Corner module suspension device and vehicle

Abstract

This invention relates to the field of vehicle suspension technology, and discloses a corner module suspension device and a vehicle, comprising: a first steering knuckle; the first steering knuckle being rotatably disposed around a second steering knuckle; a control arm assembly connected to the second steering knuckle, the control arm assembly including an upper control arm, the connecting portion of the upper control arm being movably connected to the second steering knuckle; a steering drive fixed to the second steering knuckle, the steering drive being drive-driven connected to the first steering knuckle; in the vertical direction, the orthographic projection of the steering drive and the orthographic projection of the connecting portion are spaced apart, and in the left-right direction, the orthographic projection of the connecting portion is located outside the inner edge of the orthographic projection of the drive. Thus, by separating the orthographic projection of the drive and the orthographic projection of the connecting portion, the kingpin axis of the steering drive and the kingpin axis of the suspension structure can be separated, which helps to reduce the wheel center kingpin offset and the contact point kingpin offset, improving the vehicle's directional stability and braking stability.

Description

Technical Field

[0001] This invention relates to the field of vehicle suspension technology, and in particular to a corner module suspension device and a vehicle having the corner module suspension device. Background Technology

[0002] In related technologies, the corner module vehicle includes: wheel assembly, hub motor, steering drive, and suspension system. The kingpin axis of the steering drive and the suspension structure coincide with the kingpin axis of the wheel assembly. The hub motor is installed inside the wheel assembly, which encroaches on the space for arranging the suspension system within the wheel assembly. The arrangement of the suspension system is restricted by the hub motor, which greatly compresses the design freedom of the suspension system hardpoints. This results in large wheel center kingpin offset and ground contact point kingpin offset dimensions, making it difficult to achieve the ideal static parameters of the suspension system under classical mechanics theory.

[0003] The large kingpin offset of the wheel hub motor causes the driving force output by the hub motor to generate a significant additional torque around the kingpin axis. Under conditions of asymmetric torque output or road adhesion, this torque will be converted into uncontrolled steering interference, which will seriously affect the directional stability of the vehicle during acceleration.

[0004] A large kingpin offset at the contact point amplifies the impact of the difference in braking force caused by the difference in adhesion between the left and right wheels on the steering system. When the vehicle brakes suddenly on a road surface with two wheels, it will generate a strong automatic steering torque, causing the vehicle to veer off course during braking, which poses a serious challenge to driving safety and control. Summary of the Invention

[0005] This invention aims to at least solve one of the technical problems existing in the prior art. Therefore, one objective of this invention is to provide a corner module suspension device that helps reduce the wheel center kingpin offset and the contact point kingpin offset, thereby improving vehicle directional stability and braking stability.

[0006] The present invention further proposes a vehicle.

[0007] The corner module suspension device according to an embodiment of the present invention includes: The first steering knuckle is used to connect to the vehicle's wheel assembly; A suspension structure, comprising a second steering knuckle and a control arm assembly, wherein a first steering knuckle is rotatably disposed on the second steering knuckle about a rotation axis extending in a vertical direction, and the control arm assembly is connected to the second steering knuckle and is used for connection to the vehicle body, the control arm assembly including an upper control arm, the upper control arm including a connecting portion, the connecting portion being movably connected to the second steering knuckle so that the upper control arm is movable relative to the second steering knuckle; The steering drive is fixed to the second steering knuckle and is connected to the first steering knuckle to drive the first steering knuckle to steer the wheel assembly. In the vertical direction, the orthographic projection of the drive and the orthographic projection of the connecting part of the steering drive are spaced apart, and in the left-right direction, the orthographic projection of the connecting part is located outside the inner edge of the orthographic projection of the drive.

[0008] According to the corner module suspension device of the present invention, the driver orthographic projection of the steering driver and the connecting part orthographic projection of the connecting part are spaced apart, and the connecting part orthographic projection is located outside the inner edge of the driver orthographic projection in the left-right direction. This enables the kingpin axis of the steering driver and the kingpin axis of the suspension structure to be separated, which is beneficial to reduce the wheel center kingpin offset and the contact point kingpin offset size, and improve the vehicle's directional stability and braking stability.

[0009] In some examples of the present invention, the orthographic projection of the connecting part and the orthographic projection of the driver are arranged opposite each other and spaced apart in the left-right direction, and the orthographic projection of the connecting part is located outside the orthographic projection of the driver.

[0010] In some examples of the present invention, an upper support portion is formed at the upper end of the second steering knuckle, the upper support portion extends toward the direction close to the first steering knuckle, the connecting portion and the steering drive are both mounted on the upper support portion, and along the left-right direction, the connecting portion is located outside the steering drive.

[0011] In some examples of the present invention, the upper support portion is formed with a mounting hole extending through the upper support portion in a vertical direction, the upper end of the first steering knuckle is formed with an upper pivot portion, the upper pivot portion is located below the upper support portion, and the steering drive has a steering drive portion passing through the mounting hole, the steering drive portion being drively connected to the upper pivot portion.

[0012] In some examples of the present invention, a lower support portion is formed at the lower end of the second steering knuckle, and a lower pivot portion is formed at the lower end of the first steering knuckle. The lower pivot portion and the lower support portion are arranged in a vertical direction and are rotatably engaged.

[0013] In some examples of the present invention, the corner module suspension device further includes: a rotatable connection structure connected between the lower support and the lower pivot to allow the lower pivot and the lower support to rotatably engage.

[0014] In some examples of the present invention, the lower pivot portion is located above the lower support portion, and the rotatable connection structure includes a rotatable ball head and a connecting piece. The rotatable ball head is rotatably mounted on the lower support portion, and the connecting piece is fixed to the rotatable ball head and fixed to the lower pivot portion.

[0015] In some examples of the present invention, the lower pivot portion includes a fixing plate having a first fixing hole for a fastener to pass through, and a connecting piece having a second fixing hole for a fastener to pass through, the first fixing hole and the second fixing hole being opposite to each other.

[0016] In some examples of the present invention, there are two fixing plates, which are opposite to each other and spaced apart, and a connecting piece is inserted between the two fixing plates.

[0017] In some examples of the present invention, the upper control arm further includes an integrally formed front upper swing arm and a rear upper swing arm, a connecting portion connecting the front upper swing arm and the rear upper swing arm, and a steering drive extending in the vertical direction and passing through the front upper swing arm and the rear upper swing arm.

[0018] In some examples of the present invention, the corner module suspension device further includes: a damping structure located on the side of the second steering knuckle opposite to the first steering knuckle and connected to the second steering knuckle, the damping structure extending vertically and passing between the front upper control arm and the rear upper control arm, the upper end of the damping structure being higher than the upper control arm, and the lower end of the damping structure being lower than the upper control arm.

[0019] In some examples of the invention, the control arm assembly further includes a lower control arm, which includes a front lower control arm and a rear lower control arm, both of which are movably mounted on the second steering knuckle.

[0020] In some examples of the invention, the control arm assembly further includes a toe bar connected to a second steering knuckle and used for connection to the vehicle body.

[0021] A vehicle according to an embodiment of the present invention includes: Wheel assembly and hub motor, with the hub motor installed inside the wheel assembly; The corner module suspension device is the corner module suspension device described above. In the left-right direction, the corner module suspension device is located inside the wheel assembly, and the first steering knuckle is connected to the wheel assembly.

[0022] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0023] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is an assembly diagram of the corner module suspension device and wheel assembly according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the corner module suspension device and wheel assembly after assembly according to an embodiment of the present invention; Figure 3 This is a schematic diagram of a corner module suspension device according to an embodiment of the present invention; Figure 4This is another angled schematic diagram of the corner module suspension device according to an embodiment of the present invention; Figure 5 This is another angled schematic diagram of the corner module suspension device according to an embodiment of the present invention.

[0024] Figure label: Corner module suspension device 100; First steering knuckle 11; upper pivot part 111; lower pivot part 112; fixing plate 113; first fixing hole 114; first body 115; Second steering knuckle 12; upper support 121; lower support 122; second body 123; Upper control arm 20; connecting part 21; front upper swing arm 22; rear upper swing arm 23; Steering drive 30; Rotary connection structure 40; Rotary ball head 41; Connecting piece 42; Vibration damping structure 50; Front lower control arm 61; Rear lower control arm 62; Front toe bar 63; Wheel assembly 200; hub motor 300. Detailed Implementation

[0025] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0026] The following is for reference. Figures 1-5 A corner module suspension device 100 according to an embodiment of the present invention is described. The corner module suspension device 100 is connected to the wheel assembly 200 of a vehicle and is connected between the wheel assembly 200 and the vehicle body. The vehicle may include a plurality of wheel assemblies 200 and a plurality of corner module suspension devices 100, and the plurality of wheel assemblies 200 and the plurality of corner module suspension devices 100 are assembled in a one-to-one correspondence.

[0027] like Figure 1 As shown, the corner module suspension device 100 according to an embodiment of the present invention includes: The first steering knuckle 11 is used to connect with the wheel assembly 200 of the vehicle; The suspension structure includes a second steering knuckle 12 and a control arm assembly. A first steering knuckle 11 is rotatably disposed on the second steering knuckle 12 about a rotation axis extending in a vertical direction. The control arm assembly is connected to the second steering knuckle 12 and is used to connect with the vehicle body. The control arm assembly includes an upper control arm 20, which includes a connecting portion 21. The connecting portion 21 is movably connected to the second steering knuckle 12 so that the upper control arm 20 is movable relative to the second steering knuckle 12. Steering drive 30 is fixed to the second steering knuckle 12. Steering drive 30 is connected to the first steering knuckle 11 to drive the first steering knuckle 11 to turn the wheel assembly 200. In the vertical direction, the orthographic projection of the drive of steering drive 30 and the orthographic projection of the connection part 21 are spaced apart. In the left and right direction, the orthographic projection of the connection part 21 is located outside the inner edge of the orthographic projection of the drive.

[0028] The corner module suspension device 100 includes: a first steering knuckle 11, a suspension structure, and a steering drive 30. The first steering knuckle 11 is used to fix and connect to the wheel assembly 200 of the vehicle. The first steering knuckle 11 can be detachably connected to the wheel assembly 200 by bolts or by snap-fit.

[0029] The suspension structure includes a second steering knuckle 12 and a control arm assembly. The first steering knuckle 11 and the second steering knuckle 12 can be arranged opposite each other. As an example, the first steering knuckle 11 and the second steering knuckle 12 are arranged along the left-right direction of the vehicle. As another example, the first steering knuckle 11 and the second steering knuckle 12 are arranged along the front-rear direction of the vehicle. This application uses the arrangement of the first steering knuckle 11 and the second steering knuckle 12 along the left-right direction of the vehicle as an example for illustration.

[0030] The first steering knuckle 11 and the second steering knuckle 12 are rotatably connected. The first steering knuckle 11 can rotate relative to the second steering knuckle 12 about a rotation axis in the vertical direction (i.e., the up-down direction of the corner module suspension device 100). As an example, the first steering knuckle 11 and the second steering knuckle 12 are rotatably connected by a pivot pin. As another example, the first steering knuckle 11 and the second steering knuckle 12 are rotatably connected by a bearing. As yet another example, the first steering knuckle 11 and the second steering knuckle 12 are rotatably connected by a ball joint. The control arm assembly is movably connected to the second steering knuckle 12. The control arm assembly is used to connect to the vehicle body. The control arm assembly is detachably connected to the vehicle body. As an example, the control arm assembly is movably connected to the vehicle body by a ball joint.

[0031] like Figure 1As shown, the control arm assembly includes an upper control arm 20, which includes a connecting portion 21. The connecting portion 21 is hinged to the second steering knuckle 12 so that the upper control arm 20 is movable relative to the second steering knuckle 12. As an example, the connecting portion 21 is movably connected to the second steering knuckle 12 via a ball joint.

[0032] The steering actuator 30 is fixed to the second steering knuckle 12. The steering actuator 30 can be detachably fixed to the second steering knuckle 12 by bolts or by snap-fit. Fixing the steering actuator 30 to the second steering knuckle 12 improves the positional stability of the steering actuator 30 and reduces the risk of movement. The steering actuator 30 is drive-connected to the first steering knuckle 11. As an example, the steering actuator 30 may include a drive motor, a reduction mechanism, and an output shaft. The reduction mechanism can be connected between the drive motor and the output shaft. The drive motor can be drive-connected to the reduction mechanism, and the reduction mechanism can be drive-connected to the output shaft. The output shaft is drive-connected to the first steering knuckle 11. The drive motor can drive the reduction mechanism to work, the reduction mechanism can drive the output shaft to rotate, and the output shaft can drive the first steering knuckle 11 to rotate, thereby achieving the effect of the steering actuator 30 driving the first steering knuckle 11 to rotate, thus achieving the effect of driving the first steering knuckle 11 to steer the wheel assembly 200.

[0033] In the vertical direction, the frontal projections of the steering drive 30 and the connecting portion 21 are spaced apart in the horizontal plane. Along the left-right direction of the vehicle, in other words, along the left-right direction of the corner module suspension device 100, the frontal projection of the connecting portion 21 is located outside the inner edge of the frontal projection of the steering drive. The inner edge of the frontal projection of the steering drive refers to the side of the steering drive front projection away from the wheel assembly 200 along the left-right direction of the vehicle, and the outer side of the inner edge of the steering drive front projection refers to the side of the inner edge of the steering drive front projection close to the wheel assembly 200. As an example, the frontal projections of the steering drive and the connecting portion 21 are spaced apart along the left-right direction of the vehicle, and the frontal projection of the connecting portion 21 is located on the side of the steering drive front projection close to the wheel assembly 200. As another example, the frontal projections of the steering drive and the connecting portion 21 are spaced apart along the front-rear direction of the vehicle, and the frontal projection of the connecting portion 21 is located in front of the steering drive front projection. As yet another example, the frontal projections of the steering drive and the connecting portion 21 are spaced apart along the front-rear direction of the vehicle, and the frontal projection of the connecting portion 21 is located behind the steering drive front projection. For example, the steering drive 30 and the connecting portion 21 are offset in the vertical direction, so that the driver orthographic projection of the steering drive 30 and the connecting portion 21 orthographic projection of the connecting portion 21 are spaced apart.

[0034] In this application, by separating the driver's orthographic projection from the connection portion 21 of the driver and the connection portion 21 in the left-right direction, and with the connection portion 21's orthographic projection located outside the inner edge of the driver's orthographic projection, the kingpin axis of the steering driver 30 and the kingpin axis of the suspension structure are separated. In other words, the kingpin axis of the steering driver 30 and the kingpin axis of the suspension structure are functionally decoupled, which facilitates the arrangement of the suspension structure. The wheel center kingpin offset can be set independently. Compared with the prior art, this is beneficial to reducing the wheel center kingpin offset size and improving the anti-torque steering capability, thereby improving the directional stability of the vehicle under acceleration conditions. Furthermore, the contact point kingpin offset can also be set independently. Compared with the prior art, this is beneficial to reducing the contact point kingpin offset size and reducing the risk of vehicle braking deviation, thereby improving the vehicle's braking stability on split-road surfaces, and further improving the vehicle's safety and driving stability, so that the static parameters of the corner module suspension device 100 (i.e., wheel center kingpin offset and contact point kingpin offset) meet the requirements.

[0035] According to the embodiment of the present invention, the corner module suspension device 100 is separated by the driver orthographic projection of the steering driver 30 and the orthographic projection of the connecting portion 21 of the connecting portion 21. In the left-right direction, the orthographic projection of the connecting portion 21 is located outside the inner edge of the driver orthographic projection. This can separate the kingpin axis of the steering driver 30 from the kingpin axis of the suspension structure, which is beneficial to reduce the wheel center kingpin offset and the contact point kingpin offset size, and improve the vehicle's directional stability and braking stability.

[0036] In some embodiments of the present invention, such as Figure 1 As shown, the orthographic projections of the connecting part 21 and the driver are arranged opposite each other and spaced apart in the left-right direction, and the orthographic projection of the connecting part 21 is located outside the orthographic projection of the driver.

[0037] The driver's frontal projection and the connecting part 21's frontal projection are arranged opposite each other along the left-right direction of the vehicle. For example, a portion of the driver's frontal projection and the connecting part 21's frontal projection are arranged opposite each other along the left-right direction of the vehicle, or the entire driver's frontal projection and the connecting part 21's frontal projection are arranged opposite each other along the left-right direction of the vehicle. The driver's frontal projection and the connecting part 21's frontal projection are spaced apart along the left-right direction of the vehicle. The spacing between the driver's frontal projection and the connecting part 21's frontal projection can be reasonably selected and set according to the actual situation. Along the left-right direction of the vehicle, the connecting part 21's frontal projection is located on the side of the driver's frontal projection closer to the wheel assembly 200. In other words, the connecting part 21's frontal projection is located outside the driver's frontal projection.

[0038] By arranging the orthographic projections of the connecting part 21 and the driver at intervals along the left and right directions, with the orthographic projection of the connecting part 21 located outside the orthographic projection of the driver, the orthographic projections of the connecting part 21 and the driver are staggered along the left and right directions of the vehicle, thus separating the kingpin axis of the steering driver 30 from the kingpin axis of the suspension structure. Furthermore, with the connecting part 21 located outside the steering driver 30 along the left and right directions, the hard point of the suspension structure is closer to the wheel center, which can significantly reduce the kingpin offset of the wheel center and the kingpin offset of the contact point, so that the kingpin offset of the wheel center and the kingpin offset of the contact point fall into the ideal parameter range of the angle module suspension device 100, thereby suppressing torque steering and braking deviation from the source.

[0039] In some embodiments of the present invention, such as Figure 1 and Figure 4 As shown, an upper support portion 121 is formed at the upper end of the second steering knuckle 12. The upper support portion 121 extends toward the direction close to the first steering knuckle 11. The connecting portion 21 and the steering drive 30 are both mounted on the upper support portion 121, and the connecting portion 21 is located outside the steering drive 30 in the left-right direction.

[0040] The second steering knuckle 12 has an upper support portion 121 at its upper end. The upper support portion 121 can be an elongated structure, extending from the second steering knuckle 12 towards the first steering knuckle 11. The height of the upper support portion 121 can be higher than the height of the first steering knuckle 11, and it can be positioned above the second steering knuckle 12. Both the connecting portion 21 and the steering actuator 30 are mounted on the upper support portion 121. Along the left-right direction of the vehicle, the connecting portion 21 is located outside the steering actuator 30. As an example, the connecting portion 21 is located above the upper support portion 121. As an example, the steering actuator 30 is located above the upper support portion 121.

[0041] Both the connecting part 21 and the steering drive 30 are mounted on the upper support part 121, with the connecting part 21 located outside the steering drive 30. The connecting part 21 and the steering drive 30 are arranged in a staggered manner on the same upper support part 121, ensuring that the kingpin axis of the steering drive 30 and the kingpin axis of the suspension structure are stably separated. Furthermore, the steering drive 30 and the upper control arm 20 can be concentrated at the upper end of the second steering knuckle 12, which facilitates the disassembly and assembly of the steering drive 30 and the upper control arm 20 and reduces the assembly difficulty of the corner module suspension device 100.

[0042] The steering drive 30 is fixed to the upper support 121. The steering drive 30 directly drives the first steering knuckle 11 to rotate without the need for a steering tie rod. The kingpin axis of the steering drive 30 does not affect the vehicle's dynamic parameters. The position of the steering drive 30 can be freely arranged according to the spatial layout within the wheel assembly 200, which is conducive to achieving the structural compactness of the corner module suspension device 100.

[0043] In some embodiments of the present invention, such as Figure 1 and Figure 4 As shown, the upper support portion 121 has an assembly hole that extends vertically through the upper support portion 121, and the upper end of the first steering knuckle 11 has an upper pivot portion 111. The upper pivot portion 111 is located below the upper support portion 121, and the steering drive 30 has a steering drive portion that passes through the assembly hole. The steering drive portion is connected to the upper pivot portion 111 in a transmission manner.

[0044] The upper support portion 121 has an assembly hole that extends vertically through the upper support portion 121. The upper end of the first steering knuckle 11 has an upper pivot portion 111. At least a portion of the upper pivot portion 111 is located below the upper support portion 121 in the vertical direction. The steering drive 30 has a steering drive portion (exemplarily, the output shaft in the above embodiment). The steering drive portion extends through the assembly hole along the axial direction of the assembly hole. The steering drive portion is connected to the upper pivot portion 111 in a transmission manner. As an example, the steering drive portion and the upper pivot portion 111 are fixedly connected by bolts, so that the steering drive 30 can drive the first steering knuckle 11 to drive the wheel assembly 200 to turn.

[0045] By having the steering drive unit pass through the mounting hole along the axial direction of the mounting hole, the steering drive unit extends vertically, ensuring that the kingpin axis of the steering drive 30 does not tilt or deviate. The wheel assembly 200 rotates around the kingpin axis of the steering drive 30, which helps improve steering smoothness. Furthermore, the steering drive unit does not occupy additional lateral space, leaving more space for the hub motor 300 and the control arm of the suspension structure. This helps the corner module suspension device 100 meet the usage requirements of corner module vehicles. In addition, the steering drive unit extends vertically, which facilitates direct connection between the steering drive unit and the pivot unit 111, eliminating the need for transmission components. This results in faster steering response, higher precision, and no backlash or lag.

[0046] In some embodiments of the present invention, such as Figure 1 and Figure 4 As shown, a lower support portion 122 is formed at the lower end of the second steering knuckle 12, and a lower pivot portion 112 is formed at the lower end of the first steering knuckle 11. The lower pivot portion 112 and the lower support portion 122 are arranged in a vertical direction and are rotatably engaged.

[0047] In this design, a lower support portion 122 is formed at the lower end of the second steering knuckle 12 in the vertical direction. The upper support portion 121 and the lower support portion 122 are located on the same side of the second steering knuckle 12, and the upper support portion 121 and the lower support portion 122 can be arranged opposite each other and spaced apart in the vertical direction. Figure 4As shown, the second steering knuckle 12 may include a second body 123, which is connected between the upper support portion 121 and the lower support portion 122. The lower end of the first steering knuckle 11 has a lower pivot portion 112. The upper pivot portion 111 and the lower pivot portion 112 can be arranged opposite each other and spaced apart in the vertical direction, such as... Figure 4 As shown, the first steering knuckle 11 may include a first body 115, which can be connected between the upper pivot portion 111 and the lower pivot portion 112. The first body 115 is used for fixed connection with the wheel assembly 200. The lower pivot portion 112 and the lower support portion 122 are arranged vertically. As an example, the lower support portion 122 is located below the lower pivot portion 112; as another example, the lower support portion 122 is located above the lower pivot portion 112. This application uses the example of the lower support portion 122 being located below the lower pivot portion 112 for illustration. The lower pivot portion 112 and the lower support portion 122 are rotatably engaged to rotatably connect the second steering knuckle 12 and the first steering knuckle 11. As an example, the lower pivot portion 112 and the lower support portion 122 are rotatably connected by a bearing; as another example, the lower pivot portion 112 and the lower support portion 122 are rotatably connected by a shaft. As an example, both the upper pivot 111 and the lower pivot 112 are located between the upper support 121 and the lower support 122.

[0048] By setting the lower pivot 112 and the lower support 122 to rotate and cooperate, and connecting the upper pivot 111 and the steering drive 30, the first steering knuckle 11 is supported by both upper and lower points, forming a complete and stable steering pair. This reduces the risk of swaying and wobble of the first steering knuckle 11 during steering, which is beneficial to improving the vehicle's steering accuracy and high-speed straight-line stability. Furthermore, the steering torque and lateral force are jointly borne by the upper support 121 and the lower support 122, dispersing stress, reducing the risk of local fatigue of the second steering knuckle 12, and improving the overall lifespan of the corner module suspension device 100.

[0049] In some embodiments of the present invention, such as Figure 4 As shown, the corner module suspension device 100 further includes a rotatable connection structure 40, which is connected between the lower support portion 122 and the lower pivot portion 112 so that the lower pivot portion 112 and the lower support portion 122 are rotatably engaged.

[0050] The rotating connection structure 40 can be disposed between the lower support portion 122 and the upper support portion 121. The rotating connection structure 40 is installed on the lower support portion 122. This arrangement improves the structural compactness of the corner module suspension device 100, which helps to reduce the volume of the corner module suspension device 100. As an example, the rotating connection structure 40 is rotatably installed on the lower support portion 122, and the rotating connection structure 40 is fixedly connected to the lower pivot portion 112, thereby achieving a rotating connection between the lower pivot portion 112 and the lower support portion 122. As another example, the rotating connection structure 40 is fixed to the lower support portion 122, and the lower pivot portion 112 is rotatably installed on the rotating connection structure 40, thereby achieving a rotating connection between the lower pivot portion 112 and the lower support portion 122. This application uses the example of the rotating connection structure 40 being rotatably installed on the lower support portion 122 and fixedly connected to the lower pivot portion 112 for illustration. By setting the rotating connection structure 40, the lower pivot part 112 and the lower support part 122 are rotatably connected.

[0051] In some embodiments of the present invention, such as Figure 4 As shown, the lower pivot 112 is located above the lower support 122. The rotatable connection structure 40 includes a rotatable ball head 41 and a connecting piece 42. The rotatable ball head 41 is rotatably mounted on the lower support 122, and the connecting piece 42 is fixed to the rotatable ball head 41 and fixed to the lower pivot 112.

[0052] In this configuration, the lower pivot portion 112 is located above the lower support portion 122 along the vertical direction. The rotatable connection structure 40 includes a rotating ball head 41 and a connecting piece 42. The rotating ball head 41 and the connecting piece 42 are fixedly connected, or they can be welded together, or they can be integrally formed. The rotating ball head 41 is rotatably mounted on the lower support portion 122. As an example, the lower support portion 122 has a pivot groove, and at least a portion of the rotating ball head 41 is mounted in the pivot groove. The connecting piece 42 is detachably connected to the lower pivot portion 112, and the connecting piece 42 can be fixedly connected to the lower pivot portion 112 by bolts. The rotating connection structure 40, including the rotating ball head 41 and the connecting piece 42, facilitates the rotating connection between the lower pivot part 112 and the lower support part 122, thus making the structural design of the rotating connection structure 40 reasonable. Furthermore, the lower pivot part 112 is located above the lower support part 122, which facilitates the connection between the rotating connection structure 40 and the lower support part 122 and the lower pivot part 112, thereby improving the assembly efficiency of the corner module suspension device 100.

[0053] In some embodiments of the present invention, such as Figure 3 and Figure 4As shown, the lower pivot portion 112 includes a fixing plate 113, which has a first fixing hole 114 for fasteners to pass through, and a connecting piece 42 has a second fixing hole for fasteners to pass through. The first fixing hole 114 and the second fixing hole are opposite to each other.

[0054] The lower pivot 112 includes a fixing plate 113, which is a flat plate structure. The fixing plate 113 has a first fixing hole 114 that penetrates the fixing plate 113 along its thickness direction. The connecting piece 42 has a second fixing hole that penetrates the connecting piece 42 along its thickness direction. When the lower pivot 112 and the rotating connection structure 40 are assembled together, the fixing plate 113 and the connecting piece 42 are opposite each other, so that the first fixing hole 114 and the second fixing hole are opposite each other. Then, the fastener (exemplarily, a bolt) is simultaneously inserted into the first fixing hole 114 and the second fixing hole, and the nut is assembled into the fastener to achieve the effect of fixed connection between the lower pivot 112 and the rotating connection structure 40.

[0055] In some embodiments of the present invention, such as Figure 1 As shown, there are two fixing plates 113, which are opposite to each other and spaced apart, and the connecting piece 42 is inserted between the two fixing plates 113.

[0056] Two fixing plates 113 are arranged opposite each other and spaced apart, with the distance between them equal to the thickness of the connecting piece 42. After the connecting piece 42 is inserted between the two fixing plates 113, bolts are simultaneously passed through both fixing plates 113 and the connecting piece 42, achieving a fixed connection between the lower pivot 112 and the rotating connection structure 40. Inserting the connecting piece 42 between the two fixing plates 113 improves the reliability of the connection between the lower pivot 112 and the rotating connection structure 40, ensuring reliable fixation and reducing the risk of relative movement between them.

[0057] In some embodiments of the present invention, such as Figure 1 and Figure 5 As shown, the upper control arm 20 also includes an integrally formed front upper swing arm 22 and rear upper swing arm 23, with a connecting part 21 connecting between the front upper swing arm 22 and the rear upper swing arm 23, and the steering drive 30 extending vertically and passing through the front upper swing arm 22 and the rear upper swing arm 23.

[0058] The upper control arm 20 may also include a front upper control arm 22 and a rear upper control arm 23. The front upper control arm 22 and the rear upper control arm 23 are integrally formed. A connecting part 21 is connected between the front upper control arm 22 and the rear upper control arm 23. The front upper control arm 22 and the rear upper control arm 23 both extend in the left and right direction of the vehicle. The outer end of the front upper control arm 22 is connected to the connecting part 21, and the outer end of the rear upper control arm 23 is connected to the connecting part 21. The connecting part 21, the front upper control arm 22 and the rear upper control arm 23 can be integrally formed, so that the upper control arm 20 is an integrally formed part. This helps to reduce the number of parts that make up the corner module suspension device 100, facilitates the assembly of the corner module suspension device 100, and helps to improve the assembly efficiency of the corner module suspension device 100.

[0059] The steering drive 30 extends vertically along the vehicle's longitudinal direction. The steering drive 30 is located between the front upper control arm 22 and the rear upper control arm 23. The steering drive 30 passes through the front upper control arm 22 and the rear upper control arm 23, which can improve the structural compactness of the corner module suspension device 100 and improve the integration of the corner module suspension device 100. After the corner module suspension device 100 is installed on the vehicle, it can increase the space for the wheel assembly 200 to turn, thereby facilitating the vehicle to achieve large-angle steering.

[0060] In some embodiments of the present invention, such as Figure 1 and Figure 2 As shown, the corner module suspension device 100 further includes: a shock-absorbing structure 50, which is located on the side of the second steering knuckle 12 away from the first steering knuckle 11 and connected to the second steering knuckle 12. The shock-absorbing structure 50 extends vertically and passes between the front upper control arm 22 and the rear upper control arm 23. The upper end of the shock-absorbing structure 50 is higher than the upper control arm 20, and the lower end of the shock-absorbing structure 50 is lower than the upper control arm 20.

[0061] The shock absorber structure 50 can be an air spring. Along the left-right direction of the vehicle, the shock absorber structure 50 is located on the side of the second steering knuckle 12 opposite to the first steering knuckle 11. Alternatively, it can be understood as being located on the inner side of the second steering knuckle 12 along the left-right direction of the vehicle. The lower end of the shock absorber structure 50 is connected to the second steering knuckle 12. The shock absorber structure 50 extends along the height direction of the corner module suspension device 100. The lower end of the shock absorber structure 50 can be connected to the second steering knuckle 12 via a bushing, and the upper end of the shock absorber structure 50 can be connected to the vehicle body via a bushing. By setting up the shock absorber structure 50, it plays a shock-absorbing role, which helps improve the driving comfort of the vehicle.

[0062] The shock-absorbing structure 50 extends along the height direction of the corner module suspension device 100. Along the front-rear direction of the vehicle, the shock-absorbing structure 50 is located between the front upper control arm 22 and the rear upper control arm 23. The upper end of the shock-absorbing structure 50 is higher than the height of the upper control arm 20, and the lower end of the shock-absorbing structure 50 is lower than the height of the upper control arm 20. The shock-absorbing structure 50 passes between the front upper control arm 22 and the rear upper control arm 23, which can further improve the structural compactness of the corner module suspension device 100 and is more conducive to improving the integration of the corner module suspension device 100. After the corner module suspension device 100 is installed on the vehicle, it is more conducive to increasing the space for the wheel assembly 200 to turn, and thus more conducive to the vehicle to achieve large-angle steering.

[0063] In some embodiments of the present invention, such as Figure 1 and Figure 2 As shown, the control arm assembly also includes a lower control arm, which includes a front lower control arm 61 and a rear lower control arm 62, both of which are movably mounted on the second steering knuckle 12.

[0064] The control arm assembly may further include a lower control arm, comprising a separately configured front lower control arm 61 and a rear lower control arm 62. Both the front lower control arm 61 and the rear lower control arm 62 can extend along the left-right direction of the vehicle, and both can extend along the front-rear direction of the vehicle. The outer ends of both the front lower control arm 61 and the rear lower control arm 62 can be movably mounted to the lower part of the second steering knuckle 12 via a steering knuckle. The inner ends of both the front lower control arm 61 and the rear lower control arm 62 are connected to the vehicle body. By configuring the front lower control arm 61 and the rear lower control arm 62, which are both connected between the vehicle body and the second steering knuckle 12, the vehicle can travel smoothly and maintain good contact between the wheel assembly 200 and the ground, thereby improving handling stability and ride comfort.

[0065] As an example, the outer ends of the front lower control arm 61 and the rear lower control arm 62 can be movably mounted on the second steering knuckle 12 via a bouncy steering knuckle, thereby causing the front lower control arm 61 to swing relative to the second steering knuckle 12 in the vertical direction around the bouncy steering knuckle, and causing the rear lower control arm 62 to swing relative to the second steering knuckle 12 in the vertical direction around the bouncy steering knuckle, thereby achieving the vertical bouncing effect of the corner module suspension device 100.

[0066] By setting independent front lower control arm 61, rear lower control arm 62, second steering knuckle 12, and bouncy steering knuckle, the extension lines of the front lower control arm 61 and the rear lower control arm 62 can intersect with the kingpin axis of the suspension structure. Through reasonable hard point design, the ideal static parameter requirements can be achieved. At the same time, it is also conducive to enabling the corner module suspension device 100 to have good parameters such as roll steering and bouncy steering, effectively ensuring that the corner module vehicle equipped with the corner module suspension device 100 has ideal straight-line stability, braking stability, and torque steering.

[0067] In some embodiments of the present invention, such as Figure 1 and Figure 2 As shown, the control arm assembly also includes a toe bar 63, which is connected to the second steering knuckle 12 and is used to connect to the vehicle body.

[0068] For example, one end of the toe-in rod 63 is connected to the second body 123 of the second steering knuckle 12 via a ball joint, and the other end of the toe-in rod 63 is connected to the vehicle body via a bushing. By setting the toe-in rod 63, the toe-in value of the vehicle wheel assembly 200 is adjusted to ensure the straight-line stability and steering function of the wheel assembly 200.

[0069] It should be noted that existing methods for addressing torque steer, straight-line stability, and braking stability on split-road surfaces employ steer-by-wire and chassis dynamics control for dynamic compensation. However, the effectiveness of this dynamic control heavily relies on control algorithms and time-delay control, and whether satisfactory results are achieved requires verification through calibration and matching. In this application, the corner module suspension device 100, unlike traditional electronic dynamic compensation that attempts to counteract imbalance, achieves self-balancing at the source of force generation through an innovative mechanism design. This not only fundamentally solves the problems of torque steer, straight-line stability, and braking stability on split-road surfaces but also does not rely on any software algorithms or controls. This significantly improves the inherent reliability of the corner module suspension device 100, simplifies the vehicle calibration and matching process, and provides a solid and predictable mechanical performance foundation for the vehicle chassis.

[0070] like Figures 1-5 As shown, a vehicle according to an embodiment of the present invention includes: a wheel assembly 200 and a hub motor 300, the hub motor 300 being installed within the wheel assembly 200; a corner module suspension device 100, the corner module suspension device 100 being the aforementioned corner module suspension device 100, located inside the wheel assembly 200 in the left-right direction, and a first steering knuckle 11 connected to the wheel assembly 200. This facilitates reducing the wheel center kingpin offset and the contact point kingpin offset dimensions, thereby improving the vehicle's directional stability and braking stability.

[0071] Other configurations and operations of the corner module suspension device 100 according to embodiments of the present invention are known to those skilled in the art and will not be described in detail here.

[0072] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0073] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A corner module suspension device, characterized in that, include: A first steering knuckle, the first steering knuckle being used to connect to the wheel assembly of the vehicle; A suspension structure including a second steering knuckle and a control arm assembly, wherein a first steering knuckle is rotatably disposed on the second steering knuckle about a rotation axis extending in a vertical direction, the control arm assembly is connected to the second steering knuckle, the control arm assembly is used to connect to the vehicle body, the control arm assembly includes an upper control arm, the upper control arm includes a connecting portion, the connecting portion is movably connected to the second steering knuckle so that the upper control arm is movable relative to the second steering knuckle; A steering drive is fixed to the second steering knuckle and is drively connected to the first steering knuckle to drive the first steering knuckle to steer the wheel assembly. In the vertical direction, the orthographic projection of the drive and the orthographic projection of the connecting part are spaced apart, and in the left-right direction, the orthographic projection of the connecting part is located outside the inner edge of the orthographic projection of the drive.

2. The corner module suspension device according to claim 1, characterized in that, The orthographic projections of the connecting part and the driver are arranged opposite each other and spaced apart along the left-right direction, with the orthographic projection of the connecting part located outside the orthographic projection of the driver.

3. The corner module suspension device according to claim 2, characterized in that, The upper end of the second steering knuckle has an upper support portion, which extends toward the direction close to the first steering knuckle. The connecting portion and the steering drive are both mounted on the upper support portion, and along the left-right direction, the connecting portion is located outside the steering drive.

4. The corner module suspension device according to claim 3, characterized in that, The upper support portion has an assembly hole that passes through the upper support portion along the vertical direction. The upper end of the first steering knuckle has an upper pivot portion, which is located below the upper support portion. The steering drive has a steering drive portion that passes through the assembly hole, and the steering drive portion is connected to the upper pivot portion in a transmission manner.

5. The corner module suspension device according to any one of claims 1-4, characterized in that, The lower end of the second steering knuckle has a lower support portion, and the lower end of the first steering knuckle has a lower pivot portion. The lower pivot portion and the lower support portion are arranged along the vertical direction, and the lower pivot portion and the lower support portion are rotatably engaged.

6. The corner module suspension device according to claim 5, characterized in that, The corner module suspension device further includes a rotatable connection structure, which is connected between the lower support and the lower pivot to allow the lower pivot and the lower support to rotate in cooperation.

7. The corner module suspension device according to claim 6, characterized in that, The lower pivot portion is located above the lower support portion. The rotating connection structure includes a rotating ball head and a connecting piece. The rotating ball head is rotatably mounted on the lower support portion, and the connecting piece is fixed to the rotating ball head and fixed to the lower pivot portion.

8. The corner module suspension device according to claim 7, characterized in that, The lower pivot portion includes a fixing plate having a first fixing hole for a fastener to pass through, and the connecting piece having a second fixing hole for the fastener to pass through, the first fixing hole and the second fixing hole being opposite to each other.

9. The corner module suspension device according to claim 8, characterized in that, There are two fixing plates, which are opposite to each other and spaced apart, and the connecting piece is inserted between the two fixing plates.

10. The corner module suspension device according to any one of claims 1-4, characterized in that, The upper control arm also includes an integrally formed front upper control arm and a rear upper control arm, the connecting part is connected between the front upper control arm and the rear upper control arm, and the steering drive extends along the vertical direction and passes through the front upper control arm and the rear upper control arm.

11. The corner module suspension device according to claim 10, characterized in that, The corner module suspension device further includes: a shock-absorbing structure, which is located on the side of the second steering knuckle away from the first steering knuckle and connected to the second steering knuckle. The shock-absorbing structure extends along the vertical direction and passes between the front upper control arm and the rear upper control arm. The upper end of the shock-absorbing structure is higher than the upper control arm, and the lower end of the shock-absorbing structure is lower than the upper control arm.

12. The corner module suspension device according to claim 10, characterized in that, The control arm assembly further includes a lower control arm, which includes a front lower control arm and a rear lower control arm, both of which are movably mounted on the second steering knuckle.

13. The corner module suspension device according to any one of claims 1-4, characterized in that, The control arm assembly also includes: A toe bar, which is connected to the second steering knuckle, and is used to connect to the vehicle body.

14. A vehicle, characterized in that, include: A wheel assembly and a hub motor, wherein the hub motor is mounted within the wheel assembly; An angle module suspension device, wherein the angle module suspension device is the angle module suspension device according to any one of claims 1-13, wherein the angle module suspension device is located inside the wheel assembly in the left-right direction, and the first steering knuckle is connected to the wheel assembly.

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