A vehicle corner module

Abstract

The application provides a vehicle corner module, belonging to the technical field of corner modules, which is arranged between a vehicle body and a wheel, and comprises a main suspension system, a steering system and a braking system. The main suspension system comprises a first main damping assembly, a second main damping assembly, a guide connecting rod, a coil spring and a trapezoidal connecting rod set. The trapezoidal connecting rod set is formed by first, second, third and fourth connecting rods which are connected in a head-to-tail mode, and the middle part of the second connecting rod is connected with a wheel end connecting part and serves as a transverse constraint rod. The steering system and the braking system are arranged in the wheel adjacent area and cooperate with the wheel end area. The corner module can realize suspension active adjustment, steering execution and braking execution in the same wheel end area, and improve the guiding stability, transverse constraint ability and load transmission rationality of the wheel end area.

Description

Technical Field

[0001] This invention belongs to the field of corner module technology, and specifically relates to a vehicle corner module. Background Technology

[0002] With the development of vehicle chassis technology, corner modules located at the wheel positions have gradually become an important direction in chassis integrated design. Corner modules typically need to accommodate suspension, steering, and braking components within a limited space to achieve functions such as wheel support, attitude control, steering execution, and braking execution. The structural design of corner modules not only affects the load transfer and vibration damping effect between the vehicle body and the wheels, but also the motion stability of the wheels under steering, braking, and complex road conditions.

[0003] In existing vehicle wheel-end structures, the suspension, steering, and braking systems are mostly arranged relatively independently. While these components work together to fulfill the functions required for vehicle movement, problems such as dispersed structural relationships, long load paths, and complex local stresses still exist in the wheel-end area. When a vehicle is on uneven roads, turning, braking, or experiencing lateral disturbances, the wheel-end area often simultaneously bears vertical impact loads, lateral loads, and braking torques. If the wheel-end area lacks stable guidance and constraint relationships, it can easily cause localized attitude fluctuations, unstable motion trajectories, or concentrated load transmission, thereby affecting vehicle driving stability and the stress state of the wheel-end components.

[0004] Furthermore, while existing active suspension technology can improve vehicle attitude control and shock absorption to some extent, it still faces challenges such as limited wheel-end space, insufficient structural coordination, and complex force relationships under various operating conditions when combined with steering and braking structures in the wheel-end area. Especially when active adjustment, steering, and braking occur simultaneously, how to balance motion guidance, lateral stability, and load transfer rationality in the wheel-end area remains a problem that needs further resolution in current technology. Summary of the Invention

[0005] In view of the above-mentioned problems in the prior art, the purpose of the present invention is to provide a vehicle corner module that can realize active suspension adjustment, steering execution and braking execution in the same wheel end area, and improve the guiding stability, lateral restraint capability and load transfer rationality of the wheel end area.

[0006] A vehicle corner module, disposed between the vehicle body and the wheel, is characterized by comprising an active suspension system, a steering system, and a braking system; the active suspension system includes a first active damping assembly, a second active damping assembly, a guide link, a coil spring, and a trapezoidal link assembly; the trapezoidal link assembly includes a first link, a second link, a third link, and a fourth link, wherein the second link is disposed at the lower part of the trapezoidal link assembly, the middle part of the second link is connected to the wheel end connection portion of the wheel end region, the two ends of the second link are respectively hinged to the first link and the fourth link, and the other ends of the first link and the fourth link are respectively hinged to the two ends of the third link, forming a trapezoidal closed-loop guide structure; the first active damping assembly includes a first damping rod and a guide rod disposed on the first damping rod. The system includes a hydraulic actuator, a first damping rod, one end of which is connected to the vehicle body, and the other end of which is connected to the hinge joint between the first link and the third link; the second active damping assembly includes a second damping rod and a hydraulic actuator mounted on the second damping rod; one end of the second damping rod is connected to the vehicle body, and the other end of which is connected to the hinge joint between the fourth link and the third link; the coil spring is located between the vehicle body and the wheel end support structure corresponding to the wheel; one end of the guide link is connected to the vehicle body, and the other end of which is connected to the hinge joint between the first link and the third link; the steering system and the braking system are both located in the area adjacent to the wheel and cooperate with the wheel end area where the wheel and the active suspension system are located to realize the steering control and braking control of the wheel respectively.

[0007] Preferably, the wheel end connection is a connecting seat or connecting lug provided on the wheel end support, and the middle part of the second connecting rod is connected to the wheel end connection by means of ball joint, rubber bushing hinge or pin hinge.

[0008] Preferably, the steering system includes a steering wheel, a steering shaft, a front steering tie rod, a rear steering tie rod, and a steering knuckle assembly; the steering wheel is connected to the steering shaft, the steering shaft is connected to the front and rear steering tie rods via a steering gear or steering actuator, and the front and rear steering tie rods are respectively connected to the steering knuckle assembly to drive the steering knuckle assembly to deflect the wheels.

[0009] Preferably, the steering knuckle assembly is rotatably mounted to the wheel end support via a steering kingpin, steering bearing, or equivalent steering hinge structure, so that the steering knuckle assembly has a steering degree of freedom to deflect about a predetermined steering axis relative to the wheel end support.

[0010] Preferably, the braking system includes a brake pedal, a brake push rod, a brake pipe, and an integrated disc brake. The brake pedal is connected to the brake push rod, the brake push rod is connected to the brake pipe, the brake pipe is integrated and communicates with the disc brake, and the disc brake is integrated and disposed in the area adjacent to the wheel and cooperates with the wheel.

[0011] Preferably, the disc brake is integrated and installed on the steering knuckle assembly or wheel end support corresponding to the wheel. The braking torque generated during braking is transmitted to the second link through the disc brake assembly, steering knuckle assembly or wheel end support, and then distributed from the second link to the first link and the fourth link.

[0012] Preferably, hydraulic actuator one and hydraulic actuator two are respectively connected to the vehicle control system. The vehicle control system is used to control the output of hydraulic actuator one and hydraulic actuator two respectively, so that the first damping rod and the second damping rod produce corresponding extension and retraction amounts, so as to adjust the support state of the hinge nodes on both sides of the upper part of the trapezoidal linkage group.

[0013] Preferably, both hydraulic actuator one and hydraulic actuator two are hydraulic cylinder actuators. The cylinder body of hydraulic actuator one is fixedly connected to the outer cylinder of the first damping rod, and the piston rod of hydraulic actuator one is connected to the telescopic end of the first damping rod. The cylinder body of hydraulic actuator two is fixedly connected to the outer cylinder of the second damping rod, and the piston rod of hydraulic actuator two is connected to the telescopic end of the second damping rod.

[0014] Preferably, a sensing element is provided on the second link or the wheel end connection, and the sensing element is connected to the vehicle control system. The sensing element is used to detect the bending strain of the second link, the lateral load transmitted from the wheel end connection to the second link, the lateral displacement of the wheel end connection relative to the vehicle body, or the angle change of the hinge node of the trapezoidal link group. The vehicle control system adjusts the output of hydraulic actuator one and hydraulic actuator two according to the information fed back by the sensing element.

[0015] The beneficial effects of this invention are: the active suspension system, steering system and braking system are integrated into the wheel end area between the vehicle body and the wheel, and the wheel end support, guidance and adjustment structure is formed by trapezoidal link group, dual active damping assembly, guide link and coil spring, thereby improving the integration of the corner module and the structural coordination under complex working conditions.

[0016] The trapezoidal linkage assembly is formed by hinged first, second, third, and fourth links. The second link is located at the bottom of the trapezoidal linkage assembly, and its middle part is connected to the wheel end connection. This allows the second link to both participate in forming the trapezoidal closed-loop guide structure and act as a lateral constraint rod at the wheel end. Therefore, when the wheel is subjected to lateral loads or road disturbances, it can limit the lateral displacement and local sway of the wheel end, improving the guiding stability and lateral stability of the wheel end.

[0017] The first and second active damping components are respectively connected between the vehicle body and the upper two hinge nodes of the trapezoidal link group. They are driven by hydraulic actuators to extend and retract the corresponding damping rods, which can actively support and adjust the attitude of the wheel end area. Together with the guide link, they can improve the motion stability of the wheel end under vertical impact, steering and braking conditions.

[0018] The steering and braking systems are located in the same wheel-end area as the active suspension system. The braking load can be distributed and transmitted through the wheel-end connection, the second link, and the trapezoidal link group, reducing the stress concentration on a single wheel-end component or connection node. When a sensing element is installed, the output of the hydraulic actuator can also be adjusted according to the feedback of the wheel-end status, further improving the adaptability under complex working conditions. Attached Figure Description

[0019] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used in conjunction with embodiments of the invention to explain the invention and do not constitute a limitation thereof. In the drawings: Figure 1 This is a schematic diagram of the corner module of the present invention; Figure 2 This is a structural schematic diagram of the active suspension system of the present invention.

[0020] The components in the diagram are labeled as follows: 1. Vehicle body; 2. Hydraulic actuator one; 3. First damping rod; 4. Guide link; 5. Coil spring; 6. First link; 7. Second link; 8. Wheel; 9. Second damping rod; 10. Hydraulic actuator two; 11. Third link; 12. Fourth link; 13. Road surface; 14. Steering wheel; 15. Steering shaft; 16. Front steering tie rod; 17. Rear steering tie rod; 18. Steering knuckle integration; 19. Brake pedal; 20. Brake push rod; 21. Brake pipe; 22. Disc brake integration. Detailed Implementation

[0021] Example 1 like Figure 1 , Figure 2 As shown, this embodiment provides a vehicle corner module, which is disposed between the vehicle body 1 and the wheel 8. This module is used to perform active suspension adjustment, steering, and braking within the wheel end area. The vehicle body 1 serves as the upper load-bearing foundation, and the wheel 8 serves as the wheel end movement and actuation component. The vehicle corner module includes an active suspension system, a steering system, and a braking system. The active suspension system primarily provides elastic support, motion guidance, vibration damping, and active attitude adjustment between the vehicle body 1 and the wheel 8; the steering system primarily controls the deflection of the wheel 8; and the braking system primarily applies braking force to the wheel 8.

[0022] In this embodiment, the wheel end region refers to the local mounting area located inside the wheel 8, used for arranging the wheel end connection, steering knuckle integration 18, disc brake integration 22, and suspension link connection nodes. This wheel end region not only receives vertical excitation, lateral loads, and braking torque from the wheel 8 and the road surface 13, but also serves as the mounting area for the structural coupling of the active suspension system, steering system, and braking system. By integrating the above structures around the same wheel end region, the load transmission path can be shortened, and the guiding stability and attitude control capability of the wheel 8 under complex working conditions can be improved.

[0023] like Figure 2 As shown, the active suspension system includes a first active damping assembly, a second active damping assembly, a guide link 4, a coil spring 5, and a trapezoidal link assembly. The first active damping assembly includes a first damping rod 3 and a hydraulic actuator 2 mounted on the first damping rod 3. The second active damping assembly includes a second damping rod 9 and a hydraulic actuator 10 mounted on the second damping rod 9. The first damping rod 3 and the second damping rod 9 serve as retractable load-bearing supports connecting the vehicle body 1 and the trapezoidal link assembly, respectively. Their upper ends are connected to the mounting portion of the vehicle body 1, and their lower ends are connected to the upper nodes on the left and right sides of the trapezoidal link assembly, respectively.

[0024] Specifically, the trapezoidal linkage group consists of a first link 6, a second link 7, a fourth link 12, and a third link 11, hinged end-to-end to form a trapezoidal closed-loop structure. The second link 7 is located at the bottom of the trapezoidal linkage group and serves as a lateral constraint link at the wheel end. Specifically, the middle of the second link 7 connects to the wheel end connection, and its two ends are hinged to the first link 6 and the fourth link 12, respectively. The other ends of the first link 6 and the fourth link 12 are hinged to the two ends of the third link 11, respectively. Thus, the first link 6, the second link 7, the fourth link 12, and the third link 11 together form a trapezoidal closed-loop guide structure located in the vicinity of the wheel 8. In one specific embodiment, the middle of the second link 7 can be connected to the wheel end connection via a ball joint, a rubber bushing hinge, or a pin hinge, allowing the second link 7 to both participate in forming the trapezoidal closed-loop guide structure and to create a laterally stable connection path at the bottom of the wheel end.

[0025] When the vehicle is in a turning, crosswind, emergency avoidance, or impact condition on uneven road surfaces, the wheel 8 and the wheel end connection will be subjected to lateral loads and local torsional loads. At this time, the second link 7 is connected to the wheel end connection through its middle section and to the first link 6 and the fourth link 12 through its two ends, distributing the lateral load at the lower part of the wheel end to both sides of the trapezoidal link assembly, and then to the third link 11, the first active damping assembly, the second active damping assembly, and the vehicle body 1. Thus, the second link 7 not only participates in closed-loop guidance as the lower component of the trapezoidal link assembly, but also has a lateral restraint function at the wheel end, which can limit the lateral relative displacement and local torsional deformation in the wheel end area, thereby improving the lateral stability of the wheel end area.

[0026] In this embodiment, the lower end of the first damping rod 3 is preferably connected to the hinge node between the first link 6 and the third link 11, and the lower end of the second damping rod 9 is preferably connected to the hinge node between the fourth link 12 and the third link 11. Thus, the first and second active damping components act on the upper nodes on the left and right sides of the trapezoidal link assembly, respectively, enabling the two active damping chains to provide mutually supporting and adjusting forces from the vehicle body 1 to the trapezoidal link assembly. When the vehicle control system adjusts the output states of hydraulic actuator 12 and hydraulic actuator 20, the extension and retraction of the first damping rod 3 and the second damping rod 9 can be changed respectively, thereby adjusting the position and force state of the upper nodes on both sides of the trapezoidal link assembly, and thus achieving active control of the wheel end area attitude.

[0027] Hydraulic actuator 12 and hydraulic actuator 20 can adopt a hydraulic cylinder actuation structure. Taking hydraulic actuator 12 as an example, hydraulic actuator 12 includes a cylinder body, a piston, and a piston rod. The cylinder body can be fixedly connected to the outer cylinder of the first damping rod 3, and the piston rod can be connected to the telescopic end of the first damping rod 3. The vehicle control system adjusts the pressure difference of the hydraulic oil entering the two chambers of hydraulic actuator 12 to cause the piston rod to produce axial displacement, thereby driving the first damping rod 3 to extend or shorten. Hydraulic actuator 20 can adopt the same or similar structure as hydraulic actuator 12. Its cylinder body is fixedly connected to the outer cylinder of the second damping rod 9, and the piston rod is connected to the telescopic end of the second damping rod 9. Through the above structure, hydraulic actuator 12 and hydraulic actuator 20 can not only adjust the telescopic length of the corresponding damping rod, but also change the support state and energy dissipation state of the damping chain according to the change of hydraulic pressure.

[0028] Furthermore, hydraulic actuator 12 and hydraulic actuator 20 are respectively connected to the vehicle control system, and are controlled by the vehicle control system based on vehicle attitude, wheel end load, wheel tumble, lateral acceleration, or sensor feedback signals on the second link 7. Hydraulic actuator 12 and hydraulic actuator 20 can each have independent hydraulic control circuits, or they can share the same hydraulic source, and the hydraulic oil pressure and flow entering each hydraulic actuator can be controlled separately through proportional valves, servo valves, or electro-hydraulic control valves. When the two active damping components share a hydraulic source, the layout volume of the hydraulic system can be reduced, which is beneficial to meeting the compact space requirements of the corner module wheel end.

[0029] The guide link 4 is a rigid guide component, with one end connected to the vehicle body 1 and the other end connected to the trapezoidal link assembly. Specifically, one end of the guide link 4 can be connected to the vehicle body 1 via a ball joint, pin joint, or rubber bushing joint, and the other end is connected to the hinge node between the first link 6 and the third link 11. The guide link 4 is used to limit the motion trajectory of the upper part of the trapezoidal link assembly relative to the vehicle body 1, and to provide geometric constraints during the extension and retraction adjustment of the first damping rod 3 and the second damping rod 9, so that the length change of the active damping assembly can be stably converted into controlled displacement and attitude change in the wheel end area.

[0030] A coil spring 5 is positioned between the vehicle body 1 and the wheel end area to provide basic elastic support. One end of the coil spring 5 is connected to a spring seat on the vehicle body 1, and the other end is connected to a spring support seat fixedly connected to the wheel end connection. During vehicle operation, when the wheel 8 is excited by the road surface 13 and experiences upward or compressive displacement, the coil spring 5 undergoes elastic deformation and absorbs some of the impact energy. The first and second active damping components, under the control of the vehicle control system, adjust their extension and damping, working together with the coil spring 5 to provide wheel end support and vibration damping.

[0031] Furthermore, a sensing element can be installed on the second link 7. This sensing element includes at least one of a strain gauge, force sensor, displacement sensor, acceleration sensor, or angle sensor. The strain gauge can be attached to the force-sensitive area of ​​the second link 7 to detect the bending strain generated by the second link 7 under lateral load; the force sensor can be installed at the connection point between the second link 7 and the wheel end connection to detect the lateral load transmitted from the wheel end area to the second link 7; the displacement sensor can be used to detect the lateral displacement of the wheel end connection relative to the vehicle body 1 or relative to a preset position of the trapezoidal link assembly; and the angle sensor can be used to detect the angular changes of the relevant hinge nodes of the trapezoidal link assembly. This sensing element is connected to the vehicle control system and sends the detected wheel end status information to the vehicle control system.

[0032] After receiving feedback from sensing elements regarding lateral micro-deformation, lateral load, track width change, wheel end displacement, or wheel center trajectory deviation, the vehicle control system adjusts the outputs of hydraulic actuator 2 and hydraulic actuator 10 based on vehicle speed, vehicle attitude, steering angle, and braking status. For example, when the vehicle control system determines that there is a significant lateral offset trend in the wheel end area, it can control hydraulic actuator 2 and hydraulic actuator 10 to produce differentiated extension and retraction, causing the upper two side nodes of the trapezoidal linkage to form corresponding attitude corrections, thereby suppressing wheel end attitude fluctuations and achieving active adjustment based on wheel end state feedback.

[0033] Example 2 Based on Example 1, this example further explains the connection relationship between the steering system and the wheel end area.

[0034] like Figure 1 As shown, the steering system includes a steering wheel 14, a steering shaft 15, a front tie rod 16, a rear tie rod 17, and a steering knuckle assembly 18. The steering wheel 14 is connected to the steering shaft 15, which receives steering input from the driver. The steering shaft 15 can be connected to the front tie rod 16 and the rear tie rod 17 via a steering gear or steering transmission mechanism, respectively, so that the steering input from the steering wheel 14 can be converted into lateral displacement of the front tie rod 16 and the rear tie rod 17. The front tie rod 16 and the rear tie rod 17 are connected to different connection positions on the steering knuckle assembly 18, respectively, to jointly drive the steering knuckle assembly 18 to deflect relative to the wheel end area.

[0035] The steering knuckle integration 18 is disposed in the region adjacent to the wheel 8 and is connected to the wheel 8. The steering knuckle integration 18 may include a steering knuckle body, a wheel hub mounting portion, and a steering arm for connecting the front steering tie rod 16 and the rear steering tie rod 17. The wheel 8 is connected to the steering knuckle integration 18 via the wheel hub mounting portion, so that when the steering knuckle integration 18 is deflected under the drive of the front steering tie rod 16 and the rear steering tie rod 17, it can drive the wheel 8 to deflect around a predetermined steering axis, thereby realizing steering control of the wheel 8.

[0036] In this embodiment, the steering knuckle assembly 18 is rotatably mounted on the wheel end support, which has a wheel end connecting portion for connecting to the middle of the second link 7. Specifically, the steering knuckle assembly 18 can be mounted on the wheel end support via a steering kingpin, steering bearing, or equivalent steering hinge structure, and deflects around a predetermined steering axis under the drive of the front steering tie rod 16 and the rear steering tie rod 17 to drive the wheel 8 to complete the steering action. The second link 7 is connected to the wheel end support via the wheel end connecting portion, so that the trapezoidal link group mainly guides and laterally constrains the position of the wheel end support during suspension bounce, lateral loading, and local swaying, without interfering with the steering deflection of the steering knuckle assembly 18 relative to the wheel end support. Thus, the steering degree of freedom of the steering system and the wheel end guiding constraint function of the active suspension system are separated and work together, so that the wheel 8 can maintain a relatively stable wheel end support state while completing the steering action.

[0037] When the driver turns the steering wheel 14, the steering input is transmitted via the steering shaft 15, steering gear, or steering transmission mechanism to the front steering tie rod 16 and the rear steering tie rod 17. The front steering tie rod 16 and the rear steering tie rod 17 drive the steering knuckle assembly 18 to deflect relative to the wheel end support. The steering knuckle assembly 18 further drives the wheel 8 to deflect. During this steering process, the second link 7 is connected to the wheel end support through the wheel end connection. The trapezoidal link assembly guides and constrains the suspension bounce, lateral displacement, and local sway of the wheel end support, while the steering deflection degree of freedom of the steering knuckle assembly 18 relative to the wheel end support is preserved. Therefore, the wheel 8 can complete the steering action with a relatively stable wheel end support state.

[0038] Example 3 Based on Example 2, this example further explains the connection relationship between the braking system and the wheel end area.

[0039] like Figure 1 As shown, the braking system includes a brake pedal 19, a brake push rod 20, a brake pipe 21, and a disc brake assembly 22. The brake pedal 19 is connected to the brake push rod 20, which is connected to the brake pipe 21. The brake pipe 21 is connected to the disc brake assembly 22. When the driver depresses the brake pedal 19, the brake pedal 19 pushes the brake push rod 20, which transmits the braking input to the brake hydraulic system. The brake hydraulic system then transmits the hydraulic pressure to the disc brake assembly 22 through the brake pipe 21, which applies braking force to the wheels 8.

[0040] A disc brake assembly 22 is disposed in the area adjacent to the wheel 8 and mounted on the steering knuckle assembly 18 or the wheel end support. The disc brake assembly 22 may include a brake caliper, a brake disc, and friction pads, wherein the brake disc rotates synchronously with the wheel 8 or the wheel hub, and the brake caliper is mounted on the steering knuckle assembly 18 or the wheel end support. When the brake pipe 21 delivers brake fluid pressure to the brake caliper, the brake caliper pushes the friction pads to clamp the brake disc, thereby applying a braking torque to the wheel 8.

[0041] Since the disc brake assembly 22 is mounted on the steering knuckle assembly 18 or the wheel end support, and the wheel end support is connected to the middle of the second link 7 via the wheel end connecting part, the braking torque generated during the braking process of the wheel 8 can be transmitted to the second link 7 via the disc brake assembly 22, the steering knuckle assembly 18 or the wheel end support, and the wheel end connecting part. The second link 7 then distributes the braking load to both sides of the trapezoidal link assembly through the hinged connections between its two ends and the first link 6 and the fourth link 12, and further transmits it to the vehicle body 1 via the third link 11, the first active damping assembly, the second active damping assembly, and the guide link 4. As a result, the braking load is less likely to be concentrated on a single wheel end component, which helps to improve the stress state of the wheel end area under braking conditions.

[0042] During vehicle braking, a significant longitudinal braking force is generated between the wheel 8 and the road surface 13. Simultaneously, the vehicle may experience suspension compression, body pitch, and localized wheel-end attitude changes. At this time, the coil spring 5 provides basic elastic support, and the first and second active damping components adjust their support and damping states according to control signals from the vehicle control system. The trapezoidal linkage guides and constrains the relative movement in the wheel-end region. Since the disc brake assembly 22, steering knuckle assembly 18, and wheel-end support are all arranged within the same constrained wheel-end region, the braking process can be coordinated with the wheel-end guiding process and the active suspension adjustment process, improving the attitude stability of the wheel 8 during braking.

[0043] The working principle of the vehicle corner module: When the vehicle is in motion, the wheel 8 contacts the road surface 13, which applies vertical excitation, lateral load, and longitudinal braking or driving load to the wheel 8. These loads are first transmitted via the wheel 8 to the wheel end region, where the steering knuckle assembly 18, wheel end connection, and disc brake assembly 22 are located. Since the wheel end connection is connected to the middle of the second link 7, and the second link 7, together with the first link 6, the third link 11, and the fourth link 12, form a trapezoidal closed-loop structure, the load on the wheel end region can enter the trapezoidal link group and form a controlled transmission path within the trapezoidal link group.

[0044] When wheel 8 experiences an upward jump due to a vertical impact from road surface 13, coil spring 5 compresses and absorbs some of the impact energy. First damping rod 3 and second damping rod 9, under the action of hydraulic actuators 1-2 and 2-10, produce damping adjustment or active extension / retraction adjustment. Guide link 4 restricts the movement of the upper nodes of the trapezoidal link assembly, causing the wheel end area to move along a predetermined trajectory. Since the first damping rod 3 and second damping rod 9 are respectively connected to the upper nodes on the left and right sides of the trapezoidal link assembly, the vehicle control system can control the extension / retraction of both to provide symmetrical support, differential support, or attitude correction to the wheel end area, thereby improving the relative motion state between the vehicle body 1 and wheel 8.

[0045] When the vehicle is cornering, changing lanes, or experiencing crosswinds, the wheel end area bears a significant lateral load. This lateral load is transmitted to the middle of the second link 7 via the steering knuckle integration 18 or the wheel end connection. The second link 7, through the first link 6 and the fourth link 12 connected at both ends, distributes the lateral load to both sides of the trapezoidal link assembly, thereby limiting the lateral displacement and torsional tendency of the wheel end connection. Simultaneously, sensors mounted on the second link 7 detect changes in strain, load, or displacement and feed the results back to the vehicle control system. Based on the feedback signal, the vehicle control system adjusts the outputs of hydraulic actuator 12 and hydraulic actuator 20, causing the first damping rod 3 and the second damping rod 9 to work together to correct the stress state of the upper node of the trapezoidal link assembly, further suppressing wheel end attitude fluctuations.

[0046] When the driver performs a steering operation, the steering action input by the steering wheel 14 is transmitted to the front steering tie rod 16 and the rear steering tie rod 17 via the steering shaft 15 and the steering transmission mechanism. The front steering tie rod 16 and the rear steering tie rod 17 drive the steering knuckle assembly 18 to deflect, and the steering knuckle assembly 18 drives the wheel 8 to deflect. Since the steering knuckle assembly 18 is rotatably mounted on the wheel end support, and the wheel end support is connected to the second link 7 through the wheel end connection and is guided and constrained by the trapezoidal link group, the wheel 8 can maintain a relatively stable wheel end support state while maintaining steering freedom during steering.

[0047] When the driver applies the brakes, the brake input is transmitted via the brake pedal 19, brake lever 20, and brake pipe 21 to the disc brake assembly 22, which applies braking force to the wheels 8. The braking torque generated during braking is transmitted via the disc brake assembly 22 to the steering knuckle assembly 18 or the wheel end support, then via the second link 7 to the trapezoidal link assembly, and finally transmitted towards the vehicle body 1 via the first link 6, fourth link 12, third link 11, first active damping assembly, and second active damping assembly. Thus, the braking load can form a more reasonable transmission path through the trapezoidal link assembly and the dual active damping chain, thereby reducing load concentration on local components at the wheel ends.

[0048] Once the road impact weakens or disappears, the coil spring 5 releases the elastic potential energy stored during compression, pushing the wheel end area back from its compressed state to its initial state. Hydraulic actuators 2 and 10, based on the reset control signal from the vehicle control system, adjust the first damping rod 3 and the second damping rod 9 in opposite directions or with damping, to assist in the wheel end area's reset. During the reset process, the guide link 4 and the trapezoidal link group continuously limit the movement trajectory of the wheel end area, preventing disorderly swaying.

[0049] During actual vehicle operation, wheel-end load input, trapezoidal link group guidance, coil spring 5 support, dual active damping component adjustment, steering knuckle integrated 18 deflection, disc brake integrated 22 braking, and sensor feedback closed-loop control do not occur in isolation, but rather continuously or intermittently within the same wheel-end area. Through the above structural coordination, this invention can integrate active suspension adjustment, steering execution, and braking execution within a limited wheel-end space, and utilize the trapezoidal link group to form a stable wheel-end guidance and lateral constraint path, thereby improving the vehicle corner module's motion stability, load transfer rationality, and active adjustment capability under complex driving conditions.

[0050] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A vehicle corner module, disposed between the vehicle body and the wheel, characterized in that, This includes active suspension systems, steering systems, and braking systems; The active suspension system includes a first active damping assembly, a second active damping assembly, a guide link, a coil spring, and a trapezoidal link assembly; The trapezoidal linkage assembly includes a first link, a second link, a third link, and a fourth link. The second link is located at the lower part of the trapezoidal linkage assembly. The middle part of the second link is connected to the wheel end connection part of the wheel end region. The two ends of the second link are respectively hinged to the first link and the fourth link. The other ends of the first link and the fourth link are respectively hinged to the two ends of the third link, forming a trapezoidal closed-loop guide structure. The first active damping assembly includes a first damping rod and a hydraulic actuator 1 disposed on the first damping rod. One end of the first damping rod is connected to the vehicle body, and the other end is connected to the hinge node between the first link and the third link. The second active damping assembly includes a second damping rod and a hydraulic actuator 2 disposed on the second damping rod. One end of the second damping rod is connected to the vehicle body, and the other end is connected to the hinge node between the fourth link and the third link. The helical spring is disposed between the vehicle body and the wheel end support structure corresponding to the wheel; one end of the guide link is connected to the vehicle body, and the other end is connected to the hinge node between the first link and the third link; The steering system and braking system are both located in the area adjacent to the wheels and cooperate with the wheel end area where the wheels and active suspension system are located to realize the steering control and braking control of the wheels respectively.

2. The vehicle corner module according to claim 1, characterized in that, The wheel end connection part is a connecting seat or connecting lug seat provided on the wheel end support part, and the middle part of the second connecting rod is connected to the wheel end connection part by ball joint, rubber bushing hinge or pin hinge.

3. The vehicle corner module according to claim 1, characterized in that, The steering system includes a steering wheel, a steering shaft, a front steering tie rod, a rear steering tie rod, and a steering knuckle assembly. The steering wheel is connected to the steering shaft, which is connected to the front and rear steering tie rods via a steering gear or steering actuator. The front and rear steering tie rods are respectively connected to the steering knuckle assembly to drive the steering knuckle assembly to deflect the wheels.

4. The vehicle corner module according to claim 3, characterized in that, The steering knuckle assembly is rotatably mounted on the wheel end support via a steering kingpin, steering bearing, or equivalent steering hinge structure, giving the steering knuckle assembly a steering degree of freedom to deflect about a predetermined steering axis relative to the wheel end support.

5. The vehicle corner module according to claim 1, characterized in that, The braking system includes a brake pedal, a brake push rod, a brake pipe, and an integrated disc brake. The brake pedal is connected to the brake push rod, the brake push rod is connected to the brake pipe, the brake pipe is integrated and communicates with the disc brake, and the disc brake is integrated and disposed in the area adjacent to the wheel and cooperates with the wheel.

6. The vehicle corner module according to claim 5, characterized in that, The disc brake is integrated and installed on the steering knuckle assembly or wheel end support corresponding to the wheel. The braking torque generated during braking is transmitted to the second link through the disc brake assembly, steering knuckle assembly or wheel end support, and then distributed from the second link to the first link and the fourth link.

7. The vehicle corner module according to claim 1, characterized in that, The first hydraulic actuator and the second hydraulic actuator are respectively connected to the vehicle control system. The vehicle control system is used to control the output of the first hydraulic actuator and the second hydraulic actuator respectively, so that the first damping rod and the second damping rod produce corresponding extension and retraction amounts, so as to adjust the support state of the hinge nodes on both sides of the upper part of the trapezoidal linkage group.

8. The vehicle corner module according to claim 7, characterized in that, Both hydraulic actuator one and hydraulic actuator two are hydraulic cylinder actuators. The cylinder body of hydraulic actuator one is fixedly connected to the outer cylinder of the first damping rod, and the piston rod of hydraulic actuator one is connected to the telescopic end of the first damping rod. The cylinder body of hydraulic actuator two is fixedly connected to the outer cylinder of the second damping rod, and the piston rod of hydraulic actuator two is connected to the telescopic end of the second damping rod.

9. The vehicle corner module according to claim 8, characterized in that, A sensing element is provided on the second link or wheel end connection, and the sensing element is connected to the vehicle control system. The sensing element is used to detect the bending strain of the second link, the lateral load transmitted from the wheel end connection to the second link, the lateral displacement of the wheel end connection relative to the vehicle body, or the angle change of the hinge node of the trapezoidal link group. The vehicle control system adjusts the output of hydraulic actuator one and hydraulic actuator two according to the information fed back by the sensing element.

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