High-integration-level vehicle wheel corner module and vehicle

Abstract

The invention relates to a high-integration-level vehicle wheel edge corner module and a vehicle, the high-integration-level vehicle wheel edge corner module comprises a wheel end assembly, the wheel end assembly comprises a hub and a wheel-side gear motor driving the hub to rotate, a brake disc is connected between the hub and the wheel-side gear motor, and a brake caliper is connected to a shell of the wheel-side gear motor; the steering assembly comprises a steering knuckle fixed on a shell of the hub gear motor and a swing arm support far away from the wheel end assembly and used for being connected with a vehicle body, the swing arm support is connected with a steering engine, and a steering pull rod is connected between the steering engine and the steering knuckle; the upper swing arm is rotatably connected between the steering knuckle and the swing arm support, the lower swing arm is rotatably connected between the steering knuckle and the swing arm support, and the shock absorber is connected between the lower swing arm and the swing arm support. By means of the decoupling design between the steering engine and the double-fork-arm suspension, the technical effect that the steering control precision of the steering assembly of the angle module on the wheels is guaranteed more reliably is achieved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a highly integrated vehicle wheel corner module and vehicle. Background Technology

[0002] In recent years, in-wheel motor drive systems have received increasing attention and importance from the industry. Characterized by modularity, integration, and intelligent drive-by-wire, the skateboard chassis naturally becomes one of the ideal platforms for in-wheel motor applications. Integrating in-wheel motors into vehicles eliminates many traditional mechanical transmission components, optimizes overall vehicle layout, effectively improves power transmission efficiency, enhances power response and control precision, and adapts to diverse application scenarios.

[0003] Angle modules refer to modular assemblies that integrate the drive system, braking system, suspension system, and steering system into the wheel hub. They achieve independent drive and steering of the wheels through electronic control. Based on hub motor assemblies, angle modules improve vehicle stability and safety through fusion control technology, and represent one of the important development directions for intelligent drive-by-wire chassis.

[0004] In related technologies, the suspension system is an L-shaped irregular structure of transverse or longitudinal arms. Road excitation passes through the wheels and is borne by the suspension arms, resulting in poor rigidity and stress characteristics, which cannot meet the reliability and durability requirements of passenger vehicles. Furthermore, whether the kingpin steering is positioned above or to the side of the wheels, it occupies suspension space, leading to the corner modules encroaching on the vehicle's interior space. Moreover, the kingpin dynamics are difficult to guarantee, directly affecting vehicle handling and driving stability. These are the main reasons why corner modules have not yet been implemented for high-speed, high-load applications. Summary of the Invention

[0005] This application provides a highly integrated vehicle wheel corner module and vehicle to address the problem in related technologies where the suspension system is a transverse or longitudinal arm "L-shaped" irregular structure. Road excitation passing through the wheels is borne entirely by the suspension arms, resulting in poor rigidity and stress characteristics, failing to meet the reliability and durability requirements of passenger vehicles. Furthermore, regardless of whether the kingpin steering is positioned above or to the side of the wheels, it occupies suspension space, leading to the corner module encroaching on the vehicle's interior space. Additionally, the kingpin dynamics are difficult to guarantee, directly affecting vehicle handling and driving stability.

[0006] The first aspect of this application provides a highly integrated vehicle wheel corner module, comprising: A wheel end assembly, the wheel end assembly including a wheel hub and a wheel-side geared motor for driving the wheel hub to rotate, a brake disc connected between the wheel hub and the wheel-side geared motor, and a brake caliper connected to the housing of the wheel-side geared motor; The steering assembly includes a steering knuckle fixed to the housing of the wheel-side reduction motor, and a swing arm bracket for connecting to the vehicle body, located away from the wheel-end assembly. A steering gear is connected to the swing arm bracket, and a steering tie rod is connected between the steering gear and the steering knuckle. A double wishbone suspension, the double wishbone suspension including an upper control arm rotatably connected between the steering knuckle and the control arm bracket, a lower control arm rotatably connected between the steering knuckle and the control arm bracket, and a shock absorber connected between the lower control arm and the control arm bracket.

[0007] In some embodiments: the wheel-side reduction motor includes an integrated housing, in which a hub motor and a reducer are interconnected, the output end of the reducer is connected to the wheel hub and the brake disc, and the integrated housing is provided with a mounting seat for connecting the brake caliper, and the mounting seat has a mounting hole.

[0008] In some embodiments: the integrated housing includes a stator housing and an end cover that are interconnected to form an internal cavity, the hub motor and the reducer are both located in the cavity formed by the stator housing and the end cover, the outer diameter of the stator housing is larger than the outer diameter of the end cover, and the end cover is close to the brake disc and at least partially extends into the brake disc.

[0009] In some embodiments: the steering knuckle has a plurality of mounting holes for connecting to the stator housing, the steering knuckle is connected to the stator housing and located on the side away from the end cover, the top of the steering knuckle is rotatably connected to one end of the upper swing arm through an upper ball joint, the bottom of the steering knuckle is rotatably connected to one end of the lower swing arm through a lower ball joint, and the middle of the steering knuckle is provided with a steering arm that is rotatably connected to the steering tie rod.

[0010] In some embodiments: the swing arm bracket includes a support plate extending downward at an incline, and both sides of the support plate are provided with a front flange and a rear flange that fold towards the steering knuckle. The top of the support plate is provided with a damping tower that connects to the shock absorber, and the damping tower is connected to the front flange and the rear flange.

[0011] In some embodiments: the support plate has a clearance hole for the steering gear to pass through, and the support plate has a steering gear mounting hole located on the outer periphery of the clearance hole, and the steering gear is mounted on the support plate through the steering gear mounting hole; The support plate is provided with multiple interconnected transverse and longitudinal reinforcing ribs on the side near the steering knuckle. The support plate, shock absorber tower, front flange, rear flange, transverse reinforcing ribs, and longitudinal reinforcing ribs are integrally cast aluminum alloy structures.

[0012] In some embodiments: the top of the support plate is provided with two upper brackets that are spaced apart from each other on the side near the steering knuckle, one of the upper brackets and the front flange together form a first upper support point connecting the upper swing arm, and the other upper bracket and the rear flange together form a second upper support point connecting the upper swing arm; The upper control arm includes a first upper branch arm and a second upper branch arm that are connected to each other. One end of the first upper branch arm and the second upper branch arm that are connected to each other is provided with an upper ball joint that connects to the top of the steering knuckle. The first upper branch arm and the second upper branch arm are respectively connected to an upper bushing at the ends away from the upper ball joint. The first upper branch arm is rotatably connected to the first upper fulcrum through the upper bushing, and the second upper branch arm is rotatably connected to the second upper fulcrum through the upper bushing.

[0013] In some embodiments: the bottom of the support plate is provided with two lower supports spaced apart from each other on the side near the steering knuckle, one of the lower supports and the front flange together form a first lower support point connecting the lower control arm, and the other lower support and the rear flange together form a second lower support point connecting the lower control arm; The lower control arm is provided with a first lower branch arm and a second lower branch arm connected to each other at the end away from the steering knuckle, and a damper bushing connected to the damper is provided at the connection between the first lower branch arm and the second lower branch arm. The first lower branch arm and the second lower branch arm are respectively connected to the lower bushing at the ends away from the shock absorber bushing. The first lower branch arm is rotatably connected to the first lower support point through the lower bushing, and the second lower branch arm is rotatably connected to the second lower support point through the lower bushing.

[0014] In some embodiments: the top of the vibration damper is connected to the vibration damping tower, the bottom of the vibration damper is rotatably connected to the vibration damper bushing, and the vibration damper is any one of a spring vibration damper, an airbag vibration damper, or an electromagnetic vibration damper.

[0015] A second aspect of this application provides a vehicle that includes the highly integrated vehicle wheel corner module described in any of the above embodiments.

[0016] The beneficial effects of the technical solution provided in this application include: This application provides a highly integrated vehicle wheel corner module and a vehicle. The highly integrated vehicle wheel corner module includes a wheel end assembly comprising a wheel hub and a wheel-side reduction motor that drives the wheel hub to rotate. A brake disc is connected between the wheel hub and the wheel-side reduction motor, and a brake caliper is connected to the housing of the wheel-side reduction motor. A steering assembly includes a steering knuckle fixed to the housing of the wheel-side reduction motor, and a swing arm bracket located away from the wheel end assembly for connecting to the vehicle body. A steering gear is connected to the swing arm bracket, and a steering tie rod is connected between the steering gear and the steering knuckle. A double wishbone suspension includes an upper control arm rotatably connected between the steering knuckle and the swing arm bracket, a lower control arm rotatably connected between the steering knuckle and the swing arm bracket, and a shock absorber connected between the lower control arm and the swing arm bracket.

[0017] Therefore, the highly integrated vehicle wheel-side corner module of this application fixes the brake disc between the wheel hub and the wheel-side reduction motor, and fixes the brake caliper to the housing of the wheel-side reduction motor. This solves the technical problem that placing the brake inside the wheel-side motor in the traditional method would occupy too much wheel-side space in the Y-axis direction, thus saving wheel-side space in the Y-axis direction and providing more space for the steering assembly and suspension assembly. The steering gear of the steering assembly is fixed on the control arm bracket, and the steering gear is connected to the steering knuckle through a steering tie rod. The decoupling design between the steering gear and the double wishbone suspension solves the technical problem that existing corner modules are prone to deterioration in their control accuracy of wheel steering and kingpin angle due to suspension aging and deformation, achieving a more reliable guarantee of the steering control accuracy of the wheel steering by the corner module's steering assembly. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a first-view structural schematic diagram of the vehicle wheel corner module according to an embodiment of this application; Figure 2 This is a structural schematic diagram of the vehicle wheel corner module from a second perspective according to an embodiment of this application; Figure 3 This is a schematic diagram of the wheel end assembly and the first double wishbone suspension according to an embodiment of this application; Figure 4 This is a schematic diagram of the wheel end assembly and the second double wishbone suspension according to an embodiment of this application; Figure 5 This is a schematic diagram of the wheel end assembly and steering knuckle according to an embodiment of this application; Figure 6 This is a first-view exploded view of the wheel end assembly and steering knuckle in an embodiment of this application; Figure 7 This is a second-view exploded view of the wheel end assembly and steering knuckle structure according to an embodiment of this application; Figure 8 This is a schematic diagram of the wheel end assembly according to an embodiment of this application; Figure 9 This is a schematic diagram of the wheel end assembly without the wheel hub, according to an embodiment of this application. Figure 10 This is a schematic diagram of the wheel-side geared motor according to an embodiment of this application.

[0020] Figure label: 10. Wheel end assembly; 11. Wheel hub; 12. Wheel-side geared motor; 13. Brake disc; 14. Brake caliper; 15. Tire; 20. Steering assembly; 21. Steering knuckle; 22. Control arm bracket; 23. Steering gear; 24. Steering tie rod; 30. Double wishbone suspension; 31. Upper control arm; 32. Lower control arm; 33. Shock absorber; 34. Upper ball joint; 35. Lower ball joint; 36. Upper bushing; 37. Shock absorber bushing; 38. Lower bushing; 121. Stator housing; 122. End cover; 221. Support plate; 222. Front flange; 223. Rear flange; 224. Vibration damping tower; 225. Clearance hole. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0022] This application provides a highly integrated vehicle wheel corner module and vehicle, which solves the problems in related technologies where the suspension system is a transverse or longitudinal arm "L-shaped" irregular structure. Road excitation passing through the wheels is borne entirely by the suspension arms, resulting in poor rigidity and stress characteristics, failing to meet the reliability and durability requirements of passenger vehicles. Furthermore, whether the kingpin steering is located above or to the side of the wheels, it occupies suspension space, leading to the corner module encroaching on the vehicle's interior space. Additionally, the kingpin dynamics are difficult to guarantee, directly affecting vehicle handling and driving stability.

[0023] See Figures 1 to 9 As shown, the first aspect of this application provides a highly integrated vehicle wheel corner module, including: The wheel end assembly 10 includes a wheel hub 11 and a wheel-side reduction motor 12 that drives the wheel hub 11 to rotate. A tire 15 is connected to the outer periphery of the wheel hub 11. A brake disc 13 is connected between the wheel hub 11 and the wheel-side reduction motor 12. A brake caliper 14 is connected to the housing of the wheel-side reduction motor 12. The brake disc 13 is fixedly connected between the wheel hub 11 and the wheel-side reduction motor 12, and the brake caliper 14 is fixed to the housing of the wheel-side reduction motor 12. This solves the technical problem that placing the brake inside the wheel-side motor in the traditional way would occupy too much wheel-side space in the Y-axis direction, thus saving wheel-side space in the Y-axis direction and providing more space for the steering assembly 20 and the double wishbone suspension 30.

[0024] The steering assembly 20 includes a steering knuckle 21 fixed to the housing of the wheel-side reduction motor 12, and a swing arm bracket 22 for connecting to the vehicle body, located away from the wheel-end assembly 10. A steering gear 23 is connected to the swing arm bracket 22, and a steering tie rod 24 connects the steering gear 23 and the steering knuckle 21. The steering gear is fixed to the swing arm bracket 22, and the steering gear 23 is decoupled from the double wishbone suspension 30. This design solves the technical problem that existing corner modules are prone to deterioration in wheel steering control accuracy due to suspension aging and deformation, thus achieving a more reliable guarantee of the steering control accuracy of the corner module's steering assembly 20.

[0025] The double wishbone suspension 30 includes an upper control arm 31 rotatably connected between a steering knuckle 21 and a control arm bracket 22, a lower control arm 32 rotatably connected between the steering knuckle 21 and the control arm bracket 22, and a shock absorber 33 connected between the lower control arm 32 and the control arm bracket 22. The connection between the steering knuckle 21 and the upper control arm 31 forms an upper hinge point, and the connection between the steering knuckle 21 and the lower control arm 32 forms a lower hinge point. The line connecting the upper and lower hinge points is independently decoupled from the connection between the steering tie rod 24 and the steering knuckle 21.

[0026] The highly integrated vehicle wheel-side corner module of this application embodiment fixes the brake disc 13 between the wheel hub 11 and the wheel-side reduction motor 12, and fixes the brake caliper 14 on the housing of the wheel-side reduction motor 12. This solves the technical problem that the traditional method of placing the brake inside the wheel-side motor would occupy too much wheel-side space in the Y-axis direction, thereby saving wheel-side space in the Y-axis direction and providing more space for the steering assembly 20 and the double wishbone suspension 30.

[0027] The steering gear 23 of the steering assembly 20 is fixed on the swing arm bracket 22. The steering gear 23 is connected to the steering knuckle 21 through the steering tie rod 24. The steering gear 23 is decoupled from the double wishbone suspension 30. This design can solve the technical problem that the existing corner module is prone to deterioration of its wheel steering control accuracy due to suspension aging and deformation. This achieves a more reliable technical effect of ensuring the steering control accuracy of the corner module's steering assembly 20.

[0028] This application's vehicle wheel corner module integrates the wheel end assembly 10, steering assembly 20, and double wishbone suspension 30. Compared to traditional chassis structures, it eliminates components such as brackets, drive shafts, stabilizer bars, and hangers. The wheel end assembly 10, steering assembly 20, and double wishbone suspension 30 are connected to the vehicle body via a swing arm bracket 22. The universal interface design of the swing arm bracket 22 ensures high expandability of the entire vehicle. The highly integrated modular design of the vehicle wheel corner module provides excellent interchangeability; vehicles with different wheelbases and track widths can all use the same set of vehicle wheel corner modules.

[0029] In some alternative embodiments: see Figures 5 to 10 As shown in the figure, this application embodiment provides a highly integrated vehicle wheel corner module. The wheel corner module's wheel corner reduction motor 12 includes an integrated housing, within which a hub motor and a reducer are interconnected. The output end of the reducer is connected to the wheel hub 11 and the brake disc 13. The integrated housing is provided with a mounting seat for connecting a brake caliper 14, and the mounting seat has mounting holes for assembling the brake caliper 14.

[0030] The integrated housing includes a stator housing 121 and an end cover 122 that are interconnected to form an internal cavity. The hub motor and the reducer are both located in the cavity formed by the stator housing 121 and the end cover 122. The outer diameter of the stator housing 121 is larger than the outer diameter of the end cover 122. The end cover 122 is close to the brake disc 13 and at least partially extends into the brake disc 13.

[0031] The integrated housing in this embodiment consists of a stator housing 121 and an end cover 122 that are interconnected to form an internal cavity. The outer diameter of the stator housing 121 is larger than the outer diameter of the end cover 122, and the end cover 122 is close to the brake disc 13 and at least partially extends into the brake disc 13, so that the wheel-side reduction motor 12 and the brake disc 13 partially overlap in the Y-axis direction. This is beneficial to increasing the arrangement space of the steering assembly 20, the double wishbone suspension 30, and the hub motor.

[0032] In some alternative embodiments: see Figures 3 to 10As shown in the figure, this application embodiment provides a highly integrated vehicle wheel corner module. The steering knuckle 21 of the vehicle wheel corner module has multiple mounting holes for connecting to the stator housing 121. The steering knuckle 21 is connected to the stator housing 121 and is located on the side away from the end cover 122. The top of the steering knuckle 21 is rotatably connected to one end of the upper control arm 31 through an upper ball joint 34, and the bottom of the steering knuckle 21 is rotatably connected to one end of the lower control arm 32 through a lower ball joint 35. The middle part of the steering knuckle 21 is provided with a steering support arm that is rotatably connected to the steering tie rod 24.

[0033] In some alternative embodiments: see Figure 1 and Figure 2 As shown in the embodiment of this application, a highly integrated vehicle wheel corner module is provided. The swing arm bracket 22 of the vehicle wheel corner module includes a downwardly extending support plate 221. On both sides of the support plate 221, there are front flanges 222 and rear flanges 223 that fold towards the steering knuckle 21. The top of the support plate 221 is provided with a shock absorber tower 224 that connects to the shock absorber 33. The shock absorber tower 224 is connected to the front flanges 222 and the rear flanges 223.

[0034] A clearance hole 225 for the steering gear 23 to pass through is provided on the support plate 221. A steering gear mounting hole is provided on the support plate 221 on the outer periphery of the clearance hole 225. The steering gear 23 is mounted on the support plate 221 through the steering gear mounting hole. Multiple interconnected transverse and longitudinal reinforcing ribs are provided on the side of the support plate 221 near the steering knuckle 21. The support plate 221, shock absorber tower 224, front flange 222, rear flange 223, transverse reinforcing ribs and longitudinal reinforcing ribs are integrally cast aluminum alloy structures.

[0035] In some alternative embodiments: see Figures 1 to 4 As shown, this application embodiment provides a highly integrated vehicle wheel corner module. The top of the support plate 221 of the vehicle wheel corner module is provided with two upper brackets (not shown in the figure) that are spaced apart from each other. One upper bracket and the front flange 222 together form a first upper support point for connecting the upper swing arm 31, and the other upper bracket and the rear flange 223 together form a second upper support point for connecting the upper swing arm 31.

[0036] The upper control arm 31 includes a first upper branch arm and a second upper branch arm that are connected to each other. One end of the first upper branch arm and the second upper branch arm that are connected to each other is provided with an upper ball joint 34 that connects to the top of the steering knuckle 21. The ends of the first upper branch arm and the second upper branch arm that are away from the upper ball joint 34 are respectively connected to upper bushings 36. The first upper branch arm is rotatably connected to the first upper pivot point through the upper bushings 36, and the second upper branch arm is rotatably connected to the second upper pivot point through the upper bushings 36.

[0037] In some alternative embodiments: see Figures 1 to 4As shown in the figure, this application embodiment provides a highly integrated vehicle wheel corner module. The bottom of the support plate 221 of the vehicle wheel corner module is provided with two lower brackets (not shown in the figure) that are spaced apart from each other. One of the lower brackets and the front flange 222 together form a first lower support point for connecting the lower control arm 32, and the other lower bracket and the rear flange 223 together form a second lower support point for connecting the lower control arm 32.

[0038] The lower control arm 32 has a first lower branch arm and a second lower branch arm connected to each other at the end away from the steering knuckle 21. A damper bushing 37 for connecting the damper 33 is provided at the connection point between the first lower branch arm and the second lower branch arm. The ends of the first lower branch arm and the second lower branch arm away from the damper bushing 37 are respectively connected to lower bushings 38. The first lower branch arm is rotatably connected to the first lower pivot point through the lower bushing 38, and the second lower branch arm is rotatably connected to the second lower pivot point through the lower bushing 38.

[0039] The top of the shock absorber 33 is connected to the shock absorber tower 224, and the bottom of the shock absorber 33 is rotatably connected to the shock absorber bushing 37. The shock absorber 33 can be any one of a spring shock absorber, an airbag shock absorber, or an electromagnetic shock absorber.

[0040] A second aspect of this application provides a vehicle that includes the highly integrated vehicle wheel corner module described in any of the above embodiments.

[0041] Working principle This application provides a highly integrated vehicle wheel corner module and a vehicle. The highly integrated vehicle wheel corner module of this application includes a wheel end assembly 10, which comprises a wheel hub 11 and a wheel-side reduction motor 12 that drives the wheel hub 11 to rotate. A brake disc 13 is connected between the wheel hub 11 and the wheel-side reduction motor 12, and a brake caliper 14 is connected to the housing of the wheel-side reduction motor 12. A steering assembly 20 is also provided, which includes components fixed to the housing of the wheel-side reduction motor 12. Steering knuckle 21, and a control arm bracket 22 for connecting to the vehicle body away from the wheel end assembly 10, a steering gear 23 is connected to the control arm bracket 22, and a steering tie rod 24 is connected between the steering gear 23 and the steering knuckle 21; double wishbone suspension 30, which includes an upper control arm 31 rotatably connected between the steering knuckle 21 and the control arm bracket 22, a lower control arm 32 rotatably connected between the steering knuckle 21 and the control arm bracket 22, and a shock absorber 33 connected between the lower control arm 32 and the control arm bracket 22.

[0042] Therefore, the highly integrated vehicle wheel-side corner module of this application fixes the brake disc 13 between the wheel hub 11 and the wheel-side reduction motor 12, and fixes the brake caliper 14 to the housing of the wheel-side reduction motor 12. This solves the technical problem that placing the brake inside the wheel-side motor in the traditional method would occupy too much wheel-side space in the Y-axis direction, thus saving wheel-side space in the Y-axis direction and providing more space for the steering assembly 20 and the suspension assembly. The steering gear 23 of the steering assembly 20 is fixed on the swing arm bracket 22, and the steering gear 23 is connected to the steering knuckle 21 through the steering tie rod 24. The steering gear 23 is decoupled from the double wishbone suspension 30, which solves the technical problem that the existing corner module is prone to deterioration of its wheel steering control accuracy due to suspension aging and deformation, thus achieving a more reliable guarantee of the steering control accuracy of the wheel by the steering assembly 20 of the corner module.

[0043] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and 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. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0044] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0045] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A highly integrated vehicle wheel corner module, characterized in that, include: The wheel end assembly (10) includes a wheel hub (11) and a wheel-side geared motor (12) that drives the wheel hub (11) to rotate. A brake disc (13) is connected between the wheel hub (11) and the wheel-side geared motor (12). A brake caliper (14) is connected to the housing of the wheel-side geared motor (12). The steering assembly (20) includes a steering knuckle (21) fixed to the housing of the wheel-side reduction motor (12) and a swing arm bracket (22) for connecting to the vehicle body away from the wheel end assembly (10). A steering gear (23) is connected to the swing arm bracket (22), and a steering tie rod (24) is connected between the steering gear (23) and the steering knuckle (21). The double wishbone suspension (30) includes an upper control arm (31) rotatably connected between the steering knuckle (21) and the control arm bracket (22), a lower control arm (32) rotatably connected between the steering knuckle (21) and the control arm bracket (22), and a shock absorber (33) connected between the lower control arm (32) and the control arm bracket (22).

2. The highly integrated vehicle wheel corner module as described in claim 1, characterized in that: The wheel-side reduction motor (12) includes an integrated housing, in which a hub motor and a reducer are connected to each other. The output end of the reducer is connected to the hub (11) and the brake disc (13). The integrated housing is provided with a mounting seat for connecting the brake caliper (14), and the mounting seat has a mounting hole.

3. The highly integrated vehicle wheel corner module as described in claim 2, characterized in that: The integrated housing includes a stator housing (121) and an end cover (122) that are interconnected to form an internal cavity. The hub motor and the reducer are both located in the cavity formed by the stator housing (121) and the end cover (122). The outer diameter of the stator housing (121) is larger than the outer diameter of the end cover (122). The end cover (122) is close to the brake disc (13) and extends at least partially into the brake disc (13).

4. The highly integrated vehicle wheel corner module as described in claim 3, characterized in that: The steering knuckle (21) has multiple mounting holes for connecting to the stator housing (121). The steering knuckle (21) is connected to the stator housing (121) and located on the side away from the end cover (122). The top of the steering knuckle (21) is rotatably connected to one end of the upper swing arm (31) through an upper ball joint (34). The bottom of the steering knuckle (21) is rotatably connected to one end of the lower swing arm (32) through a lower ball joint (35). The middle part of the steering knuckle (21) is provided with a steering arm that is rotatably connected to the steering tie rod (24).

5. A highly integrated vehicle wheel corner module as described in claim 1, characterized in that: The swing arm bracket (22) includes a support plate (221) extending downward at an incline. Both sides of the support plate (221) are provided with a front flange (222) and a rear flange (223) folded towards the steering knuckle (21). The top of the support plate (221) is provided with a shock absorber tower (224) that connects to the shock absorber (33). The shock absorber tower (224) is connected to the front flange (222) and the rear flange (223).

6. A highly integrated vehicle wheel corner module as described in claim 5, characterized in that: The support plate (221) has a clearance hole (225) for the steering gear (23) to pass through. The support plate (221) has a steering gear mounting hole located on the outer periphery of the clearance hole (225). The steering gear (23) is mounted on the support plate (221) through the steering gear mounting hole. The support plate (221) is provided with multiple interconnected transverse and longitudinal reinforcing ribs on the side near the steering knuckle (21). The support plate (221), shock absorber tower (224), front flange (222), rear flange (223), transverse and longitudinal reinforcing ribs are integrally cast aluminum alloy structures.

7. A highly integrated vehicle wheel corner module as described in claim 5, characterized in that: The top of the support plate (221) is provided with two upper brackets that are spaced apart from each other on the side near the steering knuckle (21). One of the upper brackets and the front flange (222) together form the first upper support point connecting the upper swing arm (31), and the other upper bracket and the rear flange (223) together form the second upper support point connecting the upper swing arm (31). The upper control arm (31) includes a first upper branch arm and a second upper branch arm that are connected to each other. The first upper branch arm and the second upper branch arm are connected to each other at one end, and an upper ball joint (34) is provided to connect to the top of the steering knuckle (21). The first upper branch arm and the second upper branch arm are respectively connected to an upper bushing (36) at the ends away from the upper ball joint (34). The first upper branch arm is rotatably connected to the first upper fulcrum through the upper bushing (36), and the second upper branch arm is rotatably connected to the second upper fulcrum through the upper bushing (36).

8. A highly integrated vehicle wheel corner module as described in claim 5, characterized in that: The bottom of the support plate (221) near the steering knuckle (21) is provided with two lower supports that are spaced apart from each other. One of the lower supports and the front flange (222) together form the first lower support point connecting the lower swing arm (32), and the other lower support and the rear flange (223) together form the second lower support point connecting the lower swing arm (32). The lower control arm (32) is provided with a first lower branch arm and a second lower branch arm connected to each other at one end away from the steering knuckle (21), and a shock absorber bushing (37) connected to the shock absorber (33) is provided at the connection between the first lower branch arm and the second lower branch arm. The first lower branch arm and the second lower branch arm are respectively connected to a lower bushing (38) at the end away from the damper bushing (37). The first lower branch arm is rotatably connected to the first lower support point through the lower bushing (38), and the second lower branch arm is rotatably connected to the second lower support point through the lower bushing (38).

9. A highly integrated vehicle wheel corner module as described in claim 8, characterized in that: The top of the damper (33) is connected to the damping tower (224), and the bottom of the damper (33) is rotatably connected to the damper bushing (37). The damper (33) is any one of spring damper, airbag damper, and electromagnetic damper.

10. A vehicle, characterized in that, The vehicle includes the highly integrated vehicle wheel corner module as described in any one of claims 1 to 9.

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