A controllable highly integrated suspension angle module system

Abstract

A controllable, highly integrated suspension angle module system relates to the field of vehicle technology, including wheels, suspension systems, steering mechanisms, and drive mechanisms. The suspension system includes a steering arm, a steering knuckle, and a damping mechanism. The steering arm includes a mounting plate and a mounting frame disposed at the bottom of the mounting plate, with a guide groove extending longitudinally provided on opposite sides of the mounting frame. One end of the steering knuckle is fixedly connected to the wheel, and the other end of the steering knuckle is provided with guide rods extending into the guide groove on both sides, and is provided with limit blocks for preventing the guide rods from falling out of the guide groove. The damping mechanism is installed in the mounting frame, with one end of the damping mechanism fixedly connected to the mounting plate and the other end hinged to the steering knuckle. In the present invention, the steering arm, steering knuckle, and damping mechanism can overlap laterally after installation, freeing up lateral space in the suspension system, thereby increasing the aisle width of the vehicle and increasing the usable space within the vehicle.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a controllable highly integrated suspension angle module system. Background Art

[0002] With the advancement of automotive technology, vehicle chassis integration and modularization are becoming a trend. Corner modules integrate the drive system, braking system, suspension system, and steering system into an integrated module. These modules can reduce the number of mechanical transmission components, optimize vehicle layout space, and independently drive and steer each wheel, enabling flexible steering and movement. Corner modules on vehicles utilize a distributed drive system with redundant multi-wheel drive, providing high safety.

[0003] In traditional corner modules, although the overall suspension structure is a candle-type suspension structure, upper and lower swing arms are usually used as the degree of freedom for the vertical bouncing of the wheels, which will cause lateral displacement and occupy a large amount of lateral space. To solve this problem, the invention patent with publication number CN115214280A discloses a candle-type suspension corner module structure, including a suspension structure, which includes a steering arm, a slide rail mechanism, and a steering knuckle. The steering arm is an integrated structure, and the steering knuckle is slidable up and down on the steering arm via the slide rail mechanism. When the wheel travels on a pothole-prone road, the wheel can drive the steering knuckle to move in the vertical direction, ensuring the wheel's degree of freedom in the vertical direction. At the same time, the slide rail mechanism can limit the lateral movement of the steering knuckle in the horizontal direction, ensuring that the wheel does not produce lateral displacement and reducing the lateral space occupied.

[0004] However, the scheme has the following shortcomings: First, the steering arm, slide rail mechanism and steering knuckle are arranged laterally in parallel in this scheme, which still requires a large lateral space, and therefore does not completely solve the problems existing in the prior art; second, the vertical guidance of the wheel in this scheme is achieved only by the slide rail mechanism on one side of the steering knuckle, which has the problem of poor wheel bouncing stability; third, the steering mechanism of this scheme is not provided with a limiting structure, so mechanical steering limiting cannot be achieved; fourth, the steering arm in this scheme is L-shaped and is not provided with a reinforcement structure, so the overall structural strength is low and the reliability is poor. Summary of the Invention

[0005] The present invention provides a controllable highly integrated suspension angle module system, the main purpose of which is to solve the problems of the existing candle-type suspension angle module structure, such as large lateral space occupation, poor vehicle bouncing stability, inability to achieve mechanical steering limit, and low structural strength.

[0006] The present invention adopts the following technical solutions:

[0007] A controllable highly integrated suspension angle module system, comprising:

[0008] wheel;

[0009] A suspension system comprising a steering arm, a steering knuckle, and a vibration damping mechanism; the steering arm comprising a mounting plate and a mounting frame disposed at the bottom of the mounting plate, wherein opposite sides of the mounting frame are provided with a guide groove extending longitudinally; one end of the steering knuckle is fixedly connected to the wheel, and two sides of the other end of the steering knuckle are provided with guide rods extending into the guide groove, and limit blocks are provided for preventing the guide rods from falling out of the guide groove; the vibration damping mechanism is mounted in the mounting frame, with one end of the vibration damping mechanism fixedly connected to the mounting plate, and the other end of the vibration damping mechanism is hinged to the steering knuckle;

[0010] A steering mechanism, the steering mechanism being arranged on the mounting plate and being used for driving the steering arm to rotate around a vertical axis;

[0011] A driving mechanism is provided at one end of the steering knuckle and is transmission-connected to the wheel.

[0012] Furthermore, the steering mechanism includes a frame fixing plate, a steering motor and a steering reducer. The steering motor is fixed to the frame through the frame fixing plate, and the output shaft of the steering motor is transmission-connected to the steering reducer; the output shaft of the steering reducer is transmission-connected to the mounting plate.

[0013] Furthermore, a limiting rod is provided on the outer side wall of the steering reducer, and the mounting plate is provided with steering bolts on both sides of the steering reducer. The steering bolts and the limiting rod abut against each other, thereby limiting the steering angle of the steering arm.

[0014] Furthermore, the frame fixing plate is provided with an adjustment groove for placing a wheel inclination adjustment gasket.

[0015] Furthermore, a connecting seat is provided at the other end of the steering knuckle, and the guide rod and the limit block are provided at both ends of the connecting seat; the other end of the vibration damping mechanism is hinged to the connecting seat.

[0016] Furthermore, it also includes a braking mechanism, which includes a brake disc and a brake caliper that cooperate with each other, the brake disc is connected to the driving mechanism, and the brake caliper is connected to the steering knuckle.

[0017] Furthermore, the driving mechanism is a hub motor arranged in the wheel.

[0018] Furthermore, the steering mechanism is equipped with two steering motors.

[0019] Furthermore, the vibration reduction mechanism includes a damping element and an elastic element, the damping element is a shock absorber with a wire-controlled shock absorber plug-in, and the elastic element is a variable-rigidity air spring or a coil spring.

[0020] Compared with the prior art, the present invention has the following beneficial effects:

[0021] 1. In the present invention, the steering arm, steering knuckle and shock absorber mechanism can overlap laterally after installation, thereby releasing the lateral space of the suspension system, thereby increasing the aisle width of the vehicle and increasing the usable space inside the vehicle.

[0022] 2. The present invention is provided with guide grooves on both sides of the mounting frame, and guide rods and limit blocks that cooperate with the guide grooves are provided on both sides of the steering knuckle. When the wheels are driving on uneven roads, the wheels will drive the steering knuckle to bounce. Since the guide rods at both ends of the steering knuckle are clamped in the guide grooves, they can guide the steering knuckle to bounce freely in the vertical direction, thereby avoiding lateral displacement of the wheels and effectively ensuring the bouncing stability of the vehicle.

[0023] 3. The present invention is provided with a limiting rod and a steering bolt that cooperate with each other. When the wheel rotates through a certain angle, the steering bolt and the limiting rod abut against each other, thereby realizing the steering limiting function and effectively improving the safety of the vehicle.

[0024] 4. The steering arm in the present invention is composed of a mounting plate and a mounting frame, and the mounting frame includes a connecting arm and a plurality of reinforcing plates, each reinforcing plate is connected between two connecting arms, thereby improving the stability of the connecting arm, thereby making the overall structural strength of the steering arm higher and the stability better. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 It is a structural schematic diagram of the present invention.

[0026] Figure 2 Schematic diagram of the structure of the suspension system and steering mechanism in the present invention (steering knuckle is not shown).

[0027] Figure 3 It is a structural schematic diagram of the wheel, steering knuckle, drive mechanism and brake mechanism in the present invention.

[0028] Figure 4 Schematic diagram of the steering state of the wheel in the present invention.

[0029] In the figure: 1-wheel; 2-suspension system; 21-steering arm; 211-mounting plate; 212-mounting frame; 213-guide groove; 214-connecting arm; 215-reinforcement plate; 216-steering bolt; 22-steering knuckle; 221-connecting seat; 222-guide rod; 223-limiting block; 23-vibration reduction mechanism; 231-damping element; 232-elastic element; 3-steering mechanism; 31-frame fixing plate; 311-adjusting groove; 32-steering motor; 33-steering reducer; 331-limiting rod; 4-driving mechanism; 5-brake mechanism; 51-brake disc; 52-brake caliper. DETAILED DESCRIPTION

[0030] The specific embodiments of the present invention are described below with reference to the accompanying drawings. In order to fully understand the present invention, many details are described below, but for those skilled in the art, the present invention can be implemented without these details.

[0031] like Figure 1 As shown, this embodiment provides a controllable, highly integrated suspension corner module system, comprising a wheel 1, a suspension system 2, a steering mechanism 3, a drive mechanism 4, and a brake mechanism 5. The suspension system 2 comprises a coordinated steering arm 21, a steering knuckle 22, and a damping mechanism 23. The steering mechanism 3 is disposed above the steering arm 21 and is used to drive the steering arm 21 to rotate about a vertical axis. The drive mechanism 4 is disposed at one end of the steering knuckle 22 and is transmission-connected to the wheel 1. The brake mechanism 5 is used to limit the rotation of the wheel 1, thereby braking the vehicle. This embodiment integrates the drive, braking, steering, and suspension system 2 into an integrated corner module assembly. This high level of integration enables rapid matching of different vehicle parameter requirements and reduces after-sales maintenance costs.

[0032] like Figures 1 to 3 As shown, specifically, the steering arm 21 includes a mounting plate 211 and a mounting frame 212 disposed at the bottom of the mounting plate 211. A guide slot 213 extending longitudinally is provided on opposite sides of the mounting frame 212. One end of the steering knuckle 22 is fixedly connected to the wheel 1. On either side of the other end of the steering knuckle 22 are guide rods 222 extending into the guide slot 213, and stoppers 223 are provided to prevent the guide rods 222 from falling out of the guide slot 213. When the wheel 1 travels on an uneven road, the wheel 1 causes the steering knuckle 22 to bounce. Because the guide rods 222 at both ends of the steering knuckle 22 are retained in the guide slot 213, they are able to guide the steering knuckle 22 to freely bounce in the vertical direction, thereby preventing lateral displacement of the wheel 1 and effectively ensuring the vehicle's bouncing stability.

[0033] like Figures 1 to 3 As shown, the vibration damping mechanism 23 is mounted within the mounting frame 212. One end of the vibration damping mechanism 23 is fixedly connected to the mounting plate 211, and the other end is hingedly connected to the steering knuckle 22. The vibration damping mechanism 23 improves the smoothness of the vertical movement of the wheel 1 and limits lateral displacement of the wheel 1, thereby increasing lateral rigidity. In this embodiment, the vibration damping mechanism 23 is placed within the mounting frame 212, which saves lateral space and makes the suspension system 2 more compact and reliable.

[0034] like Figures 1 to 3Specifically, the mounting frame 212 includes a connecting arm 214 and several reinforcing plates 215. Two connecting arms 214 are positioned opposite each other on either side of the mounting plate 211, and guide slots 213 are provided on the connecting arms 214. The reinforcing plates 215 are connected between the two connecting arms 214, thereby enhancing the stability of the connecting arms 214 and improving the overall structural strength and stability of the steering arm 21. A connecting seat 221 is provided at the other end of the steering knuckle 22. Guide rods 222 and stoppers 223 are provided at both ends of the connecting seat 221, which engage with the guide slots 213. The damping mechanism 23 is mounted between the two connecting arms 214, with the other end hinged within the connecting seat 221. This allows the steering arm 21, steering knuckle 22, and damping mechanism 23 to overlap laterally, freeing up lateral space within the suspension system 2. This increases the vehicle's aisle width and increases the usable space within the vehicle.

[0035] like Figure 1 、 Figure 2 and Figure 4 As shown, the steering mechanism 3 includes a frame fixing plate 31, a steering motor 32, and a steering reducer 33. The steering motor 32 is fixed to the vehicle frame via the frame fixing plate 31, and both are stationary relative to the vehicle frame. The output shaft of the steering motor 32 is transmission-connected to the steering reducer 33. The output shaft of the steering reducer 33 is transmission-connected to the mounting plate 211. After the steering motor 32 outputs power, the steering reducer 33 reduces speed and increases torque before transmitting it to the mounting plate 211. A thrust bearing is provided between the steering reducer 33 and the mounting plate 211, enabling relative rotation between the steering reducer 33 and the steering arm 21. The steering arm 21 further drives the wheel 1 to achieve a corresponding steering angle through the interaction between the guide groove 213 and the guide rod 222. As a preferred embodiment, the steering mechanism 3 is equipped with two steering motors 32 (e.g., a six-phase wire-controlled motor), thereby providing greater safety redundancy.

[0036] like Figure 1 and Figure 2 As shown, a laterally extending limit rod 331 is provided on the outer side wall of the steering reducer 33. Steering bolts 216 extending longitudinally are provided on both sides of the steering reducer 33 on the mounting plate 211. The steering bolts 216 abut against the limit rods 331, thereby limiting the steering angle of the steering arm 21. Specifically, when the wheel 1 rotates through a certain angle, the steering bolts 216 abut against the limit rods 331, thereby implementing the steering limit function and effectively improving vehicle safety.

[0037] like Figure 1 and Figure 2 As shown, the frame fixing plate 31 is provided with an adjustment groove 311 for placing the wheel 1 inclination adjustment pad. When the vehicle is off the assembly line, if the wheel 1 inclination needs to be fine-tuned, the wheel 1 inclination adjustment pad can be installed in the adjustment groove 311, thereby simplifying the operation process.

[0038] like Figure 1 and Figure 3 As shown, the drive mechanism 4 is a hub motor disposed within the wheel 1. The hub motor is rigidly connected to the wheel 1 on the outside via wheel 1 fixing bolts, and is connected to the steering knuckle 22 on the inside. Specifically, the hub motor can be an inner rotor / outer rotor hub motor. If it is an inner rotor motor, a motor reducer should be configured.

[0039] like Figure 1 and Figure 3 As shown, the braking mechanism 5 includes a brake disc 51 and a brake caliper 52 that cooperate with each other. The brake disc 51 is rigidly connected to the rotor structure of the hub motor, thereby achieving synchronous rotation with the hub motor. The brake caliper 52 is rigidly connected to the steering knuckle 22, and the steering knuckle 22 is rigidly connected to the stator structure of the hub motor. The brake caliper 52 has a wire control function and can receive a brake signal from a controller to achieve vehicle braking.

[0040] like Figure 1 and Figure 2 As shown, the vibration reduction mechanism 23 includes a damping element 231 and an elastic element 232. The damping element 231 is a shock absorber with a wire-controlled shock absorber plug-in, and the elastic element 232 is a variable-stiffness air spring or coil spring. Suspension system 2 is compatible with both coil spring and air spring assemblies, offering adjustable damping, stiffness, and height, making the vehicle more adaptable to a wider range of scenarios and providing greater versatility.

[0041] like Figures 1 to 4 As shown, this embodiment also includes components such as a control system, a wheel speed sensor, a steering wheel angle sensor, a yaw rate sensor, and a shock absorber height sensor. The specific control and implementation methods are as follows:

[0042] 1. When the driver steps on the accelerator pedal, the control system receives the accelerator pedal opening signal, interprets the driver's expected value, converts it into a drive signal for the hub motor of the drive mechanism 4, drives the vehicle to accelerate, and compares it with the embedded function of the control system. Control methods such as feedforward + feedback PID are used to prevent unstable speed performance such as overshoot and undershoot.

[0043] 2. When the driver steps on the brake pedal, the control system receives the brake pedal status signal, interprets the driver's control expectations for the vehicle, converts the brake pedal status signal into a braking signal, and uses a control method such as feedforward + feedback PID to achieve vehicle braking using the brake caliper 52 with a wire control function.

[0044] 3. When the driver turns the steering wheel, the control system receives the steering wheel angle information from the steering wheel angle sensor, interprets the driver's control expectations for the vehicle, and converts it into a drive signal for the steering motor 32. The two steering motors 32 jointly drive the steering reducer 33, transmitting torque to the steering arm 21, thereby achieving vehicle steering control. During the steering process, the control system collects information from the yaw rate sensor and compares it with the model functions such as "desired sideslip angle, yaw rate" built into the control system module. Based on the vehicle steady-state model, it comprehensively controls the vehicle speed and braking acceleration during the steering process.

[0045] 4. During vehicle driving, the control system can also collect signals such as shock absorber height and lateral acceleration, and calculate vehicle roll pitch angle, sideslip angle, tire slip rate and other information through built-in function models. It can further adjust the shock absorber damping force linearly / in multiple stages through electromagnetically controlled proportional valves, or adjust the shock absorber damping force by controlling the coil current in the magnetorheological shock absorber, or use variable stiffness air springs to control the air spring volume and effective area to achieve vehicle stiffness and damping changes, thereby improving vehicle handling and comfort.

[0046] In summary, the "controllable highly integrated suspension angle module system" provided in this embodiment is a modular system, which can be placed at each wheel 1 of the vehicle respectively, and the suspension system 2, drive mechanism 4, braking mechanism 5 and steering mechanism 3 are controlled respectively by the control system, thereby realizing the vehicle's on-the-spot U-turn, oblique and lateral driving.

[0047] The above is only a specific implementation of the present invention, but the design concept of the present invention is not limited to this. Any non-substantial changes to the present invention using this concept shall be deemed as an infringement of the protection scope of the present invention.

Claims

1. A controllable highly integrated suspension angle module system, characterized in that: include wheel; A suspension system comprising a steering arm, a steering knuckle, and a vibration damping mechanism; the steering arm comprising a mounting plate and a mounting frame disposed at the bottom of the mounting plate, wherein opposite sides of the mounting frame are provided with a guide groove extending longitudinally; one end of the steering knuckle is fixedly connected to the wheel, and two sides of the other end of the steering knuckle are provided with guide rods extending into the guide groove, and limit blocks are provided for preventing the guide rods from falling out of the guide groove; the vibration damping mechanism is mounted in the mounting frame, with one end of the vibration damping mechanism fixedly connected to the mounting plate, and the other end of the vibration damping mechanism is hinged to the steering knuckle; A steering mechanism, the steering mechanism being arranged on the mounting plate and being used for driving the steering arm to rotate around a vertical axis; A driving mechanism is provided at one end of the steering knuckle and is transmission-connected to the wheel.

2. The controllable highly integrated suspension angle module system according to claim 1, characterized in that: The steering mechanism includes a frame fixing plate, a steering motor and a steering reducer. The steering motor is fixed to the frame through the frame fixing plate, and the output shaft of the steering motor is transmission-connected to the steering reducer; the output shaft of the steering reducer is transmission-connected to the mounting plate.

3. The controllable highly integrated suspension angle module system according to claim 2, characterized in that: The outer side wall of the steering reducer is provided with a limiting rod, and the mounting plate is provided with steering bolts on both sides of the steering reducer. The steering bolts and the limiting rod abut against each other, thereby limiting the steering angle of the steering arm.

4. The controllable highly integrated suspension angle module system according to claim 2, characterized in that: The frame fixing plate is provided with an adjustment groove for placing a wheel inclination adjustment gasket.

5. The controllable highly integrated suspension angle module system according to claim 1, characterized in that: The other end of the steering knuckle is provided with a connecting seat, and the two ends of the connecting seat are provided with the guide rod and the limit block; the other end of the vibration damping mechanism is hinged to the connecting seat.

6. The controllable highly integrated suspension angle module system according to claim 1, characterized in that: The invention also includes a braking mechanism, which includes a brake disc and a brake caliper that cooperate with each other. The brake disc is connected to the driving mechanism, and the brake caliper is connected to the steering knuckle.

7. The controllable highly integrated suspension angle module system according to claim 1, characterized in that: The driving mechanism is a hub motor arranged in the wheel.

8. The controllable highly integrated suspension angle module system according to claim 2, characterized in that: The steering mechanism is equipped with two steering motors.

9. The controllable highly integrated suspension angle module system according to claim 1, characterized in that: The vibration reduction mechanism includes a damping element and an elastic element. The damping element is a shock absorber with a wire-controlled shock absorber plug-in, and the elastic element is a variable-rigidity air spring or a coil spring.

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