Wheel angle module and vehicle

Abstract

The embodiment of the invention provides a wheel angle module and a vehicle, the wheel angle module comprises a wheel assembly, a steering mechanism, an upper control arm and an adjusting mechanism, the steering mechanism is connected with the wheel assembly, the first end of the upper control arm is connected with the steering mechanism through the adjusting mechanism, the second end of the upper control arm is connected with a vehicle frame, and the first end of the upper control arm is connected with the vehicle frame. The first end of the upper control arm is provided with a first mounting part, and the adjusting mechanism is arranged on the first mounting part and is relatively and movably connected with the upper control arm so as to adjust the angle of a kingpin inclination angle of the wheel angle module. According to the wheel angle module, the kingpin inclination angle can be adjusted, the problem that a traditional suspension system cannot flexibly adjust the geometric parameters of a kingpin is solved, the adjusting mechanism is arranged on the first installation part of the upper control arm, the arrangement space in the Y direction and the Z direction of the bottom of a vehicle is saved, and the adjusting mechanism is simple in structure, low in production cost and high in practicability. And the steering performance of the vehicle is optimized.

Description

TECHNICAL FIELD

[0001] The embodiment of the present application relates to the technical field of vehicle manufacturing, in particular to a wheel angle module and a vehicle. BACKGROUND

[0002] In the related art, with the development and iteration of new energy electric vehicle technology, the chassis technology of modern vehicles is also innovatively developed and transformed. The chassis architecture is no longer limited to the traditional architecture form of the driving system, the steering system, the transmission system and the brake system. The chassis architecture develops towards a new architecture direction of active suspension, electric control brake, steer-by-wire and distributed driving, so as to realize three-dimensional control in the longitudinal, lateral and vertical directions of the vehicle. Due to the major changes and iterations of the technology, the chassis architecture appears in a new form, so that the modern vehicle realizes related functions that the traditional vehicle cannot complete. For example, the traditional steering system is difficult to realize large-angle steering function due to structural limitations, which limits the flexibility of the vehicle. However, the vehicle with four-wheel kingpin steering function can realize steering translation motion that the traditional vehicle cannot realize, and effectively improves the flexibility of the vehicle under the support of electric control technology.

[0003] At present, the inclination angle of the kingpin shaft for four-wheel kingpin steering of the vehicle with four-wheel kingpin steering function is fixed and cannot be adjusted after the design of the automobile suspension is completed. If the size of the kingpin shaft inclination angle is changed after the design, the hard point needs to be redesigned, the upper and lower control arms and a series of suspension samples need to be re-made, and DMU (digital mockup) arrangement and checking need to be re-performed. This method has high cost, long cycle and is extremely inconvenient to implement. Although the existing kingpin shaft inclination angle adjustment mechanism can adjust the angle, it has a complex structure, occupies a large Y and Z space, is not conducive to vehicle arrangement and maintenance, and has many parts and high cost. SUMMARY

[0004] The embodiment of the present application provides a wheel angle module, which aims to solve the problem that the traditional suspension system cannot flexibly adjust the kingpin geometric parameters and save the arrangement space of the Y and Z directions of the bottom of the vehicle.

[0005] The wheel angle module according to the embodiment of the present application comprises: a wheel assembly; a steering mechanism connected with the wheel assembly; an upper control arm and an adjustment mechanism, a first end of the upper control arm is connected with the steering mechanism through the adjustment mechanism, a second end of the upper control arm is connected with a vehicle frame, the first end of the upper control arm is formed with a first mounting portion, and the adjustment mechanism is arranged in the first mounting portion and movably connected with the upper control arm in opposition to adjust the angle of the kingpin inclination angle of the wheel angle module.

[0006] According to the wheel angle module of the present invention, by setting an adjustment mechanism at the coupling point between the upper control arm and the steering mechanism, the kingpin inclination angle can be adjusted, which solves the problem that the traditional suspension system cannot flexibly adjust the kingpin geometric parameters. Setting the adjustment mechanism at the first mounting part of the upper control arm saves the arrangement space in the Y and Z directions of the vehicle bottom. Moreover, the structure of the adjustment mechanism is simple, the production cost is low, and the steering performance of the vehicle is optimized.

[0007] In addition, the present invention may also have the following additional technical features according to the above embodiments: In some feasible embodiments of the present invention, the adjusting mechanism includes: an eccentric shaft and an eccentric shim, the eccentric shaft passing through the first mounting portion, the eccentric shim being sleeved on the eccentric shaft, the eccentric shaft having a first limiting portion extending in the axial direction, the eccentric shim having a second limiting portion, and the first limiting portion cooperating with the second limiting portion.

[0008] In some feasible embodiments of the present invention, the first mounting portion is formed as an oblong hole, and the eccentric shaft passes through the oblong hole and is movable along the length direction of the oblong hole.

[0009] In some feasible embodiments of the present invention, the first end of the upper control arm is formed with a groove extending in the vertical direction, the waist-shaped hole penetrates the bottom wall of the groove, the eccentric pad is located in the groove, and the width of the groove is equal to the diameter of the eccentric pad.

[0010] In some feasible embodiments of the present invention, the steering mechanism includes: a steering motor, a reducer, and a mounting base. The steering motor is connected to the reducer in a transmission manner. The reducer is disposed on the mounting base. A second mounting portion is formed on the mounting base. The upper control arm is connected to the mounting base through the eccentric shaft passing through the first mounting portion and the second mounting portion.

[0011] In some feasible embodiments of the present invention, the first end of the upper control arm is formed with a positioning protrusion, the waist-shaped hole penetrates the positioning protrusion, and a positioning groove is formed on the mounting base, the positioning groove being located inside the positioning protrusion and adapted to the shape of the positioning protrusion.

[0012] In some feasible embodiments of the present invention, the wheel corner module further includes: a steering knuckle, the steering knuckle being disposed on the wheel assembly; a lower control arm, one end of the lower control arm being connected to the steering knuckle, and the other end of the lower control arm being connected to the vehicle frame; a shock absorber, the upper control arm forming a clearance portion, the shock absorber being disposed at the location of the clearance portion, the upper end of the shock absorber being connected to the vehicle frame, and the lower end of the shock absorber being connected to one of the steering knuckle and the lower control arm.

[0013] In some feasible embodiments of the present invention, the wheel corner module further includes: a brake assembly and a hub motor, wherein the brake assembly is disposed on the wheel assembly and the hub motor is disposed on the wheel assembly.

[0014] In some feasible embodiments of the present invention, an angle adjustment display is formed on the eccentric pad.

[0015] A vehicle according to an embodiment of the present invention includes a frame and a wheel corner module as described above, wherein the wheel corner module is connected to the frame.

[0016] The vehicle according to the present invention, by setting the wheel angle module of the above embodiment, has the same technical effect, that is, by setting the adjustment mechanism at the coupling point of the upper control arm and the steering mechanism, the kingpin inclination angle can be adjusted, which solves the problem that the traditional suspension system cannot flexibly adjust the kingpin geometric parameters. Setting the adjustment mechanism at the first mounting part of the upper control arm saves the arrangement space of the bottom of the vehicle in the Y and Z directions. Moreover, the structure of the adjustment mechanism is simple, the production cost is low, and the steering performance of the vehicle is optimized. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the wheel corner module provided in an embodiment of the present invention; Figure 2 yes Figure 1 A schematic diagram of the adjustment mechanism shown; Figure 3 yes Figure 2 A schematic diagram of the eccentric shaft shown; Figure 4 yes Figure 2 A schematic diagram of the eccentric gasket shown; Figure 5 yes Figure 1 A schematic diagram of the upper control arm shown; Figure 6 yes Figure 5 A schematic diagram of another angle of the upper control arm shown; Figure 7 yes Figure 5 A schematic diagram showing another angle of the upper control arm; Figure 8 yes Figure 7 A partially enlarged schematic diagram of the first end of the upper control arm shown; Figure 9 yes Figure 1 A schematic diagram of one side assembly of the upper control arm, mounting base, and adjustment mechanism shown in the figure; Figure 10 yes Figure 1The diagram shows the assembly of the upper control arm, mounting base, and adjustment mechanism on the other side. Figure 11 yes Figure 1 The diagram shown illustrates the adjustment of the kingpin inclination angle by the wheel angle module. Figure 12 yes Figure 11 The diagram shows the wheel angle module when the kingpin inclination angle is θ1. Figure 13 yes Figure 12 A partially enlarged schematic diagram of the adjustment mechanism shown; Figure 14 yes Figure 11 The diagram shows the wheel angle module when the kingpin inclination angle is θ2. Figure 15 yes Figure 14 A partially enlarged schematic diagram of the adjustment mechanism shown.

[0018] Explanation of reference numerals in the attached figures: 100. Wheel corner module; 1. Wheel assembly; 2. Steering mechanism; 21. Steering motor; 22. Reducer; 23. Mounting base; 231. Second mounting part; 3. Upper control arm; 31. First end; 32. Second end; 33. First mounting part; 34. Groove; 35. Positioning protrusion; 36. Clearance part; 37. Upper inner control arm; 38. Upper outer control arm; 4. Adjustment mechanism; 41. Eccentric shaft; 42. First limiting part; 43. Eccentric washer; 44. Second limiting part; 45. Nut; 5. Steering knuckle; 6. Lower control arm; 7. Shock absorber; 8. Brake assembly; 9. Wheel hub motor; 10. Angle adjustment display; 101. Original position display line; 102. Adjusted position display line; 20. Positioning indicator line; 30. Stabilizer bar. Detailed Implementation

[0019] To make the technical problems solved, the technical solutions, and the beneficial effects of this invention clearer, the invention will be further described in detail below with reference to embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0020] Reference Figures 1-15 As shown, an embodiment of the present invention provides a wheel angle module 100, including: a wheel assembly 1, a steering mechanism 2, an upper control arm 3, and an adjustment mechanism 4.

[0021] Specifically, the steering mechanism 2 is connected to the wheel assembly 1. The first end 31 of the upper control arm 3 is connected to the steering mechanism 2 via an adjustment mechanism 4, and the second end 32 of the upper control arm 3 is connected to the frame. The first end 31 of the upper control arm 3 forms a first mounting portion 33. The adjustment mechanism 4 is located in the first mounting portion 33 and is movably connected to the upper control arm 3 to adjust the kingpin inclination angle of the wheel angle module 100. It can be understood that the wheel assembly 1 includes components such as a wheel hub, rim, and tire. The steering mechanism 2 is used to control the steering angle of the wheel. One end of the upper control arm 3 is connected to the steering mechanism 2 via the adjustment mechanism 4, and the other end of the upper control arm 3 is hinged to the frame. The adjustment mechanism 4 is located in the first mounting portion 33 of the upper control arm 3 and is movably connected to the upper control arm 3. By adjusting the adjustment mechanism 4, the relative spatial posture between the upper control arm 3 and the steering mechanism 2 can be changed, thereby adjusting the spatial inclination of the kingpin axis and realizing the adjustment of the kingpin inclination angle.

[0022] like Figure 1 As shown, the wheel assembly 1 is connected to the steering mechanism 2, which shortens the force transmission path, improves steering response accuracy, reduces component clearance and NVH (noise, vibration, and harshness), and facilitates functions such as steer-by-wire or four-wheel independent steering, thus enhancing vehicle agility. For example, four-wheel independent steering enables vehicle translation in small spaces or small-radius turns, reducing the difficulty of driving the vehicle.

[0023] like Figure 1 and Figure 5 As shown, by connecting the first end 31 of the upper control arm 3 to the steering mechanism 2 via the adjustment mechanism 4, the adjustment position is integrated at the coupling node of the suspension and steering, making the kingpin inclination angle adjustable. This avoids modifications to the frame or other components, ensuring the universality of the vehicle chassis platform and eliminating the need for a complete reconstruction of the suspension structure. By connecting the second end 32 of the upper control arm 3 to the frame, the load transmission path of the traditional suspension is preserved, ensuring the reliability and stability of the vehicle, as well as its structural strength and durability. This ensures compatibility with existing body structures and reduces platform switching costs.

[0024] like Figure 1 and Figure 5 As shown, a first mounting portion 33 is provided at the first end 31 of the upper control arm 3, and an adjustment mechanism 4 is located within the first mounting portion 33. The adjustment mechanism 4 is movably connected to the upper control arm 3. By adjusting the adjustment mechanism 4, the inclination angle of the main shaft can be adjusted without affecting the overall structural layout of the vehicle. Furthermore, the adjustment mechanism 4 is integrated into the first mounting portion 33, saving space in the Y and Z directions, avoiding interference with components such as the battery pack and frame. The simple structure of the adjustment mechanism 4 also reduces production costs and manufacturing difficulty.

[0025] For example, increasing the spindle camber angle can enhance the self-centering torque and improve stability at high speeds; decreasing the spindle camber angle can reduce steering force and improve low-speed maneuverability. This optimizes the contact pattern between the tire and the ground, reduces abnormal tire wear, and extends tire life.

[0026] Furthermore, multiple rounds of performance verification can be completed during the prototype stage by adjusting the adjustment mechanism 4, avoiding the costs and time incurred by repeatedly modifying hard points, remaking molds and prototypes, reducing testing costs, shortening testing time, and thus shortening the new car development cycle.

[0027] According to the wheel angle module 100 of the present invention, by setting an adjustment mechanism 4 at the coupling point of the upper control arm 3 and the steering mechanism 2, the kingpin inclination angle can be adjusted, which solves the problem that the traditional suspension system cannot flexibly adjust the kingpin geometric parameters. The adjustment mechanism 4 is set at the first mounting part 33 of the upper control arm 3, which saves the arrangement space of the bottom of the vehicle in the Y and Z directions. Moreover, the structure of the adjustment mechanism 4 is simple, the production cost is low, and the steering performance of the vehicle is optimized.

[0028] In some embodiments of the present invention, the adjusting mechanism 4 includes an eccentric shaft 41 and an eccentric shim 43. The eccentric shaft 41 passes through the first mounting portion 33, and the eccentric shim 43 is sleeved on the eccentric shaft 41. A first limiting portion 42 extending in the axial direction is formed on the eccentric shaft 41, and a second limiting portion 44 is formed on the eccentric shim 43. The first limiting portion 42 and the second limiting portion 44 cooperate with each other. It can be understood that by rotating the eccentric shaft 41, the relative position between the upper control arm 3 and the steering mechanism 2 is changed, thereby adjusting the angle of the kingpin inclination.

[0029] Specifically, such as Figures 1-5 as well as Figure 9 and Figure 10 As shown, by setting an eccentric shaft 41 to pass through the first mounting part 33, a small and precise spatial position adjustment is achieved using the eccentric principle. The structure of the eccentric shaft 41 and the eccentric shim 43 is simple and easy to process and assemble. By sleeved the eccentric shim 43 on the eccentric shaft 41 and locked with a nut 45, the eccentric shaft 41 is prevented from rotating freely under load, ensuring the reliability and stability of the adjustment mechanism 4. By setting a first limiting part 42 on the eccentric shaft 41 and a second limiting part 44 on the eccentric shim 43, synchronous rotation or limiting fixation between the eccentric shaft 41 and the eccentric shim 43 is achieved, avoiding relative slippage of the shim under vibration or impact, ensuring that the adjustment parameters remain stable. The cooperation of the first limiting part 42 and the second limiting part 44 effectively prevents the eccentric shaft 41 and the eccentric shim 43 from rebounding or displacing, thereby ensuring the safety of the vehicle during driving.

[0030] For example, one of the first limiting part 42 and the second limiting part 44 is formed as a limiting groove, and the other of the first limiting part 42 and the second limiting part 44 is formed as a limiting protrusion. The limiting protrusion is located in the limiting groove to restrict the relative rotation between the eccentric shaft 41 and the eccentric washer 43.

[0031] like Figure 3 As shown, the first limiting part 42 is formed as a limiting groove, such as Figure 4 As shown, the second limiting part 44 is formed as a limiting protrusion.

[0032] In some embodiments of the present invention, such as Figures 5-8 As shown, the first mounting part 33 is formed into an oblong hole, and the eccentric shaft 41 passes through the oblong hole and is movable along the length direction of the oblong hole. It can be understood that the first end 31 of the upper control arm 3 is provided with an oblong hole, the eccentric shaft 41 passes through the oblong hole, and the eccentric shaft 41 is movable along the length direction of the oblong hole. The oblong hole limits the limit of the movement range of the eccentric shaft 41 in the Y direction, which can precisely adjust the kingpin inclination angle and avoid over-adjustment.

[0033] By setting the waist-shaped hole, a radial adjustment degree of freedom is provided for the adjustment mechanism 4, so that the eccentric shaft 41 can move along the length direction in the waist-shaped hole, which expands the adjustable range of the kingpin inclination angle. Compared with the round hole in the traditional design, it avoids the interference jamming caused by the eccentric rotation of the eccentric shaft 41, improves the smoothness of the adjustment of the wheel and suspension system, and reduces the precision requirements of production and manufacturing.

[0034] For example, the eccentric shaft 41 can be used in conjunction with the oblong hole to achieve eccentric rotation for fine-tuning of the angle, and can also be adjusted by sliding the eccentric shaft 41 within the oblong hole.

[0035] In some embodiments of the present invention, such as Figures 4-10 As shown, the first end 31 of the upper control arm 3 has a groove 34 extending in the vertical direction. A waist-shaped hole penetrates the bottom wall of the groove 34. An eccentric shim 43 is located within the groove 34, and the width of the groove 34 is equal to the diameter of the eccentric shim 43. It can be understood that the eccentric shim 43 is located within the groove 34, which provides space for it, preventing the adjustment mechanism 4 from occupying the installation space of the upper control arm 3. Furthermore, the groove 34, with its equal width to the diameter of the eccentric shim 43, acts as a limiter for the eccentric shim 43, restricting its displacement in the Y direction. This facilitates the assembly and positioning of the adjustment mechanism 4, reducing the assembly difficulty. The eccentric shim 43, in conjunction with the eccentric shaft 41 and the waist-shaped hole, converts the rotational motion of the eccentric shaft 41 into relative movement between the eccentric shaft 41 and the waist-shaped hole, thereby achieving the adjustment of the kingpin inclination angle.

[0036] By providing a groove 34 extending along the Z direction at the first end 31 of the upper control arm 3, the eccentric shim 43 is located within the groove 34, preventing the eccentric shim 43 from being exposed during assembly. This avoids interference between the eccentric shim 43 and other components. The groove 34 restricts the degree of freedom of the eccentric shim 43 in the Y direction, preventing the adjustment mechanism 4 from moving or tilting in the Y direction. This prevents the adjustment mechanism 4 from moving and affecting the adjustment stability of the kingpin inclination angle. By setting the width of the groove 34 to be equal to the diameter of the eccentric shim 43, relative movement in the Y direction between the eccentric shim 43 and the upper control arm 3 is avoided, improving the adjustment stability and reliability of the adjustment mechanism 4.

[0037] For example, the depth of groove 34 is 5mm.

[0038] In short, such as Figure 1 , Figure 2 , Figure 5 , Figure 9 and Figure 10 As shown, by setting an oblong hole extending along the Y direction, the degree of freedom of the eccentric shaft 41 in the Z direction is restricted. By setting a groove 34 extending along the Z direction, the eccentric shim 43 is placed in the groove 34, which restricts the degree of freedom of the eccentric shim 43 in the Y direction. The eccentric shim 43 and the groove 34 cannot move relative to each other in the Y direction. Since the eccentric shaft 41 and the eccentric shim 43 are arranged coaxially and cannot move relative to each other through the cooperation of the first limiting part 42 and the second limiting part 44, when the eccentric shim 43 rotates, the eccentric shim 43 drives the eccentric shaft 41 to rotate. The eccentric shim 43 cannot move. Therefore, the eccentric shaft 41 moves in the oblong hole along the length direction of the oblong hole (i.e., the Y direction), thereby realizing the angle adjustment of the kingpin inclination angle.

[0039] In some embodiments of the present invention, such as Figure 11 As shown, the steering mechanism 2 includes: a steering motor 21, a reducer 22, and a mounting base 23. The steering motor 21 is connected to the reducer 22 in a transmission manner. The reducer 22 is mounted on the mounting base 23, and a second mounting portion 231 is formed on the mounting base 23. Figure 1 , Figure 9 and Figure 10As shown, the upper control arm 3 and the mounting base 23 are connected via an eccentric shaft 41 passing through the first mounting part 33 and the second mounting part 231. It can be understood that the steering motor 21, the reducer 22, and the mounting base 23 are arranged coaxially, integrating them and reducing the spatial volume of the steering mechanism 2. The mounting base 23 serves to support the steering motor 21 and the reducer 22, while also providing a connection point for the upper control arm 3, achieving a reliable connection between the suspension and the steering mechanism 2. The cooperation between the first mounting part 33 and the second mounting part 231 reduces the assembly difficulty of the adjustment mechanism 4 and improves the connection stability between the adjustment mechanism 4, the mounting base 23, and the upper control arm 3.

[0040] By setting a second mounting part 231 on the mounting base 23 to cooperate with the first mounting part 33, an accurate and stable connection between the suspension and the steering mechanism 2 is achieved, avoiding the need to open holes in the housing of the steering knuckle 5 or the steering motor 21, thus ensuring the integrity of these core components. By passing the eccentric shaft 41 through the first mounting part 33 and the second mounting part 231, a stable connection between the mounting base 23 and the upper control arm 3 is achieved. Adjusting the rotation angle of the eccentric shaft 41 allows for the adjustment of the kingpin inclination angle. At the same time, the number of intermediate connecting parts is reduced, assembly tolerances are decreased, production efficiency and assembly quality are improved, and assembly and maintenance difficulties are reduced.

[0041] For example, the first mounting part 33 is formed as an oblong hole, and the second mounting part 231 is formed as a round hole.

[0042] In some embodiments of the present invention, such as Figure 6 As shown, a positioning protrusion 35 is formed at the first end 31 of the upper control arm 3. A waist-shaped hole passes through the positioning protrusion 35. A positioning groove is formed on the mounting base 23. The positioning groove is located inside the positioning protrusion 35 and is adapted to the shape of the positioning protrusion 35. It can be understood that the positioning protrusion 35 extends into the positioning groove to achieve a self-positioning function, which reduces the assembly difficulty between the upper control arm 3 and the mounting base 23, reduces the assembly tolerance between the upper control arm 3 and the mounting base 23, shortens the time for manual assembly and adjustment, and the connecting protrusion increases the contact area between the eccentric shaft 41 and the waist-shaped hole, thereby improving the connection rigidity and torsional resistance between the eccentric shaft 41 and the upper control arm 3.

[0043] By forming a positioning protrusion 35 at the first end 31 of the upper control arm 3, the local rigidity of the first end 31 of the upper control arm 3 is enhanced, avoiding the direct opening of holes in the thin-walled area of ​​the first end 31 of the upper control arm 3, which would further reduce the structural strength of the first end 31 of the upper control arm 3, and preventing deformation or fatigue cracking of the first end 31 of the upper control arm 3 due to stress concentration during adjustment or driving; by setting an oblong hole through the positioning protrusion 35, the oblong hole is avoided from being opened in the weak area of ​​the upper control arm 3, preventing the structure of the upper control arm 3 from being weakened; by setting the shape of the positioning protrusion 35 to match the positioning groove, the relative displacement between the positioning protrusion 35 and the positioning groove is effectively limited, and the connection stability between the upper control arm 3 and the mounting base 23 is improved.

[0044] For example, the upper control arm 3 can be a machined aluminum alloy part, such as... Figures 5-7 As shown, the upper control arm 3 has an upper control inner arm 37 and an upper control outer arm 38 connected in the Y direction. A first end 31 is formed at the end of the upper control outer arm 38 away from the upper control inner arm 37, and a second end 32 is formed at the end of the upper control inner arm 37 away from the upper control outer arm 38. There are two upper control inner arms 37 and two upper control outer arms 38. The two upper control inner arms 37 are arranged at intervals in the X direction, and the two upper control outer arms 38 are also arranged at intervals in the X direction. Each upper control outer arm 38 has a groove 34 and a positioning protrusion 35. The groove 34 is formed on the opposite side outer wall of the upper control outer arm 38, and the positioning protrusion 35 is formed on the opposite side outer wall of the upper control outer arm 38.

[0045] In some embodiments of the present invention, such as Figure 1 As shown, the wheel corner module 100 also includes: a steering knuckle 5, a lower control arm 6, and a shock absorber 7. The steering knuckle 5 is mounted on the wheel assembly 1. One end of the lower control arm 6 is connected to the steering knuckle 5, and the other end of the lower control arm 6 is connected to the vehicle frame, as shown. Figure 5 As shown, the upper control arm 3 has a clearance portion 36, and the shock absorber 7 is located at the clearance portion 36. The upper end of the shock absorber 7 is connected to the vehicle frame, and the lower end of the shock absorber 7 is connected to one of the steering knuckle 5 and the lower control arm 6. It can be understood that the wheel assembly 1, the lower control arm 6, and the steering mechanism 2 are all connected through the steering knuckle 5. The steering knuckle 5 is flexibly connected to the wheel hub, and the steering knuckle 5 is connected to the lower control arm 6 through a ball joint. The steering knuckle 5 is connected to the steering mechanism 2. The shock absorber 7 is located within the clearance portion 36, which reduces the overall assembly space and improves the integration of the wheel corner module 100.

[0046] By mounting the steering knuckle 5 on the wheel assembly 1, the wheel rotates around the kingpin axis to achieve the steering function. The steering knuckle 5 provides a connection point for the lower control arm 6 and the steering mechanism 2. One end of the lower control arm 6 is connected to the steering knuckle 5 to transmit forces in the Z and X directions. Furthermore, the lower control arm 6 and the upper control arm 3 cooperate to form a four-bar linkage, which can stably and effectively control the wheel. By forming a clearance part 36 in the upper control arm 3, installation space is provided for the shock absorber 7, solving the problem of interference between components. Since the shock absorber 7 has a short lever arm when it is positioned close to the steering knuckle 5, it can be positioned in the best performance position. At the same time, it avoids the increase in vehicle size caused by the shock absorber being placed on the outside, which is beneficial for the placement of the battery pack at the bottom of the vehicle.

[0047] For example, the steering knuckle 5 has a U-shaped structure. The upper end of the steering knuckle 5 has an elongated hole, and the inner surface of the upper end face of the steering knuckle 5 has a protruding structure to provide a mounting surface for the steering mechanism 2, so that the steering mechanism 2 can be connected to the steering knuckle 5. The Z-direction extending surface of the steering knuckle 5 has a circular first connecting hole, and the Z-direction extending surface has a boss. The connecting hole passes through the boss to connect the wheel hub bearing. The Z-direction extending surface of the steering knuckle 5 has a brake mounting hole for installing an EMB caliper. The lower end of the steering knuckle 5 has a second connecting hole for connecting the lower control arm 6.

[0048] Furthermore, a stabilizer bar 30 is installed on the lower control arm 6. When the vehicle is cornering, as the outer suspension is compressed and sinks while the inner suspension is stretched and tilted upwards, the stabilizer bar 30 can generate a counter-torque through its own torsion, offsetting part of the roll force and reducing the degree of body roll. In addition, when driving on bumpy roads, the stabilizer bar 30 can reduce body sway, improving the vehicle's ride comfort.

[0049] In other embodiments, the stabilizer bar 30 may also be connected to the steering knuckle 5, or the stabilizer bar 30 may also be connected to the vehicle body, or the stabilizer bar 30 may also be connected to the subframe.

[0050] In some embodiments of the present invention, such as Figure 1As shown, the wheel corner module 100 also includes a brake assembly 8 and a hub motor 9. The brake assembly 8 is mounted on the wheel assembly 1, and the hub motor 9 is mounted on the wheel assembly 1. It can be understood that the wheel assembly 1 includes a tire, rim, and hub, etc. The brake assembly 8 includes a brake disc and brake caliper. The brake disc is mounted on the hub, and the brake caliper can be mounted on the steering knuckle 5, thus achieving direct braking force transmission, shortening response time, accelerating response speed, and improving control precision. The hub motor 9 is mounted on the wheel assembly 1. The hub motor 9 can be located inside the wheel, in the hub, or inside the rim. The rotor rotates simultaneously with the wheel, and the stator is connected to the steering knuckle 5. Each wheel assembly 1 is equipped with a brake assembly 8 and a hub motor 9, achieving independent four-wheel drive, improving vehicle handling, passability, and stability, shortening the control closed-loop path, shortening the vehicle's dynamic response time, and improving the vehicle's dynamic response speed.

[0051] In some embodiments of the present invention, an angle adjustment display portion 10 is formed on the eccentric pad 43. For example... Figure 7 and Figure 8 As shown, a positioning indicator line 20 is provided in the groove 34, such as Figure 4 As shown, the angle adjustment display unit 10 on the eccentric shim 43 has an initial position display line 101 and adjustment position display lines 102 located on both sides of the initial position display line 101, with three adjustment position display lines 102 on each side. When the eccentric shaft 41 rotates, it drives the eccentric shim 43 to rotate synchronously. By observing the position display lines aligned with the positioning indicator line 20, the operator can determine the rotation angle of the eccentric shaft 41, thereby knowing the angle of the kingpin inclination or the position of the kingpin inclination.

[0052] Specifically, such as Figures 11-13 As shown, when the original position display line 101 is aligned with the positioning indicator line 20, the eccentric shaft 41 is located in the middle of the waist-shaped hole, and the corresponding kingpin inclination angle is θ. When the eccentric shaft 41 is rotated to the left, the eccentric shaft 41 moves to the right in the waist-shaped hole, thereby driving the rotating mechanism connected to it to shift to the outside of the vehicle, which in turn causes the kingpin shaft to shift to the outside of the vehicle, reducing the kingpin inclination angle. When the rightmost scale line of the eccentric shaft 41 is aligned with the positioning indicator line 20 of the upper control arm 3, the kingpin inclination angle reaches the minimum value θ1.

[0053] Similarly, such as Figure 11 , Figure 14 and Figure 15As shown, when the original position display line 101 is aligned with the positioning indicator line 20, the eccentric shaft 41 is located in the middle of the waist-shaped hole, and the corresponding kingpin inclination angle is θ. When the eccentric shaft 41 is rotated to the right, the eccentric shaft 41 moves to the left in the waist-shaped hole, thereby causing the steering mechanism 2 connected to it to shift towards the inside of the vehicle, which in turn causes the kingpin shaft to shift into the inside of the vehicle, increasing the kingpin inclination angle. When the leftmost scale line of the eccentric shaft 41 is aligned with the positioning indicator line 20 of the upper control arm 3, the kingpin inclination angle reaches its maximum value θ2.

[0054] In short, by setting the adjustment mechanism 4, the kingpin inclination angle of the wheel angle module 100 can be adjusted from θ1 to θ2, where θ is the median position of the kingpin inclination angle.

[0055] The vehicle according to an embodiment of the present invention includes a frame and a wheel corner module 100 as described above, the wheel corner module 100 being connected to the frame.

[0056] According to the vehicle of the present invention, by setting the wheel angle module 100 of the above embodiment, it has the same technical effect, that is, by setting the adjustment mechanism 4 at the coupling point of the upper control arm 3 and the steering mechanism 2, the kingpin inclination angle can be adjusted, which solves the problem that the traditional suspension system cannot flexibly adjust the kingpin geometric parameters. The adjustment mechanism 4 is set in the first mounting part 33 of the upper control arm 3, which saves the arrangement space of the bottom of the vehicle in the Y and Z directions. Moreover, the structure of the adjustment mechanism 4 is simple, the production cost is low, and the steering performance of the vehicle is optimized.

[0057] Terminology Explanation The rear-end vehicle body mechanism and other components and operations of the vehicle according to embodiments of the present invention are known to those skilled in the art and will not be described in detail here.

[0058] In this invention, "multiple" refers to two or more.

[0059] In this invention, unless otherwise explicitly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0060] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0061] In this invention, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this invention, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0062] Unless otherwise specified, all steps of this invention may be performed sequentially or randomly. For example, if the method includes steps A and B, it means that the method may include steps A and B performed sequentially, or it may include steps B and A performed sequentially. For example, if the method may also include step C, it means that step C may be added to the method in any order. For example, the method may include steps A, B, and C, or it may include steps A, C, and B, or it may include steps C, A, and B, etc.

[0063] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A wheel corner module, characterized in that, include: Wheel assembly (1); Steering mechanism (2), said steering mechanism (2) is connected to the wheel assembly (1); The upper control arm (3) and the adjustment mechanism (4) are provided. The first end (31) of the upper control arm (3) is connected to the steering mechanism (2) through the adjustment mechanism (4). The second end (32) of the upper control arm (3) is connected to the vehicle frame. The first end (31) of the upper control arm (3) forms a first mounting part (33). The adjustment mechanism (4) is provided in the first mounting part (33) and is movably connected to the upper control arm (3) to adjust the kingpin inclination angle of the wheel angle module (100).

2. The wheel corner module according to claim 1, characterized in that, The adjustment mechanism (4) includes an eccentric shaft (41) and an eccentric shim (43). The eccentric shaft (41) passes through the first mounting part (33), and the eccentric shim (43) is sleeved on the eccentric shaft (41). A first limiting part (42) extending in the axial direction is formed on the eccentric shaft (41), and a second limiting part (44) is formed on the eccentric shim (43). The first limiting part (42) and the second limiting part (44) cooperate with each other.

3. The wheel corner module according to claim 2, characterized in that, The first mounting part (33) is formed as a waist-shaped hole, and the eccentric shaft (41) passes through the waist-shaped hole and is movable along the length direction of the waist-shaped hole.

4. The wheel corner module according to claim 3, characterized in that, The first end (31) of the upper control arm (3) is formed with a groove (34) extending in the vertical direction. The waist-shaped hole penetrates the bottom wall of the groove (34). The eccentric pad (43) is located in the groove (34), and the width of the groove (34) is equal to the diameter of the eccentric pad (43).

5. The wheel corner module according to claim 4, characterized in that, The steering mechanism (2) includes a steering motor (21), a reducer (22), and a mounting base (23). The steering motor (21) is connected to the reducer (22) in a transmission manner. The reducer (22) is mounted on the mounting base (23). A second mounting part (231) is formed on the mounting base (23). The upper control arm (3) is connected to the mounting base (23) through the eccentric shaft (41) passing through the first mounting part (33) and the second mounting part (231).

6. The wheel corner module according to claim 5, characterized in that, The first end (31) of the upper control arm (3) is formed with a positioning protrusion (35), the waist-shaped hole passes through the positioning protrusion (35), and a positioning groove is formed on the mounting base (23). The positioning groove is located inside the positioning protrusion (35) and is adapted to the shape of the positioning protrusion (35).

7. The wheel corner module according to any one of claims 1-6, characterized in that, Also includes: Steering knuckle (5), the steering knuckle (5) is provided on the wheel assembly (1); Lower control arm (6), one end of which is connected to the steering knuckle (5), and the other end of which is connected to the vehicle frame; The shock absorber (7) has a clearance portion (36) formed on the upper control arm (3). The shock absorber (7) is located at the clearance portion (36). The upper end of the shock absorber (7) is connected to the vehicle frame. The lower end of the shock absorber (7) is connected to one of the steering knuckle (5) and the lower control arm (6).

8. The wheel corner module according to claim 7, characterized in that, Also includes: A braking assembly (8) and a hub motor (9) are provided, wherein the braking assembly (8) is mounted on the wheel assembly (1) and the hub motor (9) is mounted on the wheel assembly (1).

9. The wheel corner module according to claim 2, characterized in that, An angle adjustment display section (10) is formed on the eccentric pad (43).

10. A vehicle, characterized in that, The vehicle includes a frame and a wheel corner module (100) according to any one of claims 1-9, wherein the wheel corner module (100) is connected to the frame.

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