High steering angle fork arm-link hybrid suspension and intelligent chassis system

Abstract

The application relates to the technical field of vehicle steering, and discloses a large-angle high-control fork arm-connecting rod hybrid suspension and an intelligent chassis system. The large-angle high-control fork arm-connecting rod hybrid suspension is used for being connected with a wheel and driving the wheel to steer. When the wheel is connected and in a non-steering state, the large-angle high-control fork arm-connecting rod hybrid suspension is located in the area on one side of the vertical center line of the wheel. The embodiment of the application can avoid the mutual interference between the wheel and the large-angle high-control fork arm-connecting rod hybrid suspension under the condition that the large-angle high-control fork arm-connecting rod hybrid suspension increases the steering angle range.

Description

Technical Field

[0001] This application relates to the field of vehicle steering technology, and in particular to a large-angle, high-controlling-efficiency wishbone-link hybrid suspension and intelligent chassis system. Background Technology

[0002] Against the backdrop of the global automotive industry's transformation towards electrification and intelligentization, high-performance chassis are key to improving the quality of intelligent vehicles. Corner modules integrate drive, braking, steering, and suspension functions, facilitating the development of highly integrated and intelligent vehicles. Installing these modules at the four corners of the vehicle significantly reduces their footprint within the interior space. Simultaneously, replacing existing mechanical transmissions with electronic controls breaks the limitations of traditional mechanical transmissions, reducing a large number of transmission components and saving energy, enabling functions such as distributed drive and four-wheel steering.

[0003] There are two major problems in the existing corner module design: (1) The double wishbone suspension can achieve large-angle steering, but its handling is relatively poor compared to the multi-link suspension; although the multi-link suspension can achieve good handling, the mechanism characteristics of the virtual kingpin determine that it cannot achieve large-angle steering. The existing corner module suspension design has a contradiction between maneuverability and handling. (2) The arrangement of the steering motor shortens the wishbone and affects the wheel bounce characteristics of the suspension. For example, in the existing patent CN116373998A, the arrangement of the steering motor shortens the lateral dimension of the suspension wishbone, which leads to a reduction in wheel bounce travel. During the wheel bounce, the tire camber changes greatly, affecting the tire contact with the ground and thus affecting the vehicle's operational stability.

[0004] To address the shortcomings of existing designs and improve the trade-off between maneuverability and handling, as well as the poor wheel hop characteristics, in current corner module suspension designs, this invention proposes a large-angle, high-handling wishbone-link hybrid suspension integrated with a drive-brake-steering integrated structure, forming a chassis corner module layout scheme. This scheme achieves large-angle steering, good handling, and a large wheel hop travel for the corner modules. Summary of the Invention

[0005] The purpose of this application is to provide a large steering angle and high handling hybrid suspension system and intelligent chassis system with wishbone-linkage linkage, which aims to solve the problems of contradiction between maneuverability and handling and poor wheel bounce characteristics in the existing corner module suspension design.

[0006] This application provides a large-angle, high-control wishbone-link hybrid suspension. The large-angle, high-control wishbone-link hybrid suspension is used to connect with the wheel and drive the wheel to steer. When connected with the wheel and the wheel is in a non-steering state, the large-angle, high-control wishbone-link hybrid suspension is located in the area on one side of the vertical centerline of the wheel.

[0007] In some embodiments, the large steering angle, high controllability wishbone-link hybrid suspension includes: Suspension, used to connect with the wheels and frame and absorb energy and dampen shocks; and A steering device, rotatably disposed between the suspensions, is used to connect with the wheels and provide steering power during wheel steering, so as to cause the suspensions and the wheels to rotate relative to each other.

[0008] In some embodiments, the suspension includes a first wishbone and a second wishbone, the first wishbone and the second wishbone being spaced apart, and the steering device being rotatably disposed between the first wishbone and the second wishbone.

[0009] In some embodiments, the first end of the first fork arm is rotatably connected to the steering device, the first end of the second fork arm is rotatably connected to the wheel, and the second ends of both the first and second forks arm are respectively connected to the vehicle frame.

[0010] In some embodiments, the suspension further includes a link, a first end of which is rotatably connected to the steering device, and a second end of which is connected to the vehicle frame. During wheel steering, the link and the first wishbone are relatively stationary. Alternatively, the first end of the link is rotatably connected to the wheel, and the second end of the link is connected to the vehicle frame. During wheel steering, the link and the second wishbone are relatively stationary.

[0011] In some embodiments, the connection between the first wishbone and the frame, and the connection between the second wishbone and the frame, respectively constitute a revolute joint; the connection between the first wishbone and the steering device, and the connection between the second wishbone and the wheel, respectively constitute a ball joint; the connection between the link and the wheel, and the connection between the link and the steering device, respectively constitute a revolute joint; and the revolute joints and the ball joints together constrain each other, so that the wishbone-link hybrid suspension with large steering angle and high control has two degrees of freedom, namely the steering degree of freedom and the wheel hop degree of freedom.

[0012] In some embodiments, the suspension further includes a shock absorber connected between the first wishbone and the second wishbone.

[0013] In some embodiments, the width of the suspension gradually increases from the end closer to the wheel to the end farther from the wheel.

[0014] In some embodiments, the steering device includes: Steering motor, used to provide steering power; and A steering deceleration device is rotatably connected to the suspension and to the output shaft of the steering motor. It is used to connect to the wheel and decelerate and amplify the steering power output by the steering motor before applying it to the suspension, so that the suspension and the wheel rotate relative to each other.

[0015] This application embodiment also provides an intelligent chassis system, which includes wheels and the aforementioned large-angle, high-control wishbone-link hybrid suspension, wherein the large-angle, high-control wishbone-link hybrid suspension is rotatably connected to the wheels.

[0016] The beneficial effects of this application are as follows: By offsetting the large-angle, high-control wishbone-link hybrid suspension to one side of the vertical centerline of the wheel, the connection and driving function between the large-angle, high-control wishbone-link hybrid suspension and the wheel can be realized. When the wheel makes a large-angle turn, the physical interference between the wheel and the large-angle, high-control wishbone-link hybrid suspension can be effectively avoided, so that the wheel can obtain a larger steering angle range, thereby improving the overall maneuverability and agility of the vehicle without sacrificing the stability of the chassis. Attached Figure Description

[0017] Figure 1 This is a top view structural diagram of the large steering angle and high handling wishbone-link hybrid suspension provided in the embodiments of this application.

[0018] Figure 2 This is a three-dimensional structural diagram of the large steering angle and high handling wishbone-link hybrid suspension provided in the embodiments of this application.

[0019] Figure 3 This is the first extreme steering state diagram of the large steering angle and high handling wishbone-link hybrid suspension provided in the embodiments of this application.

[0020] Figure 4 This is the second extreme steering state diagram of the wishbone-link hybrid suspension with large steering angle and high control provided in the embodiments of this application.

[0021] Figure 5 This is a schematic diagram of the degree of freedom analysis of the large steering angle and high controllability wishbone-link hybrid suspension provided in the embodiments of this application. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0023] It should be noted that the terms "first," "second," "third," "fourth," etc. (if present) in the specification and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a system, product, or device that includes a series of circuits is not necessarily limited to those explicitly listed, but may include other circuits not explicitly listed or inherent to such systems, products, or devices.

[0024] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0025] This application provides a large-angle, high-handling wishbone-link hybrid suspension 10 for use in vehicles. For example... Figure 1 As shown, the large-angle, high-control wishbone-link hybrid suspension 10 is used to connect with the wheel 20 and drive the wheel 20 to steer. When connected to the wheel 20 and the wheel 20 is in a non-steering state, the large-angle, high-control wishbone-link hybrid suspension 10 is located in the area on one side of the vertical centerline of the wheel 20, thereby avoiding easy interference between the wheel 20 and the large-angle, high-control wishbone-link hybrid suspension 10 when the steering angle range is increased, thus meeting the requirement of increasing the steering angle range.

[0026] As an example, the number of large-angle, high-handling wishbone-link hybrid suspension 10 is four, corresponding to the four wheels 20 of the vehicle. It is understood that in other embodiments, the number of large-angle, high-handling wishbone-link hybrid suspension 10 can also be set to one, two, three, five, etc., depending on actual needs; this embodiment does not impose any limitations on this.

[0027] The large-angle, high-control wishbone-link hybrid suspension 10 is designed to connect with the wheel 20 and drive it to achieve steering motion. Specifically, the large-angle, high-control wishbone-link hybrid suspension 10 can be connected to the wheel 20 in several ways. For example, the output end of the large-angle, high-control wishbone-link hybrid suspension 10 can be connected to the steering knuckle of the wheel 20 via a mechanical linkage 113 mechanism. When the large-angle, high-control wishbone-link hybrid suspension 10 generates driving force, this force is transmitted to the steering knuckle through the linkage 113 mechanism, thereby causing the wheel 20 to deflect. Alternatively, the large-angle, high-control wishbone-link hybrid suspension 10 can integrate a gear or worm gear mechanism that directly meshes with a gear on or near the axle of the wheel 20, achieving steering of the wheel 20 through gear transmission. In addition, hydraulic or pneumatic actuators can be used as the drive unit of the wishbone-link hybrid suspension 10 with high steering angle and high control, and the wheels 20 can be steered by the extension and retraction of hydraulic cylinders or air cylinders. These connection and drive methods can all enable the wheels 20 to change their direction of travel under the action of the wishbone-link hybrid suspension 10 with high steering angle and high control.

[0028] Furthermore, in this embodiment, the large-angle, high-handling wishbone-link hybrid suspension 10, when connected to the wheel 20 and the wheel 20 is in a non-steering state, is positioned in a region on one side of the vertical centerline of the wheel 20. This positioning means that the main structure or key components of the large-angle, high-handling wishbone-link hybrid suspension 10 are not symmetrically distributed on both sides of the vertical centerline of the wheel 20, but rather are generally or mainly biased towards one side of the centerline. Specifically, the large-angle, high-handling wishbone-link hybrid suspension 10 is installed on the inner side of the wheel 20. The vertical centerline of the wheel 20 divides the wheel 20 into a front half-wheel region and a rear half-wheel region. The large-angle, high-handling wishbone-link hybrid suspension 10 can be entirely positioned in the front half-wheel region (for the front wheels of the vehicle) or in the rear half-wheel region (for the rear wheels of the vehicle), causing the center of gravity or main volume of the large-angle, high-handling wishbone-link hybrid suspension 10 to deviate from the vertical centerline of the wheel 20. This offset layout can be achieved through various structures. For example, the large-angle, high-handling wishbone-link hybrid suspension 10 can employ a compact design, with all drive and transmission components encapsulated within an offset housing. Alternatively, the large-angle, high-handling wishbone-link hybrid suspension 10 can be composed of multiple sub-components strategically arranged such that their entirety is located in the front or rear wheel region, i.e., on one side of the vertical centerline of the wheel 20. This offset layout provides a structurally optimized basis for subsequent steering movements.

[0029] In some embodiments, such as Figure 3 and Figure 4As shown, due to the assembly method of offsetting the large-angle, high-control wishbone-link hybrid suspension 10 to one side of the vertical centerline of the wheel 20, the large-angle, high-control wishbone-link hybrid suspension 10 can drive the wheel 20 to make large-angle steering, with a steering range of [-35°, 90°].

[0030] Therefore, by offsetting the large-angle, high-control wishbone-link hybrid suspension 10 to one side of the vertical centerline of the wheel 20, the connection and driving function between the large-angle, high-control wishbone-link hybrid suspension 10 and the wheel 20 are realized. At the same time, when the wheel 20 makes a large-angle turn, physical interference between the wheel 20 and the large-angle, high-control wishbone-link hybrid suspension 10 can be effectively avoided, so that the wheel 20 can obtain a larger steering angle range, thereby improving the overall maneuverability and agility of the vehicle without sacrificing the stability of the chassis.

[0031] In some embodiments, such as Figure 1 and Figure 2 As shown, the large-angle, high-handling wishbone-link hybrid suspension 10 includes a suspension 110 and a steering mechanism 120. The suspension 110 is used to connect with the wheels 20 and the vehicle frame and to absorb energy and dampen shocks. The steering mechanism 120 is rotatably disposed between the suspension 110 and is used to connect with the wheels 20 and provide steering power during the turning of the wheels 20, so that the suspension 110 and the wheels 20 rotate relative to each other.

[0032] The solution of this application integrates the suspension 110 and the steering device 120 within a large-angle, high-handling wishbone-link hybrid suspension 10, and rotatably positions the steering device 120 between the suspensions 110, thus constructing a functionally complex and structurally compact large-angle, high-handling wishbone-link hybrid suspension 10. The suspension 110, acting as a bridge connecting the wheels 20 and the vehicle frame, not only bears the vehicle's load but also effectively isolates the impact and vibration caused by uneven road surfaces through its energy-absorbing and shock-absorbing characteristics, ensuring vehicle stability and ride comfort. Based on this, the steering device 120 is cleverly arranged within the structure of the suspension 110, with its output end tightly connected to the wheels 20. When steering is required, the steering device 120 provides steering power, driving the wheels 20 to rotate relative to the suspension 110 around their steering axis. This design allows the steering torque to act efficiently and directly on the wheels 20, achieving precise steering control, while the suspension 110 can independently perform its shock-absorbing task. Through this integrated approach, the large-angle, high-control wishbone-link hybrid suspension 10 can effectively solve the technical challenge of simultaneously achieving reliable steering function and necessary shock absorption support function when arranged on one side of the vertical centerline of the wheel 20, while maintaining its overall compactness, thus ensuring the vehicle's stability and responsiveness during steering.

[0033] Through the aforementioned technical solution, the large-angle, high-handling wishbone-link hybrid suspension 10 integrates the suspension 110 and the steering device 120, with the steering device 120 rotatably mounted between the suspension 110, thus achieving an organic combination of steering and damping support functions. This integrated design not only makes the structure of the large-angle, high-handling wishbone-link hybrid suspension 10 more compact, facilitating its placement on one side of the vertical centerline of the wheel 20, but also ensures that steering power can be efficiently and accurately transmitted to the wheel 20, achieving a sensitive steering response. Simultaneously, the suspension 110 can independently perform its energy-absorbing and damping function, effectively improving the vehicle's stability and comfort during steering and driving. This solution significantly improves vehicle handling performance and ride experience, effectively solving the challenge of integrating steering and damping functions simultaneously within a limited space.

[0034] In some embodiments, such as Figure 1 and Figure 2 As shown, the suspension 110 includes a first wishbone 111 and a second wishbone 112. The first wishbone 111 and the second wishbone 112 are spaced apart, and the steering device 120 is rotatably disposed between the first wishbone 111 and the second wishbone 112.

[0035] The first wishbone 111 and the second wishbone 112 are key structural components in the suspension 110. They are typically rod-shaped or A-shaped and are used to connect the wheel 20 assembly to the frame. The first wishbone 111 and the second wishbone 112 can be made of various materials, such as high-strength steel, aluminum alloy, or composite materials, to achieve lightweighting while ensuring structural strength. Their main functions are to define the motion trajectory of the wheel 20, bear vertical loads and lateral forces, and provide mounting points for other components.

[0036] The spacing between the first wishbone 111 and the second wishbone 112 refers to their spatial separation, typically vertical. This spacing is crucial for forming a stable four-link or multi-link structure. It not only provides the necessary geometric constraints for the vertical movement of the wheel 20 but also reserves space for the arrangement of other components such as the steering mechanism 120 and the shock absorber 114. By adjusting the spacing and length of the wishbones, the kinematic characteristics of the suspension 110, such as the camber angle and caster angle of the wheel 20, can be optimized.

[0037] The steering device 120 is rotatably disposed between the first wishbone 111 and the second wishbone 112, meaning that the steering device 120 is integrated within the structural space defined by the first wishbone 111 and the second wishbone 112, and can rotate relative to the first wishbone 111 and the second wishbone 112. This arrangement ensures that the steering device 120 receives structural support from the first wishbone 111 and the second wishbone 112 during operation, thereby effectively transmitting steering power to the wheels 20. Simultaneously, this rotatable connection allows the wheels 20 to deflect relative to the suspension 110 during steering, thus achieving the vehicle's steering function.

[0038] The solution of this application embodies the suspension 110 as consisting of a first wishbone 111 and a second wishbone 112 spaced apart, and rotatably arranges the steering device 120 between these two wishbones, so that the first wishbone 111 and the second wishbone 112 together form a robust and geometrically defined double wishbone or multi-link structure. By cleverly integrating and rotatably mounting the steering device 120 within this frame composed of wishbones, the steering device 120 can obtain stable support from the first wishbone 111 and the second wishbone 112 while providing steering power. This integration method ensures that the steering force can be efficiently and accurately transmitted to the wheels 20, while avoiding unnecessary deformation or vibration of the steering device 120 during operation. The spacing between the first wishbone 111 and the second wishbone 112 not only provides ample installation space for the steering device 120, but also ensures the integrity of the suspension 110 in terms of energy absorption and shock absorption functions. This allows the steering and shock absorption functions to be structurally optimized and integrated, thereby improving the structural stability and steering precision of the entire large-angle, high-handling wishbone-link hybrid suspension 10.

[0039] Through the above technical solution, the suspension 110 is specifically designed to include a first wishbone 111 and a second wishbone 112 spaced apart, with the steering device 120 rotatably positioned between these two wishbones. This provides a more clearly defined and more stable system for the large-angle, high-handling wishbone-link hybrid suspension 10. The specific arrangement of the first wishbone 111 and the second wishbone 112 provides a solid mounting foundation and precise motion constraints for the steering device 120, thereby significantly improving steering stability and accuracy. Furthermore, this integration method helps optimize the overall layout of the large-angle, high-handling wishbone-link hybrid suspension 10, achieving a more compact structural design and contributing to improved vehicle handling performance and ride comfort.

[0040] In some embodiments, the first end of the first fork arm 111 is rotatably connected to the steering device 120, the first end of the second fork arm 112 is rotatably connected to the wheel 20, and the second ends of both the first fork arm 111 and the second fork arm 112 are respectively connected to the vehicle frame.

[0041] The rotatable connection between the first end of the first wishbone 111 and the steering device 120 can be achieved through a structure such as a connecting plate, bearing, pin, or ball joint, to ensure that while the steering device 120 provides steering power, the first wishbone 111 can make the necessary angle adjustments to achieve the steering movement of the wheel 20. For example, a pin connection can be used, with the pin passing through the first end of the first wishbone 111 and a corresponding hole on the steering device 120, supplemented by bearings or bushings to reduce friction; or a ball joint connection can be used, allowing rotation in multiple degrees of freedom, providing greater flexibility and adaptability.

[0042] The rotatable connection between the first end of the second wishbone 112 and the wheel 20 allows the wheel 20 to rotate around the connection point, thereby achieving steering. It can be connected to the wheel hub assembly of the wheel 20 through a kingpin or steering knuckle, allowing the wheel 20 to rotate around the kingpin axis; or, a ball joint connection can be used to provide a certain degree of freedom to adapt to the attitude changes of the wheel 20 during steering and suspension 110 movement.

[0043] The second ends of the first wishbone 111 and the second wishbone 112 are respectively connected to the frame, forming the fixing points between the suspension 110 and the vehicle's main structure. This connection is typically rotatable, allowing the wishbone to swing vertically for energy absorption and shock absorption. By connecting the second ends of the wishbone to the frame, the suspension 110 can support the vehicle's weight and transmit road reaction forces. For example, a pin connection with rubber or metal bushings can be used to fix the second ends of the wishbone to the frame, allowing for limited rotation and shock absorption; alternatively, a ball joint connection can be used, providing greater freedom of movement, but this usually requires a more complex structure to restrict unnecessary movement.

[0044] In this large-angle, high-handling wishbone-link hybrid suspension 10, the first end of the first wishbone 111 is rotatably connected to the steering mechanism 120, allowing the steering mechanism 120 to drive the first wishbone 111 to rotate accordingly through this connection point when providing steering power. Simultaneously, the first end of the second wishbone 112 is rotatably connected to the wheel 20, ensuring that the wheel 20 can achieve steering movement around this connection point. The second ends of both the first wishbone 111 and the second wishbone 112 are respectively connected to the vehicle frame, forming a support point and motion pivot between the suspension 110 and the vehicle frame. This connection layout allows the steering mechanism 120 to precisely control the movement of the first wishbone 111, thereby driving the wheel 20 to achieve steering through the suspension 110. During steering, the rotation of the steering mechanism 120 is transmitted to the entire suspension 110 through the first wishbone 111, and ultimately acts on the wheel 20, causing the wheel 20 to rotate as expected relative to the vehicle frame. Meanwhile, since the second end of the wishbone is connected to the frame, the wishbone can swing around these connection points when the suspension 110 absorbs energy and dampens shocks, thereby effectively absorbing road impacts. By clearly defining the rotatable connection relationship between the first wishbone 111, the second wishbone 112, the steering device 120, the wheel 20, and the frame, this solution ensures that the large-angle, high-handling wishbone-link hybrid suspension 10 can maintain the structural integrity and motion stability of the suspension 110 while providing steering power, thereby achieving precise and reliable steering function.

[0045] In one specific implementation, the first end of the first wishbone 111 can be connected to the output shaft of the steering device 120 via a pin with a needle roller bearing, ensuring smooth rotation and low friction. The first end of the second wishbone 112 can be connected to the steering knuckle of the wheel 20 via a ball joint pin, allowing the wheel 20 to have a certain degree of attitude adjustment capability during steering and suspension 110 movement. The second ends of both the first wishbone 111 and the second wishbone 112 can be connected to mounting seats on the frame via rubber bushings. These rubber bushings can absorb some vibrations and allow the wishbone to swing in a limited vertical direction to achieve shock absorption.

[0046] The above technical solution clarifies the specific connection methods between the first wishbone 111, the second wishbone 112, the steering device 120, the wheel 20, and the vehicle frame, making the structure of the large-angle, high-handling wishbone-link hybrid suspension 10 clearer and more stable. This connection layout ensures that the steering device 120 can effectively transmit steering power to the wheel 20, achieving precise steering control. Simultaneously, the suspension 110 can stably support the vehicle body and effectively absorb road impacts, improving vehicle stability and ride comfort. By optimizing the connection relationships between components, this solution effectively solves the problem of unclear connections or insufficient stability between components in the large-angle, high-handling wishbone-link hybrid suspension 10 when performing steering functions, thereby improving the overall performance and reliability of the large-angle, high-handling wishbone-link hybrid suspension 10.

[0047] In some embodiments, the suspension 110 further includes a link 113. A first end of the link 113 is rotatably connected to the steering mechanism 120, and a second end of the link 113 is connected to the vehicle frame. During wheel steering, the link 113 and the first wishbone 111 are relatively stationary; alternatively, the first end of the link 113 is rotatably connected to the wheel, and the second end of the link 113 is connected to the vehicle frame, during wheel steering, the link 113 and the second wishbone 112 are relatively stationary.

[0048] The connecting rod 113 can be made of solid or hollow metal, such as high-strength steel, aluminum alloy, or composite materials, to provide sufficient rigidity and strength. In addition, the cross-sectional shape of the connecting rod 113 can be circular, square, or irregular to adapt to different space constraints and stress requirements, and its ends can be provided with ball joints, bushings, or bearings to facilitate rotatable connection.

[0049] During wheel 20 steering, link 113 and first wishbone 111 remain relatively stationary. This is designed to ensure no relative movement between link 113 and first wishbone 111 when wheel 20 is steering, thereby maintaining the geometric stability of suspension 110 and improving steering accuracy. This can be achieved by precisely designing the geometric position and length of link 113, first wishbone 111, steering mechanism 120, and connection points on the frame, so that the movement trajectories of link 113 and first wishbone 111 remain consistent, or their relative angle remains unchanged, when steering mechanism 120 rotates. Alternatively, an additional connecting element or limiting mechanism can be provided between link 113 and first wishbone 111 to mechanically force them to remain relatively stationary during steering, for example, by connecting them with a rigid connector or by using a sliding groove. The embodiment where link 113 and second wishbone 112 remain relatively stationary is similar.

[0050] The solution of this application introduces a link 113 into the suspension 110, with its first end rotatably connected to the steering device 120 and its second end connected to the vehicle frame, thereby achieving relative stillness between the link 113 and the first wishbone 111 during wheel 20 steering. Specifically, when the steering device 120 rotates between the first wishbone 111 and the second wishbone 112 to drive the wheel 20 to steer, the link 113, through its rotatable connection to the steering device 120, can swing with the movement of the steering device 120. Simultaneously, since the second end of the link 113 is fixed to the vehicle frame, it provides an additional, stable geometric constraint point for the entire suspension 110. By carefully designing the length of the link 113, the position of its connection point with the steering device 120, and the position of the fixed point on the vehicle frame, it is possible to ensure that the motion trajectory of the link 113 and the motion trajectory of the first wishbone 111 remain consistent under specific conditions when the steering device 120 rotates, or to ensure that there is no relative movement between them through mechanical linkage. This design effectively links and constrains the movement of the first wishbone 111 with the frame via link 113, preventing undesirable free swaying or displacement of the first wishbone 111 during steering, thereby stabilizing the geometry of the suspension 110. This not only helps maintain the correct steering angle and trajectory of the wheels 20, but also reduces changes in wheel 20 attitude caused by suspension 110 deformation during steering, thus improving steering precision and vehicle stability. The same principle applies to embodiments where link 113 and the second wishbone 112 are relatively stationary.

[0051] In one specific implementation, the link 113 can be a solid rod made of high-strength steel, with its two ends connected to the steering device 120 and the frame respectively via ball joint hinges. For example, the first end of the link 113 is connected to the side wall of the steering device 120 via a ball joint hinge, which allows the link 113 to rotate freely in three-dimensional space. The second end of the link 113 is connected to a pre-set mounting point on the frame via another ball joint hinge. To ensure that the link 113 and the first wishbone 111 remain relatively stationary during wheel 20 steering, the length and connection point position of the link 113 can be designed so that the link 113, the steering device 120, the first wishbone 111, and the frame form a four-bar linkage 113 mechanism or a similar kinematic chain. When the steering device 120 rotates, the geometry of this mechanism is precisely controlled so that the movement of the first wishbone 111 is constrained by the link 113, thereby maintaining a fixed relative angle or position of the first wishbone 111 relative to the link 113 during steering. For example, the connecting rod 113 can be arranged parallel to the first fork arm 111, and through precise geometric design, they can maintain synchronous movement when turning, thereby achieving relative stillness.

[0052] Through the above technical solution, during the steering process of wheel 20, link 113 and the first wishbone 111 or the second wishbone 112 can remain relatively stationary. This effectively stabilizes the geometry of suspension 110, preventing unnecessary displacement or attitude changes of the first wishbone 111 or the second wishbone 112 during steering. Because the movement of the suspension components is more precisely controlled, the steering trajectory and angle of wheel 20 are maintained more accurately, thus significantly improving steering precision and responsiveness. Furthermore, this stable structure also helps reduce the tendency of wheel 20 to bounce or roll during steering, thereby improving the vehicle's driving stability and handling during steering.

[0053] In some embodiments, such as Figure 1 , Figure 2 and Figure 5 As shown, the connection between the first wishbone 111 and the frame, and the connection between the second wishbone 112 and the frame, respectively constitute a revolute joint. The first wishbone 111 and the steering device 120, and the second wishbone 112 and the wheel 20, respectively constitute a ball joint. The connecting rod 113 and the wheel 20, and the connecting rod 113 and the steering device 120, respectively constitute a revolute joint. The revolute joints and the ball joints together constrain the wishbone-connecting rod 113 hybrid suspension with large steering angles and high handling, giving it two degrees of freedom: steering freedom and wheel hop freedom.

[0054] In this embodiment, the kinematic pair constraints are as follows: First fork arm 111 ( Figure 5 (8-15-9) and the rotating joint of the frame, the second fork 112 ( Figure 5 (1-16-3) and the rotating joint of the frame, connecting rod 113 ( Figure 5 The following are examples of kinematic pairs (7-18) and their relationship to the frame: There are 3 kinematic pairs, each with 5 degrees of freedom, totaling 15 constraints; the ball joints between the first wishbone 111 and the steering mechanism 120, and between the second wishbone 112 and the wheel 20: There are 2 ball joints, each with 3 degrees of freedom, totaling 6 constraints; the kinematic pair between the link 113 and the steering mechanism 120: There is 1 kinematic pair, each with 1 degree of freedom, totaling 1 constraint. If all kinematic pairs are considered as rigid constraints, the total constraint is 24. Therefore, the total degrees of freedom (DOF) of this suspension configuration is: DOF = 24 - 15 - 6 - 1 = 2, corresponding to the steering motion and wheel bounce motion of the wheel 20, respectively.

[0055] In some embodiments, the suspension 110 further includes a shock absorber 114 connected between the first wishbone 111 and the second wishbone 112.

[0056] The shock absorber 114 can take many forms. For example, it can be a hydraulic shock absorber 114, which dissipates energy by utilizing the resistance generated by the liquid through the small hole when the piston moves; it can also be a pneumatic shock absorber 114, which is based on the hydraulic shock absorber 114 and is filled with high-pressure nitrogen gas, using gas compression and expansion to provide additional damping; or it can be an electromagnetic shock absorber 114, which adjusts the damping force in real time by changing the viscosity of the magnetorheological fluid to achieve active or semi-active shock absorption.

[0057] The shock absorber 114 is connected between the first fork arm 111 and the second fork arm 112, effectively providing damping force between the two forks to control the relative movement between the wheel 20 and the frame, thus suppressing vibration. This connection method can be achieved by hinged connection between the upper and lower connectors and the mounting points on the first and second fork arms 111 and 112 respectively, or by bolt connection, pin connection, etc., to ensure the reliability and mobility of the connection. The shock absorber 114 can be installed vertically or at an angle to optimize the damping effect and spatial layout.

[0058] The solution of this application involves placing a shock absorber 114 between the first wishbone 111 and the second wishbone 112 of the suspension 110. When the wheel 20 experiences vertical displacement due to uneven road surfaces or vehicle movement, the relative distance or angle between the first wishbone 111 and the second wishbone 112 changes, thereby driving the shock absorber 114 to compress or extend. During this process, the damping mechanism inside the shock absorber 114 converts the kinetic energy of the vibration into heat energy and dissipates it, effectively attenuating the relative vibration between the wheel 20 and the vehicle frame. This design allows the shock absorber 114 to directly act on the main moving parts of the suspension 110, namely the first wishbone 111 and the second wishbone 112, thereby more efficiently absorbing and dissipating impact energy and controlling the bouncing of the wheel 20 and the swaying of the vehicle body. Compared to relying solely on the wishbone structure for damping, this solution provides more precise and controllable damping force, significantly improving the damping performance of the wishbone-link hybrid suspension 10 with its large steering angle and high handling, ensuring the vehicle's stability and handling under various driving conditions.

[0059] By introducing a shock absorber 114 into the suspension 110 of the large-angle, high-handling wishbone-link hybrid suspension 10 and connecting it between the first wishbone 111 and the second wishbone 112, the damping capacity of the suspension 110 can be significantly enhanced. This allows the large-angle, high-handling wishbone-link hybrid suspension 10 to more effectively absorb and dissipate impact and vibration energy from the road surface, thereby significantly improving vehicle ride stability and comfort. The addition of the shock absorber 114 effectively suppresses excessive vibration and bouncing of the wheels 20 and the vehicle body during driving, improves tire-road adhesion, and thus enhances vehicle handling stability and safety. This solution overcomes the limitations of relying solely on wishbone structure for damping, providing superior damping performance for the large-angle, high-handling wishbone-link hybrid suspension 10.

[0060] In some embodiments, the width of the suspension 110 gradually increases from the end closer to the wheel 20 to the end farther away from the wheel 20.

[0061] The width of the suspension 110 refers to the dimension of the suspension 110 in the lateral direction of the vehicle. This width can refer to the overall lateral outline dimension of the suspension 110, or it can refer to the effective support or coverage range in the lateral direction of the various components constituting the suspension 110 (such as the first wishbone 111, the second wishbone 112, the link 113, etc.).

[0062] The width of the suspension 110 gradually increases from the end closer to the wheel 20 to the end farther from the wheel 20. This refers to the geometric change in the width of the suspension 110 from the wheel 20 side to the frame side, that is, a smooth transition from a relatively narrow area to a relatively wide area. This increase can be linear, meaning the width increases proportionally with distance; or it can be non-linear, such as increasing in an arc, parabola, or step shape, to adapt to different space constraints and mechanical requirements. This width variation can be achieved by adjusting the cross-sectional shape of the wishbone, changing its lateral arrangement angle, or by using connection structures of different widths at different locations.

[0063] The solution proposed in this application achieves an optimized balance between structural strength and space utilization by designing the width of the suspension 110 to gradually increase from the end closer to the wheel 20 to the end farther away from the wheel 20. The relatively smaller width at the end closer to the wheel 20 helps to reserve the necessary installation and movement space for components such as the wheel 20, braking system, and steering device 120, avoiding interference and thus achieving a compact overall layout. As the suspension 110 extends further away from the wheel 20 and connects to the frame, its width gradually increases, giving the suspension 110 a larger lateral support base and stronger structural rigidity in the area where it connects to the frame. This increased width can more effectively distribute and transfer vertical loads, lateral loads, and torsional moments from the wheel 20 and steering device 120, avoiding excessive stress concentration at critical connection points. Therefore, this design not only improves the overall load-bearing capacity and deformation resistance of the suspension 110, ensuring the stability and precision of the steering process, but also achieves efficient mechanical performance within a limited chassis space.

[0064] In one specific implementation, the suspension 110 may include a first wishbone 111 and a second wishbone 112. In design, the lateral spacing or the width of the cross-section of the first wishbone 111 and the second wishbone 112 can gradually widen from the end connected to the steering device 120 or the wheel 20 (i.e., the end closer to the wheel 20) to the end connected to the vehicle frame (i.e., the end farther from the wheel 20). For example, the lateral span of the mounting base or connection point of the wishbone on the side closer to the vehicle frame can be designed to be greater than the lateral span on the side closer to the wheel 20. Specifically, the main structure of the components constituting the suspension 110, such as the first wishbone 111 and the second wishbone 112, can be designed as a triangular structure that gradually widens from the wheel 20 side to the vehicle frame side. Furthermore, by adjusting the relative angles of the first wishbone 111 and the second wishbone 112 in the lateral direction, they can form a smaller angle near the wheel 20 and a larger angle near the vehicle frame, thereby creating the overall effect of a gradually increasing width of the suspension 110.

[0065] Through the aforementioned technical solution, the width of the suspension 110 gradually increases from the end closer to the wheel 20 to the end farther away from the wheel 20. This allows the large-angle, high-handling wishbone-link hybrid suspension 10 to better adapt to the compact space of the vehicle chassis while ensuring structural strength. This design provides the necessary space in the area near the wheel 20, avoiding interference with components such as the wheel 20 and braking system. In the area farther from the wheel 20 and connected to the frame, the increased width effectively enhances the stiffness and load-bearing capacity of the suspension 110, thereby distributing the loads generated during driving and steering more evenly and reducing the risk of local stress concentration. This not only improves the durability and reliability of the large-angle, high-handling wishbone-link hybrid suspension 10, but also provides the vehicle with more stable driving performance and more precise steering response.

[0066] In some embodiments, such as Figure 1 and Figure 2 As shown, the steering device 120 includes a steering motor 121 and a steering reduction device 122. The steering motor 121 provides steering power. The steering reduction device 122 is rotatably connected to the suspension 110 and to the output shaft of the steering motor 121. The steering reduction device 122 is connected to the wheel 20 and reduces and increases the steering power output by the steering motor 121 before applying it to the suspension 110, so that the suspension 110 and the wheel 20 rotate relative to each other.

[0067] The steering motor 121 is an actuator used to generate mechanical torque and speed to drive steering actions. It can convert electrical energy into mechanical energy to provide the power required for steering operations. Common implementation methods include DC motors, AC motors, stepper motors, or servo motors. For example, a permanent magnet synchronous motor can be used, which has the advantages of high power density and precise control; or a brushless DC motor can be used, which has the characteristics of simple structure and reliable operation.

[0068] The steering reduction gear 122 is a mechanical transmission mechanism used to convert the high-speed, low-torque power output from the steering motor 121 into low-speed, high-torque power to meet the larger torque required for steering of the wheels 20. Simultaneously, it enables precise control of the transmission ratio, ensuring smooth and accurate steering. It can be rotatably connected to the suspension 110 and to the output shaft of the steering motor 121, which in turn connects to the wheels 20. Common implementation methods include planetary gear reducers, harmonic reducers, or worm gear reducers. For example, planetary gear reducers are characterized by small size, a wide transmission ratio range, and high efficiency; while harmonic reducers offer advantages such as high transmission accuracy and high load-bearing capacity.

[0069] The solution of this application constructs a complete steering power generation and transmission chain by introducing a steering motor 121 and a steering reduction device 122 into the steering device 120. Specifically, when a steering operation is required, the steering motor 121 receives a control signal and starts, converting electrical energy into mechanical energy to generate initial steering power. Since steering of the wheels 20 typically requires a large torque, and the steering motor 121 may not be able to provide sufficient torque or require an excessively large motor size in direct drive, the steering reduction device 122 plays a crucial role here. The input end of the steering reduction device 122 is connected to the output shaft of the steering motor 121, receiving the steering power from the motor. Through its internal transmission mechanism, the steering reduction device 122 reduces the output of the motor while correspondingly increasing the output torque. This decelerated and torque-increased steering power then acts on the suspension 110 through the output end of the steering reduction device 122. Since the steering reduction device 122 is rotatably connected to the suspension 110, and its output end is also used to connect to the wheel 20, the torque after reduction and torque amplification can effectively drive the suspension 110 and the wheel 20 to rotate relative to each other around a preset steering axis, thereby achieving steering of the wheel 20. This design not only ensures sufficient torque required for steering, but also allows the steering motor 121 to operate in a more efficient speed range. At the same time, by setting the reduction ratio, the accuracy and stability of steering are improved.

[0070] By integrating the steering motor 121 and steering reduction device 122 into the steering device 120 through the above technical solution, stable and sufficient steering power can be provided for the large-angle, high-handling wishbone-link hybrid suspension 10. The steering motor 121, as a power source, can precisely output speed and torque according to control commands. The steering reduction device 122 effectively converts the high speed output by the motor into the large torque required for wheel steering, solving the problems of insufficient torque or excessive motor size that may be encountered with direct drive. This configuration not only optimizes power transmission efficiency and ensures the smoothness and precision of steering actions, but also, through a reasonable reduction ratio design, enables the steering system to better cope with the steering needs under different road conditions and vehicle speeds, significantly improving vehicle handling and safety.

[0071] This application also provides an intelligent chassis system for use in vehicles. The intelligent chassis system includes wheels 20 and a large-angle, high-control wishbone-link hybrid suspension 10 provided in the above embodiment, with the wishbone-link hybrid suspension 10 rotatably connected to the wheels 20.

[0072] The solution of this application integrates the aforementioned large-angle, high-control wishbone-link hybrid suspension 10 with the wheels 20 into an intelligent chassis system, constructing a complete foundation for vehicle motion and steering. Specifically, the intelligent chassis system, as a platform for load-bearing and connection, provides a stable mounting position and structural support for the large-angle, high-control wishbone-link hybrid suspension 10 and the wheels 20. The large-angle, high-control wishbone-link hybrid suspension 10, as the core component providing steering power, can effectively transmit its generated steering torque to the wheels 20 through a rotatable connection. When the large-angle, high-control wishbone-link hybrid suspension 10 receives a steering command, its internal steering mechanism drives the wheels 20 to rotate, thereby changing the orientation of the wheels 20. Due to the rotatable connection between the large-angle, high-control wishbone-link hybrid suspension 10 and the wheels 20, the wheels 20 can deflect around a preset steering axis, thus realizing the vehicle's steering function. This integration method allows the unique layout of the large-angle, high-control wishbone-link hybrid suspension 10 (located on one side of the vertical centerline of the wheel 20) to play a role in the actual vehicle system, which not only ensures the realization of steering function, but also provides flexibility for the overall layout and space utilization of the intelligent chassis system.

[0073] Through the aforementioned technical solution, the large-angle, high-control wishbone-link hybrid suspension 10 is integrated with the wheel 20 into the intelligent chassis system, overcoming the limitation that the large-angle, high-control wishbone-link hybrid suspension 10 alone cannot independently form the basis of vehicle motion. This integration not only provides a stable working environment and load-bearing platform for the large-angle, high-control wishbone-link hybrid suspension 10, but more importantly, through the rotatable connection between the large-angle, high-control wishbone-link hybrid suspension 10 and the wheel 20, the steering power provided by the large-angle, high-control wishbone-link hybrid suspension 10 can be efficiently and precisely applied to the wheel 20, thereby achieving effective vehicle steering. This intelligent chassis system can fully utilize the unique layout advantages of the large-angle, high-control wishbone-link hybrid suspension 10 in the area on one side of the vertical centerline of the wheel 20, optimizing chassis space and providing greater flexibility and integration for the overall vehicle design, especially for the platform-based design of electric vehicles, thereby improving vehicle handling and driving stability.

[0074] In summary, the large-angle, high-control wishbone-link hybrid suspension and intelligent chassis system provided in this application embodiment achieves the connection and driving function between the large-angle, high-control wishbone-link hybrid suspension and the wheel by offsetting the entire large-angle, high-control wishbone-link hybrid suspension to one side of the vertical centerline of the wheel. At the same time, when the wheel makes a large-angle turn, it can effectively avoid physical interference between the wheel and the large-angle, high-control wishbone-link hybrid suspension, so that the wheel can obtain a larger steering angle range, thereby improving the overall maneuverability and flexibility of the vehicle without sacrificing the stability of the chassis.

[0075] It should be understood that in this application, "at least one (item)" means one or more, and "more than" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0076] The preferred embodiments of the present application have been described above with reference to the accompanying drawings, but this does not limit the scope of the claims of the present application. Any modifications, equivalent substitutions, and improvements made by those skilled in the art without departing from the scope and substance of the embodiments of the present application shall be within the scope of the claims of the present application.

Claims

1. A large-angle, high-handling wishbone-link hybrid suspension, characterized in that, The large-angle, high-control wishbone-link hybrid suspension is used to connect with the wheel and drive the wheel to steer. When connected with the wheel and the wheel is in a non-steering state, the large-angle, high-control wishbone-link hybrid suspension is located in the area on one side of the vertical centerline of the wheel. The large steering angle and high handling wishbone-link hybrid suspension includes: Suspension, used to connect with the wheels and frame and absorb energy and dampen shocks; and A steering device, rotatably disposed between the suspensions, is used to connect with the wheels and provide steering power during wheel steering, so as to cause the suspensions and the wheels to rotate relative to each other; The suspension includes a first wishbone and a second wishbone, which are spaced apart, and the steering device is rotatably disposed between the first wishbone and the second wishbone. The first end of the first fork arm is rotatably connected to the steering device, the first end of the second fork arm is rotatably connected to the wheel, and the second ends of both the first and second forks arm are respectively connected to the vehicle frame. The suspension also includes a link, the first end of which is rotatably connected to the steering device, and the second end of which is connected to the vehicle frame. During the wheel steering process, the link and the first wishbone are relatively stationary, or the first end of the link is rotatably connected to the wheel, and the second end of the link is connected to the vehicle frame. During the wheel steering process, the link and the second wishbone are relatively stationary. The connection points of the first wishbone and the frame, and the connection points of the second wishbone and the frame, respectively form revolute joints. The connection between the first wishbone and the steering device, and the connection between the second wishbone and the wheel, respectively form ball joints. The connection between the link and the wheel, and the connection between the link and the steering device, respectively form revolute joints. All the revolute joints and all the ball joints together constrain the large steering angle and high control of the wishbone-link hybrid suspension to have two degrees of freedom, namely the steering degree of freedom and the wheel hop degree of freedom.

2. The large-angle, high-control wishbone-link hybrid suspension according to claim 1, characterized in that, The suspension also includes a shock absorber connected between the first wishbone and the second wishbone.

3. The large-angle, high-control wishbone-link hybrid suspension according to claim 1 or 2, characterized in that, The width of the suspension gradually increases from the end closer to the wheel to the end farther away from the wheel.

4. The large-angle, high-control wishbone-link hybrid suspension according to claim 1, characterized in that, The steering device includes: Steering motor, used to provide steering power; and A steering deceleration device is rotatably connected to the suspension and to the output shaft of the steering motor. It is used to connect to the wheel and decelerate and amplify the steering power output by the steering motor before applying it to the suspension, so that the suspension and the wheel rotate relative to each other.

5. An intelligent chassis system, characterized in that, The intelligent chassis system includes wheels and a large-angle, high-control wishbone-link hybrid suspension as described in any one of claims 1 to 4, wherein the large-angle, high-control wishbone-link hybrid suspension is rotatably connected to the wheels.

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