique, and on-the-spot steering.

[0048] Further, continue to refer to Figures 1-6 The corner module structure also includes a brake assembly 5 and an in-wheel motor. The brake assembly 5 includes a brake disc 51 and a brake caliper 52. The in-wheel motor is mounted on the wheel 1 and is used to drive the wheel 1 to rotate. The brake disc 51 is fixedly connected to the wheel 1, and the brake caliper 52 is fixedly connected to the steering arm 22. The brake caliper 52 can clamp the brake disc 51 to brake the wheel 1. The in-wheel motor provides driving force for the wheel 1, driving the wheel 1 forward or backward. When the brake caliper 52 clamps the brake disc 51 mounted on the wheel 1, the wheel 1 stops rotating. When the brake caliper 52 releases the brake disc 51, the wheel 1 continues rotating.

[0049] Further, continue to refer to Figures 1-6The angle module structure also includes a mounting base 6 and a sensor 7. The mounting base 6 is mounted on the steering assembly 2. The sensor 7 is disposed on the mounting base 6. The sensor 7 is used to detect the angle of rotation of the wheel 1 about the centerline L1. Specifically, the mounting base 6 is fixed to the reduction gearbox via bolts. The sensor 7 is configured as an angle sensor and is bolted to the mounting base 6. The sensor 7 measures the rotation angle of the rotating shaft in real time and transmits the information wirelessly to a computer terminal via Bluetooth or other wireless means, ultimately displaying the change in the rotation angle in real time. Optionally, the sensor and the computer terminal may be connected via a wired electrical connection for transmission.

[0050] This embodiment also provides a vehicle, including the above-mentioned corner module structure, which relates to the field of vehicle engineering technology. The corner module structure is installed on the vehicle, and the ground contact point and steering resistance torque remain unchanged during the up and down bouncing of the wheel 1. At the same time, the wheel 1 can be rotated 360 degrees around the rotation center line L1, thereby realizing the vehicle's lateral, oblique, and on-the-spot steering driving functions.

[0051] Obviously, the above embodiments of the present invention are merely examples for the purpose of clearly illustrating the present invention and are not intended to limit the embodiments of the present invention. A person skilled in the art would be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is not necessary and impossible to enumerate all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the claims of the present invention.

Claims

1. Corner module structure, characterized in that, include: Wheel (1); A steering assembly (2) is connected to the wheel (1), wherein the rotation center line of the steering assembly (2) relative to the wheel (1) is L1, and the steering assembly (2) can drive the wheel (1) to rotate with L1 as the center line; A suspension assembly (3) comprising a bracket (31), a first connecting arm (32) rotatably connected to the bracket (31), and a second connecting arm (33) rotatably connected to the bracket (31), wherein the bracket (31) is mounted on the steering assembly (2), the first connecting arm (32) and the second connecting arm (33) are both used to connect to a vehicle body, and along a first direction, a connection position between the first connecting arm (32) and the vehicle body and a connection position between the second connecting arm (33) and the vehicle body are spaced apart, the first connecting arm (32) and the second connecting arm (33) are arranged in parallel and have the same length, L1 is arranged in parallel with the first direction, and L1 is always coaxial with a plumb line of the wheel (1); The bracket (31) comprises a fixing seat (311), a first connecting portion (312) protruding from the fixing seat (311), and a second connecting portion (313) protruding from the first connecting portion (312); the fixing seat (311) is mounted on the steering assembly (2), and the fixing seat (311) is connected to the first connecting arm (32); along the second direction, the first connecting portion (312) and the second connecting portion (313) are spaced apart; A shock absorber (4), one end of the shock absorber (4) is connected to the second connecting arm (33), and the other end of the shock absorber (4) is used to be connected to the vehicle body.

2. The corner module structure according to claim 1, characterized in that: The second connecting arm (33) comprises a first rod (331), a second rod (332) and a connecting piece (333); the connecting piece (333) is connected between the first rod (331) and the second rod (332); the first connecting arm (32) is parallel to the first rod (331) and is located in the same plane along the first direction; the first rod (331) and the second rod (332) are parallel to each other and are located in the same plane along the second direction; the first direction and the second direction are arranged perpendicularly.

3. The corner module structure according to claim 2, characterized in that: The first rod body (331), the second rod body (332) and the connecting member (333) are integrally arranged.

4. The corner module structure according to claim 2, characterized in that: The first connecting portion (312) is connected to the first rod (331), and the second connecting portion (313) is connected to the second rod (332).

5. The corner module structure according to claim 1, characterized in that: The steering assembly (2) comprises a steering motor (21), a rotating shaft and a steering arm (22); the steering motor (21) is used to drive the rotating shaft to rotate; the rotating shaft is fixedly connected to the steering arm (22); the steering arm (22) is mounted on the wheel (1); and the steering arm (22) can drive the wheel (1) to rotate with L1 as the center line under the action of the steering motor (21).

6. The corner module structure according to claim 5, characterized in that: The rotation center of the steering arm (22) is coaxially arranged with L1.

7. The corner module structure according to claim 5, characterized in that: The corner module structure further comprises a brake assembly (5) and a wheel hub motor, wherein the brake assembly (5) comprises a brake disc (51) and a brake caliper (52), wherein the wheel hub motor is mounted on the wheel (1) and is used to drive the wheel (1) to rotate, wherein the brake disc (51) is fixedly connected to the wheel (1), and the brake caliper (52) is fixedly connected to the steering arm (22), and wherein the brake caliper (52) is capable of clamping the brake disc (51) to brake the wheel (1).

8. The corner module structure according to claim 1, characterized in that: The corner module structure further comprises a mounting seat (6) and a sensor (7), wherein the mounting seat (6) is mounted on the steering assembly (2), and the sensor (7) is arranged on the mounting seat (6), and the sensor (7) is used to detect the angle at which the wheel (1) rotates with L1 as the center line.

9. A vehicle, characterized in that The invention comprises the corner module structure according to any one of claims 1 to 8.

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