Chassis structure and control system of vehicle based on angle module

Abstract

The invention relates to a chassis structure of a vehicle based on corner modules and a control system, the chassis structure of the vehicle comprises the corner modules corresponding to four wheels of the vehicle respectively, in each corner module, a wheel side motor driving assembly is used for directly driving the wheel corresponding to the corner module, and the wheel side motor driving assembly is used for directly driving the wheel corresponding to the corner module. The 90-degree two-way steering execution system is used for driving wheels corresponding to the angle module to realize positive and negative 90-degree steering; the wheel side motor driving assembly and the 90-degree bidirectional steering execution system are separately arranged; the suspension and supporting structure is used for keeping geometric stability of the suspension when the wheels corresponding to the angle modules steer and buffering road impact. The electronic mechanical braking unit is used for achieving braking of wheels corresponding to the angle modules. In this way, synchronous control over steering, driving, vibration reduction and braking of the vehicle in different running modes can be achieved through cooperative work of the angle modules in the wheels of the vehicle, and a vehicle chassis has higher flexibility and more scene adaptability in the running process of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle chassis technology, and in particular to the chassis structure and control system of a vehicle based on corner modules. Background Technology

[0002] As the automotive industry transforms towards electrification and intelligence, vehicles are placing higher demands on the steering freedom, driving efficiency, and driving posture adjustment of the chassis system in different scenarios.

[0003] In related technologies, the steering function of vehicle chassis mainly relies on mechanical steering systems, and the driving function mostly adopts mechanical transmission architecture. However, due to the limitations of mechanical structures, the steering and driving functions of vehicle chassis in related technologies cannot meet the needs of vehicle chassis in terms of steering freedom, driving efficiency, and driving posture adjustment, resulting in poor scenario adaptability of vehicle chassis in related technologies. Summary of the Invention

[0004] Therefore, it is necessary to provide a vehicle chassis structure and control system based on corner modules to address the technical problem of poor adaptability of vehicle chassis to various scenarios.

[0005] In a first aspect, this application provides a chassis structure for a vehicle based on corner modules, the chassis structure comprising: corner modules corresponding to the four wheels of the vehicle, each corner module integrating a wheel-side motor drive assembly, a 90-degree bidirectional steering execution system, a suspension and support structure, and an electromechanical braking unit;

[0006] In each corner module, the wheel-side motor drive assembly directly drives the wheel corresponding to the corner module; the 90-degree bidirectional steering system drives the wheel corresponding to the corner module to achieve a steering angle of ±90 degrees; the wheel-side motor drive assembly and the 90-degree bidirectional steering system are separately configured; the suspension and support structure maintains the suspension geometry stability and buffers road impacts when the wheel corresponding to the corner module is steering; the electromechanical braking unit brakes the wheel corresponding to the corner module.

[0007] The corner modules in each wheel of the vehicle work together to achieve synchronous control of steering, driving, vibration reduction, and braking of the vehicle in different driving modes.

[0008] In one embodiment, the 90-degree bidirectional steering actuation system includes a steering power system and a steering linkage system;

[0009] The steering power system is used to control the steering direction and steering angle of the wheels, and the steering linkage system is used to transmit the steering direction and steering angle of the steering power system to the wheels, so as to realize the steering control of the vehicle in different driving modes.

[0010] In one embodiment, the steering power system includes a high-speed response servo motor, a planetary reduction mechanism, and a rack and pinion actuator. The output end of the high-speed response servo motor is connected to the input end of the planetary reduction mechanism. The high-speed response servo motor and the planetary reduction mechanism are coaxially arranged. The output end of the planetary reduction mechanism is connected to the rack and pinion actuator, which is disposed between the upper control arm and the lower control arm of the double wishbone suspension.

[0011] In one embodiment, the steering linkage system includes a main tie rod and a secondary tie rod. One end of the main tie rod is connected to the rack of a rack and pinion actuator, and the other end of the main tie rod is connected to the steering knuckle via a ball joint. The ball joint of the main tie rod is close to the height of the rotation center axis of the steering knuckle. The secondary tie rod is arranged parallel to the main tie rod and is used to cooperate with the main tie rod to transmit the steering direction and steering angle to the wheel.

[0012] In one embodiment, the wheel-side motor drive assembly includes a high-power-density permanent magnet synchronous wheel-side motor. The fixed end of the high-power-density permanent magnet synchronous wheel-side motor is disposed on the steering knuckle frame in the chassis structure, and the output end of the high-power-density permanent magnet synchronous wheel-side motor is connected to the wheel hub to realize the drive control of the vehicle in different driving modes.

[0013] In one embodiment, the suspension and support structure includes a double wishbone independent suspension, a ball joint, and a damping unit. The double wishbone independent suspension is connected to the steering knuckle through the ball joint. The damping unit is disposed between the double wishbone independent suspension and the vehicle body connection point. The damping unit includes a coil spring and a hydraulic damper. The coil spring is sleeved on the hydraulic damper to achieve vibration control of the vehicle in different driving modes.

[0014] In one embodiment, the electromechanical braking unit includes an electromechanical braking sensor, an electromechanical braking controller, and an electromechanical braking actuator. The electromechanical braking sensor is connected to the electromechanical braking controller, the electromechanical braking controller is connected to the electromechanical braking actuator, and the electromechanical braking actuator is disposed inside the wheel to realize braking control of the wheel.

[0015] In one embodiment, the driving modes include a standard driving mode, a lateral driving mode, and a stationary rotation mode.

[0016] Secondly, this application provides a vehicle control system, including the chassis structure of the vehicle described in any one of the first aspects above.

[0017] In one embodiment, the vehicle control system controls the vehicle to be in a standard driving mode, the vehicle's wheel-side motor drive assembly controls the vehicle to drive straight, or the vehicle's 90-degree bidirectional steering actuator controls the vehicle to turn between ±45 degrees.

[0018] In one embodiment, the vehicle control system controls the vehicle to be in a lateral driving mode, the vehicle's 90-degree bidirectional steering actuator controls the four wheels of the vehicle to turn positive 90 degrees or negative 90 degrees, and the wheel-side motor drive assembly controls the vehicle to drive laterally.

[0019] In one embodiment, the vehicle control system controls the vehicle to be in a stationary rotation mode, the vehicle's 90-degree bidirectional steering system controls the first and third wheels of the vehicle's four wheels, which are diagonally opposite, to turn positive 90 degrees, and controls the second and fourth wheels of the vehicle's four wheels, which are diagonally opposite, to turn negative 90 degrees, and the wheel-side motor drive assembly controls the vehicle to rotate in place.

[0020] The aforementioned chassis structure and control system for a vehicle based on corner modules includes corner modules corresponding to the four wheels of the vehicle. In each corner module, a wheel-side motor drive assembly directly drives the wheel corresponding to the corner module, improving the space utilization and driving efficiency of the chassis. A 90-degree bidirectional steering actuator is used to drive the wheel corresponding to the corner module to achieve steering of ±90 degrees. The wheel-side motor drive assembly and the 90-degree bidirectional steering actuator are separately configured, giving the vehicle greater flexibility and freedom during steering. The suspension and support structure maintains the geometric stability of the suspension when the wheel corresponding to the corner module is steering and buffers road impacts. An electromechanical braking unit is used to brake the wheel corresponding to the corner module. In this way, the coordinated operation of the corner modules in each wheel enables synchronous control of steering, driving, damping, and braking in different driving modes, giving the vehicle chassis structure greater flexibility and adaptability to various scenarios during vehicle operation. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 A schematic diagram of the composition of a vehicle chassis structure provided in the embodiments of this application;

[0023] Figure 2 This is a schematic diagram of the structure of a corner module provided in the embodiments of this application;

[0024] Figure 3 A schematic diagram of the standard driving mode provided in the embodiments of this application;

[0025] Figure 4 A schematic diagram of the lateral driving mode in the embodiments provided in this application;

[0026] Figure 5 This is a schematic diagram of the in-situ rotation mode in the embodiments provided in this application. Detailed Implementation

[0027] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0028] 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.

[0029] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0030] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; 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 of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0031] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0032] It should be noted that when an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. When an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementation.

[0033] As the automotive industry transforms towards electrification and intelligence, vehicles are placing higher demands on the steering freedom, driving efficiency, and driving posture adjustment of the chassis system in different scenarios.

[0034] In related technologies, the steering function of vehicle chassis mainly relies on mechanical steering systems, and the driving function mostly adopts mechanical transmission architecture. However, due to the limitations of mechanical structures, the steering and driving functions of vehicle chassis in related technologies cannot meet the needs of vehicle chassis in terms of steering freedom, driving efficiency, and driving posture adjustment, resulting in poor scenario adaptability of vehicle chassis in related technologies.

[0035] Based on this, this application proposes a chassis structure and control system for a vehicle based on corner modules. The chassis structure includes corner modules corresponding to the four wheels of the vehicle. In each corner module, a wheel-side motor drive assembly directly drives the wheel corresponding to the corner module, improving the space utilization and driving efficiency of the vehicle chassis. A 90-degree bidirectional steering execution system drives the wheel corresponding to the corner module to achieve steering of ±90 degrees. The wheel-side motor drive assembly and the 90-degree bidirectional steering execution system are separately configured, giving the vehicle greater flexibility and freedom during steering. The suspension and support structure maintains the geometric stability of the suspension when the wheel corresponding to the corner module is steering and buffers road impacts. An electromechanical braking unit is used to brake the wheel corresponding to the corner module. In this way, the corner modules in each wheel of the vehicle work together to achieve synchronous control of steering, driving, vibration reduction, and braking in different driving modes, giving the vehicle chassis greater flexibility and adaptability to more scenarios during vehicle operation.

[0036] In some embodiments, see Figure 1 The present application provides a chassis structure for a vehicle based on corner modules. The chassis structure includes corner modules corresponding to the four wheels of the vehicle. Each corner module integrates a wheel-side motor drive assembly, a 90-degree bidirectional steering system, a suspension and support structure, and an electromechanical braking unit.

[0037] Optionally, the wheel-side motor drive assembly and the 90-degree bidirectional steering actuator can be set separately.

[0038] Understandably, in order to avoid the steering system being limited by the mechanical structure, the wheel-side motor drive assembly and the 90-degree bidirectional steering execution system are set up separately. In this way, the driving power controlled by the wheel-side motor drive assembly and the steering power controlled by the 90-degree bidirectional steering execution system can be transmitted independently, avoiding mutual interference between the power transmission paths of the driving power and the steering power, which would affect the driving and steering performance of the vehicle.

[0039] One possible implementation is that in each corner module, the wheel-side motor drive assembly is used to directly drive the wheel corresponding to the corner module; the 90-degree bidirectional steering actuator is used to drive the wheel corresponding to the corner module to achieve steering of ±90 degrees; the wheel-side motor drive assembly and the 90-degree bidirectional steering actuator are set separately; the suspension and support structure is used to maintain the suspension geometry stability and buffer road impact when the wheel corresponding to the corner module is steering; and the electromechanical braking unit is used to achieve braking of the wheel corresponding to the corner module.

[0040] It should be noted that because the wheel-side motor drive assembly and the 90-degree bidirectional steering execution system are set up separately, the steering power transmission process of the 90-degree bidirectional steering execution system and the drive power transmission process of the wheel-side motor drive assembly are independent of each other. This allows the wheel-side motor drive assembly and the 90-degree bidirectional steering execution system to control the wheels corresponding to the drive angle module to achieve a steering range of ±90 degrees, which is more flexible than the traditional ±45-degree steering, and can adapt to more different driving scenarios.

[0041] One possible implementation involves the angular modules in each wheel of the vehicle working together to achieve synchronized control of steering, driving, damping, and braking in different driving modes.

[0042] Optional driving modes include standard driving mode, lateral driving mode, and stationary spin mode.

[0043] It is understandable that the coordinated operation of the corner modules in each wheel of the vehicle can achieve synchronous control of steering, driving, damping, and braking in the standard driving mode. In other words, the chassis structure of the vehicle based on corner modules provided in this application embodiment can achieve the same functions as traditional automobiles for vehicles driving in the standard driving mode, such as vehicle steering, driving, damping, and braking.

[0044] Optionally, the coordinated operation of the corner modules in each wheel of the vehicle can achieve synchronous control of steering, driving, damping, and braking in lateral driving mode. In other words, based on the standard mode, the vehicle chassis structure provided in this application embodiment can also achieve positive and negative 90-degree steering of the wheels, thereby enabling lateral driving of the vehicle. For example, the lateral driving mode of the vehicle can be utilized in space-constrained scenarios such as parallel parking to achieve lateral driving to meet the needs of the scenario.

[0045] Optionally, the coordinated operation of the angular modules in each wheel of the vehicle can achieve synchronous control of steering, driving, vibration damping, and braking in the stationary rotation mode. In other words, based on the standard mode, the vehicle chassis structure provided in this application embodiment can also achieve positive and negative 90-degree steering of the wheels, thereby enabling the vehicle to rotate in place. For example, the vehicle's lateral driving mode can be used in space-constrained scenarios such as U-turns to achieve stationary rotation to meet the needs of those scenarios.

[0046] In this embodiment, this application proposes a chassis structure and control system for a vehicle based on corner modules. The vehicle chassis structure includes corner modules corresponding to the four wheels of the vehicle. In each corner module, a wheel-side motor drive assembly directly drives the wheel corresponding to the corner module, improving the space utilization and driving efficiency of the vehicle chassis. A 90-degree bidirectional steering execution system drives the wheel corresponding to the corner module to achieve steering of ±90 degrees. The wheel-side motor drive assembly and the 90-degree bidirectional steering execution system are separately configured, giving the vehicle greater flexibility and freedom during steering. The suspension and support structure maintains the geometric stability of the suspension when the wheel corresponding to the corner module is steering and buffers road impacts. An electromechanical braking unit is used to brake the wheel corresponding to the corner module. In this way, the corner modules in each wheel of the vehicle work together to achieve synchronous control of steering, driving, vibration reduction, and braking in different driving modes, giving the vehicle chassis greater flexibility and adaptability to more scenarios during vehicle operation.

[0047] In some embodiments, see Figure 2 , Figure 2 The diagram shows a structural schematic of a 90-degree bidirectional steering execution system provided in an embodiment of this application. The 90-degree bidirectional steering execution system provided in one embodiment of this application includes a steering power system and a steering linkage system. The steering power system is used to control the steering direction and steering angle of the wheels, and the steering linkage system is used to transmit the steering direction and steering angle of the steering power system to the wheels to realize the steering control of the vehicle in different driving modes.

[0048] It should be noted that the steering power system first generates the power to control the steering of the wheels, that is, the steering direction and steering angle of the wheels. Then, the steering linkage system transmits the steering direction and steering angle to the steering knuckle, ultimately achieving steering control of the wheels.

[0049] Optionally, the steering power system may include a steering motor, which may be a high-speed response servo motor.

[0050] Understandably, on the one hand, high-speed response servo motors can quickly respond to control signals in a short time, achieving high-speed motion and precise control. They can also achieve precise control of position, speed, and torque, thus enabling precise steering control of the wheels. On the other hand, high-speed response servo motors have rapid acceleration and deceleration capabilities, making them suitable for applications requiring frequent changes in speed and position. When the signal voltage is zero, the servo motor will not rotate on its own, improving system safety and enabling precise control of vehicle steering in different driving modes.

[0051] One possible implementation is that the steering power system includes a high-speed response servo motor 1, a planetary reduction mechanism 2, and a rack and pinion actuator 3. The output end of the high-speed response servo motor 1 is connected to the input end of the planetary reduction mechanism 2. The high-speed response servo motor 1 and the planetary reduction mechanism 2 are coaxially arranged. The output end of the planetary reduction mechanism 2 is connected to the rack and pinion actuator 3, which is arranged between the upper control arm and the lower control arm of the double wishbone suspension.

[0052] Understandably, the high-speed response servo motor 1 transmits power to the planetary reduction mechanism 2 through its output end. The planetary reduction mechanism 2 reduces the speed of the high-speed response servo motor 1 and increases the steering torque. Furthermore, the planetary reduction mechanism 2 transmits power to the rack and pinion actuator 3 to generate steering power and control the steering direction and steering angle, achieving a steering range of ±90 degrees for the vehicle.

[0053] It should be noted that, due to the characteristics of high-speed motion and precise control, the high-speed response servo motor ensures accuracy and low backlash during steering while achieving large-angle steering. By adopting a coaxial and compact arrangement between the high-speed response servo motor 1 and the planetary reducer, the lateral dimensions of the steering power system are reduced, thereby improving the space utilization of the steering power system and chassis structure. The high-speed response servo motor 1 and the planetary reducer are mounted close to the outer edge of the tires. The rack and pinion actuator is positioned between the upper and lower control arms of the double wishbone suspension, ensuring that the movement direction of the actuator and the tie rod is essentially consistent, reducing deviations in transmission force.

[0054] One possible implementation is that the steering linkage system includes a main tie rod 4 and a secondary tie rod 5. One end of the main tie rod is connected to the rack of the rack and pinion actuator, and the other end of the main tie rod is connected to the steering knuckle through a ball joint. The ball joint of the main tie rod is close to the height of the steering knuckle's rotation center axis. The secondary tie rod and the main tie rod are arranged in parallel to each other and are used to cooperate with the main tie rod to transmit the steering direction and steering angle to the wheels.

[0055] Understandably, the main tie rod is used to transmit steering force, connecting the rack and pinion to the steering knuckle. The auxiliary tie rod 5 assists the main tie rod 4, maintaining steering stability and preventing excessive force on one side. The ball joint of the main tie rod 4 is positioned at a height close to the center axis of the steering knuckle's rotation, which reduces trajectory deviation during steering, thereby maintaining a smooth spatial trajectory during rotation and avoiding interference with the suspension and tires. The auxiliary tie rod maintains a parallel relationship with the main tie rod and maintains a safe clearance from the vehicle body wall and suspension components during extreme cornering.

[0056] In some embodiments, the high-speed response servo motor 1, planetary reduction mechanism 2, rack and pinion actuator 3, main tie rod 4, and auxiliary tie rod 5 are staggered in the vertical direction, so that the high-speed response servo motor 1, planetary reduction mechanism 2, rack and pinion actuator 3, main tie rod 4, and auxiliary tie rod 5 are distributed at different height levels and do not occupy the same space area, thereby ensuring the space margin between all components even under 90-degree turning conditions.

[0057] One possible implementation is that the wheel-side motor drive assembly includes a high-power-density permanent magnet synchronous wheel-side motor 6. The fixed end of the high-power-density permanent magnet synchronous wheel-side motor is set on the steering knuckle frame in the chassis structure, and the output end of the high-power-density permanent magnet synchronous wheel-side motor is connected to the wheel hub to realize the drive control of the vehicle in different driving modes.

[0058] It should be noted that the high power density permanent magnet synchronous wheel-side motor has the characteristics of low-speed high torque output, small size and light weight. It can be directly connected to the wheel hub to provide wheel rotation power. The power transmission does not need to be transmitted through the reduction mechanism, central transmission system, drive shaft and differential, so it can be directly integrated into the steering knuckle frame without occupying the middle space of the chassis, thus realizing a vehicle chassis with compact structure, high transmission efficiency and low mechanical loss.

[0059] One possible implementation is that the suspension and support structure includes a double wishbone independent suspension, a ball joint, and a damping unit. The double wishbone independent suspension is connected to the steering knuckle through the ball joint. The damping unit 7 is located between the double wishbone independent suspension and the vehicle body connection point. The damping unit includes a coil spring and a hydraulic damper. The coil spring is sleeved on the hydraulic damper to achieve damping control of the vehicle in different driving modes.

[0060] Understandably, the suspension and support structure employs a double wishbone independent suspension structure. This structure connects to the steering knuckle via a ball joint. Due to the omnidirectional rotation characteristics of the ball joint, it can accommodate large-angle steering (up to 90 degrees). This allows the suspension to maintain geometric stability even under wide-range steering. A damping unit is mounted on the upper part of the suspension, installed between the modular support frame and the vehicle body connection point, providing vertical cushioning and support for the vehicle.

[0061] Optionally, the vibration damping unit is also known as an integrated unit of coil spring and hydraulic shock absorber. This means that a coil spring can be fitted onto a hydraulic shock absorber. The hydraulic shock absorber absorbs vibrations and prevents vehicle body bumps; the coil spring works in conjunction with the shock absorber to provide vertical support and cushion road impacts, thus achieving a vibration damping unit where the coil spring and hydraulic shock absorber work together. In this way, the vibration damping unit not only shortens the vertical motion transmission path but also reduces the number of installation points, improving structural stiffness and vibration damping efficiency.

[0062] One possible implementation is that the electromechanical braking unit 8 includes an electromechanical braking sensor, an electromechanical braking controller, and an electromechanical braking actuator. The electromechanical braking sensor is connected to the electromechanical braking controller, the electromechanical braking controller is connected to the electromechanical braking actuator, and the electromechanical braking actuator is located inside the wheel to realize braking control of the wheel.

[0063] In some embodiments, this application provides a vehicle control system, including the chassis structure of the corner module-based vehicle described in the above embodiments.

[0064] In other words, vehicles using the chassis structure described in the above embodiments can achieve synchronous control of steering, driving, vibration reduction, and braking in different driving modes by having the corner modules in each wheel of the vehicle work together.

[0065] One possible implementation, see Figure 3 The vehicle control system keeps the vehicle in standard driving mode, the wheel-side motor drive assembly controls the vehicle to drive straight, or the vehicle's 90-degree bidirectional steering system controls the vehicle to turn between ±45 degrees.

[0066] Optionally, the driving process is completed by the wheel-side motor drive assembly in the aforementioned embodiments. After the drive command is issued, the wheel-side motor outputs torque as needed to drive the wheel to rotate, thereby enabling the vehicle to travel straight. The wheel-side motor directly drives the wheel hub to rotate, eliminating the need for a central drive shaft or differential, thus reducing the transmission loss of driving power.

[0067] For example, during acceleration, the wheel-side motor drive assembly can accelerate the vehicle by synchronously increasing torque. During cornering, the vehicle's handling is improved by appropriately reducing torque in the inner wheel-side motor drive assembly and increasing torque in the outer wheel-side motor drive assembly.

[0068] Optionally, the steering process is jointly completed by the steering power system and steering linkage system in the foregoing embodiments. The driver or the automatic driving system issues a steering command. For example, the steering command may include turning left or turning right.

[0069] The chassis controller calculates the target steering angles for the inner wheel (δin) and the outer wheel (δout) based on the Ackermann steering geometry.

[0070] For example, the inner wheel (δin) and the outer wheel (δout) satisfy the following formula:

[0071] tanδin = L / (R-ω / 2);

[0072] tanδout = L / (R + ω / 2);

[0073] Where L is the vehicle's wheelbase, R is the turning radius, and ω is the vehicle's track width.

[0074] Furthermore, after the chassis controller calculates the target steering angles for the inner wheel (δin) and the outer wheel (δout), the high-speed response servo motor starts, and after deceleration and torque amplification through the planetary reducer, it drives the rack and pinion steering actuator. The rack and pinion in the rack and pinion steering actuator pushes the main tie rod and auxiliary tie rod, causing the steering knuckle to rotate, so that the wheel reaches the target steering angle. In the standard driving mode, the vehicle's target steering angle is within a steering range of ±45 degrees. During the steering process, the ball joints of the double wishbone suspension rotate omnidirectionally to ensure the geometric stability of the suspension, that is, the suspension will not deviate when the wheel turns; at the same time, the vertically staggered tie rod / motor layout avoids interference with the tires and suspension.

[0075] Optionally, the braking process is achieved by the EMB braking unit in the aforementioned embodiments acting directly on the wheels to achieve rapid deceleration and braking.

[0076] Optionally, the damping process is accomplished by the suspension and support structure described in the aforementioned embodiments. When the road surface is bumpy, the coil spring first buffers the vertical impact force, and the hydraulic shock absorber then absorbs the vibration energy to ensure vehicle stability.

[0077] One possible implementation, see Figure 4 The vehicle control system controls the vehicle to be in lateral driving mode. The vehicle's 90-degree bidirectional steering system controls the four wheels of the vehicle to turn 90 degrees positive or negative. The wheel-side motor drive assembly controls the vehicle to move laterally.

[0078] Optionally, the steering process is jointly completed by the steering power system and steering linkage system in the aforementioned embodiments. The driver or the automatic driving system issues a steering command, and the steering direction of the four wheels is consistent, such as all rotating clockwise or all rotating counterclockwise.

[0079] Furthermore, when the driver or system triggers the lateral driving mode, the controller calculates the target turning angle: all four wheels must turn to +90 degrees or -90 degrees. That is, δfl=δfr=δrl=δrr=90 degrees.

[0080] Where fl represents the left front wheel, fr represents the right front wheel, rl represents the left rear wheel, and rr represents the right rear wheel;

[0081] The steering motors of the four corner modules start synchronously, driving the rack and pinion steering actuator to move; the rack and pinion in the rack and pinion steering actuator pushes the main tie rod and auxiliary tie rod, causing the steering knuckle to rotate, so that all wheels turn 90 degrees; at this time, the ball joint of the double wishbone suspension adapts to large-angle steering and maintains suspension stability; the vertically staggered layout ensures that the tie rod and motor do not collide with the tires.

[0082] Optionally, the driving process is completed by the wheel-side motor drive assembly in the aforementioned embodiments. After the drive command is issued, the four wheel-side motors synchronously output torque in the lateral direction. For example, when the wheel is facing 90 degrees to the left, the motor drives the wheel to turn to the left. The wheel-side motors directly drive the wheel hub to rotate, eliminating the need for a central drive shaft or differential, thus reducing the transmission loss of driving power.

[0083] One possible implementation, see Figure 5 The vehicle control system controls the vehicle to rotate in place. The vehicle's 90-degree bidirectional steering system controls the first and third wheels, which are diagonally opposite to each other, to turn 90 degrees, and controls the second and fourth wheels, which are diagonally opposite to each other, to turn 90 degrees. The wheel-side motor drive assembly controls the vehicle to rotate in place.

[0084] Optionally, the steering process is jointly completed by the steering power system and steering linkage system in the aforementioned embodiments. The driver or the automatic driving system issues a steering command, and the diagonal wheels turn 90 degrees in the opposite direction, triggering the stationary rotation mode. The controller calculates the target turning angle, specifically, δfl=90 degrees, δfr=-90 degrees, δrl=-90 degrees, δrr=90 degrees.

[0085] Where fl represents the left front wheel, fr represents the right front wheel, rl represents the left rear wheel, and rr represents the right rear wheel;

[0086] Furthermore, the steering motors of the four corner modules operate separately: the steering motors of the left front wheel and the right rear wheel drive the wheels to rotate 90 degrees positive, while the steering motors of the right front wheel and the left rear wheel drive the wheels to rotate 90 degrees negative. The steering linkage drives the steering knuckle to rotate to the target angle, at which point the wheels form a diagonally opposite steering state, thereby achieving on-the-spot rotation of the vehicle.

[0087] Optionally, the driving process is completed by the wheel-side motor drive assembly in the aforementioned embodiment. After the driving command is issued, the wheel-side motors of the diagonal wheels output reverse torque: the motors of the left front wheel and the right rear wheel rotate clockwise, and the motors of the right front wheel and the left rear wheel rotate counterclockwise; the friction between the wheels and the ground generates a rotational torque, and the vehicle rotates 360 degrees around its own center of mass, with zero radius turning, which is suitable for small spaces such as narrow alleys and garages.

[0088] In some embodiments, when the vehicle switches between standard driving mode, lateral driving mode, and stationary rotation mode, smoothness can be ensured by using a transition function to coordinate actions in order to avoid sudden changes in steering / drive. The controller first calculates the target steering angle in both modes, and the steering motor outputs steering force according to the transition function, so that the wheel steering angle changes slowly and continuously rather than suddenly. The wheel-side motors adjust the torque synchronously to match the changes in steering angle and avoid vehicle swaying. The suspension and tie rods always maintain geometric stability and there is no risk of interference.

[0089] For example, when the vehicle switches from standard mode (δref1) to lateral mode (δref2), a transition function can be used:

[0090] δi(t)=δref1_i×(1-λ(t))+δref2_i×λ(t)

[0091] Wherein, λ(t) is the transition coefficient from 0 to 1. λ(t) gradually changes from 0 to 1 over time to achieve a slow and continuous change in the wheel angle rather than a sudden jump; the wheel-side motor synchronously adjusts the torque to match the change in steering angle.

[0092] Each corner module is independently controllable and works collaboratively. Steering is achieved by servo motors and rack and pinion gears to control large angles up to 90 degrees, solving the limitations of traditional steering. Drive is achieved by wheel-side motors directly, eliminating the central transmission, saving space and improving efficiency. The staggered layout of the suspension and linkages, along with the ball joint design, ensures no interference and structural stability during large-angle steering. Mode switching is achieved through transition functions to achieve smooth control—ultimately enabling the vehicle to have the ability to flexibly steer, drive efficiently, and adapt to multiple scenarios.

[0093] In some embodiments, the relative positions of the vehicle and each corner module are determined using a two-layer coordinate system. A global vehicle coordinate system (X, Y, Z) is established: the X-axis points in the vehicle's forward direction, the Y-axis points to the left, and the Z-axis points vertically upward, ensuring the uniformity and consistency of the vehicle's geometry, motion, and dynamics analysis. A local functional coordinate system is established within each corner module. The origin is located at the module's turning pivot point. The axis is parallel to the forward direction of the tire plane. The axis is to the left. Upward. This modeling method ensures that key components within the corner module, including the shaft alignment of the steering motor and its reducer, the hinge point position vectors of the main and auxiliary tie rods, and the rotor axis attitude of the wheel-side motors, can be mathematically consistent with the vehicle reference frame. This layered coordinate method ensures that the steering actuator, suspension system, and wheel-side drive system can undergo precise spatial coupling analysis and interference verification during the configuration design phase, thereby locking in a reasonable range for component layout in the 3D model. For the i-th corner module, the velocity of its wheel relative to the vehicle's center of mass can be decomposed as:

[0094]

[0095] in, Center of mass linear velocity; Vehicle angular velocity vector; : The position vector of the module's center of mass relative to the vehicle's center of mass.

[0096] When switching from the vehicle's standard driving mode to a lateral driving mode:

[0097]

[0098]

[0099] in, Inner wheel turning angle; Outer wheel angle; Wheelbase Wheelbase;

[0100] Turning radius.

[0101] For zero-radius turning in place (ZRT):

[0102]

[0103] For lateral driving (90-degree mode on one side):

[0104]

[0105] Four wheel corners Must meet:

[0106]

[0107] in, Instantaneous center coordinates; This represents the position of the module's steering center in the vehicle coordinate system.

[0108] The i-th wheel drive motor can be described by the following electromagnetic and rotational dynamics equations:

[0109]

[0110] in, Motor output torque; Torque constant; Motor phase current; Wheel rotational inertia : Tangential driving force between the wheel and the ground; Wheel radius.

[0111] The steering actuator can be approximated as:

[0112]

[0113] in, : Steering inertia; Damping coefficient; The restoring stiffness is generated by gear meshing and connecting rod constraints. Servo motor output torque.

[0114] In the vehicle's centroid coordinate system:

[0115]

[0116]

[0117]

[0118] in, : The longitudinal and lateral velocity components of the vehicle's center of gravity; : Yaw angular velocity; : Moment of inertia of a vehicle about its vertical axis.

[0119] Based on the ICR and Ackerman geometry relationship, the target is determined in each mode. During mode switching, a transition function is used. To ensure continuous changes in steering angle, the steering constraints are directly embedded into the dynamic equations using the Udwadia–Kalaba equations:

[0120]

[0121] Among them, the constraint matrix A and the vector b are derived from the desired turning relationship and the ICR position.

[0122] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0123] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A chassis structure for a vehicle based on corner modules, characterized in that, The chassis structure includes: corner modules corresponding to the four wheels of the vehicle, each corner module integrating a wheel-side motor drive assembly, a 90-degree bidirectional steering system, a suspension and support structure, and an electromechanical braking unit; In each corner module, the wheel-side motor drive assembly directly drives the wheel corresponding to the corner module; the 90-degree bidirectional steering system drives the wheel corresponding to the corner module to achieve a steering angle of ±90 degrees; the wheel-side motor drive assembly and the 90-degree bidirectional steering system are separately configured; the suspension and support structure maintains the suspension geometry stability and buffers road impacts when the wheel corresponding to the corner module is steering; the electromechanical braking unit brakes the wheel corresponding to the corner module. The corner modules in each wheel of the vehicle work together to achieve synchronous control of steering, driving, vibration reduction, and braking of the vehicle in different driving modes.

2. The chassis structure of the vehicle according to claim 1, characterized in that, The 90-degree bidirectional steering system includes a steering power system and a steering linkage system; The steering power system is used to control the steering direction and steering angle of the wheels, and the steering linkage system is used to transmit the steering direction and steering angle of the steering power system to the wheels, so as to realize the steering control of the vehicle in different driving modes.

3. The chassis structure of the vehicle according to claim 2, characterized in that, The steering power system includes a high-speed response servo motor, a planetary reduction mechanism, and a rack and pinion actuator. The output end of the high-speed response servo motor is connected to the input end of the planetary reduction mechanism. The high-speed response servo motor and the planetary reduction mechanism are coaxially arranged. The output end of the planetary reduction mechanism is connected to the rack and pinion actuator, which is located between the upper and lower control arms of the double wishbone suspension.

4. The chassis structure of the vehicle according to claim 2 or 3, characterized in that, The steering linkage system includes a main tie rod and a secondary tie rod. One end of the main tie rod is connected to the rack of the rack and pinion actuator, and the other end of the main tie rod is connected to the steering knuckle through a ball joint. The ball joint of the main tie rod is close to the height of the rotation center axis of the steering knuckle. The secondary tie rod is arranged parallel to the main tie rod and is used to cooperate with the main tie rod to transmit the steering direction and steering angle to the wheel.

5. The chassis structure of the vehicle according to claim 1, characterized in that, The wheel-side motor drive assembly includes a high-power-density permanent magnet synchronous wheel-side motor. The fixed end of the high-power-density permanent magnet synchronous wheel-side motor is mounted on the steering knuckle frame in the chassis structure, and the output end of the high-power-density permanent magnet synchronous wheel-side motor is connected to the wheel hub to realize the drive control of the vehicle in different driving modes.

6. The chassis structure of the vehicle according to claim 1, characterized in that, The suspension and support structure includes a double wishbone independent suspension, a ball joint, and a damping unit. The double wishbone independent suspension is connected to the steering knuckle through the ball joint. The damping unit is disposed between the double wishbone independent suspension and the vehicle body connection point. The damping unit includes a coil spring and a hydraulic damper. The coil spring is sleeved on the hydraulic damper to realize the damping control of the vehicle in different driving modes.

7. The chassis structure of the vehicle according to claim 1, characterized in that, The electromechanical braking unit includes an electromechanical braking sensor, an electromechanical braking controller, and an electromechanical braking actuator. The electromechanical braking sensor is connected to the electromechanical braking controller, and the electromechanical braking controller is connected to the electromechanical braking actuator. The electromechanical braking actuator is disposed on the inner side of the wheel to realize braking control of the wheel.

8. The chassis structure of the vehicle according to claim 1, characterized in that, The driving modes include standard driving mode, lateral driving mode, and stationary rotation mode.

9. A vehicle control system, characterized in that, The chassis structure of the vehicle as described in any one of claims 1 to 8.

10. The vehicle control system according to claim 9, characterized in that, The vehicle control system controls the vehicle to be in standard driving mode, the wheel-side motor drive assembly controls the vehicle to drive straight, or the 90-degree bidirectional steering system controls the vehicle to turn between ±45 degrees.

11. The vehicle control system according to claim 9, characterized in that, The vehicle control system controls the vehicle to be in a lateral driving mode, the vehicle's 90-degree bidirectional steering system controls the four wheels of the vehicle to turn 90 degrees positive or negative, and the wheel-side motor drive assembly controls the vehicle to drive laterally.

12. The vehicle control system according to claim 9, characterized in that, The vehicle control system controls the vehicle to be in a stationary rotation mode. The vehicle's 90-degree bidirectional steering system controls the first and third wheels, which are diagonally opposite to each other, to turn 90 degrees, and controls the second and fourth wheels, which are diagonally opposite to each other, to turn 90 degrees. The wheel-side motor drive assembly controls the vehicle to rotate in place.

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