Electrically-driven vehicle modular chassis integrated with distributed corner modules

Abstract

The invention relates to an electrically-driven vehicle modular chassis integrated with distributed angle modules, which comprises a frame, a suspension mechanism, wheels and a steering mechanism, and the wheels are connected to the frame through the suspension mechanism; the steering mechanism comprises a first steering assembly and a second steering assembly, the first steering assembly is arranged on the suspension mechanism, the second steering assembly is arranged on the frame, the first steering assembly is used for driving the wheels to rotate within a first angle range, and the second steering assembly is used for driving the suspension mechanism to rotate within a second angle range; therefore, the suspension mechanism drives the wheels to rotate within the second angle range. When the first steering assembly drives the wheels to rotate within the first angle range, the second steering assembly can drive the suspension mechanism to rotate within the second angle range, so that the wheels are driven to rotate within the second angle range, namely, the total rotation angle of the wheels is the sum of the first angle range and the second angle range at the moment. And the rotation angle of the wheel is increased.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and particularly to an electric drive vehicle modular chassis integrating distributed corner modules. Background Art

[0002] With the rapid development of electric drive vehicle technology, in the field of vehicle technology, four corner modules are integrated on a vehicle frame, thereby forming a new type of electric drive vehicle modular chassis integrating distributed corner modules.

[0003] The corner module includes a wheel driven by a hub motor, a braking mechanism, a suspension mechanism, and a steering mechanism. The wheel is powered by the hub motor to drive the vehicle to move; the suspension mechanism connects the vehicle frame and the wheel, supports the wheel and buffers the impact from the road surface; the braking mechanism is used to control the wheel to stop or brake, thereby realizing the braking function of the vehicle; the steering mechanism can independently control the steering angle of each wheel, enabling the vehicle to turn and move flexibly. Each corner module of the electric drive vehicle modular chassis integrating distributed corner modules is independently controlled to achieve four-wheel independent drive and independent steering, enhancing the mobility and flexibility of the vehicle.

[0004] However, the rotation angle of the wheel of the existing electric drive vehicle modular chassis integrating distributed corner modules is limited, which limits the usage scenarios of the electric drive vehicle modular chassis integrating distributed corner modules. Summary of the Invention

[0005] Based on this, in view of the problem of the limited rotation angle of the electric drive vehicle modular chassis integrating distributed corner modules, it is necessary to provide an electric drive vehicle modular chassis integrating distributed corner modules.

[0006] An electric drive vehicle modular chassis integrating distributed corner modules, the electric drive vehicle modular chassis integrating distributed corner modules includes:

[0007] A vehicle frame, a suspension mechanism, and a wheel, the wheel is connected to the vehicle frame through the suspension mechanism;

[0008] A steering mechanism, including a first steering component and a second steering component, the first steering component is arranged on the suspension mechanism, the second steering component is arranged on the vehicle frame, the first steering component is used to drive the wheel to rotate within a first angle range, and the second steering component is used to drive the suspension mechanism to rotate within a second angle range, so that the suspension mechanism drives the wheel to rotate within the second angle range.

[0009] In one embodiment, it further includes a battery mechanism, the battery mechanism includes a battery pack and an elastic member, the vehicle frame is provided with an installation cavity for accommodating the battery pack, and the battery pack abuts against the cavity wall of the installation cavity through the elastic member.

[0010] In one embodiment, a cooling mechanism is further included and is disposed on the vehicle frame, and the cooling mechanism is used to cool the battery mechanism.

[0011] In one embodiment, the cooling mechanism includes a water tank, a liquid cooling pump, and an inlet of a heat exchanger that are sequentially connected through a liquid cooling pipeline, and the liquid cooling pipeline connecting the liquid cooling pump and the inlet of the heat exchanger flows through the battery pack. The outlet of the heat exchanger is connected to the water tank, and the air outlet of the heat exchanger is connected to the outside.

[0012] In one embodiment, the vehicle frame includes a first mounting bracket, two second mounting brackets, and two third mounting brackets. The two second mounting brackets are respectively disposed on two sides of the first mounting bracket along the length direction. A third mounting bracket is disposed on a side of the second mounting bracket away from the first mounting bracket, and the height of the second mounting bracket is higher than the heights of the first mounting bracket and the third mounting bracket. The first mounting bracket, the second mounting bracket, and the third mounting bracket enclose a space for accommodating the wheels and the steering mechanism.

[0013] In one embodiment, the first steering assembly includes a first driving member and a first transmission unit connected to an output end of the first driving member. The first driving member is fixed on the suspension mechanism, and the first transmission unit is connected to the wheel. The first driving member can drive the first transmission unit to rotate so that the first transmission unit drives the wheel to rotate within the first angle range;

[0014] The second steering assembly includes a second driving member and a second transmission unit connected to an output end of the second driving member. The second driving member is fixed on the vehicle frame, and the second transmission unit is connected to the suspension mechanism. The second driving member can drive the second transmission unit to rotate so that the second transmission unit drives the suspension mechanism to rotate within the second angle range.

[0015] In one embodiment, the first transmission unit includes a first rocker arm and a first connecting rod that are connected. One end of the first rocker arm away from the first connecting rod is connected to the first driving member, and one end of the first connecting rod away from the first rocker arm is spherically hinged to the wheel.

[0016] In one embodiment, the second transmission unit includes a second rocker arm and a second connecting rod that are connected. One end of the second rocker arm away from the second connecting rod is connected to the second driving member, and one end of the second connecting rod away from the second rocker arm is spherically hinged to the suspension mechanism.

[0017] In one embodiment, the suspension mechanism includes:

[0018] An installation component, which is connected to the vehicle frame;

[0019] A swing arm component, one end of which is connected to the installation component, and the other end of which is connected to the wheel;

[0020] A shock absorption component, which is connected to the installation component and the swing arm component.

[0021] In one embodiment, a braking mechanism is further included, and the braking mechanism is used to keep the wheel in a braking state.

[0022] For the above-mentioned modular chassis of an electric vehicle with an integrated distributed corner module, the wheel is connected to the vehicle frame through a suspension mechanism, and the suspension mechanism has the function of buffering and shock absorption. When the modular chassis of an electric vehicle with an integrated distributed corner module is driving, it will encounter various different road conditions, such as potholes, bumps, etc. The suspension mechanism can effectively absorb and buffer the impact force from the road surface, minimize the vertical vibration of the modular chassis of an electric vehicle with an integrated distributed corner module, and avoid excessive up and down bouncing of the modular chassis of an electric vehicle with an integrated distributed corner module. Moreover, a steering mechanism is also provided. The first steering component of the steering mechanism is arranged on the suspension mechanism, and the wheel is driven to rotate within a first angle range through the first steering component to adapt to the high-speed working conditions of the modular chassis of an electric vehicle with an integrated distributed corner module. When parking or turning at low speed is required, while the first steering component drives the wheel to rotate within a first angle range, the second steering component drives the suspension mechanism to rotate within a second angle range, thereby driving the wheel to rotate within a second angle range, that is, the second steering component drives the suspension mechanism and the wheel to rotate together within a second angle range. At this time, the total rotation angle of the wheel is the sum of the first angle range and the second angle range. For the modular chassis of an electric vehicle with an integrated distributed corner module of the present application, through the mutual cooperation of the first steering component and the second steering component, the rotation angle of the wheel is increased, and thus the rotation angle of the modular chassis of an electric vehicle with an integrated distributed corner module is increased, and the usage scenarios of the modular chassis of an electric vehicle with an integrated distributed corner module are increased. Description of the Drawings

[0023] Figure 1 It is a schematic diagram of a modular chassis of an electric vehicle with an integrated distributed corner module provided by an embodiment of the present application.

[0024] Figure 2 It is a schematic diagram of a vehicle frame provided by an embodiment of the present application.

[0025] Figure 3A It is a schematic diagram of a corner module provided by an embodiment of the present application.

[0026] Figure 3B Shown is a schematic diagram from a second perspective. Figure 3A Shown is a schematic diagram from a second perspective.

[0027] Figure 4 Shown is a top view of the corner module. Figure 3A Shown is a top view of the corner module.

[0028] Figure 5 Shown is a schematic diagram of the corner module from a third perspective. Figure 3A Shown is a schematic diagram of the corner module from a third perspective.

[0029] Figure 6 Shown is a bottom view of the corner module. Figure 3A Shown is a bottom view of the corner module.

[0030] Figure 7 Shown is a sectional view of the corner module. Figure 3A Shown is a sectional view of the corner module.

[0031] Figure 8 Shown is a partial schematic diagram of the corner module. Figure 3A Shown is a partial schematic diagram of the corner module.

[0032] Reference numerals:

[0033] 100, suspension mechanism; 110, mounting assembly; 111, upper support seat; 1111, first connecting portion; 112, lower support seat; 1121, second connecting portion; 113, first support frame; 114, second support frame; 120, swing arm assembly; 121, upper swing arm; 122, lower swing arm; 1221, first lower swing; 1222, second lower swing; 130, transmission assembly; 131, transmission arm; 1311, first transmission end; 1312, pivot end; 1313, second transmission end; 132, first push rod; 133, second push rod; 140, shock absorption assembly;

[0034] 210, first driving member; 220, first transmission unit; 221, first rocker arm; 222, first connecting rod;

[0035] 310, second driving member; 320, second transmission unit; 321, second rocker arm; 322, second connecting rod;

[0036] 400, wheel;

[0037] 500, braking mechanism; 510, brake disc; 520, brake caliper; 530, brake motor;

[0038] 600, vehicle frame; 610, first mounting bracket; 620, second mounting bracket; 630, third mounting bracket;

[0039] 700, battery mechanism;

[0040] 800, cooling mechanism. Detailed Implementation Modes

[0041] To make the above objects, features, and advantages of the present application more apparent and understandable, the following will provide a detailed description of the specific implementation modes of the present application with reference to the accompanying drawings. Many specific details are set forth in the following description to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without departing from the connotation of the present application. Therefore, the present application is not limited by the specific embodiments disclosed below.

[0042] In the description of the present application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. appear, the orientation or positional relationship indicated by these terms is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation of the present application.

[0043] In addition, if terms such as "first" and "second" appear, these terms are only for descriptive purposes and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include at least one such feature. In the description of the present application, if the term "plurality" appears, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise specifically and clearly defined.

[0044] In the present application, unless otherwise clearly specified and limited, if terms such as "install", "connect", "couple", "fix", etc. appear, these terms should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements or the interaction relationship between two elements, unless otherwise clearly limited. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0045] In this application, unless otherwise clearly defined and limited, if there is a description such as a first feature being "on" or "under" a second feature, its meaning can be that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature being "above", "over" and "on top of" the second feature can be that the first feature is directly above or obliquely above the second feature, or simply means that the first feature has a higher horizontal height than the second feature. The first feature being "under", "beneath" and "underneath" the second feature can be that the first feature is directly below or obliquely below the second feature, or simply means that the first feature has a lower horizontal height than the second feature.

[0046] It should be noted that if an element is referred to as being "fixed to" or "disposed on" another element, it can be directly on the other element or there can also be an intermediate element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intermediate element at the same time. If so, the terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used in this application are only for the purpose of illustration and do not represent the only implementation.

[0047] An embodiment of this application provides a modular chassis for an electric drive vehicle integrating a distributed corner module. Refer to Figures 1 to 8 , the modular chassis for an electric drive vehicle integrating a distributed corner module includes a vehicle frame 600, a suspension mechanism 100, wheels 400 and a steering mechanism. The vehicle frame 600 is connected to the wheels 400 through the suspension mechanism 100; the steering mechanism includes a first steering component and a second steering component. The first steering component is disposed on the suspension mechanism 100, and the second steering component is disposed on the vehicle frame 600. The first steering component is used to drive the wheels 400 to rotate within a first angle range, and the second steering component is used to drive the suspension mechanism 100 to rotate within a second angle range, so that the suspension mechanism 100 drives the wheels 400 to rotate within the second angle range.

[0048] The modular chassis of the electric drive vehicle integrated with distributed corner modules, where the wheels 400 are connected to the vehicle frame 600 through the suspension mechanism 100. The suspension mechanism 100 has the function of buffering and shock absorption. During the driving process of the modular chassis of the electric drive vehicle integrated with distributed corner modules, various different road conditions will be encountered, such as potholes, bumps, etc. The suspension mechanism 100 can effectively absorb and buffer the impact forces from the road surface, minimizing the vertical vibration of the modular chassis of the electric drive vehicle integrated with distributed corner modules and preventing excessive up-and-down bouncing of the modular chassis of the electric drive vehicle integrated with distributed corner modules. Moreover, a steering mechanism is also provided. The first steering component of the steering mechanism is arranged on the suspension mechanism 100, and the wheels 400 are driven to rotate within the first angle range through the first steering component to adapt to the high-speed working conditions of the modular chassis of the electric drive vehicle integrated with distributed corner modules. When parking or turning under low-speed working conditions, while the first steering component drives the wheels 400 to rotate within the first angle range, the second steering component drives the suspension mechanism 100 to rotate within the second angle range, thereby driving the wheels 400 to rotate within the second angle range, that is, the second steering component drives the suspension mechanism 100 and the wheels 400 to rotate together within the second angle range. At this time, the total rotation angle of the wheels 400 is the sum of the first angle range and the second angle range. In the modular chassis of the electric drive vehicle integrated with distributed corner modules of the present application, through the mutual cooperation of the first steering component and the second steering component, the rotation angle of the wheels 400 is increased, and thus the rotation angle of the modular chassis of the electric drive vehicle integrated with distributed corner modules is increased, and the usage scenarios of the modular chassis of the electric drive vehicle integrated with distributed corner modules are increased.

[0049] In this embodiment, as Figure 1 shown, one vehicle frame 600 is configured with four sets of corner modules, and one corner module includes wheels 400, a braking mechanism 500, a suspension mechanism 100, and a steering mechanism. That is, in a modular chassis of an electric drive vehicle integrated with distributed corner modules, four wheels 400, four braking mechanisms 500, four suspension mechanisms 100, and four steering mechanisms are arranged on one vehicle frame 600. Each wheel 400, braking mechanism 500, suspension mechanism 100, and steering mechanism is integrated into a set of corner modules. The four sets of corner modules are respectively arranged at the front, rear, left, and right positions of the vehicle frame 600, enabling independent drive and independent steering of each wheel. For example, functions such as front axle steering, rear axle steering, four-wheel same-direction steering, four-wheel different-direction steering, wedge steering, cross movement, and in-situ steering of the whole vehicle can be realized, providing more possibilities for vehicle driving flexibility. Flexible steering functions such as small-radius vehicle steering and wedge-shaped lane change can be realized, and at the same time, flexible switching of various steering functions such as front-wheel steering, rear-wheel steering, four-wheel same-direction steering, and four-wheel different-direction steering can also be realized.

[0050] Furthermore, in order to increase the rotation angle of the corner module, that is, in order to increase the rotation angle of the wheels 400, asFigures 3A to 8 As shown in the figure, the steering mechanism includes a first steering component and a second steering component. The first steering component includes a first driving member 210 and a first transmission unit 220 connected to the output end of the first driving member 210. The first driving member 210 is fixed on the suspension mechanism 100, and the first transmission unit 220 is connected to the wheel 400. The first driving member 210 can drive the first transmission unit 220 to rotate, so that the first transmission unit 220 drives the wheel 400 to rotate within a first angle range; the second steering component includes a second driving member 310 and a second transmission unit 320 connected to the second driving member 310. The second driving member 310 is fixed on the vehicle frame 600, and the second transmission unit 320 is connected to the suspension mechanism 100. The second driving member 310 can drive the second transmission unit 320 to rotate, so that the second transmission unit 320 drives the suspension mechanism 100 to rotate within a second angle range.

[0051] In this embodiment, when the vehicle is driving at medium or high speed or has a conventional steering requirement, the first steering component can be operated only at this time. The first driving member 210 drives the first transmission unit 220 to rotate, and the first transmission unit 220 drives the wheel 400 to rotate within a first angle range to adapt to the high-speed working condition of the vehicle. At this time, since the rotation range of the wheel 400 is small, it is convenient to ensure the steering stability of the vehicle when driving at high speed.

[0052] When parking or turning at a low speed working condition is required, the first steering component and the second steering component can be operated simultaneously. The first driving member 210 drives the wheel 400 to rotate within a first angle range through the first transmission unit 220, and the second driving member 310 drives the suspension mechanism 100 and the wheel 400 to rotate within a second angle range through the second transmission unit 320. That is, the total rotation angle of the wheel 400 is the sum of the first angle range and the second angle range, which greatly increases the rotation angle of the wheel 400. That is, this application not only ensures the steering stability of the wheel when driving at high speed, but also realizes the large-angle rotation of the wheel at low speed.

[0053] In addition, the first transmission unit 220 and the second transmission unit 320 are independently arranged respectively, so that the first steering component and the second steering component are mechanically decoupled. When one of them fails, the other can drive the wheel 400 to rotate normally, thereby increasing the redundant backup of the steer-by-wire and improving the steering reliability.

[0054] In this embodiment, the first angle range is -45° to +45°, and the second angle range is -45° to +45°. In this embodiment, both the first angle range and the second angle range are -45° to +45°. That is, when the first steering component and the second steering component drive the wheel 400 to rotate simultaneously, the total steering angle of the wheel 400 is -90° to +90°. When parking, the vehicle can move laterally to achieve quick parking.

[0055] In other embodiments, the first angular range is 30° and the second angular range is 60°. When the first steering assembly and the second steering assembly drive the wheel 400 to rotate simultaneously, the total steering angle of the wheel 400 is also 90°. That is, the first angular range and the second angular range can adopt different combination modes.

[0056] Of course, under some special working conditions, the total rotation angle can also be made greater than 90° by adjusting the first steering assembly or the second steering assembly.

[0057] In some embodiments of the present application, such as Figures 3A to 8 , the suspension mechanism 100 and the first transmission unit 220 are respectively spherically hinged to the wheel 400; the suspension mechanism 100 has a virtual kingpin axis P rotatably connected to the wheel 400, and the first transmission unit 220 is used to drive the wheel 400 to rotate around the virtual kingpin axis P.

[0058] Among them, the suspension mechanism 100 has an upper swing arm 121 and a lower swing arm 122. The lower swing arm 122 includes a first lower swing 1221 and a second lower swing 1222. The upper swing arm 121 is spherically hinged to the upper part of the wheel 400, and the first lower swing 1221 and the second lower swing 1222 are respectively spherically hinged to the bottom of the wheel 400. The extension lines of the first lower swing 1221 and the second lower swing 1222 form an intersection point, and the virtual kingpin axis P passes through the intersection point and the spherical hinge point where the upper swing arm 121 is connected to the upper part of the wheel 400.

[0059] Among them, the virtual kingpin axis P is an important parameter in the suspension mechanism 100. The determination method of the virtual kingpin axis P is prior art and will not be elaborated here.

[0060] In this embodiment, as Figures 3A to 5 shown, the wheel 400 is spherically hinged to the suspension mechanism 100, and the suspension mechanism 100 can ensure a stable mechanical support between the tire contact surface and the suspension mechanism 100 system. On this basis, the first transmission unit 220 is spherically hinged to the wheel 400, so that the first transmission unit 220 drives the wheel 400 to rotate around the virtual kingpin axis P, which can ensure the stable steering of the wheel 400.

[0061] Among them, taking a four-wheel vehicle as an example, the four-wheel vehicle has two front wheels and two rear wheels. The side where the two front wheels or rear wheels are close to each other is the inner side, and the suspension mechanism 100 is arranged on the inner side of the wheel 400.

[0062] In other embodiments, the steering mechanism of the present application can also be applied to two-wheel, three-wheel, five-wheel and other multi-wheel vehicles.

[0063] It should be noted that a spherical hinge, also known as a ball joint, is a connection method that can achieve rotation in multiple directions and a certain degree of displacement. A spherical hinge includes a ball head, a ball socket, a connecting component, and a sealing and lubricating component. The ball head is generally a spherical metal component that can rotate freely within a certain space. The ball socket is a component that mates with the ball head, having a concave spherical shape. The ball head is inserted into the ball socket, providing support and restraint for the ball head to rotate within a specified range. The connecting component is the part that connects the ball head and the ball socket to other structural components.

[0064] In some embodiments of the present application, as Figures 3A to 8 shown, the first transmission unit 220 includes a connected first rocker arm 221 and a first connecting rod 222. One end of the first rocker arm 221 away from the first connecting rod 222 is connected to the first driving member 210, and one end of the first connecting rod 222 away from the first rocker arm 221 is spherically hinged to the wheel 400.

[0065] In this embodiment, as Figures 3A to 8 shown, the first driving member 210 is a motor. The motor is arranged on the suspension mechanism 100. The motor is used to drive the first rocker arm 221 to swing in the horizontal plane, so as to drive the first connecting rod 222 to swing through the first rocker arm 221, and further enable the wheel 400 to rotate around the virtual kingpin axis P. The first transmission unit 220 adopts the rotation form of the first rocker arm 221 and the first connecting rod 222, which can optimize the steering force and comprehensively improve the high-speed steering stability.

[0066] Furthermore, the length of the first connecting rod 222 can be adjusted. In this embodiment, adjusting the length of the first connecting rod 222 is used to change the initial phase angle of the first driving member 210, that is, to change the first angle range. For example, changing the first angle range from ±45° to -40° to 50°, so as to adapt to the installation requirements of different vehicles.

[0067] In an embodiment of the present application, as Figures 3A to 8 shown, the suspension mechanism 100 has a first connection portion 1111 and a second connection portion 1121. The first connection portion 1111 and the second connection portion 1121 are respectively used for spherical hinge connection with the vehicle frame 600. The connection line of the first connection portion 1111 and the second connection portion 1121 constructs a virtual secondary kingpin axis Q. The second transmission unit 320 is used to drive the suspension mechanism 100 to rotate around the virtual secondary kingpin axis Q.

[0068] Among them, when the virtual kingpin axis P needs to satisfy the condition that when the wheel 400 makes a 90° turn, the wheel 400 is just perpendicular to the bottom surface. After the position of the virtual kingpin axis P is determined, first, according to the installable range of the first connecting part 1111 and the second connecting part 1121 (the installable range is limited by the space of the vehicle frame 600), the set of axis solutions that meet the conditions is determined by the rotation matrix calculation method. Then, according to the Adams software, it is measured whether the axis of the actual model meets the set conditions, so as to determine the specific positions of the first connecting part 1111 and the second connecting part 1121, that is, the position of the virtual kingpin axis P.

[0069] In this embodiment, as Figures 3A to 8 shown, the second driving part 310 is fixed on the vehicle frame 600. The second driving part 310 is used to drive the suspension mechanism 100 and the wheel 400 to rotate around the virtual sub kingpin axis Q simultaneously through the second transmission unit 320, so as to further increase the rotation angle of the wheel 400 on the basis of the first transmission unit 220 driving the wheel 400 to rotate.

[0070] In this embodiment, as Figures 3A to 8 shown, the first connecting part 1111 is located at one end of the suspension mechanism 100 in the vertical direction, and the second connecting part 1121 is located at the other end of the suspension mechanism 100 in the vertical direction. Along the vertical direction, the first transmission unit 220 is located between the first connecting part 1111 and the second connecting part 1121.

[0071] In this embodiment, as Figures 3A to 8 shown, the upper part of the suspension mechanism 100 is spherically hinged to the vehicle frame 600 through the first connecting part 1111, and the bottom of the suspension mechanism 100 is spherically hinged to the vehicle frame 600 through the second connecting part 1121, improving the connection stability between the suspension mechanism 100 and the vehicle frame 600. On this basis, the first transmission unit 220 is located between the first connecting part 1111 and the second connecting part 1121 in the vertical direction, which can effectively improve the driving stability of the second steering assembly.

[0072] In summary, the suspension mechanism 100 is connected to the vehicle frame 600, that is, the connection between the corner module and the vehicle frame 600 adopts a spherical hinge, which can realize the rotation and swing of the corner module within a certain range to adapt to different dynamic working conditions. The spherical hinge provides a high degree of freedom, allowing the corner module to adjust naturally when the vehicle body moves horizontally, longitudinally or vertically, reducing the adverse impact of the relative movement with the vehicle body on the vehicle handling performance.

[0073] Connection points (the first connection part 1111 and the second connection part 1121) are respectively arranged at the upper and lower ends of the corner module. With this design, the corner module can achieve stable connection and movement with the support of the rotating pair. These connection points (marked as support points) are connected to the vehicle body through the ball joints of the spherical hinge, ensuring that the connection between the vehicle body and the corner module is not only firm but also flexible enough to adapt to the movement of the vehicle. Moreover, these two connection points are connected to the vehicle frame 600 through ball joints, and can absorb the forces and movements generated when the steering, suspension mechanism 100 or the vehicle frame 600 deforms. The rotating pair of each corner module is effectively connected to other parts of the vehicle frame 600 through these connection points, ensuring the linkage between the vehicle frame 600 and each corner module.

[0074] In an embodiment of the present application, as Figures 3A to 8 shown, in some embodiments, the second transmission unit 320 is arranged on the side of the suspension mechanism 100 away from the wheel 400. That is, the second transmission unit 320 is installed in the space between the two wheels 400, so as to effectively utilize the space between the two wheels 400 and the structure is compact.

[0075] Specifically, as Figures 3A to 8 shown, the second transmission unit 320 includes a second rocker arm 321 and a second connecting rod 322 connected in sequence. One end of the second rocker arm 321 away from the second connecting rod 322 is connected to the second driving member 310, and one end of the second connecting rod 322 away from the second rocker arm 321 is spherically hinged to the suspension mechanism 100.

[0076] In this embodiment, as Figures 3A to 8 shown, the second driving member 310 is a motor, and the motor is fixed on the vehicle frame 600. When the motor rotates, it can drive the second rocker arm 321 to swing in the horizontal plane, and then drive the second connecting rod 322 to swing relative to the suspension mechanism 100, so that the suspension mechanism 100 can rotate around the virtual secondary pin shaft Q.

[0077] In other embodiments, the second driving member 310 is a cylinder, and the second transmission unit 320 is a telescopic rod. By the telescopic movement of the telescopic rod, the suspension mechanism 100 can be directly driven to rotate around the virtual secondary pin shaft Q.

[0078] Furthermore, as Figures 3A to 8 shown, the second transmission unit 320 has a locked state. When the second transmission unit 320 is in the locked state, the rotation center of the second driving member 310, the connection point of the second rocker arm 321 and the second connecting rod 322, and the connection point of the second connecting rod 322 and the suspension mechanism 100 are located on the same straight line L.

[0079] In this embodiment, when the vehicle is in a high-speed driving state, the second steering component is not required at this time, and the second transmission unit 320 can be locked. Specifically, when the second transmission unit 320 is in a locked state, the rotation center of the second driving member 310, the connection point of the second rocker arm 321 and the second connecting rod 322, and the connection point of the second connecting rod 322 and the suspension mechanism 100 are located on the same straight line. At this time, the road surface force transmitted by the first connecting rod 222 will not generate additional torque on the second driving member 310. And the self-locking of the second transmission unit 320 does not affect the execution of the first transmission unit 220, so as to achieve the purpose of decoupling the first steering component and the second steering component, thereby further increasing the stability during high-speed driving and conventional steering.

[0080] In an embodiment of the present application, the length of the second connecting rod 322 can be adjusted. By adjusting the length of the second connecting rod 322, it is used to change the initial phase angle of the second driving member 310, that is, to change the second angle range. For example, the second angle range is changed from ±45° to -40° - 50°, so as to adapt to the installation requirements of different vehicles.

[0081] In an embodiment of the present application, as Figures 3A to 8 shown, the suspension mechanism 100 is rotatably arranged on the vehicle frame 600, and the wheel 400 is rotatably arranged on the suspension mechanism 100. At the same time, the first driving member 210 is fixed on the suspension mechanism 100, the first transmission unit 220 is used to connect with the wheel 400, and the first driving member 210 is used to drive the wheel 400 to rotate within the first angle range through the first transmission unit 220; the second driving member 310 is used to be fixed on the vehicle frame 600, the second transmission unit 320 is connected with the suspension mechanism 100, and the second driving member 310 is used to drive the suspension mechanism 100 and the wheel 400 to rotate within the second angle range through the second transmission unit 320.

[0082] As Figures 3A to 8 shown, in some embodiments, the steering mechanism has a first use state and a second use state.

[0083] When the steering mechanism is in the first use state, the driving method includes the following steps: the first driving member 210 rotates, driving the first transmission unit 220 to move to drive the wheel 400 to rotate within the first angle range. Among them, the first use state can be when the vehicle is parking or turning under low-speed working conditions.

[0084] When the steering mechanism is in the second usage state, the driving method includes the following steps: The first driving member 210 rotates, driving the first transmission unit 220 to move so as to drive the wheel 400 to rotate within a first angular range; The second driving member 310 rotates, driving the second transmission unit 320 to move so as to drive the suspension mechanism 100 and the wheel 400 to rotate within a second angular range simultaneously. Wherein, the second usage state can be when the vehicle is driving at medium or high speeds or has a conventional steering requirement.

[0085] In this embodiment, when parking or turning under low-speed working conditions, the first steering assembly and the second steering assembly are controlled simultaneously. At this time, the first driving member 210 drives the wheel 400 to rotate within the first angular range through the first transmission unit 220, and at the same time, the second driving member 310 drives the suspension mechanism 100 and the wheel 400 to rotate within the second angular range through the second transmission unit 320. That is, the total rotation angle of the wheel 400 is the sum of the first angular range and the second angular range, greatly increasing the rotation angle of the wheel 400 while ensuring the stability of the wheel 400.

[0086] Further, referring to Figures 3A to 8 As shown, the suspension mechanism 100 includes a mounting assembly 110, a swing arm assembly 120, and a shock absorption assembly 140. The mounting assembly 110 is used to connect to the vehicle frame 600; One end of the swing arm assembly 120 is connected to the mounting assembly 110, and the other end of the swing arm assembly 120 is connected to the wheel 400; The shock absorption assembly 140 is connected to the mounting assembly 110 and is connected to the swing arm assembly 120. By directly connecting the mounting assembly 110 to the vehicle frame 600, the weight of the vehicle frame 600 is transmitted to the swing arm assembly 120 and finally dispersed to the ground through the wheel 400. By connecting the wheel 400 and the vehicle frame 600 through the swing arm assembly 120, while allowing the wheel 400 to move in the vertical direction, the relative position with the vehicle frame 600 is maintained, ensuring that the wheel 400 always maintains good contact with the ground. At the same time, the swing arm assembly 120 can transmit a certain amount of lateral and longitudinal forces, such as transmitting the reaction forces from the ground (such as bumps, lateral forces, etc.) to the shock absorption assembly 140 and buffering and absorbing them through the shock absorption assembly 140. Precise control of the movement trajectory of the wheel 400 through the swing arm assembly 120 helps to improve the stability and handling performance of the vehicle.

[0087] In an embodiment of the present application, referring to Figures 3A to 8 As shown, the mounting assembly 110 includes an upper support seat 111, a lower support seat 112, a first support frame 113, and a second support frame 114; The upper support seat 111 and the lower support seat 112 are arranged at intervals in the vertical direction, and both are used to connect to the vehicle frame 600; The first support frame 113 is connected between the upper support seat 111 and the lower support seat 112; The second support frame 114 is connected to the first support frame 113 in the horizontal direction and is connected to the lower support seat 112.

[0088] In this embodiment, a ball joint is provided at the top of the upper support seat 111, and a ball joint is provided at the bottom of the lower support seat 112. The upper support seat 111 and the lower support seat 112 are respectively connected to the vehicle frame 600 through their respective ball joints. The ball joint is used as the rotary joint of the suspension mechanism 100, allowing the wheel to move freely in multiple directions, ensuring steering flexibility and the normal operation of the suspension mechanism 100.

[0089] In an embodiment of the present application, refer to Figures 3A to 8 As shown, the swing arm assembly 120 includes an upper swing arm 121 and a lower swing arm 122. One end of the upper swing arm 121 in the horizontal direction is rotatably connected to the wheel 400, and the other end of the upper swing arm 121 in the horizontal direction is rotatably connected to the second support frame 114; one end of the lower swing arm 122 in the horizontal direction is connected to the wheel 400, and the other end of the lower swing arm 122 in the horizontal direction is rotatably connected to the first support frame 113. By the upper swing arm 121 and the lower swing arm 122, the angle of the wheel can be more precisely controlled, such as the camber angle or the toe angle, so that the wheel can maintain the maximum contact area with the ground under various road conditions, thereby providing better grip and traction to maintain the straight-line driving stability of the vehicle.

[0090] At the same time, it can provide higher lateral rigidity, reduce the torsional deformation of the vehicle body during steering, enhance the overall rigidity of the vehicle, and the force distribution is more uniform. The synergistic effect between the upper swing arm 121 and the lower swing arm 122 reduces the pressure on a single component and extends the service life of the suspension mechanism 100. In some embodiments, the upper swing arm 121 and the lower swing arm 122 are approximately in an A shape, which can provide better handling and comfort.

[0091] In an embodiment of the present application, refer to Figures 3A to 8 As shown, the suspension mechanism 100 further includes a transmission component 130. One end of the transmission component 130 in the horizontal direction is rotatably connected to the upper swing arm 121, and the other end of the transmission component 130 in the horizontal direction is rotatably connected to the shock absorption component 140. The transmission component 130 transmits the acting force transmitted to the swing arm assembly 120 to the shock absorption component 140, and the shock absorption component 140 performs buffering and absorption, etc., which helps to improve the stability and handling performance of the vehicle.

[0092] In an embodiment of the present application, refer to Figures 3A to 8As shown, the transmission assembly 130 includes a transmission arm 131, a first push rod 132, and a second push rod 133. The transmission arm 131 includes a fulcrum end 1312, a first transmission end 1311, and a second transmission end 1313 that are distributed in the horizontal direction. The fulcrum end 1312 is rotatably connected to the upper support seat 111. One end of the first push rod 132 is rotatably connected to the first transmission end 1311, and the other end is rotatably connected to the upper swing arm 121. One end of the second push rod 133 is rotatably connected to the second transmission end 1313, and the other end is rotatably connected to the shock absorption assembly 140. When the road surface is uneven and the wheels bump up and down, the upper swing arm 121 will move up and down with the wheels.

[0093] Since the transmission arm 131 is connected between the upper swing arm 121 and the shock absorption assembly 140, as the upper swing arm 121 moves, the transmission arm 131 will correspondingly push or pull the shock absorption assembly 140. Through the shock absorption assembly 140 for buffering and absorption, etc., it helps to improve the stability and handling performance of the vehicle. Compared with the prior art where the shock absorber is directly installed near the wheels, in this application, the transmission assembly 130 connects the upper swing arm 121 and the shock absorption assembly 140, so that the shock absorption assembly 140 can be installed inside the vehicle frame 600, which can reduce the occupation of the vehicle space and thus optimize the overall space layout. At the same time, by changing the installation position of the shock absorption assembly 140, the vehicle's center of gravity can be better distributed, which helps to improve the handling and stability.

[0094] In an embodiment of the present application, refer to Figures 3A to 8 As shown, the first transmission end 1311 and the second transmission end 1313 are respectively located on both sides of the fulcrum end 1312, and the distance between the first transmission end 1311 and the fulcrum end 1312 is different from the distance between the second transmission end 1313 and the fulcrum end 1312. That is to say, the transmission arm 131 is designed as a lever structure, the first transmission end 1311 is equivalent to the power end, and the second transmission end 1313 is equivalent to the resistance end. By adjusting the first distance between the first transmission end 1311 and the fulcrum end 1312, and the second distance between the second transmission end 1313 and the fulcrum end 1312, the influence of the vertical movement of the wheels on the shock absorber can be amplified or reduced. For example, when the second distance is small, a large compression amount of the shock absorber can be generated within a small wheel stroke, thus providing a more sensitive response; when the second distance is large, the movement amplitude of the shock absorber will be relatively small, which is suitable for scenarios pursuing smoothness and comfort. By adjusting the proportional relationship between the first distance and the second distance, different driving conditions and requirements can be adapted.

[0095] In an embodiment of the present application, refer to Figures 3A to 8 As shown, the load of the ground on the wheels 400 is sequentially transmitted to the shock absorption assembly 140 through the swing arm assembly 120 and the transmission assembly 130. The shock absorption assembly 140 absorbs and mitigates the road surface impact, so that the vehicle has good handling stability and improves the riding comfort of users.

[0096] In some embodiments, the shock absorption assembly 140 includes a shock absorber, which can be a monotube shock absorber or a twin-tube shock absorber. When the vehicle encounters bumps, the wheel moves upward. Under the action of the aforementioned transmission arm 131, the piston rod of the shock absorber is pushed downward, and the piston moves in the hydraulic oil, forcing the oil to pass through the small holes or valves on the piston, generating a damping force. This process converts mechanical energy into heat energy, effectively reducing the vibration of the vehicle body. Similarly, when the wheel drops, the piston will move upward, generating a damping force again to reduce the vibration of the vehicle body.

[0097] Refer to Figures 3A to 8 As shown, in some embodiments, the shock absorption assembly 140 may further include a coil spring. Taking the twin-tube shock absorber as an example, a spring seat can be provided on the twin-tube shock absorber, and the coil spring is installed in the spring seat. When the vehicle encounters bumps and the wheel moves upward, the coil spring will be compressed to store the impact energy, and the shock absorber consumes the stored energy in the form of heat through hydraulic damping, effectively attenuating the vibration impact transmitted from the road surface to the vehicle body.

[0098] Further, refer to Figures 3A to 8 As shown, the modular chassis of an electric drive vehicle with an integrated distributed corner module provided by an embodiment of the present application further includes a braking mechanism 500. The braking mechanism 500 is located between the wheel 400 and the suspension mechanism 100. The braking mechanism 500 includes a brake disc 510 and a brake caliper 520; the brake caliper 520 is configured to operably abut against the brake disc 510 to bring the wheel 400 into a braking state.

[0099] Integrating the wheel 400, the suspension mechanism 100, the braking mechanism 500 and the steering mechanism together realizes core functions such as driving, supporting, braking and steering. Moreover, the braking mechanism 500 and the steering mechanism are both integrated between the suspension mechanism 100 and the wheel 400, so that the occupation of additional space can be reduced, making the layout of the corner module more compact. Correspondingly, the overall mass of the corner module can also be reduced, realizing the lightweight of the corner module while optimizing the layout space of the corner module.

[0100] In an embodiment of the present application, refer to Figures 3A to 8As shown, the braking mechanism 500 further includes a braking motor 530. The braking motor 530 is connected to the aforementioned brake caliper 520. The braking motor 530 is used to drive the brake caliper 520 to move along the axial direction of the brake disc 510. For example, when braking is required, the driver steps on the brake pedal to transmit a signal to the braking motor 530. The braking motor 530 drives the brake caliper 520 to move in the direction close to the brake disc 510, so that the brake caliper 520 abuts against the brake disc 510. The rotation speed of the brake disc 510 is reduced by the frictional force between the brake caliper 520 and the brake disc 510, so that the brake disc 510 stops rotating quickly, and then the wheel stops rotating. After the brake pedal is released, the brake caliper 520 resets under the action of the elastic member and is released from the brake disc 510, thereby releasing the brake. In other embodiments, in addition to driving the brake caliper 520 to move by the braking motor 530, an electromagnetic brake can also be used. For details, reference can be made to the prior art and will not be elaborated here.

[0101] In an embodiment of the present application, the braking motor 530 includes a mover and a stator. The mover part generates an alternating magnetic field, and the stator part generates a thrust under the action of the magnetic field, thereby pushing the mover to move linearly, and then driving the brake caliper 520 connected to the mover to move.

[0102] Further, referring to Figures 3A to 8 As shown, the wheel 400 includes a wheel motor. One side of the wheel motor along the axial direction is connected with a driving housing. The upper end of the driving housing is rotatably connected to the aforementioned upper swing arm 121, and the lower end of the driving housing is rotatably connected to the aforementioned lower swing arm 122. In some embodiments, the driving housing and the swing arm assembly 120 can be rotatably connected through a ball hinge point. For example, ball heads are respectively arranged at the upper end and the lower end of the driving housing. The upper end of the driving housing is hinged to the upper swing arm 121 through the ball head, and the lower end of the driving housing is hinged to the lower swing arm 122 through the ball head. In this way, the steering of the wheel can be realized. In one of the embodiments, the brake disc 510 is integrally connected with the wheel motor, making the layout of the corner module more compact and reducing the space occupation.

[0103] In an embodiment of the present application, the wheel motor includes a stator fixedly arranged in the driving housing and a rotor rotatably arranged in the driving housing. By generating a magnetic field by the stator, the rotor is affected by the magnetic field of the stator and rotates, thereby outputting torque and driving the wheel connected to the rotor to rotate. In some embodiments, the rotor is arranged outside the stator. In some embodiments, the stator can be a winding coil, and the rotor can be a rotating magnet. When current passes through the winding coil, a rotating magnetic field is generated, and the rotating magnet rotates along with the magnetic field direction under the action of the rotating magnetic field.

[0104] In some embodiments, multiple groups of winding coils are arranged.

[0105] In some embodiments, the rotating magnet can be a permanent magnet.

[0106] In one embodiment of the present application, a silicon steel sheet is connected to the surface of the winding coil along the axial direction. The silicon steel sheet is made of a very thin steel plate and is coated with an insulating layer on the surface. This design insulates each silicon steel sheet from each other, effectively shortens the path of the eddy current formed by the current, and reduces the eddy current loss. At the same time, silicon steel contains a certain proportion of silicon elements, which changes the crystal structure of the material, making it easier to be magnetized and demagnetized, and reducing the hysteresis phenomenon. Therefore, the use of silicon steel sheets can significantly reduce hysteresis losses and improve the overall efficiency of the motor. Silicon steel has a high magnetic permeability, which can more effectively guide and concentrate the magnetic field, ensuring that more magnetic flux passes through the winding, thereby enhancing the electromagnetic performance of the motor. High magnetic permeability also helps to reduce the required excitation current, thereby reducing copper loss (i.e., resistance loss in the winding coil). In addition, silicon steel sheets can also support the winding coil and maintain mechanical strength.

[0107] In one embodiment of the present application, the wheel 400 may further include a driving reduction mechanism, the outer rotor of the wheel motor is drivingly connected to the driving reduction mechanism, and is drivingly connected to the wheel through the driving reduction mechanism. For example, in some implementations, the output speed of the wheel motor is transmitted to the wheel after the torque is reduced and increased through the planetary gear reducer, so that the vehicle can obtain a relatively high output torque, thereby obtaining a larger driving force.

[0108] In one embodiment of the present application, the wheel 400 may further include a drive controller, which is in communication with the wheel motor. When the driver steps on the accelerator pedal, the vehicle controller sends a signal to the drive controller to control the outer rotor of the wheel motor to drive the wheel to rotate together. When the driver steps on the brake pedal, the vehicle controller sends a signal to the brake caliper 520, and the brake caliper 520 clamps the brake disc 510 to brake the wheel.

[0109] Further, if Figure 1 and Figure 2As shown in the figure, the vehicle frame 600 includes a first mounting bracket 610, two second mounting brackets 620, and two third mounting brackets 630. The two second mounting brackets 620 are respectively arranged on both sides of the first mounting bracket 610 along the length direction. A third mounting bracket 630 is provided on the side of the second mounting bracket 620 facing away from the first mounting bracket 610, and the height of the second mounting bracket 620 is higher than the heights of the first mounting bracket 610 and the third mounting bracket 630. The first mounting bracket 610, the second mounting bracket 620, and the third mounting bracket 630 enclose a space for accommodating the wheel 400 and the steering mechanism, and the cooling system is arranged on the third mounting bracket 630. By defining the positional relationship of the first mounting bracket 610, the second mounting bracket 620, and the third mounting bracket 630, a space for accommodating the wheel 400, the steering mechanism, and the suspension mechanism 100 is enclosed, facilitating the installation of the wheel 400, the steering mechanism, and the suspension mechanism 100.

[0110] Further, please refer back to Figure 1 and Figure 2 , the modular chassis of an electric drive vehicle integrating a distributed corner module provided by an embodiment of the present application further includes a battery mechanism 700. The battery mechanism 700 includes a battery pack and an elastic member. The vehicle frame 600 is provided with a mounting cavity for accommodating the battery pack, and the battery pack abuts against the cavity wall of the mounting cavity through the elastic member. By providing a mounting cavity on the vehicle frame 600, it is convenient to accommodate the battery pack of the battery mechanism 700. And by arranging an elastic member between the battery pack and the cavity wall of the mounting cavity, the battery pack abuts against the cavity wall of the mounting cavity through the elastic member, thereby reducing the damage to the battery pack caused by the relative movement between the vehicle frame 600 and the battery pack.

[0111] In some other embodiments, the battery mechanism 700 further includes a battery rack. The battery pack is arranged in the mounting cavity through the battery rack, and elastic members are provided between the battery pack and the battery rack, between the battery rack and the mounting cavity.

[0112] In some embodiments, the elastic member is a silica gel pad or a sponge pad, etc.

[0113] Further, as Figure 1 and Figure 2 shown, the modular chassis of an electric drive vehicle integrating a distributed corner module provided by an embodiment of the present application further includes a cooling mechanism 800 arranged on the vehicle frame 600. The cooling mechanism 800 is used to cool the battery mechanism 700. By arranging the cooling mechanism 800 on the vehicle frame 600, the battery pack of the battery mechanism 700 is dissipated heat by the cooling mechanism 800. And by arranging the cooling mechanism 800 on the third mounting bracket 630, the layout between multiple units of the modular chassis of the electric drive vehicle integrating a distributed corner module is optimized.

[0114] In one embodiment of the present application, the cooling mechanism 800 includes a water tank, a liquid cooling pump, and an inlet of a heat exchanger that are sequentially connected through a liquid cooling pipeline. The water tank is used to hold a coolant, and the liquid cooling pump is used to pump out the coolant in the water tank so that the coolant flows through a coolant pipeline near the battery pack and exchanges heat with the heat of the battery pack. The coolant in the coolant pipeline absorbs heat and becomes hot, and then flows into the heat exchanger through the coolant pipeline for cooling and heat dissipation. The heat exchanger discharges the heat into the external air to ensure the stable operation of the vehicle under high load and high speed. The coolant after being cooled by the heat exchanger flows out of the heat exchanger and then continues to flow back into the water tank, waiting to be pumped by the liquid cooling pump.

[0115] Furthermore, the modular chassis of an electric drive vehicle with integrated distributed corner modules provided in one embodiment of the present application further includes an electrical mechanism, and the design of the electrical mechanism ensures the coordinated operation of each system of the vehicle. The electrical mechanism includes:

[0116] VCU (Vehicle Control Unit): The VCU coordinates with the controllers of all corner modules (wheel motor controller, steering motor controller, and EMB controller), receives data from sensors such as vehicle speed, steering angle, and suspension height, calculates the optimal control strategy, and sends control instructions to each corner module through the CAN bus to ensure the efficient cooperation of each functional module.

[0117] Wheel motor controller: Each corner module is equipped with two wheel motor controllers, which are responsible for adjusting the output power of each electric drive system to ensure the balance and response of power.

[0118] Steering motor controller: Each corner module is equipped with two steering motor controllers for controlling the main steering motor and the auxiliary steering motor. Since the corner module adopts a two-stage steering design, the steering motor controller provides precise steering response by adjusting the steering angle in real time.

[0119] Electro-Mechanical Brake (EMB) controller: The EMB controller works in coordination with the braking system to adjust the working states of the electromagnetic braking and hydraulic braking systems and provide effective braking control.

[0120] In summary:

[0121] Connection of the corner module of the present application to the vehicle frame 600: The corner module is spherically hinged to the vehicle frame 600 (that is, the suspension mechanism 100 is spherically hinged to the vehicle frame 600), providing the ability to move in multiple degrees of freedom to adapt to the dynamic requirements of the vehicle's steering, suspension, and power systems.

[0122] Rotational degree of freedom: The angular module is rotationally connected to the vehicle frame 600 through a ball joint of a spherical hinge, enabling the angular module to be flexibly adjusted during steering and vehicle body movement. The design of the ball joint allows the angular module to maintain flexibility when the vehicle frame 600 deforms, turns, or the suspension is adjusted, ensuring the correct angle of the wheels and the stability of contact with the ground.

[0123] Vertical and lateral movement: The connection method of the angular module to the vehicle frame 600 allows the angular module to move vertically (adapting to the height change of the suspension) and laterally (adapting to the roll and steering of the vehicle body) when the suspension mechanism 100 is working. This degree of freedom enables the angular module to respond to forces and movements in different directions during vehicle cornering, acceleration, braking, etc., maintaining the stability of the vehicle.

[0124] Load distribution and vehicle body coordination: The connection of the angular module to the vehicle frame 600 allows the vehicle body and the angular module to jointly share the load and steering force from the ground. When the vehicle accelerates, brakes, or turns, the load of the vehicle body is transmitted to the angular module through the ball joint, ensuring that the drive, steering, and suspension systems of each angular module can be independently adjusted and provide the required support.

[0125] The battery mechanism 700 and the vehicle frame 600 of the present application:

[0126] An installation cavity is provided in the central area of the first mounting bracket 610, that is, the battery mechanism 700 is disposed in the central area of the first mounting bracket 610 to optimize the center of gravity of the vehicle.

[0127] Vertical and horizontal movement: The battery pack is disposed in the installation cavity and generally does not participate in vertical or lateral movement. The battery installation position and structural design ensure that the battery is fixed on the vehicle frame 600, and at the same time, when the suspension mechanism 100 is working, the movement of the vehicle frame 600 does not affect the stability of the battery. The installation cavity provides a solid support to ensure the safety of the battery during the movement of the vehicle frame 600.

[0128] Load stability: The design of fixing the battery pack on the vehicle frame 600 ensures the stability of the battery and the good weight balance of the vehicle body, so that the vehicle will not affect the center of gravity or handling performance due to the change of the battery position under dynamic conditions.

[0129] Heat conduction and management: The cooling system of the battery usually shares the cooling system of the vehicle frame 600. Through connection methods such as pipes and heat exchangers, the temperature control of the battery cooperates with the cooling system of the vehicle frame 600. When the cooling system of the vehicle starts, the battery works together with the cooling system of the vehicle frame 600 through the cooling pipes to jointly ensure that the temperature of the battery is maintained within a safe range during operation.

[0130] The cooling mechanism 800 and the vehicle frame 600 of the present application:

[0131] The cooling system is responsible for controlling the temperature of various components in the vehicle's power system, such as the battery, motor, and steering system, and typically operates through liquid cooling. The relationship between the cooling mechanism 800 and the vehicle frame 600 is as follows:

[0132] The coolant pipes are connected to the vehicle frame 600: The pipes and heat dissipation devices of the cooling mechanism 800 are connected to the vehicle frame 600 through pipes, connectors, and fixing brackets. The coolant flows through these pipes and is connected to key components that need to dissipate heat, such as the battery and drive motor. The pipes of the cooling mechanism 800 are tightly connected to the vehicle frame 600 to ensure that the coolant can effectively transfer heat and maintain the cooling effect.

[0133] Heat management cooperates with the vehicle frame 600: The heat exchanger of the cooling mechanism 800 works in conjunction with the radiator part of the vehicle frame 600. The coolant circulates in the system, taking heat away from components such as the battery, motor, and steering mechanism. The heat exchange between the radiator part of the cooling mechanism 800 of the vehicle frame 600 and the external air ensures that the vehicle does not overheat during high-load operation and maintains the stable operation of each component.

[0134] The cooperation of the pump and the vehicle frame 600: The liquid cooling pump in the cooling system is responsible for driving the flow of the coolant. The pump, through its connection with the vehicle frame 600, ensures that the coolant can effectively circulate through components such as the battery, drive motor, and steering mechanism. The vehicle frame 600 provides stable structural support for the cooling mechanism 800, ensuring the precise arrangement and effective connection of the pump and pipes, thereby achieving efficient temperature control.

[0135] The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as falling within the scope described in this specification.

[0136] The above embodiments only represent several implementation manners of the present application. Their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the patent application. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present application, several modifications and improvements can still be made, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application should be subject to the appended claims.

Claims

1. A modular chassis for an electric vehicle with integrated distributed corner modules, characterized in that: The modular chassis of an electric drive vehicle with integrated distributed corner modules comprises: A vehicle frame (600), a suspension mechanism (100), and a wheel (400), wherein the wheel (400) is connected to the vehicle frame (600) via the suspension mechanism (100); The steering mechanism comprises a first steering assembly and a second steering assembly, wherein the first steering assembly is arranged on the suspension mechanism (100), and the second steering assembly is arranged on the vehicle frame (600), the first steering assembly is used to drive the wheel (400) to rotate within a first angle range, and the second steering assembly is used to drive the suspension mechanism (100) to rotate within a second angle range, so that the suspension mechanism (100) drives the wheel (400) to rotate within the second angle range.

2. The modular chassis of an electric vehicle with integrated distributed corner modules according to claim 1, characterized in that: It also includes a battery mechanism (700), the battery mechanism (700) including a battery pack and an elastic member, the frame (600) is provided with a mounting cavity for accommodating the battery pack, and the battery pack abuts against a cavity wall of the mounting cavity through the elastic member.

3. The modular chassis of an electric vehicle with integrated distributed corner modules according to claim 2, characterized in that: It also includes a cooling mechanism (800) arranged on the vehicle frame (600), wherein the cooling mechanism (800) is used to cool the battery mechanism (700).

4. The modular chassis of an electric vehicle with integrated distributed corner modules according to claim 3, characterized in that: The cooling mechanism (800) comprises a water tank, a liquid cooling pump, and an inlet of a heat exchanger which are connected in sequence through a liquid cooling pipeline, and the liquid cooling pipeline connecting the liquid cooling pump and the inlet of the heat exchanger flows through the battery pack, the water outlet of the heat exchanger is connected to the water tank, and the air outlet of the heat exchanger is connected to the outside.

5. The modular chassis of an electric vehicle with integrated distributed corner modules according to claim 1, characterized in that: The vehicle frame (600) comprises a first mounting frame (610), two second mounting frames (620) and two third mounting frames (630), wherein the two second mounting frames (620) are respectively arranged on both sides of the first mounting frame (610) along the length direction, the third mounting frame (630) is arranged on the side of the second mounting frame (620) away from the first mounting frame (610), and the height of the second mounting frame (620) is higher than the heights of the first mounting frame (610) and the third mounting frame (630), and the first mounting frame (610), the second mounting frame (620) and the third mounting frame (630) are arranged to form a space for accommodating the wheel (400) and the steering mechanism.

6. The modular chassis of an electric vehicle with integrated distributed corner modules according to claim 1, characterized in that: The first steering assembly comprises a first driving member (210) and a first transmission unit (220) connected to an output end of the first driving member (210), the first driving member (210) being fixed to the suspension mechanism (100), the first transmission unit (220) being connected to the wheel (400), and the first driving member (210) being capable of driving the first transmission unit (220) to rotate, so that the first transmission unit (220) drives the wheel (400) to rotate within the first angle range; The second steering assembly comprises a second driving member (310) and a second transmission unit (320) connected to an output end of the second driving member (310); the second driving member (310) is fixed to the vehicle frame (600); the second transmission unit (320) is connected to the suspension mechanism (100); the second driving member (310) is capable of driving the second transmission unit (320) to rotate, so that the second transmission unit (320) drives the suspension mechanism (100) to rotate within the second angle range.

7. The modular chassis of an electric vehicle with integrated distributed corner modules according to claim 6, characterized in that: The first transmission unit (220) comprises a first rocker arm (221) and a first connecting rod (222) connected to each other, wherein one end of the first rocker arm (221) away from the first connecting rod (222) is connected to the first driving member (210), and one end of the first connecting rod (222) away from the first rocker arm (221) is spherically hinged to the wheel (400).

8. The modular chassis of an electric vehicle with integrated distributed corner modules according to claim 6, characterized in that: The second transmission unit (320) comprises a second rocker arm (321) and a second connecting rod (322) which are connected to each other; one end of the second rocker arm (321) away from the second connecting rod (322) is connected to the second driving member (310); and one end of the second connecting rod (322) away from the second rocker arm (321) is spherically hinged to the suspension mechanism (100).

9. The modular chassis of an electric vehicle with integrated distributed corner modules according to claim 1, characterized in that: The suspension mechanism (100) comprises: A mounting assembly (110), wherein the mounting assembly (110) is connected to the vehicle frame (600); A swing arm assembly (120), one end of the swing arm assembly (120) being connected to the mounting assembly (110), and the other end of the swing arm assembly (120) being connected to the wheel (400); A shock absorbing assembly (140), wherein the shock absorbing assembly (140) is connected to the mounting assembly (110) and to the swing arm assembly (120).

10. The modular chassis of an electric vehicle with integrated distributed corner modules according to claim 1, characterized in that: The invention also comprises a braking mechanism (500), wherein the braking mechanism (500) is used to put the wheel (400) into a braking state.

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