Angle module, suspension system and vehicle

Abstract

The embodiment of the invention provides an angle module, a suspension system and a vehicle. The angle module comprises a hub motor, a brake disc, a brake caliper and a steering knuckle. The steering knuckle is connected with a stator of the hub motor, the brake disc is connected with a rotor of the hub motor, the brake disc is annular and surrounds the periphery of the steering knuckle, and a caliper body of the brake caliper is connected to the steering knuckle. According to the embodiment, through the layout that the brake discs surround the steering knuckles, radial layering is achieved, and the wheel end axial space occupied by the steering knuckles and the brake discs is reduced, so that the axial space is transferred to a suspension system and a steering system, the axial compactness of the wheel is improved, and the steering stability is improved.

Description

Technical Field

[0001] This application relates to the field of suspension technology, and more particularly to a corner module, suspension system, and vehicle. Background Technology

[0002] In existing corner modules, the brake calipers are mounted on the vehicle frame or wheel hub motor via an adapter bracket, which occupies axial space and makes the corner module's arrangement along the wheel axis not compact enough. Summary of the Invention

[0003] This application provides a corner module, a suspension system, and a vehicle, which aims to improve the problem of insufficient compactness in the arrangement of the corner module along the wheel axis.

[0004] An embodiment of this application provides an angle module including a hub motor, a brake disc, a brake caliper, and a steering knuckle; the steering knuckle is connected to the stator of the hub motor, the brake disc is connected to the rotor of the hub motor, the brake disc is annular and surrounds the steering knuckle, and the caliper body is connected to the steering knuckle.

[0005] The inner space enclosed by the annular structure of the brake disc provides an installation area for the end of the steering knuckle connected to the stator of the hub motor. The steering knuckle and brake disc are arranged radially in layers to ensure no radial overlap or interference. When the brake disc rotates with the rotor of the hub motor, there is no interference between the brake disc and the steering knuckle, while also fully utilizing the radial space of the wheel, which helps to increase the effective braking radius. In this embodiment, the radial layering achieved by arranging the brake disc around the steering knuckle reduces the axial space occupied by the steering knuckle and brake disc at the wheel end, thereby freeing up axial space for the suspension and steering systems, improving the axial compactness of the wheel and contributing to enhanced handling stability.

[0006] Optionally, the corner module further includes a control arm and a steering gear, the steering knuckle being rotatable relative to the control arm about a first axis; the steering knuckle includes a steering part and a connecting part connected to the steering part, the steering part being connected between the control arm and the stator of the hub motor in the left-right direction of the vehicle, the output shaft of the steering gear being connected to the upper part of the steering part, and the connecting part being connected to the caliper body of the brake caliper.

[0007] The steering unit connects the control arm and the stator of the wheel hub motor, allowing the load at the wheel end to be transmitted to the vehicle body via the control arm. The connecting part serves as the mounting position for the brake caliper body, providing rigid support for the brake caliper and ensuring stable output of clamping force during braking. The steering gear drives the steering knuckle to rotate, which in turn synchronously rotates the wheels, adjusting the wheel steering angle and completing the vehicle's steering operation.

[0008] Optionally, the steering unit includes a steering body, and a first extension and a second extension extending from the steering body toward the inside of the wheel. The first extension is disposed above the second extension, the first extension is connected to the output shaft of the steering gear, and the second extension is connected to the control arm. The connecting portion is disposed between the first extension portion and the second extension portion.

[0009] The output shaft of the steering gear is fixed relative to the first extension, allowing the first extension to rotate synchronously with the output shaft of the steering gear. The second extension is rotatably connected to the control arm about the first axis. Under the drive of the steering gear, the first and second extensions rotate about the first axis, thereby realizing the rotation of the steering knuckle about the first axis.

[0010] Optionally, the corner module further includes a bracket, one end of which is rotatably connected to the steering knuckle about the first axis, and the other end of which is rotatably connected to the control arm about the second axis. The first axis and the second axis intersect, and the steering gear is disposed on the bracket.

[0011] In this embodiment, the connection between the bracket on the first axis and the second axis can simultaneously adapt to the deflection action of the steering knuckle and the swing action of the control arm, thereby realizing the steering function and the buffer function.

[0012] Optionally, the bracket includes a first frame and a second frame, the first frame and the second frame are connected, the first frame is provided with a steering bearing, the inner ring of the steering bearing is connected between the output shaft of the steering gear and the steering knuckle, and the outer ring of the steering bearing is connected to the first frame; The second frame is rotatably connected to the control arm.

[0013] During wheel steering, the outer ring of the steering bearing and the inner ring of the steering bearing rotate relative to each other. The outer ring of the steering bearing remains stationary, and the first frame also remains stationary. The inner ring of the steering bearing drives the steering knuckle to rotate synchronously, thus realizing the rotatable connection between the bracket and the steering knuckle.

[0014] Optionally, the control arm includes an upper horizontal arm and a lower horizontal arm, one end of the upper horizontal arm is rotatably connected to the bracket, and the other end of the upper horizontal arm is rotatably connected to a stationary component; One end of the lower cross arm is rotatably connected to the steering part, and the other end of the lower cross arm is rotatably connected to a stationary component.

[0015] When the vehicle travels over bumpy roads, the upper control arm swings up and down with its hinge point with the stationary component as the fulcrum, and the lower control arm swings up and down with its hinge point with the stationary component as the fulcrum. This effectively absorbs the vertical bounce of the wheels and prevents road impacts from being directly transmitted to the steering system.

[0016] Optionally, the corner module further includes a spring vibrator assembly, the upper end of which is fixed to a stationary component, and the lower end of which is rotatably connected to the control arm.

[0017] When a vehicle travels over a bumpy road, the spring vibrator assembly can directly absorb the impact energy generated by the wheel bounce through its own elastic deformation, greatly reducing the force of road bumps on the control arm, avoiding rigid impacts from being transmitted to the steering system and the vehicle body, and effectively improving ride comfort.

[0018] Optionally, the stator of the hub motor is provided with motor pipelines, and the steering knuckle is provided with a clearance hole for avoiding the motor pipelines.

[0019] In this embodiment, the motor cable is led out from the central shaft (center) of the stator of the hub motor, and the brake disc is connected to the rotor of the hub motor. The motor cable and the brake disc are kept at a distance, which effectively utilizes the space occupied by the original hub motor drive shaft and avoids the rotating brake disc, thus improving safety. At the same time, leading the motor cable out from the center is closer to the suspension kingpin axis (first axis). Under the same turning angle range, the length change of the cable is smaller, which can effectively reduce the damage caused by repeated stretching of the cable and extend its service life.

[0020] Optionally, the brake disc includes an annular disc body and multiple connecting blocks, the multiple connecting blocks being arranged around the annular disc body, the brake caliper body and the steering knuckle being arranged on the inner side of the annular disc body, and the multiple connecting blocks being connected to the rotor of the hub motor.

[0021] The inner space of the annular disc is fully utilized, providing an installation area for the steering knuckle and brake caliper. It also maximizes radial space, allocating axial space to the suspension and steering systems, thus improving wheel axial compactness. Multiple connecting blocks are evenly distributed around the annular disc, enabling connection between the brake disc and the hub motor rotor.

[0022] This application also provides a suspension system including the corner module of any of the above embodiments.

[0023] In this embodiment, the layout of the brake disc surrounding the steering knuckle achieves radial layering, reducing the axial space occupied by the steering knuckle and brake disc at the wheel end. This allows the axial space to be allocated to the suspension and steering systems, improving the compactness of the wheel axial direction and helping to optimize the structural layout of the corner module.

[0024] This application also provides a vehicle including the suspension system described above.

[0025] In this embodiment, the layout of the brake disc surrounding the steering knuckle achieves radial layering, reducing the axial space occupied by the steering knuckle and brake disc at the wheel end. This allows the axial space to be allocated to the suspension and steering systems, improving the compactness of the wheel axial direction and contributing to enhanced handling stability. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of a corner module provided in an embodiment of this application; Figure 2 This is an exploded view of a corner module provided in an embodiment of this application.

[0027] Explanation of reference numerals in the attached figures: 100. Corner module; 1. Hub motor; 11. Stator; 12. Rotor; 2. Brake disc; 21. Annular disc body; 22. Connecting block; 3. Brake caliper; 4. Steering knuckle; 41. Steering part; 411. Steering body; 4111. Clearance hole; 412. First extension; 413. Second extension; 42. Connecting part; 5. Control arm; 51. Upper cross arm; 52. Lower cross arm; 6. Steering gear; 7. Bracket; 71. First frame; 72. Second frame; 8. Ball pin; 9. Spring vibrator assembly; 10. Motor pipeline. Detailed Implementation

[0028] To make the technical problems, technical solutions, and beneficial effects solved by this application clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0029] like Figure 1 , Figure 2 As shown in the embodiment of this application, a corner module 100 includes a hub motor 1, a brake disc 2, a brake caliper 3, and a steering knuckle 4; the steering knuckle 4 is connected to the stator 11 of the hub motor 1, the brake disc 2 is connected to the rotor 12 of the hub motor 1, the brake disc 2 is annular and surrounds the steering knuckle 4, and the caliper body of the brake caliper 3 is connected to the steering knuckle 4.

[0030] The inner space enclosed by the annular structure of the brake disc 2 provides an installation area for the end of the steering knuckle 4 connected to the stator 11 of the hub motor 1 (the end of the steering knuckle 4 along the left-right direction of the vehicle). The steering knuckle 4 and the brake disc 2 are arranged in radial layers to ensure that there is no radial overlap or interference between them. When the brake disc 2 rotates with the rotor 12 of the hub motor 1, the brake disc 2 and the steering knuckle 4 will not interfere with each other, and the radial space of the wheel can be fully utilized, which helps to improve the effective braking radius. In this embodiment, the radial layering is achieved by the layout of the brake disc 2 surrounding the steering knuckle 4, which reduces the axial space at the wheel end occupied by the steering knuckle 4 and the brake disc 2, thereby giving up the axial space to the suspension system and steering system, improving the axial compactness of the wheel, and helping to improve handling stability.

[0031] The brake disc 2 is annular, and its outer diameter is less than or equal to the outer diameter of the rotor 12 of the hub motor 1.

[0032] As an example, such as Figure 2 As shown, the hub motor 1 is an external rotor and internal stator motor, including a stator 11 and a rotor 12, with the rotor 12 sleeved outside the stator 11. One end of the steering knuckle 4 is fixed to the stator 11 of the hub motor 1 by bolts, and the brake disc 2 is fixed to the rotor 12 of the hub motor 1 by bolts. The rotor 12 of the hub motor 1 and the brake disc 2 rotate together relative to the stator 11 of the hub motor 1. The caliper body of the brake caliper 3 is connected to the steering knuckle 4. During braking, the inner and outer friction pads of the brake caliper 3 clamp the brake disc 2, which rotates with the rotor 12, generating a braking torque to brake the brake disc 2, thereby achieving wheel deceleration or parking.

[0033] In one embodiment, such as Figure 2 As shown, the stator 11 of the hub motor 1 is provided with a groove, and one end of the steering knuckle 4 is provided in the groove and connected to the stator 11 of the hub motor 1. The groove makes the steering knuckle 4 closer to the wheel, which can further reduce the axial space occupied by the steering knuckle 4 at the wheel end, making the wheel axial direction more compact.

[0034] In one embodiment, such as Figure 1 , Figure 2 As shown, the corner module 100 also includes a control arm 5 and a steering gear 6. The steering knuckle 4 is rotatable relative to the control arm 5 about a first axis. The steering knuckle 4 includes a steering part 41 and a connecting part 42 connected to the steering part 41. The steering part 41 is connected between the control arm 5 and the stator 11 of the hub motor 1 in the left-right direction of the vehicle. The output shaft of the steering gear 6 is connected to the upper part of the steering part 41. The connecting part 42 is connected to the caliper body of the brake caliper 3.

[0035] The steering knuckle 4 is connected to the vehicle frame via the control arm 5, which provides stable support to the wheel end, transmits the load between the wheel and the vehicle body, and constrains the wheel's trajectory. The steering knuckle 4 is divided into a steering section 41 and a connecting section 42. The steering section 41 connects the control arm 5 and the stator 11 of the wheel hub motor 1, allowing the load at the wheel end to be transmitted to the vehicle body via the control arm 5. The connecting section 42 serves as the mounting position for the brake caliper 3, providing rigid support for the brake caliper 3 and ensuring stable output of clamping force during braking. After the brake caliper 3 is installed, it forms a rigid integral with the steering knuckle 4, allowing the braking reaction force to be directly transmitted to the steering section 41 and then to the vehicle body via the control arm 5.

[0036] The output shaft of the steering gear 6 is connected to the upper part of the steering unit 41. The steering force acts directly on the steering unit 41, and the steering gear 6 can drive the steering knuckle 4 to rotate, thereby synchronously driving the wheels to rotate, realizing the adjustment of the wheel steering angle, and completing the vehicle steering operation. One end of the steering unit 41 can rotate relative to the control arm 5, and the other end of the steering unit 41 is fixed to the stator 11 of the wheel hub motor 1. When the steering gear 6 drives the steering knuckle 4 to rotate, the control arm 5 remains stationary, and the steering knuckle 4 rotates synchronously with the wheel hub motor 1, thereby driving the wheels to steer.

[0037] The structure of steering gear 6 is the existing structure, and will not be described in detail here.

[0038] In one embodiment, such as Figure 2 As shown, the steering unit 41 includes a steering body 411, and a first extension 412 and a second extension 413 extending from the steering body 411 toward the inside of the wheel. The first extension 412 is disposed above the second extension 413 and is connected to the output shaft of the steering gear 6. The second extension 413 is rotatably connected to the control arm 5. The connecting part 42 is disposed between the first extension 412 and the second extension 413.

[0039] Both the first extension 412 and the second extension 413 extend from the steering body 411 toward the side away from the wheel. The output shaft of the steering gear 6 is fixed relative to the first extension 412, allowing the first extension 412 to rotate synchronously with the output shaft of the steering gear 6. The second extension 413 is rotatably connected to the control arm 5 about the first axis. Driven by the steering gear 6, the first extension 412 and the second extension 413 rotate about the first axis, thereby realizing the rotation of the steering knuckle 4 about the first axis.

[0040] When the output shaft of the steering gear 6 outputs steering torque and drives the first extension 412 to rotate, the steering part 41 will rotate around the first axis, so that the steering knuckle 4 completes the deflection action with the first axis as the center, and finally realizes the steering function of the wheel.

[0041] As an example, such as Figure 2As shown, the steering unit 41 includes a steering body 411, a first extension 412, and a second extension 413. The first extension 412 is positioned above the second extension 413, and the steering unit 41 has an overall C-shaped structure. The connecting portion 42 between the first extension 412 and the second extension 413 extends vertically. The second extension 413 is hinged to the control arm 5 via a ball joint 8. The center point of the ball joint 8 is located on the extension line of the output shaft of the steering gear 6, and both the center point of the ball joint 8 and the output shaft of the steering gear 6 are located on the first axis of the steering knuckle 4.

[0042] The steering body 411 is provided with multiple first connecting holes, and the stator 11 of the hub motor 1 is provided with multiple second connecting holes. The multiple first connecting holes and the multiple second connecting holes are arranged one-to-one. After bolts or screws pass through the first connecting holes and the corresponding second connecting holes in sequence, the steering body 411 is fixed to the stator 11 of the hub motor 1, thereby realizing the connection between the steering knuckle 4 and the stator 11 of the hub motor 1.

[0043] The connecting part 42 is provided with a plurality of third connecting holes, and bolts can be inserted through the third connecting holes to connect with the caliper body of the brake caliper 3.

[0044] In one embodiment, such as Figure 1 As shown, the corner module 100 also includes a bracket 7, one end of which is rotatably connected to the steering knuckle 4 about a first axis, and the other end of which is rotatably connected to the control arm 5 about a second axis. The first axis and the second axis intersect, and the steering gear 6 is mounted on the bracket 7.

[0045] The bracket 7 serves as a transitional connector between the steering knuckle 4 and the control arm 5, indirectly connecting the first extension 412 of the steering unit 41 to the control arm 5, while also providing a mounting position for the steering gear 6. During steering, when the steering gear 6 outputs steering torque to drive the steering knuckle 4, the bracket 7 remains stationary, while the steering knuckle 4 rotates around the first axis, synchronously driving the wheels to complete the steering action. When the vehicle travels over bumpy roads, and the control arm 5 swings with the wheel bounce, the bracket 7 can rotate relative to the control arm 5 around the second axis, absorbing the vertical displacement generated by the wheel bounce. In this embodiment, through the connection of the bracket 7 on the first axis and the second axis, the deflection action of the steering knuckle 4 and the swinging action of the control arm 5 can be simultaneously adapted, achieving both steering and damping functions.

[0046] As an example, the corner module 100 also includes a bracket 7, which is disposed above the first extension 412. A steering gear 6 is disposed above the bracket 7, and the output shaft of the steering gear 6 is connected to the first extension 412 in a transmission manner. One end of the bracket 7 is rotatably connected to the first extension 412 about a first axis, and the other end of the bracket 7 is rotatably connected to the control arm 5 about a second axis. The second extension 413 is hinged to the control arm 5 by a ball pin 8.

[0047] During steering, the output shaft of the steering gear 6 outputs steering torque, which drives the steering knuckle 4 to rotate around the first axis via the first extension 412, thereby steering the wheels. When the vehicle travels over a bumpy road surface, and the control arm 5 swings with the wheel bounce, the bracket 7 can rotate relative to the control arm 5 around the second axis, and the second extension 413 of the steering knuckle 4 can rotate relative to the control arm 5 via the ball pin 8, thereby realizing the swing of the control arm 5 and effectively absorbing the vertical displacement generated by the wheel bounce.

[0048] In one embodiment, such as Figure 2 As shown, the bracket 7 includes a first frame 71 and a second frame 72. The first frame 71 is connected to the second frame 72. The first frame 71 is provided with a steering bearing. The inner ring of the steering bearing is connected between the output shaft of the steering gear 6 and the steering knuckle 4, and the outer ring of the steering bearing is connected to the first frame 71. The second frame 72 is rotatably connected to the control arm 5.

[0049] The outer ring of the steering bearing is fitted over the inner ring of the steering bearing, and the two can rotate relative to each other. The outer ring of the steering bearing is fixed to the first frame 71, and the outer ring of the steering bearing and the first frame 71 remain relatively fixed. The output shaft of the steering gear 6 is fixedly connected to the inner ring of the steering bearing, and the inner ring of the steering bearing is connected to the steering knuckle 4. Thus, when the output shaft of the steering gear 6 applies steering torque, the inner ring of the steering bearing drives the steering knuckle 4 to rotate. During wheel steering, through the relative rotation between the outer ring and the inner ring of the steering bearing, the outer ring of the steering bearing remains stationary, the first frame 71 also remains stationary, and the inner ring of the steering bearing drives the steering knuckle 4 to rotate synchronously, thereby realizing the rotatable connection between the bracket 7 and the steering knuckle 4.

[0050] As an example, the bracket 7 includes a first frame 71 and a second frame 72. The first frame 71 is disposed above the first extension 412, and the second frame 72 is connected to the side of the first frame 71 away from the wheel. The second frame 72 is rotatably connected to the control arm 5 about a second axis. Preferably, a bushing is embedded in the second frame 72, and the control arm 5 can be connected to the bushing by a pin or shaft to achieve a rotatable connection.

[0051] The inner ring of the steering bearing protrudes axially from the outer ring of the steering bearing. The protruding part of the inner ring of the steering bearing is splinedly connected to the first extension 412, so that the inner ring of the steering bearing rotates synchronously with the steering knuckle 4 under the drive of the output shaft of the steering gear 6.

[0052] In this example, the first extension 412 is provided with a fourth connecting hole, and the inner ring of the steering bearing passes through the fourth connecting hole.

[0053] In one embodiment, such as Figure 1 , Figure 2 As shown, the control arm 5 includes an upper horizontal arm 51 and a lower horizontal arm 52. One end of the upper horizontal arm 51 is rotatably connected to the bracket 7, and the other end of the upper horizontal arm 51 is rotatably connected to a stationary component. One end of the lower horizontal arm 52 is rotatably connected to the steering part 41, and the other end of the lower horizontal arm 52 is rotatably connected to a stationary component.

[0054] When the vehicle travels over a bumpy road, the steering knuckle 4 and bracket 7 move up and down synchronously with the wheels, pulling one end of the upper control arm 51 to move synchronously. Due to the rotational connection between the upper control arm 51 and bracket 7, the upper control arm 51 rotates around its connecting axis (the second axis) with the bracket 7, thereby driving the upper control arm 51 to swing up and down with its hinge point with the stationary component as the fulcrum. Simultaneously, during wheel bounce, the vertical displacement of the steering knuckle 4 is directly transmitted to the end of the lower control arm 52, causing the lower control arm 52 to swing up and down with its hinge point with the stationary component as the fulcrum. In this embodiment, the synchronous swinging of the upper control arm 51 and the lower control arm 52 effectively absorbs the vertical bounce of the wheels, preventing road impacts from being directly transmitted to the steering system.

[0055] One end of the upper horizontal arm 51 is rotatably connected to the second frame 72 around the second axis, and the other end of the upper horizontal arm 51 is rotatably connected to a stationary component. One end of the lower horizontal arm 52 is connected to the second extension 413 through a ball pin 8, and the other end of the lower horizontal arm 52 is rotatably connected to a stationary component.

[0056] A stationary component refers to a component that is stationary relative to the vehicle frame. In this embodiment, the stationary component can be the vehicle frame or a corner module bracket fixed to the vehicle frame.

[0057] In one embodiment, such as Figure 1 , Figure 2 As shown, the corner module 100 also includes a spring vibrator assembly 9, the upper end of which is fixed to a stationary component, and the lower end of which is rotatably connected to the control arm 5.

[0058] When the vehicle travels over bumpy roads, the vertical bounce generated by the wheels is transmitted to the control arm 5 through the steering knuckle 4, causing the control arm 5 to swing up and down. At this time, the spring vibrator assembly 9 can directly absorb the impact energy generated by the wheel bounce through its own elastic deformation, greatly reducing the force of road bumps on the control arm 5, avoiding rigid impacts from being transmitted to the steering system and the vehicle body, and effectively improving ride comfort.

[0059] The lower end of the spring vibrator assembly 9 is connected to the control arm 5 by a rotating connection, which can adapt to the angle changes of the control arm 5 during the swing process in real time.

[0060] Furthermore, the upper end of the spring vibrator assembly 9 is fixed to the corner module bracket, and the lower end of the spring vibrator assembly 9 is rotatably connected to the lower cross arm 52. During the swinging process, the lower cross arm 52 squeezes the spring vibrator assembly 9. The spring vibrator assembly 9 can directly absorb the impact energy generated by the wheel bounce through its own elastic deformation, thus providing buffering.

[0061] In one embodiment, the spring vibrator assembly 9 can adopt an existing structure, including a vibration damper and a vibration damping spring. The upper end of the vibration damper is fixed to the corner module bracket, the lower end of the vibration damper is rotatably connected to the lower cross arm 52, and the vibration damping spring is sleeved on the vibration damper.

[0062] In one embodiment, such as Figure 1 , Figure 2 As shown, the stator 11 of the hub motor 1 is provided with motor pipeline 10, and the steering knuckle 4 is provided with clearance hole 4111, which is used to clear the motor pipeline 10.

[0063] In this embodiment, the motor cable 10 is led out from the central shaft (center) of the stator 11 of the hub motor 1, and the brake disc 2 is connected to the rotor 12 of the hub motor 1. The motor cable 10 and the brake disc 2 are kept at a distance, which effectively utilizes the space occupied by the original drive shaft of the hub motor 1 and avoids the rotating brake disc 2, thus improving safety. At the same time, leading the motor cable 10 out from the center is closer to the suspension kingpin axis (first axis). Under the same turning angle range, the length change of the cable is smaller, which can effectively reduce the damage caused by repeated stretching of the cable and extend its service life.

[0064] The clearance hole 4111 is provided on the steering part 41, and further, the clearance hole 4111 is provided on the steering body 411.

[0065] In one embodiment, such as Figure 2 As shown, the brake disc 2 includes an annular disc body 21 and multiple connecting blocks 22. The multiple connecting blocks 22 are arranged around the annular disc body 21. The caliper body of the brake caliper 3 and the steering knuckle 4 are arranged on the inner side of the annular disc body 21. The multiple connecting blocks 22 are connected to the rotor 12 of the hub motor 1.

[0066] The inner space of the annular disc 21 is fully utilized, providing an installation area for the steering knuckle 4 and the brake caliper 3. It fully utilizes the radial space, allowing axial space to be allocated to the suspension and steering systems, thus improving the compactness of the wheel axial direction. Multiple connecting blocks 22 are evenly distributed around the annular disc 21, enabling the connection between the brake disc 2 and the rotor 12 of the hub motor 1.

[0067] Multiple connecting blocks 22 are disposed on the outer edge of the annular disc 21. The connecting blocks 22 are provided with through holes for bolts or screws to pass through, so as to fix the connecting blocks 22 to the rotor 12 of the hub motor 1.

[0068] This application also provides a suspension system including the corner module 100 of any of the above embodiments.

[0069] In this embodiment, the layout of the brake disc 2 surrounding the steering knuckle 4 achieves radial layering, reducing the axial space at the wheel end occupied by the steering knuckle 4 and the brake disc 2, thereby freeing up the axial space for the suspension system and steering system, improving the compactness of the wheel axial direction, and helping to optimize the structural layout of the corner module 100.

[0070] In one embodiment, four corner modules 100 are provided, which are respectively arranged at the front, rear, left and right wheels of the vehicle. The two corner modules 100 at the front of the vehicle body are arranged symmetrically from left to right, and the two corner modules 100 at the rear of the vehicle body are arranged symmetrically from left to right. The two corner modules 100 at the front of the vehicle body are connected to the steering unit of the vehicle.

[0071] This application also provides a vehicle including the suspension system described above.

[0072] In this embodiment, the layout of the brake disc 2 surrounding the steering knuckle 4 achieves radial layering, reducing the axial space at the wheel end occupied by the steering knuckle 4 and the brake disc 2. This allows the axial space to be allocated to the suspension system and steering system, improving the compactness of the wheel axial direction and helping to improve handling stability.

[0073] In this application, "multiple" refers to two or more.

[0074] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0075] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0076] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A corner module, characterized in that, It includes a hub motor, a brake disc, a brake caliper, and a steering knuckle; the steering knuckle is connected to the stator of the hub motor, the brake disc is connected to the rotor of the hub motor, the brake disc is annular and surrounds the steering knuckle, and the caliper body is connected to the steering knuckle.

2. The corner module according to claim 1, characterized in that, The corner module also includes a control arm and a steering gear. The steering knuckle is rotatable relative to the control arm about a first axis. The steering knuckle includes a steering part and a connecting part connected to the steering part. The steering part is connected between the control arm and the stator of the hub motor in the left-right direction of the vehicle. The output shaft of the steering gear is connected to the upper part of the steering part. The connecting part is connected to the caliper body of the brake caliper.

3. The corner module according to claim 2, characterized in that, The steering unit includes a steering body, and a first extension and a second extension extending from the steering body toward the inside of the wheel. The first extension is disposed above the second extension and is connected to the output shaft of the steering gear. The second extension is rotatably connected to the control arm. The connecting portion is disposed between the first extension portion and the second extension portion.

4. The corner module according to claim 2, characterized in that, The corner module also includes a bracket, one end of which is rotatably connected to the steering knuckle about the first axis, and the other end of which is rotatably connected to the control arm about the second axis. The first axis and the second axis intersect, and the steering gear is disposed on the bracket.

5. The corner module according to claim 4, characterized in that, The support includes a first frame and a second frame, the first frame and the second frame are connected, the first frame is provided with a steering bearing, the inner ring of the steering bearing is connected between the output shaft of the steering gear and the steering knuckle, the outer ring of the steering bearing is connected to the first frame, and the second frame is rotatably connected to the control arm.

6. The corner module according to claim 4, characterized in that, The control arm includes an upper horizontal arm and a lower horizontal arm. One end of the upper horizontal arm is rotatably connected to the bracket, and the other end of the upper horizontal arm is rotatably connected to a stationary component. One end of the lower cross arm is rotatably connected to the steering part, and the other end of the lower cross arm is rotatably connected to a stationary component.

7. The corner module according to claim 2, characterized in that, The corner module also includes a spring vibrator assembly, the upper end of which is fixed to a stationary component, and the lower end of which is rotatably connected to the control arm.

8. The corner module according to claim 1, characterized in that, The stator of the hub motor is provided with motor pipelines, and the steering knuckle is provided with clearance holes for avoiding the motor pipelines.

9. The corner module according to claim 1, characterized in that, The brake disc includes an annular disc body and multiple connecting blocks, which are arranged around the annular disc body. The brake caliper body and the steering knuckle are arranged on the radial inner side of the annular disc body, and the multiple connecting blocks are connected to the rotor of the hub motor.

10. A suspension system, characterized in that, Includes the corner module as described in any one of claims 1-9.

11. A vehicle, characterized in that, Includes the suspension system as described in claim 10.

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