Vehicle corner module and vehicle
By simplifying the structural design of the vehicle corner module, the applicability of the torsion beam in small vehicles is realized, solving the problem of large space occupation of traditional steering mechanisms and improving the vehicle's flexibility and driving stability.
Patent Information
- Application Number
- CN202511662879.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-11-12
- Publication Date
- 2025-12-26
AI Technical Summary
Traditional steering mechanisms are difficult to achieve large-angle steering, especially in small vehicles where they take up a lot of space and are not suitable for vehicles with a torsion beam rear suspension.
Design a vehicle corner module including a wheel mechanism, a support component, a steering knuckle, and a drive mechanism. By connecting the wheel hub bearing, steering knuckle, support component, and torsion beam, the structure is simplified. A large-angle steering can be achieved by using a coaxially arranged driver, reducer, and output shaft.
The simplified structure reduces the dimensions of the vehicle's corner modules in the lateral, longitudinal, and vertical directions, freeing up space around the wheels and improving the vehicle's flexibility and versatility in driving modes.
Smart Images
Figure CN121201201A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle technology, specifically to a vehicle corner module and a vehicle. Background Technology
[0002] In vehicle steering technology, traditional steering mechanisms and tie rods are typically used to steer the wheels. However, due to structural limitations, traditional steering mechanisms cannot achieve large-angle steering, thus restricting vehicle maneuverability. With advancements in related technologies, corner modules capable of large-angle steering are generally double wishbone or multi-link structures. However, these structures are complex and space-consuming, typically suitable for large vehicles with large wheel rims, but unsuitable for smaller vehicles, especially those with a torsion beam rear suspension. Using double wishbone or multi-link corner modules would occupy space around the wheels, hindering large-angle steering. Summary of the Invention
[0003] In view of this, it is necessary to provide a vehicle angle module and vehicle that can simplify the structure and enable large-angle steering.
[0004] One embodiment of this application provides a vehicle corner module connected to a torsion beam of a vehicle. The vehicle corner module includes a wheel mechanism, a support member, a steering knuckle, and a drive mechanism. The wheel mechanism includes a wheel and a wheel hub bearing. The support member is connected to the torsion beam. The steering knuckle is located between the top and bottom ends of the support member, with the bottom end of the steering knuckle connected to the bottom end of the support member. The steering knuckle is rotatable relative to the support member and is also connected to the wheel hub bearing, allowing the wheel to rotate with the steering knuckle. The drive mechanism includes a driver, a reducer, and an output shaft connected in sequence. The reducer is connected to the top end of the support member, and the output shaft passes through the top end of the support member and connects to the top end of the steering knuckle. The driver, reducer, and output shaft are coaxially arranged. The driver drives the output shaft to rotate through the reducer, and the output shaft drives the steering knuckle to rotate, causing the steering knuckle to steer the wheel.
[0005] The vehicle corner module provided in this application is connected in sequence through wheel hub bearings, steering knuckles, support components and torsion beams when in use, so that the corner module can be used in small vehicles with torsion beams; It also simplifies the structure by replacing the existing double wishbone or multi-link structure with a steering knuckle and support. At the same time, the vertical dimension of the corner module in the vehicle is reduced by placing the steering knuckle between the top and bottom of the support instead of the top and bottom. Furthermore, by setting the driver, reducer, and output shaft coaxially, the entire drive mechanism is laid out in a single direction, which simplifies the structure. Compared with the transmission structure with bevel gears, which results in the entire drive mechanism being arranged at right angles, the size of the corner module in the vehicle's lateral or longitudinal direction can be reduced. In summary, the vehicle corner module provided in this application is not only applicable to small vehicles with torsion beams, but also simplifies the structure, making the structure more compact in the lateral, longitudinal and vertical directions. This frees up space in the lateral and vertical directions of the vehicle corner module, allowing for more space around the wheels to enable large-angle steering and enabling the vehicle to achieve multiple driving modes.
[0006] In some embodiments, the support includes a suspension and a hanger. The suspension includes a connecting plate and a support plate. The connecting plate is connected to a torsion beam, and the support plate is connected to the bottom end of the connecting plate and is used to support the bottom end of the steering knuckle. The hanger is connected to the top end of the connecting plate, and the steering knuckle is located between the hanger and the support plate. The drive mechanism is located on the side of the hanger away from the steering knuckle. The hanger has a through hole, and the output shaft passes through the through hole to connect to the steering knuckle.
[0007] In some embodiments, one side of the lug has an inner groove and protrusions are formed on both sides of the inner groove. The inner groove accommodates the top end of the connecting plate. The protrusions are provided with a first through hole, and the top end of the connecting plate is provided with a second through hole. The first through hole is aligned with the second through hole. The support also includes a connecting shaft, which is disposed in the first through hole and the second through hole to connect the lug and the connecting plate and allow the lug to rotate around the connecting shaft.
[0008] In some embodiments, the suspension has a connecting plate between the connecting plate and the support plate. The connecting plate is inclined relative to the connecting plate and the support plate to form a chamfer between the connecting plate and the support plate. The connecting plate has a reinforcing rib on the side facing the steering knuckle, and the reinforcing rib is connected to the connecting plate and the support plate.
[0009] In some embodiments, the steering knuckle includes a top connecting section, an intermediate connecting section, and a bottom connecting section connected in sequence. The top connecting section is connected to the top end of the intermediate connecting section, and the bottom connecting section is connected to the bottom end of the intermediate connecting section. The intermediate connecting section has a bearing hole through which a hub bearing passes to connect to the intermediate connecting section. The top connecting section has an output shaft hole through which an output shaft passes to connect to the top connecting section. The bottom connecting section has a pin hole, and the bottom end of the support member has a ball pin through which the ball pin passes to connect to the bottom connecting section.
[0010] In some embodiments, the top connecting section forms a first boss at the edge of the output shaft hole, and the first boss is located on the side of the top connecting section away from the reducer. The hole wall of the output shaft hole has two parallel first limiting surfaces, and the output shaft has two parallel first contact surfaces. Each first contact surface contacts a first limiting surface, thereby driving the steering knuckle to rotate. The middle connecting section forms a second boss at the edge of the bearing hole, and the second boss is located on the side of the middle connecting section away from the wheel. The hole wall of the bearing hole has two parallel second limiting surfaces. The hub bearing includes a relatively rotatable outer ring and a hub shaft. The hub shaft connects to the wheel. The outer ring has two parallel second contact surfaces, and each second contact surface contacts a second limiting surface to position the outer ring and the steering knuckle.
[0011] In some embodiments, the bottom connecting section has a first receiving groove on the side away from the bottom end of the support member, and the middle connecting section has a second receiving groove on the side away from the wheel. The first receiving groove, the second receiving groove and the pin hole are connected, and the first receiving groove and the second receiving groove are used to receive the top end of the ball pin.
[0012] In some embodiments, the intermediate connecting section has two extensions on one side, the two extensions are spaced apart, each extension has a caliper hole, the wheel mechanism also includes a hub motor, a brake disc and a caliper, the caliper is connected to the intermediate connecting section through the caliper hole, so that the caliper is connected to the steering knuckle, the brake disc is located on the wheel and rotates with the wheel, the hub motor is used to drive the wheel to rotate around the hub bearing, and the caliper is used to clamp and rub the brake disc to brake.
[0013] In some embodiments, the reducer includes a primary transmission assembly and a secondary transmission assembly. The primary transmission assembly includes a primary sun gear, a primary planet carrier, primary planet gears, and a primary ring gear. The secondary transmission assembly includes a secondary sun gear, a secondary planet carrier, secondary planet gears, and a secondary ring gear. The primary sun gear is connected to the driver. The primary planet gears mesh between the primary sun gear and the primary ring gear. The primary planet carrier connects the primary planet gears and the secondary sun gear. The secondary planet gears mesh between the secondary sun gear and the secondary ring gear. The secondary planet carrier connects the secondary planet gears and the output shaft. The driver, the primary sun gear, the secondary sun gear, and the output shaft are coaxially arranged.
[0014] This application also provides a vehicle including a torsion beam, the torsion beam including a beam body, a mounting plate and a connecting arm, the vehicle also including the vehicle corner module in any of the above embodiments, the connecting arm connecting the mounting plate and the beam body, the mounting plate facing the wheel to mount the support member. Attached Figure Description
[0015] Figure 1 This is a perspective view of the vehicle corner module and torsion beam in one embodiment of this application.
[0016] Figure 2 for Figure 1 A 3D view of the vehicle corner module.
[0017] Figure 3 for Figure 2 An exploded view of the drive mechanism and steering knuckle.
[0018] Figure 4 This is a schematic diagram of a vehicle moving to the left front or right rear in one embodiment of this application.
[0019] Figure 5 This is a schematic diagram of a vehicle moving to the right front or left rear in one embodiment of this application.
[0020] Figure 6This is a schematic diagram of a vehicle toeing in during driving, according to one embodiment of this application.
[0021] Figure 7 This is a schematic diagram of a vehicle spinning in place in one embodiment of this application.
[0022] Figure 8 This is a schematic diagram of a vehicle moving to the right in one embodiment of this application.
[0023] Figure 9 for Figure 1 A three-dimensional diagram of a torsion beam.
[0024] Figure 10 for Figure 2 A 3D view of the suspension.
[0025] Figure 11 for Figure 2 A 3D diagram of the hanging lugs.
[0026] Figure 12 for Figure 2 A 3D view of the steering knuckle.
[0027] Figure 13 for Figure 12 A three-dimensional view of the steering knuckle from another perspective.
[0028] Figure 14 for Figure 12 An enlarged 3D view of the bottom of the steering knuckle.
[0029] Figure 15 This is a perspective view of the speed reducer, output shaft, and lifting lug assembled in one embodiment of the application.
[0030] Figure 16 This is a schematic diagram of the internal structure of the reducer in one embodiment of the application.
[0031] Explanation of main component symbols 100. Vehicle corner module; 200. Torsion beam; 201. Beam body; 202. Mounting plate; 2021. Third bolt hole; 203. Connecting arm; 10. Wheel mechanism; 11. Wheel; 12. Wheel hub bearing; 13. Wheel hub motor; 14. Brake disc; 20. Steering knuckle; 21. Top connecting section; 211. Output shaft hole; 212. First boss; 213. First limiting surface; 22. Intermediate connecting section; 221. Bearing hole; 222. Second boss; 223. Second limiting surface; 224. Second receiving groove; 225. Extension; 2251. Caliper hole; 23. Bottom connecting section; 231. Pin hole; 232. First receiving groove; 30. Support component; 31. Suspension; 311. Connecting plate; 3111. Second bolt hole; 3112. Second through hole; 312. Support plate; 313. Connecting plate; 314. Reinforcing rib; 32. Lifting lug; 321. Through hole; 322. First bolt hole; 323. Inner groove; 324. Protrusion; 3241. First through hole; 40. Drive mechanism; 41. Driver; 42. Reducer; 421. First-stage transmission assembly; 4211. First-stage sun gear; 4212. First-stage planetary carrier; 4213. First-stage planetary gears; 4214. First-stage ring gear; 422. Second-stage transmission assembly; 4221. Second-stage sun gear; 4222. Second-stage planetary carrier; 4223. Second-stage planetary gears; 4224. Second-stage ring gear; 43. Output shaft; 431. First contact surface; 50, ball joint; H, kingpin axis; 300, vehicle; 400, front wheel. Detailed Implementation
[0032] The technical solution of this application will now be described with reference to the accompanying drawings in the embodiments of this application. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments.
[0033] It should be noted that when an element is considered to be "connected to" or "located to" another element, it can be directly connected to the other element or may have an element centrally located. In this application, unless otherwise explicitly specified and limited, the terms "installed," "connected," "fixed," etc., should be interpreted broadly. For example, it can refer to a fixed connection, a detachable connection, or an integral connection. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances. The terms "first," "second," etc., are only used to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary / secondary relationship of the indicated technical features. In the description of the embodiments of this application, "a plurality of" means two or more, unless otherwise explicitly specified. The term "parallel" is used to describe the ideal state between two components; in actual production or use, a state approximately perpendicular or parallel may exist, and it is not an absolute geometric description. The terms "comprising," "having," "alongside," and any variations thereof in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion.
[0034] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. Where there is no conflict, the various embodiments in this application can be combined with each other.
[0035] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein in the specification of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application.
[0036] The following detailed description of some embodiments of this application is provided in conjunction with the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.
[0037] like Figure 1 As shown, in one embodiment of this application, a vehicle corner module 100 and a vehicle are provided. The vehicle includes the vehicle corner module 100 and a torsion beam 200. The vehicle corner module 100 is installed on the torsion beam 200. The vehicle corner module 100 integrates the driving, steering and braking of the wheels into one unit. The torsion beam 200 serves as the rear suspension beam of the vehicle, with two vehicle corner modules 100 installed on each side as the rear wheels of the vehicle. The torsion beam 200 is elastic. When one rear wheel bounces up and down, the torsion beam 200 will undergo elastic deformation, thereby reducing the interference to the other rear wheel and achieving the effect of semi-independent suspension to reduce the bumps of the entire vehicle body.
[0038] like Figure 1 , Figure 2 and Figure 3 As shown, the vehicle corner module 100 includes a wheel mechanism 10, a steering knuckle 20, a support member 30, and a drive mechanism 40. The wheel mechanism 10 is rotatably connected to the steering knuckle 20 and is used to drive the vehicle. The steering knuckle 20 is rotatably connected to the support member 30, and the support member 30 is fixedly connected to the torsion beam 200. The drive mechanism 40 is fixedly connected to the support member 30 and is used to drive the steering knuckle 20 to rotate relative to the support member 30, thereby turning the wheel mechanism 10.
[0039] Specifically, the wheel mechanism 10 includes a wheel 11 and a hub bearing 12, the wheel 11 being rotatable about the axial direction of the hub bearing 12. A steering knuckle 20 is located between the top and bottom ends of the support member 30, with the bottom end of the steering knuckle 20 connected to the bottom end of the support member 30. The steering knuckle 20 is also connected to the hub bearing 12, allowing the wheel 11 to rotate with the steering knuckle 20. The drive mechanism 40 includes a driver 41, a reducer 42, and an output shaft 43 connected in sequence. The reducer 42 is fixedly connected to the top end of the support member 30, and the output shaft 43 passes through the top end of the support member 30 and is connected to the top end of the steering knuckle 20. The driver 41, reducer 42, and output shaft 43 are coaxially arranged. The driver 41 drives the output shaft 43 to rotate through the reducer 42, and the output shaft 43 drives the steering knuckle 20 to rotate, causing the steering knuckle 20 to steer the wheel 11. Preferably, the driver 41 is a motor, and the vehicle is an electric vehicle.
[0040] In use, the aforementioned vehicle corner module 100 is connected in sequence via the wheel hub bearing 12, steering knuckle 20, support member 30, and torsion beam 200, enabling the vehicle corner module 100 to be used in small vehicles equipped with a torsion beam 200. Furthermore, the steering knuckle 20 and support member 30 replace the existing double wishbone or multi-link structure, thus simplifying the structure. Additionally, the arrangement of the steering knuckle 20 between the top and bottom of the support member 30, rather than a top-to-bottom arrangement, reduces the vertical dimensions of the vehicle corner module 100 within the vehicle. Moreover, the coaxial arrangement of the driver 41, reducer 42, and output shaft 43 ensures… The drive mechanism 40 is arranged in a single direction, simplifying the structure. Compared to a transmission structure with bevel gears that results in a right-angled arrangement, this reduces the lateral and longitudinal dimensions of the vehicle corner module 100. In summary, the aforementioned vehicle corner module 100 is not only suitable for small vehicles with torsion beams 200, but also simplifies the structure, making the overall structure more compact in the lateral, longitudinal, and vertical directions. This frees up space in the lateral and vertical directions of the vehicle corner module 100, allowing for more space around the wheels 11 for large-angle steering and enabling the vehicle to achieve multiple driving modes. It should be noted that "lateral" refers to the left-right direction during vehicle travel. Figure 1 The X direction in the diagram represents the longitudinal direction, which is the forward and backward direction of the vehicle. Figure 1 The Y-direction in the equation represents the vertical direction of the vehicle's movement. Figure 1 (in the Z direction).
[0041] For example, such as Figure 4 As shown, when vehicle 300 needs to move to the left, while the driver controls the front wheels 400 to turn to the left, the two rear wheels 11 can simultaneously make a large-angle turn, such as a 60-degree left turn, under the drive of the drive mechanism 40. This allows the front wheels 400 and the rear wheels of vehicle 300 to turn to the left at the same time, so that vehicle 300 can move horizontally to the left front, replacing the traditional left turn. This makes it easier to control vehicle 300 to move to the left and improves the flexibility of vehicle 300.
[0042] For example, such as Figure 5 As shown, when vehicle 300 needs to move to the right, while the driver controls the front wheels 400 to turn to the right, the two rear wheels 11 can simultaneously turn at a large angle, such as 60 degrees to the right, under the drive of the drive mechanism 40. This allows the front wheels 400 and the rear wheels of vehicle 300 to turn to the right at the same time, thus enabling vehicle 300 to move horizontally to the right front, replacing the traditional right turn. This makes it easier to control vehicle 300 to move to the right and improves the flexibility of vehicle 300.
[0043] For example, such as Figure 6As shown, when the vehicle 300 is toe-in, the front sides of both front wheels 400 turn inward to improve the straight-line stability of the vehicle 300. This also makes it easier for the vehicle 300 to correct its direction and return to the normal trajectory in the event of loss of control while turning. At the same time, the two wheels 11, as the rear wheels, can turn inward synchronously under the drive of the drive mechanism 40. That is, both the front wheels 400 and the rear wheels are toe-in. Compared with the traditional method where only the front wheels 400 are toe-in and the rear wheels are parallel, this can further improve the driving stability of the vehicle 300.
[0044] For example, such as Figure 7 As shown, when the vehicle 300 needs to turn around, the front sides of both front wheels 400 turn inward, and the front sides of both wheels 11, which are the rear wheels, can turn outward synchronously under the drive of the drive mechanism 40, so that the vehicle 300 can turn in place, thereby realizing the function of turning around in place and improving the flexibility of the vehicle 300.
[0045] For example, such as Figure 8 As shown, when the two front wheels 400 turn to the left and roll backward, while the two rear wheels 11 turn to the right and roll forward, the vehicle 300 can achieve leftward translation, improving the vehicle 300's flexibility.
[0046] In some embodiments, such as Figure 1 , Figure 2 and Figure 9 As shown, the torsion beam 200 includes a beam body 201, a mounting plate 202, and a connecting arm 203. The connecting arm 203 connects the mounting plate 202 to the beam body 201. The mounting plate 202 faces the wheel 11 to mount the support member 30. Optionally, there are two connecting arms 203, which are plate-shaped. The two connecting arms 203 are respectively vertically connected to both sides of the mounting plate 202, fixing the mounting plate 202 in a vertical state so as to connect the support member 30.
[0047] In some embodiments, such as Figure 2 , Figure 10 and Figure 11 As shown, the support member 30 includes a suspension 31 and a hanger 32. The suspension 31 includes a connecting plate 311 and a support plate 312. The connecting plate 311 is nearly vertical, and the support plate 312 is nearly horizontal. The connecting plate 311 is used to mount the mounting plate 202 of the torsion beam 200. The support plate 312 is connected to the bottom end of the connecting plate 311 and is used to support the bottom end of the steering knuckle 20. The hanger 32 is connected to the top end of the connecting plate 311. The steering knuckle 20 is located between the hanger 32 and the support plate 312. The drive mechanism 40 is located on the side of the hanger 32 away from the steering knuckle 20. The hanger 32 has a through hole 321. The output shaft 43 passes through the through hole 321 through the hanger 32 to connect to the steering knuckle 20.
[0048] Further optional, such as Figure 2 , Figure 10 and Figure 11 As shown, the through hole 321 is a stepped hole to position the reducer 42 to the lifting lug 32; the lifting lug 32 has a plurality of first bolt holes 322 evenly distributed on the edge of the through hole 321, which are used to align with the threaded holes (not shown) of the reducer 42 to install bolts, thereby fixing the reducer 42 and the lifting lug 32; the connecting plate 311 is provided with a plurality of second bolt holes 3111, and the mounting plate 202 is provided with a plurality of third bolt holes 2021, each second bolt hole 3111 is aligned with a third bolt hole 2021 to install bolts, thereby fixing the connecting plate 311 and the mounting plate 202.
[0049] The aforementioned support member 30 is assembled from the suspension 31 and the hanger 32, which makes it easier to assemble the steering knuckle 20, support member 30, drive mechanism 40 and torsion beam 200, thereby improving assembly efficiency. For example, during assembly, the connecting plate 311 of the suspension 31 can be assembled to the torsion beam 200 first, then the reducer 42 can be assembled to the hanger 32, then the output shaft 43 can be assembled to the steering knuckle 20, and finally the suspension 31 and hanger 32 can be assembled to complete the assembly of the steering knuckle 20, support member 30, drive mechanism 40 and torsion beam 200.
[0050] In some embodiments, such as Figure 2 , Figure 10 and Figure 11 As shown, one side of the lug 32 has an inner groove 323 and protrusions 324 are formed on both sides of the inner groove 323. The inner groove 323 is used to accommodate the top of the connecting plate 311. The protrusion 324 is provided with a first through hole 3241. The top of the connecting plate 311 is provided with a second through hole 3112. The first through hole 3241 is aligned with the second through hole 3112. The support member 30 also includes a connecting shaft (not shown in the figure). The connecting shaft is disposed in the first through hole 3241 and the second through hole 3112 to connect the lug 32 and the connecting plate 311 and to allow the lug 32 to rotate around the connecting shaft. When the vehicle is in motion, the wheels 11 will bounce up and down, and the wheels 11 will sequentially drive the steering knuckle 20, output shaft 43, reducer 42, and hanger 32 to move up and down. Therefore, the hanger 32 needs to have the freedom to move up and down relative to the suspension 31. The aforementioned connecting shaft can enable the hanger 32 to rotate relative to the suspension 31, thereby allowing the hanger 32 to have the freedom to move up and down when rotating, thus reducing the risk of the steering knuckle 20 or support 30 breaking due to excessive force when the wheels 11 bounce.
[0051] In some embodiments, such as Figure 10As shown, the suspension 31 has a connecting plate 313 between the connecting plate 311 and the support plate 312. The connecting plate 313 is inclined relative to the connecting plate 311 and the support plate 312. Since the connecting plate 311 is set vertically and the support plate 312 is set horizontally, the connecting plate 313 can form a chamfer between the connecting plate 311 and the support plate 312. Compared with a right angle, the space occupied by the suspension 31 can be reduced, thereby providing more space for the wheel 11 to make large-angle steering.
[0052] Further optional, such as Figure 10 As shown, the connecting plate 313 is provided with a reinforcing rib 314 on the side facing the steering knuckle 20. The reinforcing rib 314 is connected to the connecting plate 311 and the support plate 312, which can improve the structural strength of the suspension 31.
[0053] In some embodiments, such as Figure 2 , Figure 12 , Figure 13 and Figure 14 As shown, the steering knuckle 20 includes a top connecting section 21, an intermediate connecting section 22, and a bottom connecting section 23 connected in sequence. The top connecting section 21 is connected to the top end of the intermediate connecting section 22, and the bottom connecting section 23 is connected to the bottom end of the intermediate connecting section 22. The intermediate connecting section 22 is provided with a bearing hole 221, through which the wheel hub bearing 12 passes to connect to the intermediate connecting section 22, thereby enabling the steering knuckle 20 to drive the wheel 11 to steer. The top connecting section 21 is provided with an output shaft hole 211, through which the output shaft 43 passes to connect to the top connecting section 21, thereby enabling the drive mechanism 40 to drive the steering knuckle 20 to rotate. The bottom connecting section 23 is provided with a pin hole 231, and the bottom end of the support member 30 is provided with a ball pin 50. The ball pin 50 passes through the pin hole 231 to connect the bottom connecting section 23, thereby realizing the function of the support member 30 supporting the steering knuckle 20. The ball pin 50 can provide greater freedom to the steering knuckle 20, so that the wheel 11 can rotate at multiple angles when steering, ensuring smooth and comfortable driving.
[0054] It is understandable that the straight line between the connection center point of the steering knuckle 20 and the output shaft 43 and the center of the ball pin 50 is the kingpin axis H, such as... Figure 2 As shown, wheel 11 rotates around the kingpin axis H, and the output shaft 43 is arranged axially along the kingpin axis H.
[0055] The steering knuckle 20 is C-shaped through the sequentially connected top connecting section 21, middle connecting section 22 and bottom connecting section 23. At the same time, the support member 30 is also C-shaped through the suspension 31 and the hanger 32, which can form a frame structure in which the steering knuckle 20 and the support member 30 embrace each other. This not only realizes the layout of the steering knuckle 20 between the top and bottom of the support member 30, reducing the vertical size of the vehicle corner module 100, but also can form a space between the steering knuckle 20 and the support member 30 for installing or avoiding the output shaft 43, ball pin 50 and wheel hub bearing 12, making the structure more compact.
[0056] In some embodiments, such as Figure 3 , Figure 13 and Figure 15 As shown, the top connecting section 21 forms a first boss 212 on the edge of the output shaft hole 211, and the first boss 212 is located on the side of the top connecting section 21 away from the reducer 42. The hole wall of the output shaft hole 211 has two parallel first limiting surfaces 213, and the output shaft 43 has two parallel first contact surfaces 431. Each first contact surface 431 contacts a first limiting surface 213 to realize the function of the output shaft 43 driving the steering knuckle 20 to rotate. The first boss 212 can increase the thickness of the top connecting section 21 around the output shaft hole 211, which can not only improve the structural strength, but also increase the contact area between the first limiting surface 213 and the first contact surface 431, thereby improving the connection stability between the output shaft 43 and the steering knuckle 20.
[0057] In some embodiments, such as Figure 2 and Figure 12 As shown, the intermediate connecting section 22 forms a second boss 222 on the edge of the bearing hole 221, and the second boss 222 is located on the side of the intermediate connecting section 22 away from the wheel 11. The hole wall of the bearing hole 221 has two parallel second limiting surfaces 223. The wheel hub bearing 12 includes a relatively rotatable outer ring and a wheel hub axle (not shown). The wheel hub axle connects to the wheel 11. The outer ring has two parallel second contact surfaces, each of which contacts a second limiting surface 223 to position the outer ring and the steering knuckle 20. That is, the outer ring is fixedly installed on the steering knuckle 20, and the wheel 11 is fixedly installed on the wheel hub axle, enabling the wheel 11 to rotate relative to the steering knuckle 20 to drive the vehicle. The second boss 222 can increase the thickness of the intermediate connecting section 22 around the bearing hole 221, which can not only improve the structural strength, but also increase the contact area between the second limiting surface 223 and the second contact surface, thereby improving the connection stability between the wheel hub bearing 12 and the steering knuckle 20. In some embodiments, such as Figure 10 , Figure 12 , Figure 13 and Figure 14As shown, the bottom connecting section 23 has a first receiving groove 232 on the side opposite to the bottom end of the support member 30, and the middle connecting section 22 has a second receiving groove 224 on the side opposite to the wheel 11. The first receiving groove 232, the second receiving groove 224 and the pin hole 231 are connected. The first receiving groove 232 and the second receiving groove 224 are used to receive the top end of the ball pin 50. The top end of the ball pin 50, that is, the end of the pin rod, is installed with the steering knuckle 20 by bolts. Therefore, during assembly, the pin rod of the ball pin 50 first passes through the bottom connecting section 23 of the steering knuckle 20 through the pin hole 231, and then the bolts are installed in the first receiving groove 232 and the second receiving groove 224 to realize the assembly of the ball pin 50 and the steering knuckle 20. The first receiving groove 232 and the second receiving groove 224 can serve to store the pin rod and bolt of the ball pin 50, which not only reduces the risk of the ball pin 50 interfering with other components, but also makes the structure more compact.
[0058] In some embodiments, such as Figure 12 and Figure 13 As shown, the intermediate connecting section 22 has two extensions 225 along one longitudinal side, which are spaced apart. Each extension 225 has a caliper hole 2251. The wheel mechanism 10 also includes a hub motor 13, a brake disc 14, and a caliper (not shown). The caliper is connected to the intermediate connecting section 22 through the caliper hole 2251, fixing the caliper to the steering knuckle 20. The brake disc 14 is located on the wheel 11 and rotates with the wheel 11. The hub motor 13 drives the wheel 11 to rotate around the hub bearing 12. The caliper clamps and rubs against the brake disc 14 to brake. The steering knuckle 20 fixes the caliper through the two extensions 225, which eliminates the need for additional parts to fix the caliper, reduces the number of parts, simplifies the structure, and makes the structure more compact.
[0059] In some embodiments, such as Figure 16 As shown, the reducer 42 includes a primary transmission assembly 421 and a secondary transmission assembly 422. The primary transmission assembly 421 includes a primary sun gear 4211, a primary planet carrier 4212, primary planet gears 4213, and a primary ring gear 4214. The secondary transmission assembly 422 includes a secondary sun gear 4221, a secondary planet carrier 4222, a secondary planet gear 4223, and a secondary ring gear 4224. The primary sun gear 4211 is connected to the driver 41. The primary planet gear 4213 meshes between the primary sun gear 4211 and the primary ring gear 4214. The primary planet carrier 4212 connects the primary planet gear 4213 and the secondary sun gear 4221. The secondary planet gear 4223 meshes between the secondary sun gear 4221 and the secondary ring gear 4224. The secondary planet carrier 4222 connects the secondary planet gear 4223 and the output shaft 43. The driver 41, the primary sun gear 4211, the secondary sun gear 4221, and the output shaft 43 are coaxially arranged.
[0060] When the driver 41 drives the first-stage sun gear 4211 to rotate, since the first-stage ring gear 4214 is fixed, the first-stage sun gear 4211 will drive the first-stage planet gear 4213 to roll along the first-stage ring gear 4214. At the same time, the first-stage planet gear 4213 will drive the first-stage planet carrier 4212 and the second-stage sun gear 4221 to rotate at a lower speed, which can play the role of first-stage speed reduction. When the second-stage sun gear 4221 rotates, since the second-stage ring gear 4224 is fixed, the second-stage sun gear 4221 will drive the second-stage planet gear 4223 to roll along the second-stage ring gear 4224. At the same time, the second-stage planet gear 4223 will drive the second-stage planet carrier 4222 and the output shaft 43 to rotate at a lower speed, which can play the role of second-stage speed reduction. Furthermore, the coaxial arrangement of the drive 41, the first-stage sun gear 4211, the second-stage sun gear 4221, and the output shaft 43 allows the drive mechanism 40 to be laid out in a single direction, simplifying the structure. Compared to a transmission structure with bevel gears that results in the drive mechanism being arranged at right angles, this reduces the size of the vehicle corner module 100 in the vehicle's lateral or longitudinal direction.
[0061] Furthermore, those skilled in the art should recognize that the above embodiments are merely illustrative of this application and are not intended to limit this application. Any appropriate changes and variations made to the above embodiments within the essential spirit and scope of this application fall within the scope of this application's disclosure.
Claims
1. A vehicle corner module, connected to the torsion beam of a vehicle, characterized in that, The vehicle corner module includes: A wheel mechanism, the wheel mechanism including a wheel and a hub bearing; Support member, the support member being connected to the torsion beam; A steering knuckle is located between the top and bottom ends of the support member. The bottom end of the steering knuckle is connected to the bottom end of the support member. The steering knuckle can rotate relative to the support member. The steering knuckle is also connected to the wheel hub bearing so that the wheel rotates with the steering knuckle. The drive mechanism includes a driver, a reducer, and an output shaft connected in sequence. The reducer is connected to the top of the support member, and the output shaft passes through the top of the support member and is connected to the top of the steering knuckle. The driver, the reducer, and the output shaft are coaxially arranged. The driver drives the output shaft to rotate through the reducer, and the output shaft drives the steering knuckle to rotate, so that the steering knuckle drives the wheel to turn.
2. The vehicle corner module as described in claim 1, characterized in that: The support component includes a suspension and a hanger. The suspension includes a connecting plate and a support plate. The connecting plate is connected to the torsion beam. The support plate is connected to the bottom end of the connecting plate and is used to support the bottom end of the steering knuckle. The hanger is connected to the top end of the connecting plate. The steering knuckle is located between the hanger and the support plate. The drive mechanism is located on the side of the hanger away from the steering knuckle. The hanger has a through hole. The output shaft passes through the through hole and through the hanger to connect to the steering knuckle.
3. The vehicle corner module as described in claim 2, characterized in that: The lifting lug has an inner groove on one side and protrusions on both sides of the inner groove. The inner groove accommodates the top end of the connecting plate. The protrusions have a first through hole, and the top end of the connecting plate has a second through hole. The first through hole is aligned with the second through hole. The support also includes a connecting shaft, which is disposed in the first through hole and the second through hole to connect the lifting lug and the connecting plate and allow the lifting lug to rotate around the connecting shaft.
4. The vehicle corner module as described in claim 2, characterized in that: The suspension has a connecting plate between the connecting plate and the support plate. The connecting plate is inclined relative to the connecting plate and the support plate to form a chamfer between the connecting plate and the support plate. The connecting plate has a reinforcing rib on the side facing the steering knuckle. The reinforcing rib connects the connecting plate and the support plate.
5. The vehicle corner module as described in claim 1, characterized in that: The steering knuckle includes a top connecting section, an intermediate connecting section, and a bottom connecting section connected in sequence. The top connecting section is connected to the top end of the intermediate connecting section, and the bottom connecting section is connected to the bottom end of the intermediate connecting section. The intermediate connecting section has a bearing hole through which the wheel hub bearing passes to connect to the intermediate connecting section. The top connecting section has an output shaft hole through which the output shaft passes to connect to the top connecting section. The bottom connecting section has a pin hole, and the bottom end of the support member has a ball pin through which the ball pin passes to connect to the bottom connecting section.
6. The vehicle corner module as described in claim 5, characterized in that: The top connecting section forms a first boss at the edge of the output shaft hole, and the first boss is located on the side of the top connecting section away from the reducer. The hole wall of the output shaft hole has two parallel first limiting surfaces, and the output shaft has two parallel first contact surfaces. Each first contact surface contacts one of the first limiting surfaces, so that the output shaft drives the steering knuckle to rotate. The intermediate connecting section forms a second boss at the edge of the bearing hole, and the second boss is located on the side of the intermediate connecting section away from the wheel. The bore wall of the bearing hole has two parallel second limiting surfaces. The wheel hub bearing includes a rotatable outer ring and a wheel hub shaft. The wheel hub shaft is connected to the wheel. The outer ring has two parallel second contact surfaces, each of which contacts one of the second limiting surfaces to position the outer ring and the steering knuckle.
7. The vehicle corner module as described in claim 5, characterized in that: The bottom connecting section has a first receiving groove on the side opposite to the bottom end of the support member, and the middle connecting section has a second receiving groove on the side opposite to the wheel. The first receiving groove, the second receiving groove and the pin hole are connected. The first receiving groove and the second receiving groove are used to receive the top end of the ball pin.
8. The vehicle corner module as described in claim 5, characterized in that: Two extensions are provided on one side of the intermediate connecting section, and the two extensions are spaced apart. Each extension has a caliper hole. The wheel mechanism also includes a hub motor, a brake disc, and a caliper. The caliper is connected to the intermediate connecting section through the caliper hole, so that the caliper is connected to the steering knuckle. The brake disc is located on the wheel and rotates with the wheel. The hub motor is used to drive the wheel to rotate around the hub bearing. The caliper is used to clamp and rub the brake disc to brake.
9. The vehicle corner module as described in claim 1, characterized in that: The reducer includes a primary transmission assembly and a secondary transmission assembly. The primary transmission assembly includes a primary sun gear, a primary planet carrier, primary planet gears, and a primary ring gear. The secondary transmission assembly includes a secondary sun gear, a secondary planet carrier, secondary planet gears, and a secondary ring gear. The primary sun gear is connected to the driver. The primary planet gears mesh between the primary sun gear and the primary ring gear. The primary planet carrier connects the primary planet gears and the secondary sun gear. The secondary planet gears mesh between the secondary sun gear and the secondary ring gear. The secondary planet carrier connects the secondary planet gears and the output shaft. The driver, the primary sun gear, the secondary sun gear, and the output shaft are coaxially arranged.
10. A vehicle, characterized in that: The vehicle includes a torsion beam, the torsion beam including a beam body, a mounting plate and a connecting arm, and the vehicle further includes a vehicle corner module as described in any one of claims 1 to 9, the connecting arm connecting the mounting plate to the beam body, the mounting plate facing the wheel to mount the support member.