Wheel hub motor and active suspension power reuse driving system and vehicle

Abstract

The invention relates to the technical field of vehicles, and discloses a wheel hub motor and active suspension power reuse driving system and a vehicle, the wheel hub motor and active suspension power reuse driving system comprises a dual-motor coupling driving subsystem, the dual-motor coupling driving subsystem comprises a first reuse motor and a second reuse motor, a first rotor of the first multiplex motor and a second rotor of the second multiplex motor are connected to a wheel hub; the double-trailing-arm suspension comprises an upper trailing arm, a lower trailing arm, a first motor, a second motor, a third motor and a fourth motor, and one end of the upper trailing arm is rotatably connected with a first stator of the first multiplex motor; one end of the lower longitudinal arm is fixedly connected with a second stator of the second multiplex motor; the steering subsystem comprises a steering motor and a steering knuckle, and the steering knuckle is connected with the other end of the upper trailing arm and the other end of the lower trailing arm. Therefore, wheel driving can be realized, the vertical position of the wheel relative to the vehicle body can be adjusted, the redundant power of the vehicle system can be fully exerted, and the system-level power density can be improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a wheel hub motor and active suspension power reuse driving system and a vehicle. Background Art

[0002] At present, the vehicle corner module (also known as the highly integrated driving unit) is at the forefront of the modular development of electric vehicles. It achieves a high degree of mechatronics by integrating the hub motor, active suspension, wire-controlled braking and wire-controlled steering into a single wheel assembly.

[0003] In related technologies, the vehicle's hub motors, active suspension, wire-controlled braking, wire-controlled steering and other systems all adopt an independent development model, and are configured with higher redundant power for the extreme working conditions of each system, resulting in excessive system-level power redundancy and prominent contradictions in the actuator space layout. Summary of the Invention

[0004] The present application aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the present application is to propose a wheel hub motor and active suspension power reuse driving system, which can save active suspension actuators such as hydraulic devices (or air springs) at the vehicle suspension and realize high-performance active suspension height adjustment function by cooperating with two reused motors in a dual-motor coupling drive subsystem.

[0005] According to the first aspect of the present application, the wheel hub motor and active suspension power reuse driving system includes: a dual-motor coupling drive subsystem, the dual-motor coupling drive subsystem includes a first multiplexing motor and a second multiplexing motor, the first rotor of the first multiplexing motor and the second rotor of the second multiplexing motor are both connected to the wheel hub; a double longitudinal arm suspension, the double longitudinal arm suspension includes: an upper longitudinal arm, one end of the upper longitudinal arm is rotatably connected to the first stator of the first multiplexing motor; a lower longitudinal arm, one end of the lower longitudinal arm is fixedly connected to the second stator of the second multiplexing motor; a steering subsystem, the steering subsystem includes a steering motor and a steering knuckle, the steering knuckle is rotatably connected to the other end of the upper longitudinal arm and the other end of the lower longitudinal arm respectively, and the steering knuckle is connected to the steering motor.

[0006] Among them, when the first multiplexed motor and the second multiplexed motor output torque in the same direction, the first rotor and the second rotor rotate synchronously to drive the wheels to rotate; when the first multiplexed motor and the second multiplexed motor output torque in opposite directions, the first stator and the second stator apply the torque difference to the double trailing arm suspension to achieve vertical movement of the wheels.

[0007] According to the in-wheel motor and active suspension power reuse system of the embodiment of the present application, only two reused motors (i.e., a first reused motor and a second reused motor) are provided in the dual-motor coupled drive subsystem, enabling wheel drive and adjusting the vertical position of the wheels relative to the vehicle body. Compared to existing vehicles, this system can reduce the number of active suspension actuators, thereby reserving more wheel side space on the inner side of the wheel, reducing layout difficulty and effectively reducing the risk of interference between the various actuators at the wheel. Furthermore, the in-wheel motor and active suspension power reuse system, based on the power complementarity between the in-wheel motor and active suspension, utilizes the dual-motor coupled drive subsystem to fully utilize the redundant power of the vehicle system, thereby improving system-level power density.

[0008] According to some embodiments of the present application, the first rotor and the second rotor are coaxially arranged and fixedly connected, and the central axis of the first rotor, the central axis of the second rotor and the central axis of the wheel hub are collinearly arranged.

[0009] According to some embodiments of the present application, the lower longitudinal arm is hingedly coupled to the steering knuckle, and the lower longitudinal arm can rotate around the central axis of the wheel hub.

[0010] According to some embodiments of the present application, the upper trailing arm may be rotatably connected to the first stator about a first axis; the upper trailing arm may be rotatably connected to the steering knuckle about a second axis; the lower trailing arm may be rotatably connected to the steering knuckle about a third axis; and the second stator may drive the lower trailing arm to rotate about a fourth axis. The first, second, third, and fourth axes are arranged in parallel.

[0011] According to some embodiments of the present application, in the projection in the axial direction of the wheel, the first axis, the second axis, the third axis and the fourth axis form a parallelogram, and the projection of the first axis, the projection of the second axis, the projection of the third axis and the projection of the fourth axis are respectively located at the four vertices of the parallelogram.

[0012] According to some embodiments of the present application, the first axis and the fourth axis are located in a first plane; the second axis and the third axis are located in a second plane, and the second plane is often arranged parallel to the first plane.

[0013] According to some embodiments of the present application, the first stator is arranged on the axial outside of the second stator on the wheel hub, and the connection and cooperation position between the first stator and the upper longitudinal arm is located above the connection and cooperation position between the second stator and the lower longitudinal arm.

[0014] According to some embodiments of the present application, the steering subsystem further includes a steering motor, which is dynamically connected to the steering knuckle and is used to drive the steering knuckle to move so as to adjust the deflection angle of the wheel.

[0015] According to some embodiments of the present application, the steering motor includes: a motor rotor, which is fixed to the vehicle body; and a motor stator, which is connected to the steering knuckle.

[0016] The vehicle according to the second embodiment of the present application includes the above-mentioned hub motor and active suspension power reuse driving system.

[0017] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0019] Figure 1 is a cross-sectional schematic diagram of a wheel hub motor and active suspension power reuse driving system according to one embodiment of the present application;

[0020] Figure 2 is a side view schematic diagram of a wheel hub motor and active suspension power reuse driving system according to one embodiment of the present application;

[0021] Figure 3 This is a schematic diagram of the principle of the hub motor and active suspension power reuse driving system according to one embodiment of the present application. Figure 1 ;

[0022] Figure 4 This is a schematic diagram of the four-link principle of the wheel hub motor and active suspension power reuse driving system according to one embodiment of the present application;

[0023] Figure 5 3 is a schematic diagram of a curve showing the operating conditions and actuator power in a vehicle according to an embodiment of the present application.

[0024] Reference numerals:

[0025] In-wheel motor and active suspension power reuse driving system 100; wheel 200; wheel hub 201; vehicle body 300;

[0026] Dual-motor coupling drive subsystem 10; first multiplexed motor 11; first stator 111; first rotor 112; second multiplexed motor 12; second stator 121; second rotor 122;

[0027] Steering subsystem 20; steering motor 21; steering knuckle 22;

[0028] Double trailing arm suspension 30 ; upper trailing arm 31 ; lower trailing arm 32 . DETAILED DESCRIPTION

[0029] The following describes in detail embodiments of the present application. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present application and are not to be construed as limiting the present application.

[0030] Reference below Figure 1-Figure 5 The in-wheel motor and active suspension power reuse driving system 100 according to an embodiment of the present application is described. The in-wheel motor and active suspension power reuse driving system 100 is applied to a vehicle, and the in-wheel motor and active suspension power reuse driving system 100 is installed and arranged at the wheel 200 to realize functions such as steering, vertical jumping and traveling drive of the wheel 200.

[0031] The wheel hub motor and active suspension power multiplexing driving system 100 according to an embodiment of the present application includes: a dual-motor coupled drive subsystem 10 , a steering subsystem 20 and a double trailing arm suspension 30 .

[0032] Reference Figure 1 As shown, the dual-motor coupled drive subsystem 10 includes a first multiplexed motor 11 and a second multiplexed motor 12. The first rotor 112 of the first multiplexed motor 11 and the second rotor 122 of the second multiplexed motor 12 are both connected to the wheel hub 201, so that the wheel 200 can be driven to rotate by the first multiplexed motor 11 and the second multiplexed motor 12.

[0033] The axial direction of the first multiplexing motor 11 is parallel to the axial direction of the wheel hub 201 ; the axial direction of the second multiplexing motor 12 is parallel to the axial direction of the wheel hub 201 .

[0034] Combine Figure 1 and Figure 2 As shown, the double longitudinal arm suspension 30 includes an upper longitudinal arm 31 and a lower longitudinal arm 32. One end of the upper longitudinal arm 31 is rotatably connected to the first stator 111 of the first multiplexing motor 11, that is, the upper longitudinal arm 31 can swing relative to the first stator 111 around the hinged joint between the upper longitudinal arm 31 and the first stator 111; one end of the lower longitudinal arm 32 is fixedly connected to the second stator 121 of the second multiplexing motor 12, and the lower longitudinal arm 32 can be driven to swing through the second stator 121 to achieve angle adjustment of the lower longitudinal arm 32, so that the torque generated at the dual-motor coupling drive subsystem 10 acts on the double longitudinal arm suspension 30.

[0035] As shown in Figure 1, the steering subsystem 20 includes a steering motor 21 and a steering knuckle 22. The steering knuckle 22 is rotatably connected to the other end of the upper longitudinal arm 31 and the other end of the lower longitudinal arm 32, respectively. The steering knuckle 22 is connected to the steering motor 21. The steering motor 21 can drive the steering knuckle 22 to move, and further drive the wheel 200 to rotate through the cooperation of the steering knuckle 22 and the double trailing arm suspension 30, thereby realizing steering adjustment of the wheel 200.

[0036] Among them, when the first multiplexed motor 11 and the second multiplexed motor 12 output torque in the same direction, the first rotor 112 and the second rotor 122 rotate synchronously to drive the wheel 200 to rotate; when the first multiplexed motor 11 and the second multiplexed motor 12 output torque in opposite directions, the first stator 111 and the second stator 121 apply the torque difference to the double trailing arm suspension 30 to realize the vertical movement of the wheel 200 relative to the vehicle body 300.

[0037] Therefore, the wheel hub motor and active suspension power reuse driving system 100 in this application can meet the driving needs of the vehicle at high speed on flat roads and low speed on bumpy roads. At the same time, the first reuse motor 11 and the second reuse motor 12 are shared in the wheel hub motor and active suspension power reuse driving system 100, which can reduce the number of actuators installed in the vehicle and help achieve a high degree of mechatronics.

[0038] It should be noted that, at present, the vehicle corner module (also known as the highly integrated driving unit) is the forefront of the modular development of electric vehicles. It achieves a high degree of mechatronics by integrating the hub motor, active suspension, wire-controlled braking and wire-controlled steering into a single wheel 200 assembly.

[0039] In related technologies, the vehicle's hub motors, active suspension, wire-controlled braking, wire-controlled steering and other systems all adopt an independent development model, and are configured with higher redundant power for the extreme working conditions of each system, resulting in excessive system-level power redundancy and prominent contradictions in the actuator space layout.

[0040] Reference Figure 5,It can be understood that when the vehicle is driving, the actuators in the active ,suspension module and the wheel hub motor module have complementary ,characteristics under high power conditions. When the vehicle is traveling on a bumpy road, the vehicle generally maintains a relatively low speed, and the relative movement of the wheel 200 and the body 300 can be frequently adjusted through the active suspension module. For example, when the vehicle is traveling on a road with multiple speed bumps arranged in a row, or on a road with many potholes, the operating power of the actuator in the active suspension module of the vehicle (compared to the operating power under flat road conditions) is high, and the operating power of the actuator in the hub motor module (compared to the operating power under high-speed conditions) is low. When the vehicle is traveling on a flat road, the vehicle generally maintains a relatively high speed, and the vehicle's adjustment demand for the active suspension module is correspondingly reduced, and the wheel motor module increases the vehicle's speed. For example, when the vehicle is traveling on a highway, the operating power of the actuator in the active suspension module of the vehicle (compared to the operating power under bumpy road conditions) is low, and the operating power of the actuator in the hub motor module (compared to the operating power under low-speed conditions) is high.

[0041] in, Figure 5 The arrows in the figure indicate that the actuators corresponding to the functional modules (such as the steering module, the rotary suspension module, the hub motor module and the brake module) are in the highest power working condition.

[0042] In the present application, the dual-motor coupled drive subsystem 10 can drive the wheel hub 201 to rotate, thereby driving the vehicle forward. Furthermore, the dual-motor coupled drive subsystem 10 cooperates with the double trailing arm suspension 30 to achieve vertical movement of the wheel 200 relative to the vehicle body 300, thereby improving the vehicle's passability. At the same time, the vehicle's travel and the vertical bouncing of the wheel 200 in the wheel hub motor and active suspension power reuse driving system 100 in the present application are driven by the first reused motor 11 and the second reused motor 12, which can reduce the number of actuators required in the vehicle, thereby reserving space at the wheel edge of the wheel 200 to reduce the risk of motion interference at the wheel 200, reduce the formation of wheel 200 bouncing and the restrictions on the steering angle, and thus improve the vehicle's comfort and passability.

[0043] It is understandable that, at present, the vehicle is provided with multiple actuators at the wheel 200, such as: hub motor, air spring and other devices, which causes the actuator to occupy more wheel side space, making the arrangement of each actuator difficult while limiting the dynamic performance of the vehicle, and the in-wheel space occupied by the hub motor will cause the suspension hard points (such as: the connection point between the steering knuckle 22 and the wheel hub, etc.) to move to the inside of the wheel 200, resulting in an increase in the kingpin offset distance while limiting the design length of the connecting rod assembly in the suspension, which will have an adverse effect on the dynamic adhesion performance of the wheel 200.

[0044] In the hub motor and active suspension power reuse driving system 100 of the present application, only two reuse motors (i.e., the first reuse motor 11 and the second reuse motor 12) are provided in the dual-motor coupled drive subsystem 10, which can realize the driving of the wheel 200 and can adjust the vertical position of the wheel 200 relative to the vehicle body 300, significantly reducing the number of actuators provided at the wheel 200 of the vehicle, thereby reserving more wheel side space, reducing the difficulty of arranging the dual-motor coupled drive subsystem 10, and is conducive to fully exerting the vehicle's dynamic performance, and can effectively reduce the risk of interference between the various actuators at the wheel 200.

[0045] like Figure 1 As shown, in some embodiments of the present application, the first rotor 112 and the second rotor 122 are coaxially arranged and fixedly connected, and the central axis of the first rotor 112 and the central axis of the second rotor 122 are arranged collinearly with the central axis of the wheel hub 201. In other words, the first rotor 112 of the first multiplexed motor 11 and the second rotor 122 of the second multiplexed motor 12 can rotate synchronously to drive the wheel 200 to move.

[0046] When the hub motor and active suspension power multiplexing driving system 100 are in the moving state, the first multiplexing motor 11 and the second multiplexing motor 12 output torque in the same direction, the rotors (including the first rotor 112 and the second rotor 122) rotate synchronously and drive the wheels 200 to move, and the force Fx acting on the vehicle in the moving direction satisfies the calculation formula: Fx = (T1+T2) / R*η1.

[0047] Wherein, R is the radius of the wheel 200 , η1 is the transmission efficiency of the mechanism, T1 is the output torque of the first multiplexing motor 11 , and T2 is the output torque of the second multiplexing motor 12 .

[0048] When the hub motor and active suspension power reuse driving system 100 are in the suspension adjustment state, the first reused motor 11 and the second reused motor 12 output torques in opposite directions, and the rotors (including the first rotor 112 and the second rotor 122) remain stationary, that is, the wheel 200 does not rotate. The reaction torques of the first stator 111 acting on the upper longitudinal arm 31 and the second stator 121 acting on the lower longitudinal arm 32 form a torque difference △T at the steering knuckle 22. The torque difference △T is converted into a vertical force Fz through the double trailing arm suspension 30 and satisfies the calculation formula: Fz = (△T) / L*η2.

[0049] Wherein, L is the length of the lever arm of the double trailing arm suspension 30, and η2 is the transmission efficiency of the mechanism.

[0050] It is understandable that when the vehicle needs to move, the wheel hub motor and active suspension power reuse driving system 100 can be adjusted to the moving state to meet the vehicle's moving needs; when the vehicle needs to adjust the height of the vehicle body 300, the wheel hub motor and active suspension power reuse driving system 100 can be adjusted to the suspension adjustment state. In this way, the operating state of the wheel hub motor and active suspension power reuse driving system 100 can be adjusted according to the driving needs of the vehicle, and the wheels 200 are driven by the first reused motor 11 and the second reused motor 12 in the dual-motor coupled drive subsystem 10. The height of the vehicle body 300 is adjusted by the dual-motor coupled drive subsystem 10 in conjunction with the double trailing arm suspension 30, thereby improving the driving comfort and passability of the vehicle.

[0051] Combine Figure 1 and Figure 3 As shown, in some embodiments of the present application, the lower longitudinal arm 32 is hingedly connected to the steering knuckle 22, and the lower longitudinal arm 32 can rotate around the central axis of the wheel hub 201, so that the lower longitudinal arm 32 can be driven to move by the second stator 121 to achieve the swinging action of the lower longitudinal arm 32.

[0052] It can be understood that one end of the lower longitudinal arm 32 is fixedly connected to the second stator 121, so that when the second stator 121 rotates relative to the first stator 111, the second stator 121 can drive the lower longitudinal arm 32 to rotate synchronously relative to the first stator 111, thereby realizing the relative position adjustment of the upper longitudinal arm 31 and the lower longitudinal arm 32 in the double trailing arm suspension 30.

[0053] Specifically, when the height of the vehicle body 300 is adjusted, the wheel 200 remains stationary, the wheel hub 201 does not rotate, and the rotor (including the first rotor 112 and the second rotor 122) connected to the wheel hub 201 also remains stationary. At this time, when the first multiplexed motor 11 and the second multiplexed motor 12 respectively output torques in opposite directions, the second stator 121 will rotate relative to the first stator 111 around the central axis of the wheel hub 201, adjusting the deflection angle between the first stator 111 and the second stator 121, and further transmitting the driving force to the double trailing arm suspension 30. The double trailing arm suspension 30 further cooperates with the steering subsystem 20 to achieve the height adjustment of the vehicle body 300.

[0054] Combine Figure 1 and Figure 3 As shown, in some embodiments of the present application, the upper longitudinal arm 31 can be rotatably connected to the first stator 111 around a first axis, and the upper longitudinal arm 31 can also be rotatably connected to the steering knuckle 22 around a second axis; the lower longitudinal arm 32 can be rotatably connected to the steering knuckle 22 around a third axis, and the second stator 121 can drive the lower longitudinal arm 32 to rotate around a fourth axis.

[0055] Therefore, the upper longitudinal arm 31 is constructed as a connecting rod structure connected between the first stator 111 and the steering knuckle 22, so that the upper longitudinal arm 31 can swing around the first axis relative to the first stator 111 and swing around the second axis relative to the steering knuckle 22 at the same time, so as to achieve position adjustment of the upper longitudinal arm 31 between the first stator 111 and the steering knuckle 22.

[0056] It should be noted that the fourth axis is also the central axis of the wheel hub 201, and the first axis is arranged colinearly with the central axes of the first rotor 112 and the second rotor 122. Thus, the second stator 121 can drive the lower trailing arm 32 to rotate about the fourth axis, further driving the steering knuckle 22 to move. This forms a four-bar linkage between the dual-motor coupled drive subsystem 10 and the steering subsystem 20 via the double trailing arm suspension 30, allowing the first multiplexed motor 11 and the second multiplexed motor 12 in the dual-motor coupled drive subsystem 10 to output torque in opposite directions, thereby achieving vertical adjustment of the steering subsystem 20 (e.g., the steering motor 21, the steering knuckle 22, etc.) relative to the wheel 200.

[0057] The first axis, the second axis, the third axis and the fourth axis are arranged in parallel with each other.

[0058] Combine Figures 1-4 As shown, it can be understood that when the first axis, the second axis, the third axis and the fourth axis are parallel to each other, it is convenient to construct the four-bar mechanism formed by the double trailing arm suspension 30 between the dual-motor coupled drive subsystem 10 and the steering subsystem 20 into a parallelogram, so that the vertical adjustment of the side of the vehicle body 300 can be achieved by adjusting the deflection angle of the first stator 111 and the second stator 121.

[0059] In a further embodiment of the present application, in the projection in the axial direction of the wheel 200, the first axis, the second axis, the third axis and the fourth axis form a parallelogram, and the projection of the first axis, the projection of the second axis, the projection of the third axis and the projection of the fourth axis are respectively located at the four vertices of the parallelogram.

[0060] It is understood that in the parallelogram structure defined by the above-mentioned multiple axes, the positions of the first axis and the fourth axis relative to the wheel 200 are fixed, and the positions of the second axis and the third axis relative to the wheel 200 can be adjusted by the double trailing arm suspension 30, thereby adjusting the position of the wheel 200 relative to the vehicle body 300. The parallelogram structure has good deformation performance, which can ensure that the position change process of the components in the steering subsystem 20 driven by the double trailing arm suspension 30 is stable.

[0061] Reference Figure 3 and Figure 4As shown, when the second stator 121 deflects relative to the first stator 111, the position of the third axis relative to the fourth axis changes, and the position of the second axis relative to the fourth axis can be adjusted via the steering knuckle 22. During the change in position of the second stator 121, the perpendicular distance between the first axis and the fourth axis and the perpendicular distance between the second axis and the third axis remain the same and fixed, and the angle between the plane containing the first axis and the fourth axis and the plane containing the third axis and the fourth axis changes synchronously, thereby achieving vertical position adjustment of the steering knuckle 22 relative to the wheel 200.

[0062] Combine Figure 3 and Figure 4 As shown, in some embodiments of the present application, the first axis and the fourth axis are located in a first plane, the second axis and the third axis are located in a second plane, and the first plane is often arranged parallel to the second plane.

[0063] It should be noted that the aforementioned "first plane is always parallel to the second plane" means that, in the in-wheel motor and active suspension power reuse system 100, the first plane containing the first and fourth axes and the second plane containing the second and third axes are always parallel to each other. Furthermore, when the in-wheel motor and active suspension power reuse system 100 is in a suspension adjustment state, the second plane remains parallel to the first plane even after the double trailing arm suspension 30 adjusts the position of the second plane relative to the first plane. Thus, the first, second, third, and fourth axes are arranged at the four vertex positions of a parallelogram.

[0064] It is understood that the placement of the first plane in the in-wheel motor and active suspension power reuse system 100 is determined by the positions of the first axis and the fourth axis. The first axis is the rotation axis of the upper trailing arm 31 relative to the first stator 111, and the fourth axis is the central axis of the wheel hub 201 (also the central axis of the first stator 111 and the second stator 121).

[0065] Reference Figure 1 and Figure 3 As shown, the first stator 111 and the second stator 121 can be arranged along the axial direction of the wheel 200, and the connection position of the upper longitudinal arm 31 and the first stator 111 is set on the circumferential outside of the first stator 111, so that the connection position of the upper longitudinal arm 31 and the first stator 111 can be set within the area that can avoid the wheel hub 201 and the dual-motor coupled drive subsystem 10, which can effectively avoid interference between the double trailing arm suspension 30 and the dual-motor coupled drive subsystem 10.

[0066] Furthermore, the connection position between the second stator 121 and the lower longitudinal arm 32 is preferably set on the outer wall of the second stator 121, and the connection method may include but is not limited to welding, screw connection, etc.

[0067] In some embodiments of the present application, the first axis and the second axis are located in the third plane, and the third axis and the fourth axis are located in the fourth plane. Furthermore, the first plane is arranged opposite and parallel to the second plane, and the third plane is arranged opposite and parallel to the fourth plane. Furthermore, the first plane intersects with the third plane and the fourth plane, respectively, and the second plane intersects with the third plane and the fourth plane, respectively. A quadrangular prism-shaped structure having a parallelogram-shaped cross-section is defined by the first, second, third, and fourth planes.

[0068] When the hub motor and active suspension power multiplexing driving system 100 is in the suspension adjustment state, the driving force can be transmitted to the steering subsystem 20 through the double trailing arm suspension 30 by adjusting the deflection angle of the second stator 121 relative to the first stator 111.

[0069] It is understandable that, in the parallelogram structure, as the deflection angle of the second stator 121 relative to the first stator 111 changes, the angle between the third plane and the first plane also changes accordingly. Figure 4 When the angle between the first plane and the fourth plane increases, the vehicle body 300 moves vertically downward relative to the wheel hub 201. When the angle between the first plane and the fourth plane decreases, the vehicle body 300 moves vertically upward relative to the wheel hub 201. This allows for vertical adjustment of the vehicle body 300 relative to the wheel 200.

[0070] Combine Figure 1 and Figure 2 As shown, in some embodiments of the present application, the first stator 111 is arranged on the axial outside of the second stator 121 on the wheel hub 201, and the connection and cooperation position of the first stator 111 and the upper longitudinal arm 31 is located above the connection and cooperation position of the second stator 121 and the lower longitudinal arm 32, so as to effectively prevent the upper longitudinal arm 31 from interfering with other structures near the wheel 200 (such as: wheel hub 201, etc.), thereby reducing the difficulty of arranging the double longitudinal arm suspension 30 in the hub motor and active suspension power reuse driving system 100.

[0071] It is understood that the first stator 111 and the second stator 121 are arranged on the inner side of the wheel hub 201 along the axial direction of the wheel hub 201. The aforementioned "axially outer side of the wheel hub 201" refers to the side of the first stator 111 and the second stator 121 closer to the wheel hub 201 in the arrangement direction. The first stator 111 is pivotally connected to the upper trailing arm 31, so a pivot structure, such as a pin and a pin hole, is required at the connection between the first stator 111 and the upper trailing arm 31.

[0072] like Figure 1 As shown, in some embodiments of the present application, the steering subsystem 20 also includes a steering motor 21, which is power-connected to the steering knuckle 22, and the steering motor 21 is used to drive the steering knuckle 22 to move to adjust the deflection angle of the wheel 200, thereby adjusting the direction of travel of the wheel 200 to meet the steering adjustment requirements of the vehicle during travel.

[0073] Among them, the steering motor 21 is connected to the steering knuckle 22, and the driving force can be output to the steering knuckle 22 through the steering motor 21. The steering knuckle 22 can further drive the dual-motor coupled drive subsystem 10 connected to the wheel hub 201 to move through the double longitudinal arm suspension 30 to achieve angle adjustment of the wheel 200.

[0074] It is understood that the steering subsystem 20 in the present application is connected to the wheel hub 201 through the double trailing arm suspension 30 and the first multiplexing motor 11 and the second multiplexing motor 12 in the dual-motor coupled drive subsystem 10 to achieve angle adjustment of the wheel 200. In the wheel hub motor and active suspension power multiplexing driving system 100 of the embodiment of the present application, compared with the existing technical solutions, the number of components (such as: upper trailing arm 31, lower trailing arm 32, steering knuckle 22, etc.) and devices (first multiplexing motor 11, second multiplexing motor 12, etc.) in the dual-motor coupled drive subsystem 10, the double trailing arm suspension 30 and the steering subsystem 20 is small, and the coordination is compact, which can reserve more space on the inside of the wheel 200, while reducing the risk of interference between the various subsystems and helping to increase the vertical adjustment range of the wheel 200 relative to the vehicle body 300, and can meet the driving requirements of the vehicle's travel and steering.

[0075] In some embodiments of the present application, the steering motor 21 also includes a motor rotor and a motor stator, and the motor rotor is fixed on the vehicle body 300, and the motor stator is connected to the steering knuckle 22, so that the steering adjustment function of the steering subsystem 20 is realized by driving the steering knuckle 22 through the motor stator.

[0076] Among them, the motor stator can be constructed to be fixedly connected to the steering knuckle 22, so that the motor stator and the steering knuckle 22 move synchronously. When the driving force output by the dual-motor coupling drive subsystem 10 (that is, the reverse torque output by the first multiplexed motor 11 and the second multiplexed motor 12) is transmitted to the steering knuckle 22 through the double trailing arm suspension 30, the steering knuckle 22 can drive the position of the motor stator relative to the wheel hub 201 to be synchronously adjusted, and the motor stator can drive the motor rotor to move, thereby further driving the vehicle body 300 to move vertically relative to the wheel 200 through the steering subsystem 20, thereby realizing the vertical adjustment of the position of the wheel 200 relative to the vehicle body 300.

[0077] The wheel hub motor and active suspension power reuse driving system 100 according to the embodiment of the present application can at least meet the vehicle's travel, steering, and vertical adjustment requirements of the wheel 200 relative to the vehicle body 300.

[0078] When the vehicle needs to move, the first multiplexed motor 11 and the second multiplexed motor 12 in the dual-motor coupled drive subsystem 10 output torque in the same direction to drive the wheels 200 to rotate through the dual-motor coupled drive subsystem 10 to achieve vehicle movement.

[0079] When the vehicle needs steering adjustment, the steering motor 21 in the steering subsystem 20 drives the steering knuckle 22 to move. The steering knuckle 22 can drive the wheel 200 to move through the double trailing arm suspension 30 and the dual-motor coupled drive subsystem 10 to adjust the deflection angle of the wheel 200 and realize vehicle steering adjustment.

[0080] When the ground clearance of the vehicle body 300 needs to be adjusted, the relative position of the wheel 200 relative to the vehicle body 300 can be adjusted vertically. The first multiplexed motor 11 and the second multiplexed motor 12 in the dual-motor coupled drive subsystem 10 output torques in opposite directions. Since the wheel hub 201 is fixed in position, the driving force output by the dual-motor coupled drive subsystem 10 acts on the double-trailing arm suspension 30 to adjust the deflection angles of the upper and lower trailing arms 31 and 32. The driving force is further transmitted to the steering knuckle 22 of the steering subsystem 20 via the double-trailing arm suspension 30. The steering knuckle 22 can drive the vehicle body 300 to move via the steering motor 21, thereby lifting or lowering the vehicle body 300 and achieving vertical adjustment of the wheel 200 relative to the vehicle body 300.

[0081] It can be understood that when the vehicle is traveling on a bumpy road, the vehicle's passability can be improved by lifting the vehicle body 300; when the vehicle is traveling on a flat road, the vehicle's handling stability during driving can be improved by lowering the ground clearance of the vehicle body 300.

[0082] The wheel hub motor and active suspension power reuse driving system 100 according to the embodiment of the present application has at least the following advantages compared to the existing technical solutions:

[0083] (1) The wheel hub motor and active suspension power reuse driving system 100 can at least meet the vehicle's driving, steering, and vertical adjustment requirements of the wheel 200 relative to the vehicle body 300. The actuators in the wheel hub motor and active suspension power reuse driving system 100 are highly integrated, and more space can be reserved on the inner side of the wheel 200 to increase the adjustment range of the wheel 200 deflection and the vehicle body 300 lifting while avoiding interference between components.

[0084] (2) The wheel hub motor and active suspension power reuse system 100 can meet the vehicle's driving requirements by adjusting the driving force output mode of the dual-motor coupled drive subsystem 10 (i.e., the first reused motor 11 and the second reused motor 12 are driven in the same direction or in opposite directions). The ground clearance of the vehicle body 300 can be adjusted to improve the vehicle's passability; and the suspension output force can be adjusted quickly and frequently, ensuring that the vehicle still has good comfort on uneven roads.

[0085] (3) The steering motor 21 is arranged on the vehicle body 300 and is connected to the double trailing arm suspension 30 to drive the vehicle body 300 to be lifted or lowered relative to the wheel 200 through the steering subsystem 20, and the steering motor 21 can drive the steering knuckle 22 to swing to achieve steering adjustment of the wheel 200.

[0086] The vehicle according to the embodiment of the present application includes the aforementioned wheel hub motor and active suspension power reuse driving system 100 .

[0087] The advantages of the vehicle over the prior art are the same as those of the aforementioned wheel hub motor and active suspension power reuse driving system 100 and will not be described in detail here.

[0088] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0089] In the description of this application, "first feature" and "second feature" may include one or more of the features.

[0090] In the description of this application, “plurality” means two or more.

[0091] In the description of the present application, a first feature being “on” or “under” a second feature may include the first and second features being in direct contact with each other, or the first and second features being in contact with each other not directly but via another feature therebetween.

[0092] In the description of this application, a first feature “on”, “above” and “above” a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.

[0093] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0094] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A wheel hub motor and active suspension power reuse driving system, characterized in that: include: A dual-motor coupled drive subsystem (10), the dual-motor coupled drive subsystem (10) comprising a first multiplexed motor (11) and a second multiplexed motor (12), wherein a first rotor (112) of the first multiplexed motor (11) and a second rotor (122) of the second multiplexed motor (12) are both connected to a wheel (200) hub; A double trailing arm suspension (30), the double trailing arm suspension (30) comprising: an upper longitudinal arm (31), one end of the upper longitudinal arm (31) being rotatably connected to the first stator (111) of the first multiplexing motor (11); a lower longitudinal arm (32), one end of the lower longitudinal arm (32) being fixedly connected to the second stator (121) of the second multiplexing motor (12); A steering subsystem (20), the steering subsystem (20) comprising a steering motor (21) and a steering knuckle (22), the steering knuckle (22) being rotatably connected to the other end of the upper longitudinal arm (31) and the other end of the lower longitudinal arm (32), and the steering knuckle (22) being connected to the steering motor (21); wherein, When the first multiplexed motor (11) and the second multiplexed motor (12) output torque in the same direction, the first rotor (112) and the second rotor (122) rotate synchronously to drive the wheel (200) to rotate; When the first multiplexed motor (11) and the second multiplexed motor (12) output torques in opposite directions, the first stator (111) and the second stator (121) apply the torque difference to the double trailing arm suspension (30) to achieve vertical movement of the wheel (200).

2. The wheel hub motor and active suspension power reuse driving system according to claim 1, characterized in that: The first rotor (112) and the second rotor (122) are coaxially arranged and fixedly connected, and the central axis of the first rotor (112), the central axis of the second rotor (122) and the central axis of the wheel hub (200) are collinearly arranged.

3. The wheel hub motor and active suspension power reuse driving system according to claim 2, characterized in that: The lower longitudinal arm (32) is hingedly matched with the steering knuckle (22), and the lower longitudinal arm (32) can rotate around the central axis of the wheel hub (200).

4. The wheel hub motor and active suspension power reuse driving system according to claim 2, characterized in that: The upper longitudinal arm (31) is rotatably connected to the first stator (111) around a first axis; The upper trailing arm (31) can be rotatably connected to the steering knuckle (22) around a second axis; The lower longitudinal arm (32) can be rotatably connected to the steering knuckle (22) around a third axis; The second stator (121) can drive the lower longitudinal arm (32) to rotate around a fourth axis; The first axis, the second axis, the third axis and the fourth axis are arranged in parallel in pairs.

5. The wheel hub motor and active suspension power reuse driving system according to claim 4, characterized in that: In the projection of the wheel (200) in the axial direction, the first axis, the second axis, the third axis and the fourth axis form a parallelogram, and the projection of the first axis, the projection of the second axis, the projection of the third axis and the projection of the fourth axis are respectively located at the four vertices of the parallelogram.

6. The wheel hub motor and active suspension power reuse driving system according to claim 4, characterized in that: The first axis and the fourth axis are located in a first plane; The second axis and the third axis are located in a second plane, and the second plane is generally parallel to the first plane.

7. The wheel hub motor and active suspension power reuse driving system according to claim 2, characterized in that: The first stator (111) is arranged on the axial outer side of the second stator (121) on the wheel (200) hub, and the connection and matching position of the first stator (111) and the upper longitudinal arm (31) is located above the connection and matching position of the second stator (121) and the lower longitudinal arm (32).

8. The wheel hub motor and active suspension power reuse driving system according to claim 1, characterized in that: The steering subsystem (20) further includes a steering motor (21), which is connected to the steering knuckle (22) by power and is used to drive the steering knuckle (22) to move so as to adjust the deflection angle of the wheel (200).

9. The wheel hub motor and active suspension power reuse driving system according to claim 8, characterized in that: The steering motor (21) comprises: a motor rotor, the motor rotor being fixed to the vehicle body (300); A motor stator is connected to the steering knuckle (22).

10. A vehicle, characterized in that: The invention comprises a hub motor and an active suspension power reuse driving system according to any one of claims 1 to 9.

Images