Suspension angle module, chassis structure, new energy vehicle and control method

Abstract

The invention discloses a suspension angle module, a chassis structure, a new energy vehicle and a control method.The suspension angle module comprises a lower swing arm mechanism and a steering seat, the front end of the lower swing arm mechanism is connected with the bottom of the steering seat through a ball head structure, and a hub and a tire are installed at the center of the steering seat through bearing parts; the rear end of the lower swing arm mechanism is rotationally connected with the vehicle body through a bearing piece, and the steering base can swing up and down relative to the vehicle body in the mode that the lower swing arm mechanism serves as a swing arm. A front arm is arranged on the steering base in the direction of a vehicle head, the front end of the front arm is connected with the steering base through a ball head structure, a front arm adjusting component is arranged at the rear end of the front arm, the front arm adjusting component can adjust the in-out stroke of the front arm, and the direction angle adjusting operation of the steering base and wheels is achieved.

Description

Technical Field

[0001] This invention relates to the field of chassis suspension technology for new energy vehicles, and particularly to a suspension angle module, chassis structure, new energy vehicle, and control method. Background Technology

[0002] Corner modules provide an integrated structure for intelligent electric vehicles, combining drive, braking, steering, and suspension. They offer advantages such as high integration, flexible layout, and precise drive control. While still in its developmental stage, this technology has already demonstrated enormous potential. Key technological challenges include lightweighting, improving motor efficiency, and optimizing the vehicle control system. Numerous domestic and international companies and experts are actively engaged in researching this disruptive technology, exploring its new development directions. Once mass production is achieved, it is expected to significantly improve the efficiency of electric motors in new energy vehicles, simplify chassis design, and promote overall vehicle lightweighting, thereby contributing to a comprehensive improvement in vehicle performance.

[0003] The introduction of electric drive systems has broken the traditional powertrain layout limitations, giving rise to new drive layout forms. The development of steer-by-wire and brake-by-wire systems has made corner modules an ideal choice for the modular development of new energy vehicles, with more flexible chassis layouts (such as larger passenger space and better weight distribution) and faster development iteration cycles.

[0004] However, corner modules using conventional hub motor drive structures lead to increased unsprung mass and significantly negative vertical vibration effects that affect ride comfort. Furthermore, existing hub motor corner modules are typically used in conventional low-speed vehicles, and their complex structures and poor compatibility with existing vehicles make them difficult to widely promote in traditional new energy vehicles. Summary of the Invention

[0005] The purpose of this invention is to provide a suspension angle module, chassis structure, new energy vehicle and control method, which reduces the unsprung mass of the vehicle, improves the agile response of the vehicle suspension and reduces the encroachment on the vehicle body through a semi-integrated drive layout.

[0006] To achieve the above objectives, the technical solution of the present invention is as follows: The suspension angle module includes a lower control arm mechanism and a steering seat. The front end of the lower control arm mechanism is connected to the bottom of the steering seat through a ball joint structure. The wheel hub and tire are mounted at the center of the steering seat through a bearing component. The rear end of the lower control arm mechanism is rotatably connected to the vehicle body through a bearing component, enabling the steering seat to swing up and down relative to the vehicle body in the manner of using the lower control arm mechanism as a control arm. The steering seat has a forearm arranged in the direction of the front of the vehicle. The front end of the forearm is connected to the steering seat through a ball joint structure. The rear end of the forearm has a forearm adjustment component. The forearm adjustment component can adjust the travel of the forearm, so as to realize the direction and angle adjustment operation of the steering seat and the wheel. The forearm adjustment component includes a guide rail and a slider arranged on the guide rail. The guide rail is installed and connected to the vehicle body. A lead screw is arranged in the middle of the slider. One end of the lead screw is connected to a lead screw motor. The bottom of the slider is connected to the forearm through a ball joint.

[0007] Furthermore, when the wheels are traveling in a straight line, the forearm is arranged vertically with the guide rail and the lead screw.

[0008] Furthermore, when the wheels are traveling in a straight line, the forearm is arranged at an angle α with respect to the guide rail and the lead screw.

[0009] Furthermore, at least one groove is provided between the slider and the track, and the slider and the track are installed in a tight fit through the groove.

[0010] Furthermore, a drive motor is arranged above the lower control arm mechanism. The front end of the drive motor is provided with a reducer and a half-shaft assembly. The front end of the half-shaft assembly is connected to the bearing component of the steering seat, enabling the drive motor to drive the wheel to rotate through the reducer and the half-shaft assembly. The drive motor is rotatably connected to the vehicle body through a hoisting mechanism and bearing components. A synchronous tie rod is arranged between the drive motor and the lower swing arm mechanism. The upper and lower ends of the synchronous tie rod are rotatably connected to both the drive motor and the lower swing arm mechanism. From the side, the four points of the upper and lower rotation centers of the synchronous tie rod, the rotation center of the hoisting mechanism of the drive motor, and the rotation center of the bearing components of the lower swing arm mechanism form a structure similar to a parallelogram, enabling the drive motor to swing up and down synchronously or nearly synchronously with the lower swing arm mechanism. The hoisting mechanism of the drive motor is located in the middle or near the middle position. When the drive motor and the lower swing arm assembly swing up and down synchronously, the drive motor moves in a manner similar to a seesaw.

[0011] Furthermore, the lower control arm mechanism includes a lower front control arm and a lower rear control arm. The front ends of the lower front control arm and the lower rear control arm are respectively connected to the bottom of the steering seat through ball joint structures. The rear ends of the lower front control arm and the lower rear control arm are rotatably connected to the vehicle body through bearing components. The lower front control arm and the lower rear control arm form a triangular or near-triangular lower control arm control structure through the ball joint structure of the two couplings. The drive motor is arranged above the lower front control arm, and the lower end of the synchronous tie rod is arranged in the middle or near the middle of the lower front control arm. The upper end of the steering seat extends upward, and an upper control arm mechanism is connected to its top. The upper control arm mechanism includes an upper control arm with a U-shaped structure. The front end of the upper control arm is connected to the top of the steering seat through a ball joint structure. The rear end of the upper control arm is connected to two upper control arm adjustment mechanisms with the same structure through ball joints. The upper control arm adjustment mechanism is used to control the planar position of the upper control arm and to adjust the camber and caster angles of the wheel through the upper control arm and the steering seat.

[0012] Furthermore, the upper swing arm adjustment mechanism includes a turntable and a housing. The turntable is connected to a reducer and a servo motor. The servo motor can drive the turntable to rotate. There is a ball head at the eccentric position of the lower edge of the turntable, which connects to the rear end of the upper swing arm. The housing is installed and connected to the vehicle body. The servo motor and reducer are arranged coaxially inside the housing, with a turntable as the end plate located below the housing, thus creating a relatively sealed structure inside the housing.

[0013] A chassis structure for use in new energy vehicles, wherein the aforementioned suspension angle module is arranged at the rear wheels of the vehicle, or at all four or more wheels of the vehicle.

[0014] A new energy vehicle includes the aforementioned chassis structure. This provides support for the new energy vehicle to achieve functions such as linear steering and linear control.

[0015] A control method for improving vehicle (high-speed) driving stability, applied to the aforementioned suspension angle module, the method comprising: Through the adjustable control arm structure, the trajectory of the upper swing arm 41 is set with multiple stroke positions, which correspond to P01, P02, P03 to P13, a total of 13 control points, forming 12 intervals; The vehicle's electronic control unit acquires the vehicle's real-time speed value V and real-time steering angle value T. Vertical angle sensors are installed on the suspension structure to acquire the current wheel's vertical height value H. The real-time speed value V, real-time steering angle value P (absolute value), and vertical height value H (highest value) are weighted within a unit of time to obtain the current weighted speed value V0, weighted steering angle value T0, and weighted vertical height value H0. V0 represents the speed within a unit of time and provides feedback on the average speed; T0 represents the change in steering angle within a unit of time and provides feedback on road curvature or driving style; H0 represents the vertical movement of the wheels within a unit of time and provides feedback on road surface smoothness. If V0 is greater than or equal to the first set value of weighted speed V1, T0 is less than or equal to the first set value of weighted steering angle T1, and H0 is less than or equal to the first set value of weighted vertical angle H1, then the upper swing arm is controlled by the upper swing arm adjustment mechanism to be in the stroke position range of P02 to P04. If V0 is greater than or equal to the first set value of weighted speed V1, T0 is greater than the first set value of weighted steering angle T1, and H0 is less than or equal to the first set value of weighted vertical angle H1, then the upper swing arm is controlled by the upper swing arm adjustment mechanism to be in the range of stroke position from P03 to P06. If V0 is greater than or equal to the first set value of weighted speed V1, T0 is greater than the first set value of weighted steering angle T1, and H0 is greater than the first set value of weighted vertical angle H1, then the upper swing arm is controlled by the upper swing arm adjustment mechanism to be in the stroke position range of P05 to P09. If V0 is less than the first set value of weighted speed V1 and T0 is less than the first set value of weighted steering angle T1, then the upper swing arm is controlled by the upper swing arm adjustment mechanism to be in the stroke position range of P01 to P03.

[0016] Furthermore, if the vehicle's electronic control unit detects that the driver has set the driving mode to Sport mode, then the aforementioned travel positions will be increased by at least one interval.

[0017] Compared with existing technologies, this solution has the following advantages: This solution significantly reduces unsprung mass by placing the drive motor above the lower control arm instead of inside the wheel hub, improving the vehicle's vertical vibration characteristics and enhancing ride comfort and handling stability. The overall structure adopts a "semi-integrated" motor arrangement, freeing up space in the wheel well and the middle of the chassis, facilitating the flexible arrangement of components such as the battery pack and electronic control system, and supporting modular and platform-based chassis design. At the same time, the drive motor is linked to the lower control arm through a synchronous tie rod, keeping the half-shaft assembly in a nearly parallel state when the wheel moves up and down, reducing torsional deformation and wear, and improving transmission efficiency and component life. This solution uses an upper control arm adjustment mechanism and an eccentric turntable structure to dynamically adjust the wheel camber and caster angles according to parameters such as vehicle speed, steering, and road conditions, thereby improving the vehicle's stability and handling in various scenarios such as high speed, curves, and off-road driving. The forearm adjustment component adopts a lead screw and slider structure to realize steer-by-wire, providing a precise and fast steering execution basis for advanced intelligent driving systems. In the layout structure, full consideration is given to how to reduce the impact on the lead screw in order to improve its stability and service life. This solution is a control method for improving vehicle driving stability. It can realize active adjustment logic to prevent sideslip and loss of control, and improve grip and enhance the ability to get out of trouble on low-traction roads by combining and switching the wheel's camber angle. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall structure of the corner module in a preferred embodiment.

[0019] Figure 2 This is a structural diagram of a corner module.

[0020] Figure 3 This is a schematic diagram of the internal structure of the corner module.

[0021] Figure 4 This is a schematic diagram of the motor's mounting structure.

[0022] Figure 5 This is a schematic diagram of the mounting structure on the other side of the motor.

[0023] Figure 6 This is a schematic diagram of the arrangement of the motor and the lower front control arm.

[0024] Figure 7 This is a schematic diagram of the upper swing arm mechanism.

[0025] Figure 8 This is a structural exploded view of the upper swing arm mechanism.

[0026] Figure 9 This is a schematic diagram of the forearm adjustment component.

[0027] Figure 10 This is a schematic diagram showing the arrangement of the forearm adjustment components and the forearm.

[0028] Figure 11 This is an exploded view of the forearm adjustment component.

[0029] Figure 12 This is a diagram showing the relationship between the motion adjustment of the upper swing arm mechanism. Detailed Implementation

[0030] This solution aims to provide a suspension angle module for new energy vehicles. The angle module integrates the drive, braking, steering and suspension of intelligent electric vehicles into one structure. In practical applications, the rear two wheels, four wheels or more wheels (if needed) can be arranged in this angle module structure to realize functions such as steer-by-wire and brake-by-wire under intelligent control. It can provide support for the intelligence, modularity and multiple expandability of vehicles.

[0031] Currently, diagonal modules have many applications. One type uses a structure similar to a hub motor, where the drive motor is directly fixed to the wheel hub. However, this greatly increases the unsprung mass and can usually only be used in vehicles that travel at relatively low speeds on flat roads. It cannot be used in mainstream civilian new energy vehicles, which is what this solution aims to improve.

[0032] refer to Figures 1 to 6 A suspension angle module includes a lower control arm mechanism and a steering seat 10. The front end of the lower control arm mechanism is connected to the bottom of the steering seat 10 through a ball joint structure. A wheel hub and a tire 11 are mounted at the center of the steering seat 10 through a bearing component. The rear end of the lower control arm mechanism is rotatably connected to the vehicle body through a bearing component, enabling the steering seat 10 to swing up and down relative to the vehicle body in the manner of using the lower control arm mechanism as a control arm.

[0033] A drive motor 3 is arranged above the lower control arm mechanism. The front end of the drive motor 3 is equipped with a reducer and a half-shaft assembly 31. The front end of the half-shaft assembly 31 is connected to the bearing component of the steering seat 10, so that the drive motor 3 can drive the wheel to rotate through the reducer and the half-shaft assembly 31, thereby enabling the vehicle to move. Typically, both the front and rear ends of the half-shaft assembly have a universal joint structure, which can realize the function of a coupling and allow for a certain difference in the transmission axis.

[0034] In one embodiment, the lower control arm mechanism includes a lower front control arm 21 and a lower rear control arm 22. The front ends of the lower front control arm 21 and the lower rear control arm 22 are respectively connected to the bottom of the steering seat 10 through ball joint structures. The rear ends of the lower front control arm 21 and the lower rear control arm 22 are rotatably connected to the vehicle body through bearing components. It should be noted that the bearing components involved in this solution, such as the control arm or the bearing component connected to the vehicle body, can allow a certain degree of rotational connection with the vehicle body, and can also allow a certain degree of torsion when necessary. The bearing component is usually a rubber bushing structure or a hydraulic bushing structure, and also has the functions of buffering, shock absorption and noise reduction.

[0035] The lower front control arm 21 and the lower rear control arm 22 form a triangular or near-triangular lower control arm control structure through their coupled ball joint structure. A virtual rotation point is constructed at the intersection of the outward extension of the lower front control arm 21 and the lower rear control arm 22. This virtual rotation point is closer to the centerline of the wheel, and the projection position of this rotation point is also closer to the center of the wheel-ground contact area, thereby improving the flexibility and accuracy of wheel control.

[0036] The drive motor 3 is positioned above the lower front control arm 21. The drive motor 3 is rotatably connected to the vehicle body via the hoisting mechanism 30 and bearing components. A synchronous tie rod 32 is arranged between the drive motor 3 and the lower front control arm 21. Both the upper and lower ends of the synchronous tie rod 32 are connected to the drive motor 3 and the lower front control arm 21 via bearing components, and are in a rotatable connection state. From the side, the four points of the upper and lower rotation centers of the synchronous tie rod 32, the rotation center of the hoisting mechanism 30 of the drive motor 3, and the rotation center of the bearing component of the lower front control arm 21 form a structure similar to a parallelogram, enabling the drive motor 3 to swing up and down synchronously or nearly synchronously with the lower front control arm 21.

[0037] Specifically, the lower end of the synchronous pull rod 32 is located at or near the middle of the lower front control arm 21; the hoisting mechanism 30 of the drive motor 3 is located at or near the middle of the housing of the drive motor 3. When the drive motor 3 and the lower front control arm 21 swing up and down synchronously, the drive motor 3 moves in a seesaw-like manner with the hoisting mechanism 30 as the longitudinal axis.

[0038] In one embodiment, the hoisting mechanism 30 of the drive motor 3 is connected to the vehicle body via a hoisting link 33 when the drive motor 3 is located away from the front of the vehicle. The two ends of the hoisting link 33 are also rotatably connected to the housing of the drive motor 3 and the vehicle body respectively via bearing components. Through the hoisting link 33, the reverse torque of the drive motor 3 can be ensured, and the hoisting link 33 is allowed to undergo slight deformation or torsion through the bearing components at both ends. This can reduce the impact of the drive motor 3 on the suspension when it is running at high speed or high torque, and also allow the drive motor 3 and the half-shaft assembly 31 to slightly offset relative to the lower front control arm 21, so as to achieve functions such as smooth movement, reduced impact, reduced vibration and reduced noise.

[0039] This solution utilizes a semi-integrated drive motor layout, making full use of the in-wheel space to house the drive motor 3. This significantly simplifies the vehicle's layout structure, freeing up space between the two wheels for storing batteries or other components, making the vehicle's spatial layout more flexible. It also provides a convenient solution for different wheelbases or track widths. By placing the drive motor 3 above the lower front control arm 21, the distance between the drive motor and the wheel is reduced, as is the length of the half-shaft assembly 31, thereby improving the drive motor's transmission efficiency. Compared to hub motor solutions, this solution's seesaw-type drive motor 3 layout significantly reduces unsprung mass, minimizing the impact on vehicle ride smoothness. Simultaneously, when the wheels move up and down, the centerline of the drive motor and half-shaft assembly 31 is parallel to the lower front control arm 21, thus reducing the torsional deformation of the half-shaft assembly 31 and improving transmission efficiency. From a developmental perspective, new drive motors and reducers will trend towards high density and low volume / weight. This layout structure can better integrate new drive motors, effectively influencing wheel movement and making space utilization more compact and rational.

[0040] refer to Figures 7 to 11 This solution also provides an adjustable control arm structure, which extends upward at the upper end of the steering seat 10 and is connected to an upper swing arm mechanism 4 at its top. The upper swing arm mechanism 4 includes an upper swing arm 41 with a U-shaped structure. The front end of the upper swing arm 41 is connected to the top of the steering seat 10 through a ball joint structure. The rear end of the upper swing arm 41 is connected to two upper swing arm adjustment mechanisms 40 with the same structure through ball joints. The upper swing arm adjustment mechanism 40 is used to control the planar position of the upper swing arm 41 and realize the adjustment operation of the camber angle and caster angle of the wheel through the upper swing arm 41 and the steering seat 10.

[0041] Viewed from the side, the centerline of the upper control arm 41 and the lower control arm mechanism (specifically the lower front control arm 21) form a quadrilateral-like structure with the rotation connection point of the steering seat 10 and the connection point with the vehicle body. Therefore, by controlling the planar position of the upper control arm 41, the position of the ball head at the top of the steering seat 10 can be adjusted, thereby controlling the center point of the ball head of the lower front control arm 21 (which can also be understood as the virtual rotation point introduced earlier) to rotate to a certain extent. When the steering seat 10 rotates laterally (X-axis), it is used to control the camber angle of the wheel. When the steering seat 10 rotates longitudinally (Y-axis), it is used to control the caster angle of the wheel.

[0042] Specifically, the upper swing arm adjustment mechanism 4 includes a turntable 42 and a housing 43. The turntable 42 is connected to a reducer and a servo motor 43. The reducer can be a combination of a planetary reducer and an RV reducer or a harmonic reducer. The servo motor 43 can drive the turntable 42 to rotate through the reducer and achieve precise control of the rotation angle of the turntable 42. Under normal circumstances, the two upper swing arm adjustment mechanisms 40 control the rotation angle of the turntable 42 in exactly the same way. There is a ball head at the eccentric position of the lower edge of the turntable 42. The ball head is connected to the rear end of the upper swing arm 41. The housing 43 can be fixedly installed with the vehicle body or installed with certain damping components to play a role in buffering and shock absorption.

[0043] In some embodiments, the servo motor 43 and the reducer are coaxially arranged inside the housing 43, with the turntable 42 positioned as an end plate below the housing 43, creating a relatively sealed structure inside the housing 43. This reduces the intrusion of foreign objects and dust, maintains internal lubrication, and improves service life. The turntable 42 fits tightly against the interior of the housing 43. When the steering seat 10 and upper control arm 41 move, the impact is first transmitted from the turntable 42 to the housing 43 and the vehicle body, reducing the impact on the reducer and servo motor 43 and ensuring their long-term, precise operation.

[0044] In the initial state, viewed from above, the ball head at the rear end of the upper control arm 41 is positioned between the three o'clock and six o'clock positions eccentrically on the corresponding turntable 42. The two upper control arm adjustment mechanisms 40 control the rotation of the two turntables 42 synchronously, and their rotation angle space runs along a trajectory between the three o'clock, six o'clock and twelve o'clock positions. Therefore, it can control the top of the steering seat 10 to run along this trajectory, thereby realizing the adjustment of the camber and caster angles of the wheel.

[0045] Camber angle refers to the angle at which a tire tilts relative to the sides of the vehicle body. When the tire tilts outwards from the vehicle body, it is called positive camber; when it tilts inwards, it is called negative camber; if the tire is perpendicular to the road surface, the camber angle is 0 degrees. Firstly, when the camber angle is not 0, both the inner and outer sides of the tire will wear prematurely. Generally speaking, positive camber angle leads to wear on the outer side of the tire, while negative camber angle leads to wear on the inner side.

[0046] When a vehicle is driving, especially on a curve, the camber angle needs to be set appropriately to increase the contact area between the tires and the road surface and improve grip. While driving straight, the camber angle is assumed to be 0. However, when turning, the vehicle leans, resulting in positive camber on the outer tires and negative camber on the inner tires. This reduces the tire contact area. To compensate for the effects of vehicle lean, improve grip, and help the vehicle corner more stably, the outer tires should be set to negative camber, and the inner tires to positive camber. When the angles are set correctly, this not only increases the tire contact area but also ensures even pressure distribution, thereby maximizing grip.

[0047] Camber settings also have advantages and disadvantages. When driving in a straight line, uneven tire wear can occur because some tires don't fully contact the road surface, affecting straight-line acceleration and deceleration performance. Furthermore, camber thrust (the phenomenon of the tire shifting in the tilt direction) makes vehicle handling more difficult. On the other hand, negative camber increases the tire's contact area with the road, improving grip and reducing vibration, thus contributing to improved driving comfort and NVH (noise, vibration, and harshness) performance.

[0048] Caster angle, when viewed from the side of the vehicle, refers to the angle formed between the kingpin (the axis of rotation for wheel steering) and the vertical line to the ground. This angle is achieved through the design of suspension components, and its core function is to improve straight-line stability and, after steering, to automatically return the wheels to center through torque. When the wheels turn, the point of contact with the ground is behind the extension of the kingpin, and the torque generated by the lateral force causes the wheels to automatically return to center. A positive caster angle (the kingpin tip tilts backward) provides straight-line stability, while a negative caster angle (the kingpin tip tilts forward) enhances agility. Modern vehicles have different angle ranges depending on their drive type; front-wheel drive vehicles generally use 1-4 degrees, while rear-wheel drive vehicles often use 4-11 degrees. High-performance vehicles can improve high-speed stability and traction by increasing the combination of caster angle and kingpin trailing.

[0049] Currently, new energy vehicles are developing rapidly, with new motors, intelligent driving and comfortable space constantly improving. However, vehicle handling and chassis tuning are still shortcomings. Vehicle chassis tuning is hampered by complex parameters, diverse driving conditions and significant gaps in expectations for vehicle handling.

[0050] This solution aims to provide an adjustment mechanism for camber and caster angles. Through real-time adjustment of their alignment by the upper control arm adjustment mechanism 4, it can improve vehicle handling, stability, and provide extreme performance of the vehicle, as well as improve the life of parts (such as tires) and enhance driving comfort.

[0051] This solution provides a wheel steering control structure for an angle module. A front arm 50 is arranged on the steering seat 10 in the direction of the vehicle head. The front end of the front arm 50 is connected to the steering seat 10 through a ball joint structure. A front arm adjustment component is arranged at the rear end of the front arm 50. The front arm adjustment component can adjust the travel of the front arm 50, thereby realizing the adjustment operation of the steering seat 10 and the wheel's direction angle.

[0052] Specifically, the forearm adjustment component includes a guide rail 51 and a slider 52 arranged on the guide rail 51. The guide rail 51 is mounted and connected to the vehicle body. A lead screw 53 is arranged in the middle of the slider 52, and one end of the lead screw 53 is connected to a lead screw motor 54. The bottom of the slider 52 is connected to the rear end of the forearm through a ball joint. The lead screw motor 54 drives the lead screw 53 to rotate, causing the slider 52 to translate under the constraint of the guide rail 51 and the lead screw 53. This, in turn, drives the ball joint at the bottom of the slider 52 to translate, thereby realizing the translation and deflection of the forearm 50, and ultimately achieving steering control of the steering seat 10 and the wheels.

[0053] In some embodiments, a cylindrical block 55 is embedded in the center of the slider 52. The cylindrical block 55 is installed in conjunction with the slider 52 through an elastic element on its outer edge. An internal threaded hole is provided at the center of the cylindrical block 55, which is installed in conjunction with the lead screw 53. To improve the support force of the guide rail 51 on the slider 52, at least one rail groove 56 is provided between the slider 52 and the guide rail 51. The slider 52 and the guide rail 51 can be tightly fitted together through the rail groove 56 structure, and the load-bearing capacity and impact force of the forearm 50 during operation are mainly transferred from the slider 52 to the guide rail 51, thereby reducing the impact on the lead screw 53 and the lead screw motor 54. The guide rail 51 can be a semi-enclosed structure, fixedly installed to the vehicle body, or installed with certain damping elements to play a role in buffering and shock absorption. Foldable cover structures (such as louvers or flexible folding parts) can be arranged on both sides of the guide rail 51 to achieve a certain degree of sealing and isolation, so as to protect the internal structural components such as the lead screw 53 and reduce the contamination of lubricating oil.

[0054] In some embodiments, in the initial state, or when the wheels are traveling in a straight line, the forearm 50 is arranged vertically with the guide rail 51 and the lead screw 53 when viewed from above. This allows the load-bearing capacity and impact force of the forearm 50 during operation to be mainly transferred from the slider 52 to the guide rail 51. Simultaneously, due to limitations in installation space and the stroke of the lead screw 53, the forearm 50 is arranged at an angle α with the guide rail 51 and the lead screw 53. This angle α can be controlled between 90 and 55 degrees, ensuring reasonable steering angle control and reducing the impact force on the lead screw. To reduce the impact of the vertical movement of the wheels and steering seat on the forearm 50 during vehicle movement, and to minimize changes in steering angle due to the limitations of the forearm 50 during wheel vertical movement, the length of the forearm 50 is greater than the length of the lower rear control arm 22. Therefore, the steering angle during upward movement can be controlled within a very small range, ultimately improving vehicle controllability and tracking performance.

[0055] A suspension angle module includes a motor mounting structure, an adjustable control arm structure, and a wheel steering control structure. It integrates drive control, steering control, and camber and caster angle adjustment functions.

[0056] A chassis structure is applied to new energy vehicles, wherein the aforementioned suspension angle module is arranged at the rear wheels of the vehicle, and in some embodiments, the aforementioned suspension angle module is arranged at all four or more wheels of the vehicle.

[0057] A new energy vehicle includes the aforementioned chassis structure. This provides support for the new energy vehicle to achieve functions such as linear steering and linear control.

[0058] As an important technical solution in this scheme, the camber and caster angles of the wheels of the current angle module can be adjusted in real time through the upper swing arm adjustment mechanism 4, so as to achieve such as increasing wheel stability, improving vehicle handling, reducing the risk of sideslip and improving the ability to get out of trouble on off-road surfaces; refer to Figure 12 Specifically, the trajectory of the upper swing arm 41 can be set to multiple travel positions through the adjustable control arm structure. These travel position points correspond to P01, P02, P03 to P13, a total of 13 control points, forming 12 intervals. When it is in the range of P01 to P03, the camber angle of the current wheel contacts the ground in a vertical or nearly vertical manner, while the caster angle is in a relatively small range. When it is in the range of P03 to P05, the current wheel camber angle is a small value, the wheel contacts the ground with a slight tilt, and the caster angle is in a relatively equal range. When it is in the range of P05 to P07, the current wheel camber angle contacts the ground at a moderate angle, the curvature changes significantly in this range, and the caster angle is in a relatively high range. When it is in the range of P07 to P09, the current wheel camber angle contacts the ground at a relatively large angle. The curvature changes significantly in this range, while the caster angle is in a relatively high range. In this range, the caster angle begins to decrease after reaching its peak. When it is in the range of P09 to P13, the current wheel camber angle contacts the ground at its maximum angle, while the caster angle is in a relatively low range.

[0059] It is understandable that: When the camber angle of a wheel is appropriately tilted outward, it increases the wheel contact width on the side, thereby improving the support strength on that side. This is especially beneficial when the wheel is being driven aggressively, or when there is slight body roll or skidding. A proper camber angle can improve vehicle handling and stability, which is why some high-performance sports vehicles employ a certain degree of camber design. However, body roll can accelerate wear on the inner side of the tire. This solution offers an adjustable camber angle design, which adjusts the camber angle according to driving conditions and road conditions. It also ensures that the wheel maintains as much planar contact with the ground as possible during smooth vehicle operation, resulting in smoother wheel stress distribution, reduced tire tread wear, and ultimately, longer tire lifespan. On the other hand, the eccentric wheel structure of this solution allows for simultaneous adjustment of the camber angle and the caster angle. Similarly, a specific caster angle design can improve vehicle tracking. In some designs, the caster angle can even enable rear-wheel steering and reduce understeer. This solution can find the optimal match within these 12 ranges, comprehensively achieving performance, stability, handling, and lifespan.

[0060] It should be noted that vehicle operation is extremely complex, and the design and tuning of vehicle suspension is also an extremely complex engineering project. This solution is committed to a functional attempt and may have its drawbacks. If this research has a promising future, it can also promote the development of new energy chassis technology. At the same time, this solution can also be understood as a test platform, providing basic support for vehicle chassis design and tuning, and realizing testing and verification functions under various road conditions.

[0061] A control method for improving vehicle stability, especially at high speeds, is applied to the aforementioned suspension angle module. The method includes: Through the adjustable control arm structure, the trajectory of the upper swing arm 41 is set with multiple stroke positions, which correspond to P01, P02, P03 to P13, a total of 13 control points, forming 12 intervals; The vehicle's electronic control unit acquires the vehicle's real-time speed value V and real-time steering angle value T. A vertical angle sensor is installed on the suspension structure to acquire the current wheel's vertical height value H. The real-time speed value V, real-time steering angle value P (absolute value), and vertical height value H (highest value) per unit time are weighted to obtain the current weighted speed value V0, weighted steering angle value T0, and weighted vertical height value H0. The V0 value represents the speed per unit time and can provide feedback on the average speed; the T0 value represents the change in steering angle per unit time and provides feedback on the road curvature or driving style; and the H0 value represents the vertical movement of the wheels per unit time and provides feedback on the road surface smoothness.

[0062] If V0 is greater than or equal to the first weighted speed setting value V1 (V1 value can distinguish whether driving at high speed, such as 80 km / h as a reference), T0 is less than or equal to the first weighted steering angle setting value T1 (T0 value expresses the cumulative steering angle, T1 value can be set to 180 degrees, that is, the cumulative reverse operation is 180 degrees per unit time, and is used to distinguish between high-speed smooth driving and gentle driving), and H0 is less than or equal to the first weighted vertical angle setting value H1 (H1 value can be set to 220 cm, used to distinguish whether driving on a flat road surface), then the upper swing arm is controlled by the upper swing arm adjustment mechanism to be in the travel position range of P02 to P04. Under these conditions, the vehicle is traveling at a relatively high speed, on a smooth and flat road surface. Controlling the vehicle within the P02 to P04 range can appropriately improve its tracking performance and allow the tires to contact the ground at a near-vertical angle.

[0063] If V0 is greater than or equal to the first set value of weighted speed V1, T0 is greater than the first set value of weighted steering angle T1, and H0 is less than or equal to the first set value of weighted vertical angle H1, then the upper swing arm is controlled by the upper swing arm adjustment mechanism to be in the range of stroke position from P03 to P06. Under these conditions, the vehicle is traveling at a relatively high speed, but there are roads with large curves or relatively sharp accelerations. Driving on a smooth road surface and controlling the vehicle within the P03 to P06 range can improve the vehicle's tracking ability, increase handling, and prevent the risk of skidding.

[0064] If V0 is greater than or equal to the first set value of weighted speed V1, T0 is greater than the first set value of weighted steering angle T1, and H0 is greater than the first set value of weighted vertical angle H1, then the upper swing arm is controlled by the upper swing arm adjustment mechanism to be in the stroke position range of P05 to P09. Under these conditions, the vehicle is traveling at a relatively high speed, but there are sharp curves or relatively steep accelerations, and the road surface is relatively uneven. Driving the vehicle is risky. Controlling the vehicle within the P05 to P09 range can improve the vehicle's tracking ability, increase handling, and prevent the risk of skidding, thus enabling relatively aggressive driving.

[0065] If V0 is less than the first set value of weighted speed V1 and T0 is less than the first set value of weighted steering angle T1, then the upper swing arm is controlled by the upper swing arm adjustment mechanism to be in the range of stroke position P01 to P03. Under these conditions, the vehicle is traveling at a relatively low speed and smoothly. Even if the road surface is relatively uneven or uneven for a short period of time, controlling the vehicle within the P01 to P03 range can appropriately improve the vehicle's tracking performance and allow the tires to contact the ground at a near-vertical angle.

[0066] In some embodiments, if the vehicle's electronic control unit detects that the driver has set the driving mode to sport mode, the aforementioned travel positions are increased by at least one interval to further improve vehicle handling and prevent roll and skidding.

[0067] A control method for reducing vehicle sideslip, wherein the aforementioned suspension angle module is applied to both the left and right rear wheels of the vehicle, the method comprising: Through the adjustable control arm structure, the trajectory of the upper swing arm 41 is set with multiple stroke positions, which correspond to P01, P02, P03 to P13, a total of 13 control points, forming 12 intervals; The vehicle's electronic control unit acquires the vehicle's real-time speed value V, real-time steering angle value T, and real-time lateral acceleration value A. If V is greater than or equal to the second set value of speed V2 (V2 can be the basic controllable speed of the vehicle, such as 60 km / h), T is greater than the second set value of steering angle T2 (to determine whether the vehicle has a large angle of steering, which can be ±15 degrees as the standard), and the absolute value of A is greater than or equal to the first set value of lateral acceleration A1 (to determine whether the vehicle has sideslip or sideslip risk, which can be ±0.25g). The vehicle's roll attitude is determined by the lateral acceleration value A. At the rear wheel on the outer side of the roll, the upper control arm is controlled by the upper control arm adjustment mechanism to be in the range of travel position P08 to P12; at the rear wheel on the inner side of the roll, the upper control arm is controlled by the upper control arm adjustment mechanism to be in the range of travel position P01 to P02. Under these conditions, the vehicle is traveling at a relatively high speed and has a large turning angle, posing a risk of sideslip. Controlling the outer wheel to the P08 to P12 range can significantly increase the support force of the outer wheel, reduce the risk of sideslip or loss of control, and improve the vehicle's maneuverability. At the same time, controlling the inner wheel to the P01 to P02 range can ensure that the wheel is in a vertical position, increase the contact area, and improve the vehicle's maneuverability.

[0068] If V is greater than or equal to the second set value of velocity V2, T is greater than the second set value of steering angle T2, and the absolute value of A is less than the first set value of lateral acceleration A1; The vehicle's turning posture is determined by the real-time steering angle value T. When the rear wheel is on the outside of the turn, the upper control arm is controlled by the upper control arm adjustment mechanism to be in the range of travel position P06 to P12; when the rear wheel is on the inside of the roll, the upper control arm is controlled by the upper control arm adjustment mechanism to be in the range of travel position P01 to P02.

[0069] Under these conditions, the vehicle is traveling at a relatively high speed, with a large turning angle and a potential risk of sideslip. This operation is a preventative measure. Controlling the outer wheel during the turn to the P06 to P12 range can significantly increase the support force of the outer wheel, reduce the risk of sideslip or loss of control, and improve the vehicle's maneuverability. At the same time, controlling the inner wheel during the turn to the P01 to P02 range can ensure that the wheel is in a vertical position, increase the contact area, and improve the vehicle's maneuverability.

[0070] In some embodiments, if the vehicle's electronic control unit detects that the driver has set the driving mode to sport mode, the aforementioned travel positions are increased by at least one interval to further improve vehicle handling and prevent roll and skidding.

[0071] A control method for vehicle traction control, generally applied to four-wheel drive vehicles or off-road vehicles, typically involves using off-road tires with specific tread patterns on the tread and sidewalls. At least the left and right rear wheels of the vehicle utilize the aforementioned suspension angle module. The method includes: Through the adjustable control arm structure, the trajectory of the upper swing arm 41 is set with multiple stroke positions, which correspond to P01, P02, P03 to P13, a total of 13 control points, forming 12 intervals; The vehicle's electronic control unit obtains the vehicle's real-time speed value V, the driver's accelerator pedal opening and closing value K, and the real-time steering angle value T. The ABS module obtains the wheel speed values ​​S of the vehicle's four wheels. If V is less than the third speed setting value V3 (V3 can be interpreted as whether the vehicle is moving forward or backward, such as 5 km / h), and K is greater than the first pedal opening setting value K1 (used to judge the driver's intention, such as 75% opening). The current status of the wheels that are spinning at high speed and the wheels that are spinning at low speed (or relatively stationary) is obtained by using the wheel speed value S of the four wheels. At the spinning wheel, the upper swing arm position is switched between P01 and P11 by the upper swing arm adjustment mechanism; at the low speed wheel, the upper swing arm position is switched between P01 and P08 by the upper swing arm adjustment mechanism. Under these conditions, when the vehicle is at a relatively low speed or stationary (such as when stuck and the driver needs to get out of trouble), switching between P01 and P11 at the spinning wheel can increase the tire's contact area and make full use of the wheel's outer tread pattern to improve its grip. By switching the swaying motion, the ability to get out of trouble is improved. At the same time, switching between P01 and P08 at the low-speed (or stationary) wheel can appropriately twist the vehicle body to improve wheel grip and help achieve the get-out-of-trouble function.

[0072] After the above operations, if V is still less than the third speed setting value V3, and K is still greater than the first pedal opening setting value K1; The vehicle's steering posture is determined by the real-time steering angle value T. When the rear wheel is on the outside of the steering, the upper control arm is adjusted by controlling the position of the upper control arm between P01 and P09. When the rear wheel is on the inside of the steering, the upper control arm is adjusted by controlling the position of the upper control arm between P01 and P06, switching in the opposite way to the steering of the outer wheel. By switching and swinging as described above, the vehicle body can be twisted, the wheel grip can be increased, and the tread pattern on the side of the wheel can be used to improve grip, thus achieving the function of getting out of trouble.

[0073] After the above operations, if V is still less than the third speed setting value V3 and K is still greater than the first pedal opening setting value K1, then repeat the above control operation of the upper swing arm through the upper swing arm adjustment mechanism to perform another round of powerful escape operation so that the vehicle can leave the danger zone as soon as possible.

[0074] In some embodiments, if the vehicle's electronic control unit detects that the driver has set the driving mode to off-road mode, the aforementioned travel positions are increased by at least one interval to further improve the vehicle's off-road performance and ability to get out of trouble.

[0075] This solution provides a corner module structure suitable for new energy vehicles. By arranging the drive motors in a near-parallel manner on the lower control arm, it reduces unsprung mass and improves the flexibility of motor placement, supporting the adaptation to more efficient and smaller motors. It also significantly improves the overall vehicle space layout, adapting to various wheelbase and track configurations. Furthermore, this solution provides a wheel steering control structure for this corner module. By arranging an adjustment section at the rear end of the front arm, it enables steer-by-wire functionality. This solution also fully considers spatial layout, stability, and service life. Another important technical aspect of this solution is the provision of an adjustable control arm structure for this corner module, enabling precise and controllable synchronous adjustment of the camber and caster angles of the corresponding wheels. Compared to a fixed transmission structure, this solution greatly improves vehicle maneuverability, achieving an overall improvement in handling, comfort, stability, safety, and service life. It also provides multiple application methods to improve vehicle stability, handling, and off-road capability, achieving a comprehensive application of software and hardware. This provides a feasible extension for the chassis structure design and development of new energy vehicles in my country, opening up new technological space for the development of new energy vehicle technology.

Claims

1. A suspension angle module, characterized in that: It includes a lower control arm mechanism and a steering seat. The front end of the lower control arm mechanism is connected to the bottom of the steering seat through a ball joint structure. The center of the steering seat is equipped with a wheel hub and a tire through a bearing component. The rear end of the lower control arm mechanism is rotatably connected to the vehicle body through a bearing component, enabling the steering seat to swing up and down relative to the vehicle body in the manner of using the lower control arm mechanism as a control arm. The steering seat has a forearm arranged in the direction of the front of the vehicle. The front end of the forearm is connected to the steering seat through a ball joint structure. The rear end of the forearm has a forearm adjustment component. The forearm adjustment component can adjust the travel of the forearm, so as to realize the direction and angle adjustment operation of the steering seat and the wheel. The forearm adjustment component includes a guide rail and a slider arranged on the guide rail. The guide rail is installed and connected to the vehicle body. A lead screw is arranged in the middle of the slider. One end of the lead screw is connected to a lead screw motor. The bottom of the slider is connected to the forearm through a ball joint.

2. The suspension angle module according to claim 1, characterized in that: When the wheel travels in a straight line, the forearm is arranged perpendicularly to the guide rail and the lead screw, or at an angle of α.

3. The suspension angle module according to claim 1, characterized in that: At least one groove is provided between the slider and the track, and the slider and the track are installed in a tight fit through the groove.

4. The suspension angle module according to claim 1, characterized in that: A drive motor is arranged above the lower control arm mechanism. The front end of the drive motor is provided with a reducer and a half-shaft assembly. The front end of the half-shaft assembly is connected to the bearing component of the steering seat, enabling the drive motor to drive the wheel to rotate through the reducer and the half-shaft assembly. The drive motor is rotatably connected to the vehicle body through a hoisting mechanism and bearing components. A synchronous tie rod is arranged between the drive motor and the lower swing arm mechanism. The upper and lower ends of the synchronous tie rod are rotatably connected to both the drive motor and the lower swing arm mechanism. From the side, the four points of the upper and lower rotation centers of the synchronous tie rod, the rotation center of the hoisting mechanism of the drive motor, and the rotation center of the bearing components of the lower swing arm mechanism form a structure similar to a parallelogram, enabling the drive motor to swing up and down synchronously or nearly synchronously with the lower swing arm mechanism. The hoisting mechanism of the drive motor is located in the middle or near the middle position. When the drive motor and the lower swing arm assembly swing up and down synchronously, the drive motor moves in a manner similar to a seesaw.

5. The suspension angle module according to claim 1, characterized in that: The lower control arm mechanism includes a lower front control arm and a lower rear control arm. The front ends of the lower front control arm and the lower rear control arm are respectively connected to the bottom of the steering seat through ball joint structures. The rear ends of the lower front control arm and the lower rear control arm are rotatably connected to the vehicle body through bearing components. The lower front control arm and the lower rear control arm form a triangular or near-triangular lower control arm control structure through the ball joint structure of the two coupling. The drive motor is arranged above the lower front control arm, and the lower end of the synchronous tie rod is arranged in the middle or near the middle of the lower front control arm. The upper end of the steering seat extends upward, and an upper control arm mechanism is connected to its top. The upper control arm mechanism includes an upper control arm with a U-shaped structure. The front end of the upper control arm is connected to the top of the steering seat through a ball joint structure. The rear end of the upper control arm is connected to two upper control arm adjustment mechanisms with the same structure through ball joints. The upper control arm adjustment mechanism is used to control the planar position of the upper control arm and to adjust the camber and caster angles of the wheel through the upper control arm and the steering seat.

6. The suspension angle module according to claim 5, characterized in that: The upper swing arm adjustment mechanism includes a turntable and a housing. The turntable is connected to a reducer and a servo motor. The servo motor can drive the turntable to rotate. There is a ball head at the eccentric position of the lower edge of the turntable, which connects to the rear end of the upper swing arm. The housing is installed and connected to the vehicle body. The servo motor and reducer are arranged coaxially inside the housing, with a turntable as the end plate located below the housing, thus creating a relatively sealed structure inside the housing.

7. A chassis structure, characterized in that: The chassis structure has suspension angle modules as described in any one of claims 1 to 6 arranged at the rear wheels, four wheels, or more wheels of the vehicle.

8. A new energy vehicle, characterized in that: The new energy vehicle includes a chassis structure as described in claim 7.

9. A control method for improving vehicle driving stability, applied to the suspension angle module as described in any one of claims 1 to 6, characterized in that: The control method includes: Through the adjustable control arm structure, the trajectory of the upper swing arm is set with multiple stroke positions, which correspond to P01, P02, P03 to P13, a total of 13 control points, forming 12 intervals; The vehicle's electronic control unit acquires the vehicle's real-time speed value V and real-time steering angle value T. Vertical angle sensors are installed on the suspension structure to acquire the current wheel's vertical height value H. The real-time speed value V, real-time steering angle value P (absolute value), and vertical height value H (highest value) are weighted within a unit of time to obtain the current weighted speed value V0, weighted steering angle value T0, and weighted vertical height value H0. V0 represents the speed within a unit of time and provides feedback on the average speed; T0 represents the change in steering angle within a unit of time and provides feedback on road curvature or driving style; H0 represents the vertical movement of the wheels within a unit of time and provides feedback on road surface smoothness. If V0 is greater than or equal to the first set value of weighted speed V1, T0 is less than or equal to the first set value of weighted steering angle T1, and H0 is less than or equal to the first set value of weighted vertical angle H1, then the upper swing arm is controlled by the upper swing arm adjustment mechanism to be in the stroke position range of P02 to P04. If V0 is greater than or equal to the first set value of weighted speed V1, T0 is greater than the first set value of weighted steering angle T1, and H0 is less than or equal to the first set value of weighted vertical angle H1, then the upper swing arm is controlled by the upper swing arm adjustment mechanism to be in the range of stroke position from P03 to P06. If V0 is greater than or equal to the first set value of weighted speed V1, T0 is greater than the first set value of weighted steering angle T1, and H0 is greater than the first set value of weighted vertical angle H1, then the upper swing arm is controlled by the upper swing arm adjustment mechanism to be in the stroke position range of P05 to P09. If V0 is less than the first set value of weighted speed V1 and T0 is less than the first set value of weighted steering angle T1, then the upper swing arm is controlled by the upper swing arm adjustment mechanism to be in the stroke position range of P01 to P03.

10. The control method according to claim 9, characterized in that: If the vehicle's electronic control unit detects that the driver has set the driving mode to Sport mode, then the above travel positions will be increased by at least one interval.

Images