Vehicle electric wheel angle module system and vehicle

Abstract

The invention discloses a vehicle electric wheel corner module system and a vehicle, the corner module system comprises four corner modules and hydraulic devices connected with the corner modules, and each corner module comprises a rack, a motor, a shock absorber, a hub supporting assembly and a motor transmission assembly; the motor and the shock absorber are fixedly arranged on the rack, the hub supporting assembly is rotationally connected with the rack and rotationally connected with the shock absorber, and the motor is in transmission connection with the hub supporting assembly through the motor transmission assembly. The unsprung mass is reduced through structural optimization, high integration of parts is achieved, meanwhile, the mass of the whole vehicle is reduced, arrangement flexibility is improved, and large-range wheel jumping and accurate steering control can be achieved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of new energy vehicle engineering technology, and in particular to a vehicle electric wheel corner module system and a vehicle. BACKGROUND

[0002] With the development of automobile electrification and intelligentization, the corner module gradually becomes an important development direction of chassis technology due to its compact and modular design concept. The traditional chassis adopts a decentralized layout, and driving, braking, suspension and steering functions are realized by independent components, resulting in complex structure, low space utilization, and difficulty in realizing independent and accurate control of the wheels.

[0003] The integrated corner module integrates the motor, reducer, brake and steering system on the wheel side, which can significantly improve the controllability and layout flexibility of the vehicle. However, this integrated design brings the problem of increased unsprung mass. The components such as the motor are directly installed near the wheel, which significantly increases the non-sprung mass, aggravates the transmission of road excitation to the vehicle body, and affects the ride comfort and ride comfort of the vehicle.

[0004] In the prior art, there are limited methods to suppress the increase of unsprung mass, most of which only use motor suspension or simple vibration isolation measures to alleviate the problem, but the traditional vibration isolation scheme has insufficient attenuation ability for low and high frequency road excitation, and the vehicle will still have obvious vibration transmission under complex road conditions. And because the motor and brake components are concentrated at the wheel end, the unsprung mass is not effectively reduced, so the vehicle is sensitive to road roughness. Although there are corner module schemes that place the motor on the spring, due to the limitations of the special structure, it is difficult to achieve a large range of wheel jumping. In addition, the steering system in the prior art will produce relative motion with the wheel jumping, and the wheel jumping directly affects the operation of the steering system, the jumping range is limited, the motion of the mechanism is complex, and it is difficult to achieve precise steering control, which is not conducive to the design of the steering trajectory. SUMMARY

[0005] In view of the above defects or improvement needs of the prior art, the purpose of the present application is to provide a vehicle electric wheel corner module system and a vehicle, which reduces the unsprung mass through structural optimization, realizes high integration of components, reduces the overall vehicle mass, improves the layout flexibility, and realizes large range of wheel jumping and precise steering control.

[0006] To achieve the above purpose, the present application adopts the following technical solutions.

[0007] In a first aspect, the present invention proposes a vehicle electric wheel corner module. The corner module system includes four corner modules and a hydraulic device connected to each corner module. The corner module includes a frame, a motor, a shock absorber, a wheel hub support assembly, a motor transmission assembly, a steering drive assembly, a brake disc, and a brake brake. The brake disc is configured to be fixedly connected to the wheel hub, and the brake brake cooperates with the brake disc for vehicle electric wheel braking. The hub support assembly includes a first support member, a second support member, and a steering member; the first support member is rotatably connected to the second support member, and the second support member is rotatably connected to the frame; The shock absorber is installed between the frame and the first support member; The steering component is rotatably connected to the first support component and fixedly connected to the brake; the brake disc is rotatably connected to the steering component. The steering drive assembly is fixedly mounted on the first support member and connected to the steering member for driving the steering member to rotate; The motor is fixedly mounted on the frame and is connected to the brake disc via a motor transmission assembly.

[0008] In some embodiments, one end of the first support member is rotatably connected to the second support member, and the other end is rotatably connected to the end of the shock absorber away from the frame. The end of the second support member away from the first support member is rotatably connected to the frame. The frame, the shock absorber, the first support member, and the second support member are connected end to end to form a quadrilateral mechanism.

[0009] In some embodiments, the first support member includes an upper support block, a lower support block, and a connecting ring. The connecting ring is annular, with the top of the connecting ring fixedly connected to the upper support block and the bottom of the connecting ring fixedly connected to the lower support block. The motor drive assembly passes through the connecting ring, with one end connected to the motor and the other end connected to the wheel hub.

[0010] In some embodiments, the frame as a whole is inverted L-shaped in longitudinal projection and triangular in transverse projection. The frame includes a first shock-absorbing connection, two support connection parts and a motor connection part; the first shock-absorbing connection part is located at the top of the frame and the two support connection parts are located on the bottom sides of the frame respectively. The motor connection part is located in the middle of the frame. The corner module system also includes a first reducer (220). The motor and the first reducer are respectively arranged on both sides of the motor connection part. The first reducer includes a planetary gear reduction mechanism. The central axis of the planetary gear reduction mechanism is coaxial with the output shaft of the motor.

[0011] In some embodiments, the upper support block has a lug extending laterally and an inclined portion extending obliquely upward. The inclined part is provided with a second shock-absorbing connection part at its end, and the lug is provided with a first steering connection part; the lower support block is arranged parallel to the lug, one end of the lower support block is rotatably connected to the second support member, and the other end is provided with a second steering connection part; The upper end of the shock absorber is connected to the first shock absorber connection part, and the lower end of the shock absorber is rotatably connected to the second shock absorber connection part; The steering component is rotatably connected to the first steering connection part and the second steering connection part; The second support member is arc-shaped, and frame connection parts are respectively provided at the two ends of the arc shape of the second support member. The second support member is rotatably connected to the two support connection parts of the frame through the two frame connection parts respectively, and the middle part of the arc shape of the second support member is rotatably connected to the lower support block.

[0012] In some embodiments, the first support member further includes a steering drive connection portion, the steering member includes the steering connection portion, the steering drive assembly is fixedly connected to the steering drive connection portion and connected to the steering connection portion, the steering drive connection portion is located below the second damping connection portion, and the steering connection portion is located below the steering drive connection portion.

[0013] In some embodiments, the steering drive assembly includes a drive member, a control arm, and a connecting rod. The drive member is fixedly connected to the steering drive connection portion. One end of the control arm is fixedly connected to the output shaft of the drive member. One end of the connecting rod is connected to the end of the control arm away from the output shaft via a first ball joint. The other end of the connecting rod is connected to the steering connection portion via a second ball joint.

[0014] In some embodiments, the line connecting the steering connection portion, the steering member connection position and the second ball joint is inclined upward and inward in a direction away from the wheel center, wherein the steering connection portion includes a first portion extending non-linearly in a first plane and a second portion extending non-linearly in a second plane, and the first plane and the second plane are not parallel; When the swing arm is in a vertical position, the height of the first ball joint is lower than the height of the second ball joint.

[0015] In some embodiments, the steering drive connection is connected to the side of the upper support block, and the end of the steering drive connection is located in the middle of the quadrilateral mechanism.

[0016] Secondly, the present invention proposes a vehicle, which includes a battery, a body, a chassis, and electrical equipment. The chassis includes a corner module system as described above. The shock absorbers of the corner module system are respectively connected to a hydraulic device. The motor, drive components, and hydraulic device of the corner module system are all electrically connected to the electrical equipment. The battery supplies power to the electrical equipment.

[0017] Compared to existing technologies, the advantages of this invention are as follows: In the embodiments of this application, the motor and shock absorber are fixedly mounted on the frame, resulting in a simple and reliable structure that greatly reduces unsprung mass, thereby enhancing the comfort and handling stability of vehicles using this corner module. Furthermore, the decoupling design of the steering knuckle and shock absorber reduces the motion complexity of the mechanism, enabling precise steering control and facilitating steering trajectory design. Since there is no relative motion within the steering system, wheel hop will not affect the operation of the steering system, and the range of wheel hop can be further expanded to avoid impacting the steering system. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the corner module device according to an embodiment of the present invention.

[0019] Figure 2 This is a side view of a corner module according to an embodiment of the present invention.

[0020] Figure 3 This is a schematic diagram of the corner module according to an embodiment of the present invention.

[0021] Figure 4 for Figure 3 A schematic diagram of the steering component.

[0022] Figure 5 This is a schematic diagram of the hydraulic path structure of the corner module of a vehicle having a corner module system according to an embodiment of the present invention.

[0023] Figure 6 This is a schematic diagram of a planetary gear reduction mechanism according to an embodiment of the present invention. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0025] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0026] In a first aspect, the present invention proposes a vehicle electric wheel corner module system, the corner module system comprising four corner modules and a hydraulic device connected to each corner module. Each corner module is used to connect to a corresponding wheel assembly. Figure 1 As shown, the corner module includes a frame 110, a motor 210, a shock absorber 120, a wheel hub support assembly and a motor transmission assembly, a steering drive assembly, a brake disc 241 and a brake 242; the motor 210 and the shock absorber 120 are fixedly mounted on the frame 110, the wheel hub support assembly is rotatably connected to the frame 110 and to the shock absorber 120, and the motor 210 is driven by the wheel hub support assembly through the motor transmission assembly.

[0027] The frame 110 serves as the basic support for the corner module and is fixedly connected to the vehicle frame. The overall longitudinal projection of the frame is inverted L-shaped, and the overall lateral projection is triangular. The longitudinal and lateral projections are perpendicular to each other and parallel to the horizontal plane, with the longitudinal direction perpendicular to the motor's rotation axis. The longitudinal direction can also be the longitudinal direction of the vehicle body, which is the front-to-back direction of the vehicle body, and the lateral direction can also be the lateral direction of the vehicle body. The vehicle body is fixedly connected to the frame. The overall frame has an inverted L-shaped longitudinal projection, with a first part along the vertical direction and a second part extending towards the longitudinal axis of the vehicle body. The angle between the first part and the second part is greater than 90 degrees. The motor 210 is fixedly installed in the first part, and one end of the shock absorber 120 is installed in the second part. The overall frame has a triangular lateral projection. The motor 210 can be installed at the center of the triangular frame. In the embodiments of this application, the frame with an inverted L-shaped longitudinal projection and a triangular lateral projection provides sufficient installation space for the motor and shock absorber, preventing interference between them and being unaffected by wheel bounce and steering. It also facilitates the connection between the frame and the vehicle body.

[0028] In some embodiments, such as Figure 1 and Figure 3As shown, the frame 110 includes a first shock-absorbing connecting portion 112, two supporting connecting portions 111, and a motor connecting portion 113 disposed between the first shock-absorbing connecting portion 112 and the two supporting connecting portions 111. In one embodiment, the motor connecting portion 113 is entirely located in the first part of the frame along the vertical direction, and the line connecting the two supporting connecting portions 111 is parallel to the longitudinal direction. The two supporting connecting portions 111 are cylindrical structures, and the cylindrical centerlines of the two supporting connecting portions 111 coincide, and their cylindrical centerlines are perpendicular to the rotation axis of the motor. In another embodiment, the two support connection portions 111 and the motor connection portion are located in the same plane, and the distance from the motor connection portion to the two support connection portions 111 is equal, that is, the motor connection portion is on the midline of the line connecting the two support connection portions 111. This makes the center of gravity of the frame 110 after connecting the motor 210 located in the middle position of the two support connection portions 111, which is beneficial to obtaining better structural symmetry and facilitating the balance control of the corner module. The motor connection portion includes a first through hole provided in the frame 110 for the output shaft of the motor 210 to pass through. The first damping connection portion 112 is located outside the plane where the two support connection portions 111 and the motor connection portion are located. The first damping connection portion 112 is located in the second part of the frame extending towards the longitudinal axis of the vehicle body, and the two support connection portions 111 and the motor connection portion are located in the first part of the frame along the vertical direction, so that the frame as a whole has an inverted L-shape in the longitudinal projection. The first damping connection 112 includes a second through hole disposed on the frame 110. This second through hole is used to connect to the base of the shock absorber 120 and limit one end of the shock absorber 120. The axial direction of the second through hole is set at an acute angle to the plane containing the two support connections 111 and the motor connection. The size of the acute angle can be determined by the direction of force applied to the shock absorber 120 by the connection position between the first support member 130 and the shock absorber 120. The motor connection 113 is triangular in its lateral projection.

[0029] like Figure 1 and Figure 6As shown, the motor 210 includes a first reducer 220, which is driven by the output shaft of the motor 210 and fixedly connected to the frame 110. The motor 210 and the first reducer 220 are respectively disposed on both sides of the motor connection portion. In some embodiments, the first reducer 220 includes a planetary gear reduction mechanism, the central axis of which is coaxial with the output shaft of the motor 210. The motor transmission assembly includes a drive shaft 230, a first universal joint (not shown in the figure), and a second universal joint (not shown in the figure). The planetary gear reduction mechanism includes a sun gear 221, planet gears 222, a ring gear 223, and a planet carrier 224. One end of the planet carrier 224 is connected to the planet gears 222, and the other end has an output shaft 225. The sun gear 221 is fixedly connected to the output shaft of the motor. The output shaft 225 of the planetary gear reduction mechanism is connected to the drive shaft 230 through the first universal joint. After passing through the connecting ring 133, the drive shaft 230 is connected to the hub 240 through the second universal joint. The drive shaft 230 is a telescopic structure capable of transmitting rotational torque, so that the drive shaft 230 can adapt to the change in distance between the reducer 220 and the wheel hub 240 during the shock absorption process.

[0030] In some embodiments, such as Figure 1 and Figure 2 As shown, the wheel hub support assembly includes a first support member 130, a second support member 160, a steering member 140, and a wheel hub 240. One end of the first support member 130 is rotatably connected to the second support member 160, and the other end is rotatably connected to the end of the shock absorber 120 away from the frame 110. The end of the second support member 160 away from the first support member 130 is rotatably connected to the frame 110. The steering member 140 is rotatably connected to the first support member 130, and the wheel hub 240 is rotatably connected to the steering member. The frame 110, the shock absorber 120, the first support member 130, and the second support member 160 are connected end to end to form a quadrilateral mechanism.

[0031] The second support member 160 has an arc-shaped structure with two frame connection parts at both ends. Specifically, the frame connection parts are cylindrical structures with their centerlines coinciding. Each of the two cylindrical structures is rotatably connected to a support connection part 111, forming a first axis of rotation. Further, a rubber damping pad is placed between the cylindrical structure of the frame connection part and the cylindrical structure of the support connection part 111. The middle of the second support member 160 is rotatably connected to the first support member 130, forming a second axis of rotation. The end of the first support member 130 furthest from the second support member 160 is rotatably connected to the shock absorber 120, forming a third axis of rotation. The first, second, and third axes of rotation are parallel to each other. The axis of rotation of the hub 240 is substantially parallel to the ground. More specifically, when the tire 300 is not turning, the axis of rotation of the motor is parallel to the axis of rotation of the hub. The rotation axis of the steering component 140 forms a non-zero angle with the ground, and the rotation axis of the steering component 140 has a first tilt angle in a direction parallel to the first rotation axis and a second tilt angle in a direction parallel to the ground and perpendicular to the first rotation axis.

[0032] In some embodiments, such as Figure 1 and Figure 2 As shown, the first support member 130 includes an upper support block 131, a lower support block 132, and a connecting ring 133 that fixes the upper support block 131 and the lower support block 132. One end of the upper support block 131 is provided with a second damping connection portion, and the other end is provided with a first steering connection portion. One end of the lower support block 132 is rotatably connected to the second support member 160, and the other end is provided with a second steering connection portion. One end of the shock absorber 120 is fixedly connected to the first damping connection portion 112, and the other end is rotatably connected to the second damping connection portion. The steering member 140 is rotatably connected to the first steering connection portion and the second steering connection portion. The second support member 160 is arc-shaped, with frame connection portions at both ends. The second support member 160 is rotatably connected to the two support connection portions 111 of the frame 110 via the two frame connection portions, and the middle part of the second support member 160 is rotatably connected to the lower support block 132.

[0033] Among them, such as Figure 2As shown, the upper support block 131 has a lug extending laterally and an inclined portion extending obliquely upward. A second damping connection is provided at the end of the inclined portion, and the second damping connection of the upper support block 131 is rotatably connected to the shock absorber 120. The second damping connection is provided at the end of the inclined portion at one end of the upper support block 131, and the lug at the other end is connected to the first steering connection. The middle position of the upper support block 131 is fixedly connected to the connecting ring. The first end of the lower support block 132 is fixedly connected to the connecting ring and rotatably connected to the second support member 160. The other end of the lower support block 132 is provided with the second steering connection, and the lower support block 132 is arranged parallel to the lug. The connecting ring 133 is annular, and this annular structure is used to connect the upper support block 131 and the lower support block 132. Simultaneously, the central through hole of the ring allows the motor transmission assembly to pass through for connection with the hub 240. The radial ends of the connecting ring 133, passing through its center, are fixedly connected to the upper support block 131 and the lower support block 132, respectively. The frame connecting part and the second shock-absorbing connecting part are both located on one axial side of the connecting ring 133, while the first steering connecting part and the second steering connecting part are both located on the other axial side of the connecting ring 133. The motor drive assembly passes through the connecting ring 133. Specifically, the first steering connecting part and the second steering connecting part are cylindrical structures, and their centerlines coincide, but this centerline is not parallel to the vertical plane. By controlling the relative positions of the first steering connecting part and the second steering connecting part during structural design, the first tilt angle of the centerline relative to the first plane and the second tilt angle relative to the second plane are controlled, thereby controlling the inward tilt angle and / or forward tilt angle of the rotation axis of the steering component 140. The first plane is a plane perpendicular to the first rotation axis, and the second plane is a horizontal plane parallel to the first rotation axis.

[0034] In some embodiments, such as Figure 1 and Figure 2 As shown, the first support member 130 also includes a steering drive connection part 134, the steering member 140 includes a steering connection part 142, the steering drive assembly is fixedly connected to the steering drive connection part 134 and connected to the steering connection part 142, the steering drive connection part 134 is located below the second shock absorber connection part, and the steering drive connection part 134 is connected to the side of the upper support block 131, the end of the steering drive connection part 134 is located in the middle of the quadrilateral mechanism, and the steering connection part 142 is located below the steering drive connection part 134.

[0035] The corner module also includes a steering drive assembly, which is fixedly mounted on the first support member 130 and used to drive the steering member 140 to rotate, thereby controlling the wheel steering. Specifically, the steering drive assembly is fixedly mounted on the upper support block 131. By connecting the steering drive assembly to the upper support block 131, the positional relationship between the steering drive connection part 134 and the rotation axis of the steering member 140 is fixed. Compared to connecting the steering drive assembly to the frame 110, this avoids the movement of the shock absorber 120 causing a change in the positional relationship between the steering drive connection part 134 and the rotation axis of the steering member 140 on the frame 110, which would otherwise affect the steering control accuracy and stability.

[0036] In some embodiments, the line connecting the connection position of the steering connection portion 142 and the steering member 140 and the extended end of the steering connection portion 142 is inclined in a direction away from the hub 240. The steering connection portion 142 includes a first portion extending non-linearly in a first plane and a second portion extending non-linearly in a second plane, and the first plane and the second plane are not parallel.

[0037] In one embodiment, the first end of the steering connection 142 is fixedly connected to the steering member 140, and the second end is connected to the steering drive assembly. When the swing arm 152 is in a vertical state, the height of the second end is higher than the height of the first end. In the embodiments of this application, by making the height of the second end higher than the height of the first end, the end connected to the steering drive assembly is higher, thereby ensuring that the steering drive assembly and the second support member 160 are spaced at a sufficient distance, reserving sufficient usable space for steering and wheel bounce.

[0038] In some embodiments, such as Figure 1As shown, in one embodiment, the drive member 151 is an output rotation drive member 151, such as a motor 210. The drive member 151 includes a second reducer. By setting the reducer to reduce the rated torque of the motor 210, a smaller drive member 151 can be used. The drive member 151 is fixedly connected to the steering drive connection part 134. The drive member 151 and the steering connection part 142 are connected by a crank connection mechanism. The output shaft of the drive member 151 is fixedly connected to a swing arm 152. One end of the connecting rod 153 is rotatably connected to the swing arm 152, and the other end is rotatably connected to the steering connection part 142. In some embodiments, the steering drive assembly includes a drive member 151, a swing arm 152, and a connecting rod 153. The drive member 151 is fixedly connected to the steering drive connection part 134. One end of the swing arm 152 is fixedly connected to the output shaft of the drive member 151. One end of the connecting rod 153 is rotatably connected to the end of the swing arm 152 away from the output shaft, and the other end of the connecting rod 153 is rotatably connected to the steering connection part 142. More specifically, the connecting rod 153 is connected to the swing arm 152 and the steering connector 142 via ball joints. One end of the connecting rod 153 is connected to the end of the swing arm 152 furthest from the output shaft via a first ball joint, and the other end of the connecting rod 153 is connected to the steering connector via a second ball joint. Using ball joints increases the degree of freedom of the rotary joint connecting the connecting rod 153 to the swing arm 152 and the steering connector 142, thus improving the flexibility of joint movement.

[0039] In the embodiments of this application, the motor and shock absorber are fixedly mounted on the frame, resulting in a simple and reliable structure that significantly reduces unsprung mass, thereby enhancing the comfort and handling stability of vehicles using this corner module. Furthermore, the decoupling design of the steering knuckle and shock absorber reduces the motion complexity of the mechanism, enabling precise steering control and facilitating steering trajectory design. Since there is no relative motion within the steering system, wheel hop will not affect the operation of the steering system, and the range of wheel hop can be further expanded to avoid impacting the steering system.

[0040] In some embodiments, such as Figure 3 and 4As shown, the steering connection 142 has a spatial S-shaped structure. The steering connection 142 includes a first part and a second part extending from the side of the steering member 140, connected end-to-end. The first part extends in an arc shape on a horizontal plane, and the second part extends in an arc shape on a vertical plane perpendicular to the first rotation axis, thus forming a spatial S-shaped structure. In the two embodiments described above, the line connecting the steering connection 142 to the steering member 140 and the extended end of the steering connection 142 is inclined away from the hub 240. This line has a first angle with the horizontal plane, a second angle with the first vertical plane perpendicular to the first rotation axis, and a third angle with the second vertical plane perpendicular to both the horizontal plane and the first vertical plane. This arrangement ensures that the connection position of the connecting rod 153 to the steering connection 142 is far from the second support member 160, facilitating the spatial structural layout of the components.

[0041] In some embodiments, when the swing arm 152 is in a vertical position, the height of the first ball joint is lower than the height of the second ball joint. This ensures that one end of the second ball joint of the connecting rod 153 is sufficiently spaced from the second support member 160, and one end of the first ball joint of the connecting rod 153 is located within the hollow area above the second support member 160. Even if the connecting rod 153 makes a large steering movement, it will not interfere with the second support member 160. Furthermore, it increases the wheel bounce space, so that when the second support member 160 rotates relative to the frame 110, it will not interfere with the connecting rod and the steering connection 142 over a large range.

[0042] like Figure 4 As shown, the steering component 140 also includes a hub connection portion 143 and a steering shaft 141. The hub connection portion 143 has a circular hole structure, and the hub 240 is rotatably connected to the circular hole structure via bearings, with its rotation axis being substantially parallel to the horizontal plane. A steering shaft 141 is respectively provided on both sides of the first radial direction passing through the center of the circular hole structure. One steering shaft 141 is rotatably connected to the first steering connection portion, and the other steering shaft 141 is rotatably connected to the second steering connection portion. A steering connection portion 142 is provided on one side of the second radial direction passing through the center of the circular hole structure. The second radial direction is perpendicular to the first radial direction, so that the force arm of the steering drive assembly acting on the steering connection portion 142 to drive the steering component 140 to rotate is maximized, thus providing the maximum torque compared to other radial directions.

[0043] like Figure 2 and Figure 3 As shown, the wheel assembly consists of a tire 300 and a hub 240. The hub 240 is rigidly connected to the brake disc 241 by bolts, and the brake disc 241 and the wheel assembly together form a whole. The steering component 140 is rigidly connected to the brake caliper by bolts, and the brake caliper works in conjunction with the brake disc 241 to brake the brake disc 241, thereby braking the vehicle.

[0044] In some embodiments, such as Figures 1 to 3 As shown, the shock absorber 120 includes a hydraulic cylinder and a spring sleeved between the two ends of the hydraulic cylinder.

[0045] The shock absorber 120 employs a combination of a hydraulic cylinder and a spring, allowing control of the damping of the shock absorber 120 and active control of its lifting and lowering via the hydraulic cylinder. The hydraulic cylinder includes a first oil pipe 121 and a second oil pipe 122, which are used to connect to a hydraulic pump and / or to the first oil pipe 121 and second oil pipe 122 of other hydraulic cylinders.

[0046] Secondly, the present invention proposes a vehicle, which includes a battery, a body, a chassis, and electrical equipment. The chassis includes a corner module system as described above. The shock absorbers 120 of the corner module system are connected to a hydraulic device. The motor 210, the drive unit 151, and the hydraulic device of the corner module system are all electrically connected to the electrical equipment. The battery supplies power to the electrical equipment.

[0047] The batteries include lithium-ion batteries, fuel cells, etc.; the batteries supply power to electrical equipment, which in turn supply power to the motor 210 and drive unit 151 of the corner module system and control the rotation parameters of the motor 210 and / or drive unit 151, including rotational speed, rotational direction, and rotational acceleration. The electrical equipment actively supplies power to the motor 210 to control its rotation, thereby driving the vehicle to rotate; or the vehicle drives the motor 210 to rotate passively, enabling the motor 210 to generate electrical energy which is stored in the battery through the electrical equipment. The electrical equipment also actively supplies power to the drive unit 151 to control its rotation, thereby steering the wheels.

[0048] The hydraulic system includes a hydraulic pump (not shown in the figure), drive hydraulic lines (not shown in the figure), and directional valves. The hydraulic pump is connected to electrical equipment, which controls the operation of the hydraulic pump according to control commands. The drive hydraulic lines include a main inlet line and a main return line. There are four directional valves, each with its inlet connected to the main inlet line and its outlet connected to the main return line. The first oil pipe 121 and the second oil pipe 122 of the shock absorber 120 of each corner module are connected to the two working ports of the corresponding directional valve. Through-hole control of the corresponding directional valve controls the active and passive damping of the shock absorber 120.

[0049] In some embodiments, such as Figure 4As shown, the hydraulic device includes a hydraulic accumulator 410 and connecting hydraulic lines. The connecting hydraulic lines include a first connecting pipe 421, a second connecting pipe 422, a third connecting pipe 423, a fourth connecting pipe 424, a fifth connecting pipe 425, and a sixth connecting pipe 426; the hydraulic cylinders of the shock absorbers 120 of the four corner modules are the first hydraulic cylinder 121, the second hydraulic cylinder 122, the third hydraulic cylinder 123, and the fourth hydraulic cylinder 124, respectively. Specifically, the first oil pipe 121 of the first hydraulic cylinder 121 is connected to the second oil pipe 122 of the second hydraulic cylinder 122 via the first connecting pipe 421, and the second oil pipe 122 of the first hydraulic cylinder 121 is connected to the first oil pipe 121 of the second hydraulic cylinder 122 via the second connecting pipe 422. The first oil pipe 121 of the third hydraulic cylinder 123 is connected to the second oil pipe 122 of the fourth hydraulic cylinder 124 via the third connecting pipe 423, and the second oil pipe 122 of the third hydraulic cylinder 123 is connected to the first oil pipe 121 of the fourth hydraulic cylinder 124 via the fourth connecting pipe 424. The first connecting pipe 421 is connected to the third connecting pipe 423 via the fifth connecting pipe 425, and the second connecting pipe 422 is connected to the fourth connecting pipe 424 via the sixth connecting pipe 426. This interconnects the four hydraulic cylinders, so that when any one or more of the hydraulic cylinders are subjected to the impact force transmitted by the vehicle, the other unaffected hydraulic cylinders can passively and adaptively extend and retract, so that the four hydraulic cylinders can control the shock absorption stability of the chassis as a whole. At least one hydraulic accumulator 410 is connected to the first connecting pipe 421, the second connecting pipe 422, the third connecting pipe 423, and the fourth connecting pipe 424. The accumulator is used to absorb impact energy when the hydraulic cylinder is subjected to an impact transmitted by the vehicle, and to release it when the hydraulic cylinder is reset to assist in the reset of the hydraulic cylinder.

[0050] Those skilled in the art will readily understand that the above description is merely 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 scope of protection of the present invention.

Claims

1. A vehicle electric wheel corner module system, the corner module system comprising four corner modules and a hydraulic device connected to each corner module, characterized in that, The corner module includes a frame (110), a motor (210), a shock absorber (120), a hub support assembly, a motor transmission assembly, a steering drive assembly, a brake disc, and a brake actuator. The brake disc is configured to be fixedly connected to the hub, and the brake actuator cooperates with the brake disc for braking the electric wheels of the vehicle. The hub support assembly includes a first support member (130), a second support member (160), and a steering member (140); the first support member (130) is rotatably connected to the second support member (160), and the second support member (160) is rotatably connected to the frame (110); The shock absorber (120) is disposed between the frame (110) and the first support member (130); The steering component (140) is rotatably connected to the first support component (130) and fixedly connected to the brake; the brake disc is rotatably connected to the steering component (140); The steering drive assembly is fixedly mounted on the first support member (130) and connected to the steering member (140) for driving the steering member (140) to rotate; The motor (210) is fixedly mounted on the frame (110), and the motor (210) is connected to the wheel hub via the motor transmission assembly.

2. The corner module system according to claim 1, characterized in that, One end of the first support member (130) is rotatably connected to the second support member (160), and the other end is rotatably connected to the end of the shock absorber (120) away from the frame (110). The end of the second support member (160) away from the first support member (130) is rotatably connected to the frame (110). The frame (110), the shock absorber (120), the first support member (130), and the second support member (160) are connected end to end to form a quadrilateral mechanism.

3. The corner module system according to claim 2, characterized in that, The first support member (130) includes an upper support block (131), a lower support block (132), and a connecting ring (133). The connecting ring (133) is annular, with the top of the connecting ring (133) fixedly connected to the upper support block (131) and the bottom of the connecting ring (133) fixedly connected to the lower support block (132). The motor drive assembly passes through the connecting ring (133), with one end of the motor drive assembly connected to the motor (210) and the other end connected to the wheel hub (240).

4. The corner module system according to claim 3, characterized in that, The frame (110) is inverted L-shaped in longitudinal projection and triangular in transverse projection. The frame (110) includes a first shock-absorbing connection (112), two support connection parts (111), and a motor connection part. The first shock-absorbing connection part (112) is located at the top of the frame (110), and the two support connection parts (111) are located on the bottom sides of the frame (110). The motor connection part is located in the middle of the frame (110). The corner module also includes a first reducer (220). The motor (210) and the first reducer (220) are respectively arranged on both sides of the motor connection part. The first reducer (220) includes a planetary gear reduction mechanism. The central axis of the planetary gear reduction mechanism is coaxial with the output shaft of the motor (210).

5. The corner module system according to claim 4, characterized in that, The upper support block (131) has a lug extending laterally and an inclined portion extending obliquely upward. The inclined portion is provided with a second shock-absorbing connection portion at its end, and the lug is provided with a first steering connection portion; the lower support block (132) is arranged parallel to the lug, one end of the lower support block (132) is rotatably connected to the second support member (160), and the other end is provided with a second steering connection portion; The upper end of the shock absorber (120) is connected to the first shock-absorbing connection part (112), and the lower end of the shock absorber (120) is rotatably connected to the second shock-absorbing connection part; The steering component (140) is rotatably connected to the first steering connection part and the second steering connection part; The second support member (160) is arc-shaped. The two ends of the arc shape of the second support member (160) are respectively provided with frame connecting parts. The second support member (160) is rotatably connected to the two support connecting parts (111) of the frame (110) through the two frame connecting parts. The middle part of the arc shape of the second support member (160) is rotatably connected to the lower support block (132).

6. The corner module system according to claim 5, characterized in that, The first support member (130) further includes a steering drive connection part (134), the steering member (140) includes a steering connection part (142), the steering drive assembly is fixedly connected to the steering drive connection part (134) and connected to the steering connection part (142), the steering drive connection part (134) is located below the second shock absorber connection part, and the steering connection part (142) is located below the steering drive connection part (134).

7. The corner module system according to claim 6, characterized in that, The steering drive assembly includes a drive member (151), a swing arm (152), and a connecting rod (153). The drive member (151) is fixedly connected to the steering drive connection part (134). One end of the swing arm (152) is fixedly connected to the output shaft of the drive member (151). One end of the connecting rod (153) is connected to the end of the swing arm (152) away from the output shaft through a first ball joint. The other end of the connecting rod (153) is connected to the steering connection part (142) through a second ball joint.

8. The corner module system according to claim 7, characterized in that, The line connecting the connection position of the steering connection part (142) and the steering component (140) with the second ball joint is inclined upward and inward in a direction away from the wheel center. The steering connection part (142) includes a first part that extends non-linearly in a first plane and a second part that extends non-linearly in a second plane. The first plane and the second plane are not parallel. When the swing arm (152) is in a vertical state, the height of the first ball joint is lower than the height of the second ball joint.

9. The corner module system according to claim 8, characterized in that, The steering drive connection (134) is connected to the side of the upper support block (131), and the end of the steering drive connection (134) is located in the middle of the quadrilateral mechanism.

10. A vehicle, characterized in that, The vehicle includes a battery, a frame, a chassis, and electrical equipment. The chassis includes a corner module system as described in any one of claims 1 to 9. The motor (210), drive unit (151), and hydraulic device of the corner module system are all electrically connected to the electrical equipment, and the battery supplies power to the electrical equipment.

Images