Turning module device for a vehicle

Abstract

The present invention provides a vehicle turning module device, which can include a driving unit installed in a wheel and providing a driving force to the wheel; a first knuckle coupled to the driving unit; a second knuckle spaced apart from the first knuckle in a width direction of a vehicle and arranged to face each other; a suspension unit connected to the second knuckle and supporting the second knuckle with respect to a vehicle body; a steering driving unit installed in the second knuckle to generate a steering force; and a steering angle adjusting unit connected to the first knuckle and adjusting a steering angle of the wheel in cooperation with the steering force generated from the steering driving unit. The vehicle turning module device can reduce a kingpin offset value and improve driving and braking stability of the vehicle by preventing the kingpin shaft and the suspension shaft from being excessively separated from the wheel by means of the first knuckle and the second knuckle, respectively.

Description

TECHNICAL FIELD

[0001] Exemplary embodiments of the present disclosure relate to a turning module device for a vehicle, and more particularly, to a turning module device in which a drive, a brake, a steering, and a suspension system are integrated. BACKGROUND

[0002] Generally, an electric vehicle is an eco-friendly vehicle that does not emit exhaust gas, and is equipped with a high-voltage battery that supplies energy for driving, a drive motor that generates a rotational force from the power output from the high-voltage battery, and the rotational power of the motor is transmitted to the wheels through a drive shaft.

[0003] In recent years, an in-wheel motor vehicle has received attention, which reduces the weight of the vehicle by eliminating intermediate power transmission devices such as a reducer and a differential gear, and considers the advantage of reducing energy loss in the power transmission process, and since the motor is directly installed in the wheel, the power of the motor is directly transmitted to the wheel. In addition, not only the drive system, but also the brake, the steering, and the suspension system are actively developed.

[0004] The related art of the present disclosure is disclosed in Korean Patent Application No. 10-2019-0041855 (published on April 23, 2019, and entitled "STEERING SYSTEM FOR IN-WHEEL MOTOR VEHICLE"). SUMMARY

[0005] The summary is provided to introduce selected concepts in a simplified form, which will be further described below in the detailed description. This summary is not intended to identify key or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.

[0006] An object of the present disclosure is to provide a turning module device for a vehicle that can independently control the operation of each wheel.

[0007] In addition, an object of the present disclosure is to provide a turning module device for a vehicle that can ensure driving stability without a tie rod.

[0008] In addition, an object of the present disclosure is to provide a turning module device for a vehicle that can adjust wheel alignment.

[0009] In one embodiment, a turning module apparatus for a vehicle according to the present disclosure includes a driving unit installed within a wheel and providing a driving force to the wheel; a first knuckle combined with the driving unit; a second knuckle spaced apart from the first knuckle in a width direction of the vehicle; a suspension unit connected to the second knuckle and supporting the second knuckle with respect to a vehicle body; a steering driving unit installed in the second knuckle to generate a steering force; and a steering angle adjustment unit connected to the first knuckle and adjusting a steering angle of the wheel in cooperation with the steering force generated by the steering driving unit.

[0010] Further, the second knuckle includes a knuckle body arranged to face the first knuckle and provided with an accommodation unit into which the steering driving unit is inserted; a mounting unit extending from one side of the knuckle body and supporting the steering angle adjustment unit; a first connection unit extending from the mounting unit and connected to the suspension unit; and a second connection unit extending from the other side of the knuckle body and connected to the suspension unit.

[0011] Further, the knuckle body is arranged to be inclined with respect to the ground.

[0012] Further, the accommodation unit penetrates the knuckle body in the width direction of the vehicle.

[0013] The first connection unit and the second connection unit are arranged to be spaced apart from each other in a direction perpendicular to the ground.

[0014] Further, the steering angle adjustment unit includes a reduction unit configured to be connected with the second knuckle and to reduce a rotational speed of the steering driving unit so as to increase the steering force generated from the steering driving unit, and a joint unit changing the steering angle of the wheel by transmitting the steering force from the reduction unit to the first knuckle.

[0015] Further, the reduction unit includes a first transmission gear rotating together with an input shaft of the steering driving unit, a second transmission gear meshing with the first transmission gear and rotating together with the rotation of the first transmission gear, and a third transmission gear meshing with the second transmission gear and rotating an output shaft together with the rotation of the second transmission gear.

[0016] The first transmission gear is formed in a shape of a worm shaft having a worm thread on an outer circumferential surface of the worm shaft.

[0017] Further, the joint unit includes a first joint extending from the output shaft and connected to one side of the first knuckle, and a second joint extending from the second knuckle, spaced apart from the first joint, and connected to the other side of the first knuckle.

[0018] The first joint and the second joint are arranged to be inclined at a predetermined angle with respect to the ground.

[0019] The first joint and the second joint are constant velocity joints.

[0020] Further, the suspension unit includes a suspension arm provided between the second knuckle and the vehicle body to support the second knuckle, and a shock absorber connected to the suspension arm and absorbing an impact transmitted from a road surface.

[0021] Further, the suspension arm includes a first arm having one end rotatably connected to the first connection unit and the other end rotatably connected to the vehicle body, and a second arm spaced apart from the first arm, having one end rotatably connected to the second connection unit and the other end rotatably connected to the vehicle body.

[0022] Further, a turning module apparatus for a vehicle according to the present disclosure includes a driving unit installed within a wheel and providing a driving force to the wheel, a first knuckle coupled to the driving unit, a second knuckle spaced apart from the first knuckle to face the first knuckle in a width direction of a vehicle and rotatably supporting the first knuckle, a suspension arm connecting the second knuckle and a vehicle body and supporting the second knuckle with respect to the vehicle body, a joint arm connecting the first knuckle and the second knuckle to each other, and an angle adjustment unit provided between the second knuckle and the joint arm and adjusting a relative angle between the first knuckle and the second knuckle by axially rotating the joint arm in the width direction of the vehicle.

[0023] The joint arm can include a ball joint rotatably engaged to the first knuckle, a fastener fastened to the second knuckle, and a connection member connected between the ball joint and the fastener.

[0024] A first fastening hole passing through an outer surface of the fastener and a first slot hole are formed in the joint arm.

[0025] A second fastening hole corresponding to the first fastening hole and a second slot hole corresponding to the first slot hole are formed in the second knuckle.

[0026] The first slot hole and the second slot hole are formed in a longitudinal hole shape in a width direction of the vehicle.

[0027] The angle adjustment unit can include a cam bolt, a washer eccentrically coupled to an outer peripheral surface of a bolt shaft of the cam bolt, and the first slot hole and the second slot hole passing through the bolt shaft, and a guide unit formed on an outer surface of the second knuckle and guiding the washer in a manner of eccentrically rotating the cam bolt.

[0028] The angle adjustment unit can further include an adjustment member fastening the second knuckle and the fastener to each other through the first fastening hole and the second fastening hole.

[0029] The turning module apparatus for a vehicle according to the disclosure can reduce a kingpin offset value and improve driving and braking stability of the vehicle by preventing the kingpin shaft and the suspension shaft from being excessively separated from the wheel, respectively, by means of the first knuckle and the second knuckle, respectively.

[0030] Further, the turning module apparatus for a vehicle according to the disclosure can secure a degree of freedom in designing a PBV vehicle because a steering driving unit and a steering angle adjustment unit are combined by the second knuckle and are supported.

[0031] Further, the turning module apparatus for a vehicle according to the disclosure can adjust a tilt angle of a kingpin axis by axially rotating a joint arm connecting lower end portions of the first knuckle and the second knuckle in a width direction of the vehicle, thereby adjusting wheel alignment of the kingpin axis and the suspension axis.

[0032] Further, the turning module apparatus according to the disclosure can easily replace parts and correct wheel alignment according to an increased mileage, maintain vehicle characteristics and driving performance, reduce tire wear, reduce handlebar manipulation, and increase handlebar elasticity.

[0033] Further, the turning module apparatus according to the disclosure can reduce a vehicle weight and a cost by reducing a number of parts compared to an existing vehicle, increase a vehicle turning angle and reduce a turning radius by a dual-axis wheel axle suspension structure, and increase driving stability by a Revo-Knuckle suspension structure. BRIEF DESCRIPTION OF DRAWINGS

[0034] Figure 1 is a perspective view schematically showing a configuration of a vehicle turning module device according to a first embodiment of the present disclosure.

[0035] Figure 2 is a side view schematically showing a configuration of a vehicle turning module device according to the first embodiment of the present disclosure.

[0036] Figure 3 is an exploded perspective view schematically showing a configuration of a vehicle turning module device according to the first embodiment of the present disclosure.

[0037] Figure 4 is a perspective view schematically showing a configuration of a second knuckle unit according to the first embodiment of the present disclosure.

[0038] Figure 5 is a perspective view schematically showing a configuration of a steering drive unit and a steering angle adjustment unit according to the first embodiment of the present disclosure.

[0039] Figure 6 is a sectional view schematically showing a configuration of the steering drive unit and the steering angle adjustment unit according to the first embodiment of the present disclosure.

[0040] Figure 7 is an enlarged view schematically showing a configuration of a first joint according to the first embodiment of the present disclosure.

[0041] Figure 8 is an enlarged view schematically showing a configuration of a second joint according to the first embodiment of the present disclosure.

[0042] Figure 9 is a perspective view schematically showing a configuration of a vehicle turning module device according to a second embodiment of the present disclosure.

[0043] Figure 10 is a front view schematically showing a configuration of the vehicle turning module device according to the second embodiment of the present disclosure.

[0044] Figure 11 is an exploded perspective view schematically showing a configuration of the vehicle turning module device according to the second embodiment of the present disclosure.

[0045] Figure 12 is an exploded perspective view showing an angle adjustment unit in the vehicle turning module device according to the second embodiment of the present disclosure.

[0046] Figure 13 is a view showing a state in which the vehicle turning module device according to the second embodiment of the present disclosure is operated as a zero-camber setting.

[0047] Figure 14 is a view showing a state in which the vehicle turning module device according to the second embodiment of the present disclosure is operated as a negative camber angle setting.

[0048] Figure 15 is a view showing a state in which the vehicle turning module device according to the second embodiment of the present disclosure is operated as a positive camber angle setting. DETAILED DESCRIPTION

[0049] The following detailed description is presented to enable any person skilled in the art to which the present application pertains to completely understand and appreciate the method, apparatus and / or system described herein. It will be apparent to those skilled in the art that various changes, modifications, and equivalents of the method, apparatus and / or system described herein can be made without departing from the scope of the present application. For example, the order of operations described herein is merely an example, and is not limited to the order of operations set forth herein, but can be obviously changed after understanding the disclosure of the present application, except for operations that must be performed in a certain order.

[0050] The features described herein can be embodied in different forms, and should not be construed as being limited to the examples described herein. Rather, the examples described herein are merely some of the many ways in which the method, apparatus and / or system described herein can be implemented, which will be apparent to those skilled in the art after understanding the disclosure of the present application.

[0051] Advantages and features of the present disclosure and methods for accomplishing the same can be understood with reference to the following detailed description taken in conjunction with the accompanying drawings, which are meant to illustrate and not to limit the present disclosure. Figure 1 The embodiments of the present disclosure are provided to enable the present disclosure to be completely disclosed and to fully convey the scope of the present disclosure to those skilled in the art. The present disclosure will be defined only by the scope of the claims. Meanwhile, the terms used in the specification are used to explain the embodiments, and are not used to limit the present disclosure.

[0052] Terms such as first, second, A, B, (a), (b), etc. can be used herein to describe components. Each of these terms is not intended to define the nature, order or sequence of the corresponding components, but only to distinguish the corresponding components from other components. For example, a first component can be referred to as a second component, and similarly, a second component can be referred to as a first component.

[0053] Throughout the specification, when a component is described as "connected to" or "coupled to" another component, it can be directly connected to or coupled to the other component, or one or more other components can be interposed therebetween. In contrast, when an element is described as being "directly connected to" or "directly coupled to" another element, no other elements are interposed therebetween.

[0054] The singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises," "comprising," "includes," and / or "including," when used herein, specify the presence of stated features, integers, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof.

[0055] Figure 1 FIG. 1 is a perspective view schematically illustrating a configuration of a vehicle turning module apparatus according to a first embodiment of the present disclosure, Figure 2 FIG. 2 is a side view schematically illustrating the configuration of the vehicle turning module apparatus according to the first embodiment of the present disclosure, and Figure 3 FIG. 3 is an exploded perspective view schematically illustrating the configuration of the vehicle turning module apparatus according to the first embodiment of the present disclosure.

[0056] Referring to Figure 1 and Figure 2 , the vehicle turning module apparatus 1 according to the present disclosure includes a driving unit 100, a braking unit 200, a first knuckle 310, a second knuckle 320, a suspension unit 400, a steering driving unit 500, and a steering angle adjusting unit 600.

[0057] The driving unit 100 is installed within a wheel 2 of a vehicle, and rotates the wheel 2 by providing a driving force to the wheel 2. The driving unit 100 is installed on each wheel 2 of the vehicle to individually provide a driving force to a plurality of wheels 2. The driving unit 100 according to the present disclosure can include a stator fixed within the wheel 2, which forms a magnetic field by receiving electric power from a battery of the vehicle, and a rotor installed to rotate within the wheel 2, and which rotates the wheel 2 by electromagnetic interaction with the stator. The central axes of the stator and the rotor can be located on the same line as the central axis of the wheel 2, and can be arranged to be concentrically stacked within the wheel 2.

[0058] The braking unit 200 is installed within the wheel 2, and interferes with the rotation of the wheel 2 to apply or release a braking force.

[0059] The braking unit 200 according to the present disclosure includes a brake disc 210 and a brake caliper 220.

[0060] The brake disc 210 is connected to the wheel 2 or the driving unit 100 and rotates in conjunction with the rotation of the wheel 2. The brake disc 210 according to the present disclosure is formed in a shape of a disc and is installed within the wheel 2. The brake disc 210 is arranged so that a central axis thereof is aligned with a central axis of the wheel 2. The brake disc 210 can be integrally connected with a rotor of the driving unit 100 or the wheel 2 by a bolt connection or the like. Accordingly, when the wheel 2 rotates, the brake disc 210 can rotate around the central axis together with the wheel 2. The diameter of the brake disc 210 can be variously changed in design according to the diameter of the wheel 2 and the size of the driving unit 100.

[0061] The brake caliper 220 applies a braking force by pressing the brake disc 210 when braking the vehicle. The brake caliper 220 according to the present disclosure can include a brake pad arranged to face the brake disc 210, a caliper housing coupled to the first knuckle 310 to be described later for movably supporting the brake pad, and a piston installed to move forward and backward in the caliper housing and press or release the brake pad toward the brake disc 210 according to the moving direction.

[0062] The first knuckle 310 is combined with the driving unit 100 and serves as a configuration for forming a kingpin shaft, which is a central axis of steering, by providing a mechanical connection with the wheel 2 of the steering angle adjustment unit 600 to be described later. The first knuckle 310 according to the present disclosure can be combined and supported by the stator of the driving unit 100 by a bolt connection or the like. The first knuckle 310 can rotatably support the rotor of the driving unit 100 by a wheel bearing or the like. The first knuckle 310 can be manufactured by forming a metal-based material using casting or the like to secure sufficient rigidity. The specific shape of the first knuckle 310 is not limited to the shape shown in Figure 1 and Figure 2 the shape shown in the drawings, and is combined with the driving unit 100 to make various design changes within the technical idea of a shape that can be arranged to face the inner surface of the wheel 2.

[0063] The second knuckle 320 is spaced apart from the first knuckle 310 and supports the steering driving unit 500 and the steering angle adjustment unit 600, which will be described later, while providing a mechanical connection with the body of the suspension unit 400. To this end, the second knuckle 320 serves as a configuration for forming a suspension shaft that moves up and down when the wheel 2 jounces and rebounds. The second knuckle 320 is arranged to face the first knuckle 310 at a predetermined interval in the width direction of the vehicle. Accordingly, the first knuckle 310 and the second knuckle 320 separate the kingpin shaft formed in the first knuckle 310 and the suspension shaft formed in the second knuckle 320 from each other in the width direction of the vehicle by arranging the kingpin shaft close to the wheel 2, thereby reducing the offset value of the kingpin and improving the driving and braking stability of the vehicle.

[0064] Figure 4 FIG. 2 is a perspective view schematically illustrating a configuration of a second knuckle according to a first embodiment of the disclosure.

[0065] Referring to Figure 4 The second knuckle 320 according to the disclosure includes a knuckle body 321, a mounting unit 322, a first connecting unit 323, and a second connecting unit 324.

[0066] The knuckle body 321 forms a central appearance of the second knuckle 320, and completely supports the mounting unit 322, the first connecting unit 323, and the second connecting unit 324. The knuckle body 321 according to the disclosure can be provided with a hole-shaped accommodation unit 321a penetrating the knuckle body 321 in the width direction of the vehicle. Accordingly, the knuckle body 321 can be formed to have a shape of a substantially hollow square frame. The steering driving unit 500 is inserted into the accommodation unit 321a, and the knuckle body 321 is combined with the steering driving unit 500 inserted into the accommodation unit 321a to support the steering driving unit 500 by welding and bolting. The knuckle body 321 can be disposed to be inclined at a predetermined angle with respect to the ground, so that the output shaft 614 of the steering angle adjustment unit 600 is arranged in parallel with the king pin shaft.

[0067] The mounting unit 322 extends from one side of the knuckle body 321 to form an appearance of one side of the second knuckle 320. The mounting unit 322 is combined with the steering angle adjustment unit 600 to support the steering angle adjustment unit 600. The mounting unit 322 according to the disclosure extends from an upper end of the knuckle body 321 toward the wheel 2. A lower side surface of the mounting unit 322 is formed so that an upper side surface of the reduction unit 610 in the steering angle adjustment unit 600 can be seated. In a state in which the upper side surface of the reduction unit 610 is seated on the lower side surface of the mounting unit 322, since the mounting unit 322 is integrally coupled with the reduction unit 610, the mounting unit 322 supports the steering angle adjustment unit 600 by bolting or the like.

[0068] The first connecting unit 323 extends from the mounting unit 322, and is connected with the first arm 411 provided in the suspension unit 400. The first connecting unit 323 according to the disclosure can be formed to have a shape of a ring protruding upward from an upper side surface of the mounting unit 322. The first connecting unit 323 can be connected to one end of the first arm 411 provided in the suspension unit 400 through a bush, a ball joint, a pin, or the like. The first connecting unit 323 rotatably supports one end of the first arm 411 to serve as an upper reference point of a suspension shaft that moves up and down when the wheel 2 jounces and rebounds.

[0069] The second connecting unit 324 extends from the other side of the knuckle body 321 to form the other side appearance of the second knuckle 320. The second connecting unit 324 is connected with the second arm 412 provided in the suspension unit 400. The second connecting unit 324 according to the present disclosure can be formed in a shape having a pair of bars extending downward from the lower end of the knuckle body 321. The second connecting unit 324 can be connected to one end of the second arm 412 provided in the suspension unit 400 through a bush, a ball joint, a pin, or the like. The second connecting unit 324 rotatably supports one end of the second arm 412 to serve as a lower reference point of a suspension shaft that moves up and down when the wheel 2 jounces and rebounds.

[0070] The first connecting unit 323 and the second connecting unit 324 are arranged to be spaced apart from each other in a direction perpendicular to the ground. Accordingly, the first connecting unit 323 and the second connecting unit 324 can arrange the direction of the suspension shaft to be parallel to the movement direction of the jounce and rebound of the wheel 2.

[0071] The suspension unit 400 is connected to the second knuckle 320 and supports the second knuckle 320 with respect to the vehicle body. The suspension unit 400 is provided to absorb an impact transmitted from the road surface through the wheel 2 when the vehicle travels. In this context, the vehicle body can be exemplified as a chassis frame such as a sub frame (not shown) mounted under the vehicle.

[0072] The suspension unit 400 according to the present disclosure includes a suspension arm 410 and a shock absorber 420.

[0073] The suspension arm 410 is provided between the second knuckle 320 and the vehicle body to support the second knuckle 320. More specifically, the suspension arm 410 connects the wheel 2 to the vehicle body through the second knuckle 320, absorbs a load applied from the wheel 2 during driving of the vehicle through its own rigidity, and controls the movement of the wheel 2.

[0074] The suspension arm 410 according to the present disclosure can include a first arm 411 and a second arm 412.

[0075] The first arm 411 and the second arm 412 are arranged to face each other while being spaced apart in the vertical direction. One end of the first arm 411 is rotatably connected to the first connecting unit 323, and the other end thereof is rotatably connected to the vehicle body. The second arm 412 is rotatably connected to the second connecting unit 324, and the other end thereof is rotatably connected to the vehicle body. In this case, both ends of the first arm 411 and the second arm 412 can be rotatably supported on the first connecting unit 323 and the vehicle body or on the second connecting unit 324 and the vehicle body, respectively, through a bush, a ball joint, a pin, or the like. The first arm 411 and the second arm 412 can be formed to have a shape of a double wishbone. Accordingly, the first arm 411 and the second arm 412 can be capable of setting a negative camber angle of the wheel 2, thereby improving the turning performance of the vehicle and enabling a low phase setting to lower the height.

[0076] The shock absorber 420 is connected to the suspension arm 410 and is largely disposed in the longitudinal direction to absorb an impact or a vibration transmitted from a road surface to the vehicle body through the wheel 2. The shock absorber 420 according to the disclosure includes a cylinder 421, a rod 422, and an elastic body 423.

[0077] The cylinder 421 extends in the vertical direction and is filled with a fluid therein. A lower end portion of the cylinder 421 can pass through the first arm 411 and can be rotatably connected to an upper side surface of the second arm 412.

[0078] The rod 422 extends in the longitudinal direction of the cylinder 421. The rod 422 is installed to be slidably moved along the longitudinal direction of the cylinder 421 by inserting a lower side thereof into an upper end of the cylinder 421. The other side of the rod 422 is coupled to a wheel support (not shown) through a bolt connection or the like. When the wheel 2 bumps and rebounds, the rod 422 moves to slide along the longitudinal direction of the cylinder 421.

[0079] The elastic body 423 is arranged to surround the outer surfaces of the cylinder 421 and the rod 422, and the length thereof can be changed along with the sliding movement of the rod 422. The elastic body 423 according to the disclosure can be formed to have a shape of a coil spring having elasticity in the longitudinal direction. Both ends of the elastic body 423 can be supported by being coupled to a lower sheet fixed to the cylinder 421 and an upper sheet fixed to the rod 422, respectively. The elastic body 423 is compressed or stretched when the rod 422 slides, accumulates an elastic restoring force, and can offset an impact applied from a road surface by the accumulated elastic restoring force.

[0080] The steering driving unit 500 is installed in the second knuckle 320 and then generates a steering force.

[0081] Figure 5is a perspective view schematically showing a configuration of a steering driving unit and a steering angle adjusting unit according to the first embodiment of the present disclosure, and Figure 6 is a cross-sectional view schematically showing a configuration of a steering driving unit and a steering angle adjusting unit according to the first embodiment of the present disclosure.

[0082] Referring to Figures 1 to 6 The steering driving unit 500 according to the present disclosure can exemplify various types of electric motors that generate a rotational force from an externally applied power source. The steering driving unit 500 is inserted into the accommodation unit 321a, and is integrally coupled and supported with the knuckle body 321 by welding or bolting. The steering driving unit 500 can be connected to a battery of a vehicle to receive power from the battery. The steering driving unit 500 is connected to an ECU or the like of the vehicle, and whether to generate a rotational force and a direction of the rotational force or the like can be controlled by a control signal of the ECU.

[0083] The steering driving unit 500 is equipped with an input shaft 501 that transmits a rotational force generated by the steering driving unit 500 to a steering angle adjusting unit 600, which will be described later. The input shaft 501 according to the present disclosure is formed to have a shape of a bar, and protrudes from an upper end of the steering driving unit 500 toward the mounting unit 322.

[0084] The steering angle adjusting unit 600 is connected to the first knuckle 310, and adjusts a steering angle of the wheel 2 in cooperation with a steering force generated by the steering driving unit 500.

[0085] The steering angle adjusting unit 600 according to the present disclosure includes a reduction unit 610 and a joint unit 620.

[0086] The reduction unit 610 is coupled to the second knuckle 320 and is supported by the second knuckle 320. More specifically, an upper side of the reduction unit 610 is seated on a lower side of the mounting unit 322, and the reduction unit 610 is integrally coupled and supported with the mounting unit 322 by bolting or the like. The reduction unit 610 decelerates a rotational speed of the steering driving unit 500 and outputs a steering force generated from the steering driving unit 500. That is, the reduction unit 610 is provided to amplify a magnitude of the steering force transmitted to the wheel 2 by decelerating a rotational speed of the input shaft 501 that rotates together with an operation of the steering driving unit 500 to a set deceleration ratio.

[0087] The reduction unit 610 according to the present disclosure includes a first transmission gear 611, a second transmission gear 612, and a third transmission gear 613.

[0088] The first transmission gear 611 rotates together with the input shaft 501 of the steering drive unit 500. The first transmission gear 611 according to the present disclosure can be formed in the shape of a worm shaft having a worm thread equipped on an outer peripheral surface. Thus, when the first transmission gear 611 is engaged with the second transmission gear 612, it can be prevented from being reversed by the rotational force transmitted from the second transmission gear 612, thereby preventing the steering angle of the wheel 2 from being arbitrarily changed. The pitch circle diameter of the worm thread formed on the outer peripheral surface of the first transmission gear 611 can vary along the axial direction of the first transmission gear 611. As shown in Figure 6 FIG. 1, the first transmission gear 611 can be arranged parallel to the input shaft 501 when the input shaft 501 is directly inserted through the center axis of the steering drive unit 500, and can be arranged perpendicularly to the input shaft 501 by a separate gear connection structure.

[0089] The second transmission gear 612 is engaged with the first transmission gear 611 to be combined therewith and rotate together with the rotation of the first transmission gear 611. In the second transmission gear 612 according to the present disclosure, the direction of the center axis is arranged parallel to the input shaft 501. As shown in Figure 6 FIG. 2, the second transmission gear 612 can be formed in the shape of a helical tooth having a helical tooth on an outer peripheral surface, which is conjugate with the worm thread formed in the first transmission gear 611. The pitch circle diameter of the tooth shape formed on the outer peripheral surface of the second transmission gear 612 can vary along the axial direction of the second transmission gear 612.

[0090] On the contrary, when the first transmission gear 611 is arranged perpendicularly to the input shaft 501, the second transmission gear 612 can be formed in the shape of a conventional worm gear having a center axis arranged parallel to the input shaft 501 and engaged with the worm thread of the first transmission gear 611.

[0091] The third transmission gear 613 is engaged with the second transmission gear 612 to be combined therewith and rotate the output shaft 614 together with the rotation of the second transmission gear 612. In the third transmission gear 613 according to the present disclosure, the direction of the center axis is arranged parallel to the input shaft 501, and the output shaft 614 is directly inserted through the center axis. Thus, the center axis of the output shaft 614 is arranged parallel to the input shaft 501, and can rotate integrally with the third transmission gear 613. As shown in Figure 6 FIG. 3, the output shaft 614 can be formed in the shape of a helical tooth having a helical tooth conjugate with the tooth shape formed in the second transmission gear 612 on an outer peripheral surface of the third transmission gear 613. The pitch circle diameter of the tooth shape formed on the outer peripheral surface of the third transmission gear 613 can vary along the axial direction of the third transmission gear 613.

[0092] In contrast, the third transmission gear 613 can be formed to have a typical helical gear, a spur gear, or the like, which meshes with the outer circumferential surface of the second transmission gear 612 when the second transmission gear 612 is formed in the shape of a worm gear.

[0093] The joint unit 620 provides mechanical connection of the second knuckle 320 and the first knuckle 310, while finally transmitting the steering force output from the transmission unit 510 to the first knuckle 310 to change the steering angle of the wheel 2.

[0094] The joint unit 620 according to the present disclosure includes a first joint 621 and a second joint 622.

[0095] The first joint 621 extends from the output shaft 614 and is connected with one side of the first knuckle 310. The first joint 621 finally transmits the steering force generated from the steering drive unit 500 to the first knuckle 310. In this case, the first joint 621 serves as an upper reference point of a kingpin shaft, which is a central axis on which the wheel 2 rotates during the steering operation of the wheel 2.

[0096] Figure 7 FIG. 6 is an enlarged view schematically illustrating a configuration of the first joint according to the first embodiment of the present disclosure.

[0097] Referring to Figures 1 to 7 , both sides of the first joint 621 according to the present disclosure are connected with the lower end of the output shaft 614 and the upper side of the first knuckle 310. The first joint 621 partially allows the output shaft 614 and the first knuckle 310 to be cut according to the vertical behavior of the wheel 2, while the first joint 621 can exemplify various types of constant velocity joints, so that the output shaft 614 and the first knuckle 310 can rotate at the same angular velocity.

[0098] The second joint 622 extends from the second knuckle 320 and is connected with the other side of the first knuckle 310. The second joint 622 is arranged to be vertically spaced apart from the first joint 621 along the height direction of the vehicle. The second joint 622 serves as a lower reference point of a kingpin shaft, which becomes a central axis on which the wheel 2 rotates during the steering operation of the wheel 2. Accordingly, when the first knuckle 310 is rotated by the steering force transmitted from the first joint 621, the second joint 622 can cause the lower side of the first knuckle 310 to rotate while maintaining the kingpin shaft.

[0099] Figure 8 FIG. 7 is an enlarged view schematically illustrating a configuration of the second joint according to the first embodiment of the present disclosure.

[0100] Referring to Figures 1 to 8The second joint 622 according to the present disclosure can be connected to the lower end of the second knuckle 320 and supported by being coupled to the end of the extension arm 622a extending toward the first knuckle 310. The second joint 622 is vertically spaced apart from the first joint 621 along the height direction of the vehicle and connected to the lower side of the first knuckle 310. Like the first joint 621, the second joint 622 can be exemplified as various types of constant velocity joints.

[0101] The first joint 621 and the second joint 622 are arranged to be inclined at a predetermined angle with respect to the ground, so that the kingpin shaft can achieve a kingpin inclination angle of a certain size.

[0102] Figure 9 FIG. 2 is a perspective view schematically showing a configuration of a turning module apparatus for a vehicle according to a second embodiment of the present disclosure, Figure 10 FIG. 3 is a front view schematically showing a configuration of a turning module apparatus for a vehicle according to the second embodiment of the present disclosure, Figure 11 FIG. 4 is an exploded perspective view schematically showing a configuration of a turning module apparatus for a vehicle according to the second embodiment of the present disclosure, and Figure 12 FIG. 5 is an exploded perspective view showing an angle adjustment unit in a turning module apparatus for a vehicle according to the second embodiment of the present disclosure.

[0103] Referring to Figures 9 to 12 The turning module apparatus for a vehicle 1 according to the present embodiment is configured to include a driving unit 100, a first knuckle 310, a second knuckle 320, a suspension arm 410, a joint arm 700, and an angle adjustment unit 800, which are described in detail as follows.

[0104] The driving unit 100 is installed within the wheel 2 of the vehicle and rotates the wheel 2 by providing a driving force to the wheel 2. The driving unit 100 is installed in each wheel 2 of the vehicle to individually provide a driving force to a plurality of wheels 2. The driving unit 100 according to the present embodiment can include a stator fixed within the wheel 2, which forms a magnetic field by receiving electric power from a battery of the vehicle, and a rotor rotatably installed within the wheel 2, which rotates the wheel 2 by electromagnetic interaction with the stator. The stator and the rotor can be arranged such that their central axes are located on the same line as the central axis of the wheel 2, and can be stacked concentrically with each other up and down inside the wheel 2.

[0105] The first knuckle 310 is coupled to the driving unit 100, transmits a steering force to the wheel 2, and rotates around the second knuckle 320 described below. More specifically, the first knuckle 310 provides a mechanical connection with the driving unit 100 and serves as a constituent element constituting a kingpin axis A (a central axis A of steering) during an operation of steering the wheel 2.

[0106] The first knuckle 310 can be rotated by receiving a steering force generated from a steering actuator (not shown) or a steering wheel (not shown) from a tie rod (not shown). The first knuckle 310 according to the present embodiment can be coupled to and supported by a stator of the drive unit 100 using a bolt or the like. The first knuckle 310 can rotatably support a rotor of the drive unit 100 therebetween with a wheel bearing or the like. The first knuckle 310 can be manufactured by casting a metal-based material in a mold or the like to ensure sufficient rigidity.

[0107] Each of the upper end and the lower end of the first knuckle 310 is rotatably supported by the second knuckle 320 described below. The two ends of the first knuckle 310 are arranged to be inclined at a predetermined angle with respect to a Z-axis perpendicular to the ground. In this case, the inclination angle of the two ends of the first knuckle 310 is set to be the same as the inclination angle of a kingpin axis A (a central axis for steering).

[0108] The specific shape of the first knuckle 310 is not limited to the shape shown in Figure 9 and Figure 10 and various design changes can be made within the technical idea of a shape that can be coupled to the drive unit 100 and can be arranged to face the inner surface of the wheel 2.

[0109] The second knuckle 320 is arranged to face and rotatably support the first knuckle 310. The second knuckle 320 serves as a constituent element constituting a suspension axis B that guides the jounce and rebound behavior of the wheel 2 by providing mechanical connection with a suspension arm 410 described below.

[0110] Herein, the suspension axis B can be exemplified as Figure 9 and Figure 10 an axis arranged parallel to the Z-axis in

[0111] The second knuckle 320 is arranged to face the first knuckle 310 in the width direction of the vehicle. The upper end portion of the second knuckle 320 is connected to the upper end portion of the first knuckle 310 with a ball joint therebetween, and the lower end portion of the second knuckle 320 is connected to the lower end portion of the first knuckle 310 with a joint arm 700 described below therebetween.

[0112] Thus, the suspension axis B formed in the second knuckle 320 and the kingpin axis A formed in the first knuckle 310 are separated from each other in the width direction of the vehicle, so that the kingpin axis A can be placed closer to the wheel 2. Therefore, the kingpin offset value can be reduced, and the drive and brake stability of the vehicle can be improved.

[0113] A second fastening hole 325 corresponding to the first fastening hole 721 formed in the knuckle arm 700 described below is formed in the second knuckle 320 in a manner passing through the outer surface of the lower end portion of the second knuckle 320. A second slot hole 326 corresponding to the first slot hole 722 formed in the knuckle arm 700 is formed in the second knuckle 320 in a manner passing through the outer surface of the second knuckle 320. In this case, the second slot hole 326 is formed in the shape of a longitudinal hole along the width direction of the vehicle.

[0114] A guide unit 830 for guiding the grommet 812 is formed on the outer surface of the second knuckle 320 so that the cam bolt 810 of the angle adjustment unit 800 described below eccentrically rotates. The guide unit 830 is formed in the shape of a portion of the second knuckle 320 in which the second fastening hole 325 and the second slot hole 326 are formed is recessed. That is, the second fastening hole 325 and the second slot hole 326 are formed inside the guide unit 830, and the guide unit 830 is in the shape of a circumference surrounding the second fastening hole 325 and the second slot hole 326.

[0115] The specific shape of the second knuckle 320 is not limited to the shape shown in Figure 9 and Figure 10 and various design changes can be made within the technical idea of arranging in the shape of facing the first knuckle 310 and rotatably supporting the first knuckle 310.

[0116] The suspension arm 410 extends from the vehicle body and absorbs an impact or a vibration applied from the road surface to the wheel 2. More specifically, the suspension arm 410 supports the second knuckle 320 with respect to the vehicle body and at the same time absorbs a load applied from the wheel 2 due to the rigidity of the suspension arm 410 during the travel of the vehicle and controls the movement of the wheel 2 when the wheel 2 bumps and rebounds.

[0117] The suspension arm 410 is installed between the second knuckle 320 and the vehicle body. One end of the suspension arm 410 is rotatably connected to the vehicle body, and the other end thereof is arranged to face the second knuckle 320. Herein, the vehicle body can be exemplified as a chassis frame such as a sub frame (not shown) installed on the lower portion of the vehicle.

[0118] The other end portion of the suspension arm 410 rotatably supports the second knuckle 320 with a separate connecting member (not shown) therebetween. The suspension arms 410 are provided in pairs and arranged to face each other while being spaced apart from each other in the vertical direction.

[0119] The other end of the pair of suspension arms 410 is connected to the upper end and the lower end of the second knuckle 320, respectively. The pair of suspension arms 410 can be formed in a shape having a double wishbone. Accordingly, the suspension arms 410 can set a negative camber angle of the wheel 2, thereby improving a turning performance of the vehicle and performing a low floor setting to lower a vehicle height.

[0120] The shock absorber 420 is provided in an expandable and contractible manner in a longitudinal direction thereof to absorb an impact or a vibration transmitted to a vehicle body from a road surface through the wheel 2.

[0121] The joint arm 700 connects the lower end of the first knuckle 310 and the lower end of the second knuckle 320 to each other. The joint arm 700 can include a ball joint 710, a fastener 720, and a connection member 730. The connection member 730 connects the ball joint 710 and the fastener 720 to each other.

[0122] The ball joint 710 is coupled in a joint manner with the lower end of the first knuckle 310 so that the first knuckle 310 can be rotated.

[0123] The fastener 720 is fastened to the second knuckle 320 in a manner of being accommodated inward from the lower end of the second knuckle 320.

[0124] A first fastening hole 721 is formed in an upper portion of the fastener 720 in a manner of passing through an outer surface of the fastener 720. A first slotted hole 722 is formed in a lower portion of the fastener 720 in a manner of passing through the outer surface of the fastener 720. In this case, the first slotted hole 722 is formed in a shape of a longitudinal hole along a width direction of the vehicle.

[0125] An angle adjustment unit 800 is provided between the second knuckle 320 and the joint arm 700. The angle adjustment unit 800 adjusts a relative angle between the first knuckle 310 and the second knuckle 320 by axially rotating the joint arm 700 in a width direction of the vehicle.

[0126] The angle adjustment unit 800 can be configured to include a cam bolt 810 and an adjustment member 820.

[0127] A washer 812 is coupled eccentrically to an outer circumferential surface of a bolt shaft 811 of the cam bolt 810. The bolt shaft 811 passes through the first slotted hole 722 and a second slotted hole 326.

[0128] The adjustment member 820 is a bolt. The adjustment member 820 passes through the first fastening hole 721 and the second fastening hole 325, and fastens the second knuckle 320 and the fastener 720 to each other.

[0129] A process of operating the turning module apparatus for a vehicle according to the present embodiment as described above will be described below.

[0130] Figure 13 is a view showing a state in which the turning module device for a vehicle according to the second embodiment of the present disclosure is operated as a zero-camber angle setting. Referring to Figure 9 , Figure 10 , Figure 12 and Figure 13 , when the fastener 720 of the joint arm 700 is accommodated from the lower end portion of the second knuckle 320 inward, the adjustment member 820 passes through the first fastening hole 721 and the second fastening hole 325, and the nut is screw-coupled to the free end portion of the adjustment member 820.

[0131] The cam bolt 810 in which the washer 812 is eccentrically coupled to the bolt shaft 811 passes through the first slot hole 722 and the second slot hole 326, and the nut is screw-coupled to the free end portion of the cam bolt 810. In this case, a predetermined relative angle is maintained between the kingpin axis A and the suspension axis B.

[0132] Figure 14 is a view showing a state in which the turning module device for a vehicle according to the second embodiment of the present disclosure is operated as a negative-camber angle setting. Referring to Figure 9 , Figure 10 , Figure 12 and Figure 14 , when the cam bolt 810 is rotated in one (counterclockwise) direction with the rotation tool coupled to the head portion of the cam bolt 810, the cam bolt 810 is eccentrically rotated by the guide unit 830 surrounding the outer periphery of the washer 812 eccentrically coupled to the bolt shaft 811. At the same time, the joint arm 700 is rotated outward in the width direction of the vehicle around the adjustment member 820.

[0133] That is, in a state in which the suspension axis B is fixed, the inclination angle of the kingpin axis A is adjusted, and thus, the camber angle can also be adjusted. Accordingly, the wheel alignment of the kingpin axis A and the suspension axis B can be individually adjusted.

[0134] Figure 15 is a view showing a state in which the turning module device for a vehicle according to the second embodiment of the present disclosure is operated as a positive-camber angle setting. Referring to Figure 9 , Figure 10 , Figure 12 and Figure 15 , when the cam bolt 810 is rotated in the opposite (clockwise) direction with the rotation tool coupled to the head portion of the cam bolt 810, the cam bolt 810 is eccentrically rotated by the guide unit 830 surrounding the outer periphery of the washer 812 eccentrically coupled to the bolt shaft 811. At the same time, the joint arm 700 is rotated inward in the width direction of the vehicle around the adjustment member 820.

[0135] That is, in a state in which the suspension axis B is fixed, the inclination angle of the kingpin axis A is adjusted, and thus, the camber angle can also be adjusted. Accordingly, the wheel alignment of the kingpin axis A and the suspension axis B can be individually adjusted.

[0136] The turning module apparatus for a vehicle according to the embodiment of the disclosure can adjust the inclination angle of the kingpin axis A by axially rotating the joint arm 700 connecting the lower end of the first knuckle 310 and the lower end of the second knuckle 320 to each other. Accordingly, the wheel alignment of the kingpin axis A and the suspension axis B can be individually adjusted.

[0137] Although the exemplary embodiments of the disclosure have been disclosed for illustrative purposes, those skilled in the art will appreciate that various modifications, additions and substitutions are possible, without departing from the scope and spirit of the disclosure as defined in the claims.

Claims

1. A turning module device for vehicles, the turning module device for vehicles comprising: A drive unit, which is installed inside the wheel and provides driving force to the wheel; A first steering knuckle, which is connected to the drive unit; The second steering knuckle is spaced apart from the first steering knuckle in the width direction of the vehicle and is arranged to face each other; A suspension unit, which is connected to the second steering knuckle and supports the second steering knuckle relative to the vehicle body; A steering drive unit, which is mounted in the second steering knuckle to generate steering force; as well as A steering angle adjustment unit, connected to the first steering knuckle, adjusts the steering angle of the wheel in conjunction with the steering force generated from the steering drive unit. The steering angle adjustment unit includes: A deceleration unit, configured to connect to the second steering knuckle and decelerate the rotational speed of the steering drive unit to increase the steering force generated from the steering drive unit; and A joint unit that changes the steering angle of the wheel by transmitting the steering force from the reduction unit to the first steering knuckle.

2. The vehicle turning module device according to claim 1, in, The second steering knuckle includes: A steering knuckle body, the steering knuckle body being arranged facing the first steering knuckle and having a receiving unit thereon, the steering drive unit being inserted into the receiving unit; Mounting unit, which extends from one side of the steering knuckle body and supports the steering angle adjustment unit; A first connecting unit, the first connecting unit extending from the mounting unit and connected to the suspension unit; and The second connecting unit extends from the other side of the steering knuckle body and is connected to the suspension unit.

3. The vehicle turning module device according to claim 2, in, The steering knuckle body is arranged at an angle relative to the ground.

4. The vehicle turning module device according to claim 2, in, The receiving unit penetrates the steering knuckle body in the width direction of the vehicle.

5. The vehicle turning module device according to claim 2, in, The first connecting unit and the second connecting unit are arranged to be spaced apart from each other in a direction perpendicular to the ground.

6. The vehicle turning module device according to claim 1, in, The deceleration unit includes: The first transmission gear rotates together with the input shaft of the steering drive unit; A second transmission gear, which meshes with the first transmission gear and rotates in conjunction with the rotation of the first transmission gear; and A third transmission gear meshes with the second transmission gear and, together with the rotation of the second transmission gear, causes the output shaft to rotate.

7. The vehicle turning module device according to claim 6, in, The first transmission gear is formed in the shape of a worm shaft, and the outer peripheral surface of the worm shaft has a worm thread.

8. The vehicle turning module device according to claim 6, in, The connector unit includes: A first connector, extending from the output shaft and connected to one side of the first steering knuckle; and The second connector extends from the second steering knuckle, is spaced apart from the first connector, and connects to the other side of the first steering knuckle.

9. The vehicle turning module device according to claim 8, in, The first connector and the second connector are configured to be tilted at a predetermined angle relative to the ground.

10. The vehicle turning module device according to claim 8, in, The first connector and the second connector are constant speed connectors.

11. The vehicle turning module device according to claim 2, in, The suspension unit includes: A suspension arm, disposed between the second steering knuckle and the vehicle body, to support the second steering knuckle; and Shock absorber, which is connected to the suspension arm and absorbs impacts transmitted from the road surface.

12. The vehicle turning module device according to claim 11, in, The suspension arm includes: A first arm, one end of which is rotatably connected to the first connecting unit, and the other end of which is rotatably connected to the vehicle body; and The second arm is spaced apart from the first arm, one end of which is rotatably connected to the second connecting unit, and the other end of which is rotatably connected to the vehicle body.

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