Wheel hub motor and active suspension power multiplex running system and vehicle

Abstract

This application relates to the field of vehicle technology and discloses a hub motor and active suspension power reuse driving system and a vehicle. The hub motor and active suspension power reuse driving system includes: a dual-motor coupled drive subsystem, which includes a first reuse motor and a second reuse motor, with a first rotor of the first reuse motor and a second rotor of the second reuse motor connected to the wheel hub; a double trailing arm suspension, which includes: an upper trailing arm, one end of which is rotatably connected to the first stator of the first reuse motor; a lower trailing arm, one end of which is fixedly connected to the second stator of the second reuse motor; and a steering subsystem, which includes a steering motor and a steering knuckle, the steering knuckle being connected to the other ends of the upper and lower trailing arms, respectively. Therefore, wheel drive can be achieved, and the vertical position of the wheels relative to the vehicle body can be adjusted, fully utilizing the redundant power of the vehicle system and improving the system-level power density.

Description

Technical Field

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

[0002] Currently, vehicle corner modules (also known as highly integrated driving units) are at the forefront of the modular development of electric vehicles. They achieve a high degree of mechatronics by integrating hub motors, active suspension, brake-by-wire and steering-by-wire into a single wheel assembly.

[0003] In related technologies, in-wheel motors, active suspension, brake-by-wire, and steering-by-wire systems in vehicles are all developed independently, and high redundant power is configured for extreme operating conditions of each system, resulting in excessive system-level power redundancy and prominent contradictions in actuator space layout. Summary of the Invention

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

[0005] According to an embodiment of the first aspect of this application, a hub motor and active suspension power reuse driving system includes: a dual-motor coupled drive subsystem, the dual-motor coupled drive subsystem including a first reuse motor and a second reuse motor, the first rotor of the first reuse motor and the second rotor of the second reuse motor being connected to a wheel hub; a double trailing arm suspension, the double trailing arm suspension including: an upper trailing arm, one end of the upper trailing arm being rotatably connected to the first stator of the first reuse motor; a lower trailing arm, one end of the lower trailing arm being fixedly connected to the second stator of the second reuse motor; and a steering subsystem, the steering subsystem including a steering motor and a steering knuckle, the steering knuckle being rotatably connected to the other end of the upper trailing arm and the other end of the lower trailing arm respectively, and the steering knuckle being connected to the steering motor.

[0006] Specifically, 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 wheel 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 wheel.

[0007] According to the in-wheel motor and active suspension power reuse driving system of the present application embodiment, the dual-motor coupled drive subsystem only has two reused motors (i.e., a first reused motor and a second reused motor), which can realize wheel drive and adjust the vertical position of the wheel relative to the vehicle body. Compared with existing vehicles, it can reduce the actuators of the active suspension, thereby reserving more wheel-side space on the inner side of the wheel, reducing the layout difficulty, and effectively reducing the interference risk of various actuators at the wheel. At the same time, the in-wheel motor and active suspension power reuse driving system, based on the power complementarity characteristics of the in-wheel motor and active suspension, utilizes the dual-motor coupled drive subsystem to fully utilize the redundant power of the vehicle system and improve the system-level power density.

[0008] According to some embodiments of this 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 collinear.

[0009] According to some embodiments of this application, the lower trailing arm is hinged to the steering knuckle, and the lower trailing arm can rotate about the central axis of the wheel hub.

[0010] According to some embodiments of this application, the upper longitudinal arm is rotatably connected to the first stator around a first axis; the upper longitudinal arm is rotatably connected to the steering knuckle around a second axis; the lower longitudinal arm is rotatably connected to the steering knuckle around a third axis; and the second stator can drive the lower longitudinal arm to rotate around a fourth axis. The first axis, second axis, third axis, and fourth axis are arranged in parallel pairs.

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

[0012] According to some embodiments of this 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 usually arranged parallel to the first plane.

[0013] According to some embodiments of this application, the first stator is disposed on the axial outer side of the second stator on the wheel hub, and the connection and engagement position of the first stator and the upper longitudinal arm is located above the connection and engagement position of the second stator and the lower longitudinal arm.

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

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

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

[0017] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

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

[0019] Figure 1 This is a cross-sectional schematic diagram of a hub motor and active suspension power reuse driving system according to an embodiment of this application;

[0020] Figure 2 This is a side view schematic diagram of a hub motor and active suspension power reuse driving system according to an embodiment of this application;

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

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

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

[0024] Figure label:

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

[0026] Dual-motor coupled drive subsystem 10; first multiplex motor 11; first stator 111; first rotor 112; second multiplex 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 Implementation

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

[0030] The following is for reference. Figures 1-5 The present application describes a hub motor and active suspension power reuse driving system 100 according to an embodiment of the present application. The hub motor and active suspension power reuse driving system 100 is applied to a vehicle and is installed at the wheel 200 to realize functions such as steering, vertical hopping and driving of the wheel 200.

[0031] According to an embodiment of this application, the hub motor and active suspension power reuse driving system 100 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 first multiplexed motor 11 and the second multiplexed motor 12 can drive the wheel 200 to rotate.

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

[0034] Combination Figure 1 and Figure 2 As shown, the double trailing arm suspension 30 includes an upper trailing arm 31 and a lower trailing arm 32. One end of the upper trailing arm 31 is rotatably connected to the first stator 111 of the first multiplex motor 11, that is, the upper trailing arm 31 can swing relative to the first stator 111 around the hinge joint between the upper trailing arm 31 and the first stator 111. One end of the lower trailing arm 32 is fixedly connected to the second stator 121 of the second multiplex motor 12. The lower trailing arm 32 can be driven to swing through the second stator 121 to realize the angle adjustment of the lower trailing arm 32, and the torque generated at the dual motor coupling drive subsystem 10 is applied to the double trailing 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 trailing arm 31 and the other end of the lower trailing arm 32, respectively. The steering knuckle 22 is connected to the steering motor 21, which can drive the steering knuckle 22 to move. Furthermore, the steering knuckle 22 cooperates with the double trailing arm suspension 30 to drive the wheel 200 to rotate, thereby realizing the steering adjustment of the wheel 200.

[0036] When the first multiplex motor 11 and the second multiplex 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 multiplex motor 11 and the second multiplex 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 achieve vertical movement of the wheel 200 relative to the vehicle body 300.

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

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

[0039] In related technologies, in-wheel motors, active suspension, brake-by-wire, and steering-by-wire systems in vehicles are all developed independently, and high redundant power is configured for extreme operating conditions of each system, resulting in excessive system-level power redundancy and prominent contradictions in actuator space layout.

[0040] Reference Figure 5It is understandable that, during vehicle operation, the actuators in the active suspension module and the hub motor module have complementary characteristics under high-power conditions. When a vehicle travels on a bumpy road, it typically maintains a low speed and the relative movement between the wheels 200 and the body 300 can be frequently adjusted by the active suspension module. Examples include when the vehicle is traveling on roads with multiple consecutive speed bumps or roads with numerous potholes. In these situations, the operating power of the actuators in the active suspension module (compared to operating power on smooth roads) is high, while the operating power of the actuators in the wheel hub motor module (compared to operating power at high speeds) is low. Conversely, when the vehicle is traveling on a smooth road, it typically maintains a higher speed. The adjustment requirements of the active suspension module are correspondingly reduced, and the wheel hub motor module increases the vehicle's speed. Examples include when the vehicle is traveling on highways. In these situations, the operating power of the actuators in the active suspension module (compared to operating power on bumpy roads) is low, while the operating power of the actuators in the wheel hub motor module (compared to operating power at low speeds) is high.

[0041] in, Figure 5 The arrows in the diagram indicate that the actuators of the functional modules (such as the steering module, the rotating suspension module, the hub motor module, and the braking module) are operating at their highest power.

[0042] In this application, the dual-motor coupled drive subsystem 10 drives the wheel hub 201 to rotate, thereby propelling the vehicle. Furthermore, the dual-motor coupled drive subsystem 10, in conjunction with the double trailing arm suspension 30, enables vertical movement of the wheel 200 relative to the vehicle body 300, improving vehicle passability. Simultaneously, in the wheel hub motor and active suspension power reuse driving system 100 of this application, vehicle movement and vertical wheel 200 movement are both driven by the first reused motor 11 and the second reused motor 12. This reduces the number of actuators required in the vehicle, thus reserving space at the wheel rim to reduce the risk of motion interference at the wheel 200, minimize wheel 200 movement and steering angle limitations, thereby improving vehicle comfort and passability.

[0043] Understandably, the vehicle currently has multiple actuators at the wheel 200, such as hub motors and air springs. This results in the actuators occupying a significant amount of wheel-side space, making it difficult to arrange each actuator and limiting the vehicle's dynamic performance. Furthermore, the hub motor's space occupation within the wheel causes the suspension hard points (such as the connection point between the steering knuckle 22 and the wheel hub) to be shifted towards the inside of the wheel 200. This increases the kingpin offset distance and limits the design length of the suspension link assembly, which will adversely affect the dynamic adhesion performance of the wheel 200.

[0044] In the hub motor and active suspension power reuse driving system 100 of this application, the dual-motor coupled drive subsystem 10 is provided with only two reused motors (i.e., the first reused motor 11 and the second reused motor 12), which can drive the wheel 200 and adjust the vertical position of the wheel 200 relative to the vehicle body 300. This significantly reduces the number of actuators set at the wheel 200, thereby reserving more wheel-side space, reducing the difficulty of arranging the dual-motor coupled drive subsystem 10, and helping to fully utilize the dynamic performance of the vehicle. It can also effectively reduce the risk of interference between the various actuators at the wheel 200.

[0045] like Figure 1 As shown, in some embodiments of this 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, the central axis of the second rotor 122, and the central axis of the wheel hub 201 are collinear. That is, the first rotor 112 of the first multiplex motor 11 and the second rotor 122 of the second multiplex motor 12 can rotate synchronously to drive the wheel 200 to move.

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

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

[0048] When the hub motor and the active suspension power reuse driving system 100 are in the suspension adjustment state, the first reuse motor 11 and the second reuse motor 12 output torques in opposite directions. 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 trailing arm 31 and the second stator 121 acting on the lower trailing arm 32 form a torque difference ΔT at the steering knuckle 22. The torque difference ΔT is converted into a vertical force Fz by the double trailing arm suspension 30, and satisfies the calculation formula: Fz=(ΔT) / L*η2.

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

[0050] Understandably, when the vehicle needs to move, the hub motor and active suspension power reuse system 100 can be adjusted to a moving state to meet the vehicle's movement requirements; when the vehicle needs to adjust its body height 300, the hub motor and active suspension power reuse system 100 can be adjusted to a suspension adjustment state. Thus, the operating state of the hub motor and active suspension power reuse system 100 can be adjusted according to the vehicle's driving needs. The first reuse motor 11 and the second reuse motor 12 in the dual-motor coupling drive subsystem 10 drive the wheels 200, and the dual-motor coupling drive subsystem 10, in conjunction with the double trailing arm suspension 30, achieves vehicle body height adjustment 300, thereby improving the vehicle's driving comfort and off-road capability.

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

[0052] It is understandable that one end of the lower trailing 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 trailing arm 32 to rotate synchronously relative to the first stator 111, thereby realizing the relative position adjustment of the upper trailing arm 31 and the lower trailing arm 32 in the double trailing arm suspension 30.

[0053] Specifically, when the vehicle body 300 is height adjusted, the wheels 200 remain stationary, the wheel hubs 201 do not rotate, and the rotors connected to the wheel hubs 201 (including the first rotor 112 and the second rotor 122) also remain stationary. At this time, when the first multiplexed motor 11 and the second multiplexed motor 12 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. Through the further cooperation between the double trailing arm suspension 30 and the steering subsystem 20, the height adjustment of the vehicle body 300 is achieved.

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

[0055] Therefore, the upper trailing arm 31 is constructed as a linkage structure connecting the first stator 111 and the steering knuckle 22, so that the upper trailing arm 31 can swing relative to the first stator 111 around the first axis while swinging relative to the steering knuckle 22 around the second axis, so as to realize the position adjustment of the upper trailing 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 collinear with the central axes of the first rotor 112 and the second rotor 122. Therefore, the second stator 121 can drive the lower trailing arm 32 to rotate around 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. This allows the first multiplexed motor 11 and the second multiplexed motor 12 in the dual-motor coupled drive subsystem 10 to output torques in opposite directions, achieving vertical adjustment of the steering subsystem 20 (e.g., steering motor 21, steering knuckle 22, etc.) relative to the wheel 200.

[0057] Among them, the first axis, the second axis, the third axis and the fourth axis are arranged in parallel to each other.

[0058] Combination 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 linkage 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 vehicle body 300 side can be achieved by adjusting the deflection angle of the first stator 111 and the second stator 121.

[0059] In a further embodiment of this application, 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 projections of the first axis, the second axis, the third axis, and the fourth axis are respectively located at the four vertices of the parallelogram.

[0060] It is understandable that in the parallelogram structure defined by the aforementioned multiple axes, the positions of the first and fourth axes relative to the wheel 200 are fixed, while the positions of the second and third axes 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 possesses excellent deformation performance, ensuring the stability of the components within the double trailing arm suspension 30 driving the steering subsystem 20 during positional changes.

[0061] Reference Figure 3 and Figure 4As shown, when the position of the second stator 121 relative to the first stator 111 deflects, 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 at the steering knuckle 22. During the position change of the second stator 121, the perpendicular distance between the first and fourth axes is the same as and remains fixed between the second and third axes. The angle between the plane containing the first and fourth axes and the plane containing the third and fourth axes changes synchronously, thereby achieving vertical position adjustment of the steering knuckle 22 relative to the wheel 200.

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

[0063] It should be noted that the aforementioned "the first plane is usually parallel to the second plane" means that in the hub motor and active suspension power reuse driving system 100, the first plane containing the first axis and the fourth axis, and the second plane containing the second axis and the third axis, are usually kept parallel to each other. Furthermore, when the hub motor and active suspension power reuse driving system 100 are in suspension adjustment mode, even after the double trailing arm suspension 30 adjusts the position of the second plane relative to the first plane, the second plane remains parallel to the first plane. Thus, the first axis, second axis, third axis, and fourth axis are arranged at the four vertices of a parallelogram.

[0064] It is understandable that the arrangement of the first plane in the hub motor and active suspension power reuse driving 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 (which is 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 trailing arm 31 and the first stator 111 is set on the circumferential outer side of the first stator 111. This allows the connection position of the upper trailing arm 31 and the first stator 111 to be set within an area that can avoid the wheel hub 201 and the dual-motor coupled drive subsystem 10, effectively preventing 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 located on the outer wall of the second stator 121, and the connection method may include, but is not limited to, welding, screwing, etc.

[0067] In some embodiments of this application, the first axis and the second axis are located within the third plane, and the third axis and the fourth axis are located within the fourth plane. Furthermore, the first plane is opposite to and parallel to the second plane, and the third plane is opposite to and parallel to the fourth plane. The first plane intersects both the third and fourth planes, and the second plane intersects both the third and fourth planes, forming a parallelogram-shaped prism structure around the defined cross-section via the first, second, third, and fourth planes.

[0068] When the hub motor and the active suspension power reuse driving system 100 are 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] Understandably, in a 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. (Refer to...) Figure 4 When the angle between the first plane and the fourth plane increases, one side of the vehicle body 300 moves downward in the vertical direction relative to the wheel hub 201; when the angle between the first plane and the fourth plane decreases, one side of the vehicle body 300 moves upward in the vertical direction relative to the wheel hub 201. This allows for vertical adjustment of the vehicle body 300 relative to the wheel 200.

[0070] Combination Figure 1 and Figure 2 As shown, in some embodiments of this application, the first stator 111 is disposed on the axial outer side of the second stator 121 on the wheel hub 201, and the connection and engagement position of the first stator 111 and the upper trailing arm 31 is located above the connection and engagement position of the second stator 121 and the lower trailing arm 32, so as to effectively prevent the upper trailing arm 31 from interfering with other structures near the wheel 200 (such as the wheel hub 201, etc.), and reduce the difficulty of arranging the double trailing 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 "outer axial direction of the wheel hub 201" refers to the side of the first stator 111 and the second stator 121 that is closer to the wheel hub 201 in the arrangement direction. Among them, the first stator 111 is pivotally connected to the upper longitudinal arm 31, so a pivoting structure, such as a pin and a pin hole, needs to be formed at the connection and mating point between the first stator 111 and the upper longitudinal arm 31.

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

[0073] The steering motor 21 is connected to the steering knuckle 22. The steering motor 21 can output driving force to the steering knuckle 22. The steering knuckle 22 can further drive the dual motor coupling drive subsystem 10 connected to the wheel hub 201 through the double trailing arm suspension 30 to move, so as to realize the angle adjustment of the wheel 200.

[0074] It is understood that the steering subsystem 20 in this application is connected to the wheel hub 201 via the double trailing arm suspension 30 and the first multiplexed motor 11 and the second multiplexed motor 12 in the dual-motor coupled drive subsystem 10 to achieve wheel 200 angle adjustment. In the hub motor and active suspension power multiplexing driving system 100 of this application embodiment, compared with the existing technical solutions, the dual-motor coupled drive subsystem 10, double trailing arm suspension 30 and steering subsystem 20 have fewer components (such as upper trailing arm 31, lower trailing arm 32, steering knuckle 22, etc.) and devices (first multiplexed motor 11, second multiplexed motor 12, etc.) and are more compactly matched, which can reserve more space on the inner side of the wheel 200. While reducing the risk of interference between the various subsystems, it helps to increase the vertical adjustment range of the wheel 200 relative to the vehicle body 300, and can meet the driving needs of vehicle travel and steering.

[0075] In some embodiments of this 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 as to drive the steering knuckle 22 through the motor stator to realize the steering adjustment function of the steering subsystem 20.

[0076] The motor stator can be configured 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 (i.e. the reverse torque output by the first multiplex motor 11 and the second multiplex 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 adjust synchronously, and the motor stator can drive the motor rotor to move, thereby further driving the body 300 to make vertical movement relative to the wheel 200 through the steering subsystem 20, realizing the vertical adjustment of the position of the wheel 200 relative to the body 300.

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

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

[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 coupling drive subsystem 10, so as to adjust the deflection angle of the wheel 200 and realize the vehicle steering adjustment.

[0080] When the ground clearance of the vehicle body 300 needs to be adjusted, the relative position of the wheels 200 with respect to the vehicle body 300 can be vertically adjusted. Specifically, 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, 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 trailing arm 31 and the lower trailing arm 32. Furthermore, the driving force is transmitted through the double trailing arm suspension 30 to the steering knuckle 22 of the steering subsystem 20. 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 wheels 200 relative to the vehicle body 300.

[0081] Understandably, when a vehicle is driving on bumpy roads, its passability can be improved by raising the vehicle body by 300mm; when a vehicle is driving on flat roads, its handling stability can be improved by lowering the vehicle body's ground clearance by 300mm.

[0082] The hub motor and active suspension power reuse driving system 100 according to the embodiments of this application has at least the following advantages compared with the prior art:

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

[0084] (2) In the hub motor and active suspension power reuse driving system 100, the driving force output mode of the dual-motor coupling drive subsystem 10 (i.e., the first reuse motor 11 and the second reuse motor 12 drive in the same direction or in opposite directions) can be adjusted to meet the vehicle's driving needs. 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 at high frequency to ensure 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 lift or lower relative to the wheel 200 through the steering subsystem 20. 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 embodiments of this application includes the above-described hub motor and active suspension power reuse driving system 100.

[0087] The advantages of the vehicle compared to existing technologies are the same as those of the aforementioned hub motor and active suspension power reuse driving system 100, and will not be repeated here.

[0088] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this 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, "multiple" means two or more.

[0091] In the description of this application, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or the first and second features being in contact through another feature between them.

[0092] In the description of this application, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicate that the first feature is at a higher horizontal level than the second feature.

[0093] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0094] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A hub motor and active suspension power reuse driving system, characterized in that, include: A dual-motor coupled drive subsystem (10) includes a first multiplexed motor (11) and a second multiplexed motor (12), wherein 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 (200). A double trailing arm suspension (30), the double trailing arm suspension (30) comprising: Upper longitudinal arm (31), one end of which is rotatably connected to the first stator (111) of the first multiplex motor (11); The lower longitudinal arm (32) is fixedly connected at one end to the second stator (121) of the second multiplex motor (12); A 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 trailing arm (31) and the other end of the lower trailing arm (32), respectively, and the steering knuckle (22) is connected to the steering motor (21). When the first multiplex motor (11) and the second multiplex 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 multiplex motor (11) and the second multiplex 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 achieve vertical movement of the wheel (200).

2. The 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. The central axis of the first rotor (112), the central axis of the second rotor (122) and the central axis of the wheel (200) hub are collinear.

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

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

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

6. The 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 the first plane; The second axis and the third axis are located in a second plane, and the second plane is usually parallel to the first plane.

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

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

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

10. A vehicle, characterized in that, Includes the hub motor and active suspension power reuse driving system according to any one of claims 1-9.

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