A wheel end unit, wheel end assembly, chassis and vehicle

Abstract

The application discloses a wheel-side unit, a wheel-side assembly, a chassis and a vehicle, the wheel-side unit comprising a wheel, a steering knuckle and an arc motor, the wheel comprising a first part, the first part being kept relatively static with the steering knuckle, the first part being connected with the arc motor, the arc motor being adapted to drive the wheel to steer.

Description

Technical Field

[0001] This application relates to the field of steering technology, and more particularly to a wheel-side unit, wheel-side assembly, chassis, and vehicle. Background Technology

[0002] In related technologies, the automotive steering system is a key assembly that determines the active safety of a vehicle. Traditional automotive steering systems generally use steering motors, steering tie rods, and rack and pinion mechanisms to achieve wheel steering. This structure is complex, occupies a large space, is prone to interference with other structures, and makes wheel-side arrangement difficult. Summary of the Invention

[0003] This application provides a wheel-side unit to at least partially solve the above-mentioned problems. A first aspect of this application provides a wheel-side unit comprising a wheel, a steering knuckle, and an arc-shaped motor. The wheel includes a first part, which remains relatively stationary with respect to the steering knuckle. The first part is connected to the arc-shaped motor, which is adapted to steer the wheel. In related technologies, steering motors require a reduction gear, occupying considerable space and easily interfering with other structures, resulting in complex structures. The applicant has discovered that by directly connecting the arc-shaped motor to the first part on the wheel, the rotation of the arc-shaped motor can steer the wheel, and the first part remains stationary relative to the steering knuckle. The relative positions of the arc-shaped motor and the first part do not change with the forward and backward rotation of the wheel. The speed of the arc-shaped motor can be controlled by controlling the frequency of the current supplied to it, eliminating the need for a reduction gear. This saves space for the steering wheel-side unit, prevents interference with other structures, and provides more space in the car cabin.

[0004] In one embodiment, the arc motor includes a secondary component and a coil component, the secondary component being connected to the first part, and the secondary component being adapted to drive the first part to rotate under the action of the secondary component and the coil.

[0005] In one embodiment, the secondary component has a first surface near the coil component, the coil component has a second surface near the secondary component, the first surface and the second surface are arc surfaces, the first surface and the second surface are spaced apart, and the distance between the first surface and the second surface is equal along the radial direction of the first surface.

[0006] In one embodiment, the secondary component includes a secondary iron core and a magnet, the magnet having a first surface and a third surface disposed opposite to the first surface, the third surface being connected to the secondary iron core.

[0007] In one embodiment, the secondary component and the coil component are arc-shaped, the minimum radius of the secondary component is R1, there is a middle arc between the first surface and the second surface, the radius of the middle arc is R2, and the maximum radius of the coil component is R3, the value of R3 is in the range of 220mm-280mm.

[0008] In one embodiment, 30mm≤R3-R2≤40mm.

[0009] In one embodiment, 40mm≤R3-R1≤60mm.

[0010] In one embodiment, the central angle of the secondary component is A, the central angle of the second surface is B, and AB ≥ 120°.

[0011] In one embodiment, the coil assembly includes a primary iron core and a coil, the coil being disposed on the primary iron core.

[0012] In one embodiment, the wheel-side unit further includes a bracket adapted to connect the coil assembly and the vehicle body.

[0013] In one embodiment, the wheel-side unit further includes a magnetic grating sensor, which is in contact with the secondary component and is used to detect the movement position of the secondary component.

[0014] In one embodiment, the wheel includes a hub and a hub motor, the hub motor including a stator and a rotor, the rotor being connected to the hub to drive the hub to rotate, and the stator being the first part.

[0015] In one embodiment, the steering knuckle connects the first part and the arc-shaped motor.

[0016] In one embodiment, the wheel-side unit further includes an upper control arm and a lower control arm, and the steering knuckle is adapted to be connected to the vehicle body via the upper control arm and the lower control arm.

[0017] A second aspect of this application provides a wheel-side assembly, including the wheel-side unit as described in the first aspect.

[0018] A third aspect of this application provides a chassis including a wheel-side unit as described in the first aspect, or a wheel-side assembly as described in the second aspect.

[0019] A fourth aspect of this application provides a vehicle including a wheel-side unit as described in the first aspect, or a wheel-side assembly as described in the second aspect, or a chassis as described in the third aspect.

[0020] In one embodiment, the vehicle further includes a control system adapted to control the frequency of the current supplied to the arc motor to control the rotational speed of the arc motor.

[0021] In one embodiment, the vehicle further includes a control system adapted to receive information on the movement position of the secondary component from a magnetic grating sensor.

[0022] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0025] Figure 1 This is a schematic diagram of the structure of a wheel-side unit provided in an exemplary embodiment of this disclosure;

[0026] Figure 2 This is an exploded view of a wheel-side unit provided in an exemplary embodiment of this disclosure;

[0027] Figure 3 This is an exploded view of the arc-shaped motor provided in the exemplary embodiments of this disclosure;

[0028] Figure 4 This is a schematic diagram of the structure of the hub motor provided in an exemplary embodiment of this disclosure;

[0029] Figure 5 This is a schematic diagram of the structure of a secondary component provided in an exemplary embodiment of this disclosure;

[0030] Figure 6 This is a schematic diagram of the structure of another secondary component provided in an exemplary embodiment of this disclosure;

[0031] Figure 7 This is a schematic diagram of the structure of another secondary component provided in an exemplary embodiment of this disclosure.

[0032] Explanation of reference numerals in the attached figures:

[0033] 1- Arc motor, 11- Secondary component, 111- Secondary iron core, 112- Magnet, 12- Coil assembly, 121- Coil, 122- Primary iron core, 13- Magnetic grating sensor, 131- Magnetic grating ruler, 132- Magnetic head;

[0034] 2- Wheel, 21- Hub, 22- Hub motor, 221- Stator, 222- Rotor, 23- First part;

[0035] 3- Steering knuckle;

[0036] 4- Support;

[0037] 5- Upper swing arm;

[0038] 6- Lower control arm;

[0039] 7- Shock absorber assembly;

[0040] A - The central angle of the secondary component;

[0041] B - Central angle of the second face;

[0042] R1 - Minimum radius of the secondary component;

[0043] R2 - Radius of the middle arc;

[0044] R3 - Maximum radius of the coil assembly. Detailed Implementation

[0045] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0046] It should be noted that when a component is said to be "fixed" to another component, it can be directly on the other component or it can be in a middle component. When a component is said to be "connected" to another component, it can be directly connected to the other component or it may be in a middle component.

[0047] Unless otherwise defined, all technical and scientific terms used in this invention have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used in this invention includes any and all combinations of one or more of the associated listed items.

[0048] The following detailed description of some embodiments of the present invention is provided in conjunction with the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0049] This application provides a wheel-side unit, such as... Figure 1 , Figure 2 As shown, the wheel-side unit includes a wheel 2, a steering knuckle 3, and an arc-shaped motor 1. The wheel 2 includes a first part 23, which remains relatively stationary with respect to the steering knuckle 3. The first part 23 is connected to the arc-shaped motor 1, which is suitable for steering the wheel 2. The arc-shaped motor 1 can oscillate back and forth within a certain angle. The first part 23 is the stationary portion of the wheel 2 relative to the steering knuckle 3 and does not rotate with the forward and backward rotation of the wheel 2. The relative positions of the arc-shaped motor 1 and the first part 23 do not change with the rotation of the wheel 2. By directly connecting the arc-shaped motor 1 to the first part 23 on the wheel 2, the rotation of the arc-shaped motor 1 can be used to steer the wheel 2. Furthermore, the speed of the arc-shaped motor 1 can be controlled by controlling the frequency of the current supplied to it, eliminating the need for a reduction gear mechanism. This compact layout eliminates the traditional linkage structure of the steering system, using an arc-shaped motor 1 to directly drive the steering. This results in a high degree of integration between the suspension and steering subsystems, minimizing space requirements and saving space for the steering wheel-side unit. It also prevents interference with other structures and frees up cabin space. The direct drive of the arc-shaped motor 1 also offers advantages such as high control precision, fast response, and reduced noise. This layout also enables four-wheel decoupling control, making control more flexible and allowing for special steering modes such as stationary steering, crabbing, and point steering, resulting in a richer range of control options. The compact wheel-side structure allows for a larger steering angle, meeting diverse steering needs.

[0050] In one embodiment, such as Figure 1 , Figure 3 As shown, the arc-shaped motor 1 includes a secondary component 11 and a coil assembly 12. The secondary component 11 is connected to the first part 23 and is adapted to drive the first part 23 to rotate under the action of the secondary component 11 and the coil 121. The secondary component 11 of the arc-shaped motor 1 is similar to a rotor, having an arc shape, and can rotate freely about an axis passing through its center. The coil assembly 12 is similar to a stator, remaining stationary relative to the vehicle body. When the coil 121 is energized, it generates a first magnetic field, and the secondary component 11 has a second magnetic field. The interaction between the first and second magnetic fields causes the secondary component 11 to rotate, thereby driving the first part 23 to rotate to achieve steering.

[0051] In one embodiment, such as Figure 1 , Figure 3 , Figure 7As shown, the secondary component 11 has a first surface near the coil component 12, and the coil component 12 has a second surface near the secondary component 11. The first and second surfaces are arc surfaces, and are spaced apart. The distance between the first and second surfaces is equal along the radial direction of the first surface. There is a very small gap between the secondary component 11 and the coil component 12. The existence of the gap allows the secondary component 11 to rotate freely relative to the coil component 12. No matter what position the secondary component 11 rotates to, the gap between the secondary component 11 and the coil component 12 (the distance between the first and second surfaces along the radial direction of the first surface) remains equal, so that the force on each position of the secondary component 11 is uniform.

[0052] In one embodiment, such as Figure 1 , Figure 3 As shown, the secondary component 11 includes a secondary iron core 111 and a magnet 112. The magnet 112 has a first surface and a third surface opposite to the first surface, which is connected to the secondary iron core 111. The secondary iron core 111 is made of laminated silicon steel sheets and is a soft magnetic material that transmits magnetic lines of force in the magnetic circuit, used to constrain leakage magnetic diffusion. After lamination, threaded holes are pre-drilled on the arc-shaped end faces on both sides for easy installation and connection. The magnet 112, also known as a permanent magnet, is made of permanent magnetic material in sheet form and requires magnetization treatment. The magnets 112 are glued to the surface of the secondary iron core 111 with special adhesive and are arranged in an alternating N and S pole order to provide a magnetic field environment. When the coil 121 is energized, it generates a first magnetic field, and the magnet 112 has a second magnetic field. The combined effect of the first and second magnetic fields causes the secondary iron core 111 to rotate, thereby turning the wheel 2.

[0053] In one embodiment, such as Figure 3 , Figure 7 As shown, the secondary component 11 and the coil component 12 are arc-shaped. The minimum radius of the secondary component is R1, and there is a mid-arc line between the first surface and the second surface with a radius of R2. The maximum radius of the coil component 12 is R3. The maximum radius R3 of the coil component 12 is 220mm-280mm. The mid-arc line between the first surface and the second surface refers to the line connecting the midpoints of the first surface and the second surface along the radial direction of the first surface. The motor torque of the arc-shaped motor 1 is proportional to its volume. The maximum radius R3 of the coil component 12 is within this range, which satisfies both the arrangement space in the integrated wheel rim unit and the steering torque requirements of the integrated wheel rim unit, preventing the arc-shaped motor 1 from generating too little steering force due to its small size, thus failing to drive the wheel 2 to turn.

[0054] In one embodiment, such as Figure 3 , Figure 7As shown, within the range of 30mm ≤ R3 - R2 ≤ 40mm, the magnetic circuit path is smaller, resulting in lower magnetic field loss and full utilization of the magnetic field. This also meets the optimal length-to-diameter ratio requirement for the arc motor, and the torque constant of the arc motor 1 is within a larger range, providing greater motor steering torque. This design controls the magnetic flux density of the primary iron core 122, ensuring it remains within a reasonable range. It avoids oversaturation due to excessive flux density and underutilization of the magnetic field due to insufficient flux density. This design maximizes the uniform distribution of magnetic flux density, enabling the arc motor 1 to generate a sufficiently large torque steering force within a limited space. This results in a greater torque force for the arc motor 1 when a unit current is applied to the coil assembly 12. Ultimately, the torque density of the arc motor 1 within the designed range meets the steering force requirements of the integrated wheel-side unit.

[0055] In one embodiment, such as Figure 3 , Figure 7 As shown, 40mm≤R3-R1≤60mm. The value of R3-R1 determines the final size of the arc motor 1. A larger size corresponds to a larger volume of the arc motor 1. Under the condition of constant torque density, the larger the volume of the arc motor 1, the greater the torsional force of the arc motor 1. This can meet the requirement of the integrated wheel-side unit to provide a large torsional force in a limited space, thus satisfying the steering torsional force requirement of the integrated wheel-side unit. This setting can minimize the volume of the arc motor 1 while providing sufficient torsional force. It prevents the secondary iron core 111 from being too thin, making it difficult for the magnetic lines of force of the magnet 112 to form a magnetic field loop, resulting in an excessively small torque constant of the arc motor 1. Consequently, the torsional force of the arc motor 1 is insufficient, making it difficult to drive the integrated wheel-side unit to achieve the steering action of the wheel 2.

[0056] In one embodiment, such as Figure 5 , Figure 6 As shown, the secondary component 11 and the coil component 12 are arc-shaped. The central angle of the secondary component 11 is A, and the central angle of the second surface is B, where AB ≥ 120°. With this configuration, the secondary component 11 can rotate at an angle of ±60° or more. This angle satisfies the functions of various integrated wheel-side units, including turning on the spot, diagonal driving, fixed-point turning, and lateral movement.

[0057] In one embodiment, such as Figure 5 , Figure 6 As shown, the secondary component 11 is arc-shaped, with a central angle of A on the secondary component 11 and a central angle of B on the second surface. AB is 120°. With this setting, the secondary component 11 can rotate at an angle of ±60°. This angle satisfies the functions of various integrated wheel-side units to achieve on-the-spot turning, diagonal driving, fixed-point turning, and lateral driving, while minimizing the cost of the overall arc-shaped motor 1 and avoiding excessive manufacturing costs.

[0058] In one embodiment, such as Figure 1 , Figure 3 As shown, the coil assembly 12 includes a primary iron core 122 and a coil 121, with the coil 121 mounted on the primary iron core 122. The primary iron core 122 is formed by stacking silicon steel sheets and is a soft magnetic material, serving as a magnetic conductor. The primary iron core 122 requires pre-drilled threaded holes on both its top and bottom sides for mounting connections. The primary iron core 122 enhances the magnetism of the first magnetic field generated by the coil 121 after energization, thereby increasing the power of the arc motor 1 and its steering force. The primary iron core 122 has a first groove, and the coil 121 is wound within this first groove. This winding process is more stringent than traditional winding techniques, requiring high-precision winding to ensure a higher slot fill factor for the arc motor 1, significantly improving the torque density of the arc motor 1.

[0059] In one embodiment, such as Figure 3 As shown, the primary iron core 122 is provided with multiple first grooves, and the multi-slot multi-pole fractional-slot concentrated winding has a low harmonic content and fewer end windings compared with the traditional distributed winding, which greatly reduces the copper loss and heat generation of the arc motor 1 and improves the performance of the arc motor 1.

[0060] In one embodiment, the coil assembly 12 includes epoxy resin and a coil 121, with the coil 121 disposed on the epoxy resin. The epoxy resin is vacuum-sealed, and the coil 121 is encapsulated by the epoxy resin. The wiring positions of the coil 121 can be determined by referring to the embodiment described above where the coil assembly 12 includes a primary iron core 122 and a coil 121.

[0061] In one embodiment, such as Figure 1 , Figure 2 , Figure 3 As shown, the wheel-side unit also includes a bracket 4, which is adapted to connect the coil assembly 12 and the vehicle body. The bracket 4 is used to connect the coil assembly 12 and the vehicle body to stabilize the position of the coil assembly 12. Specifically, the bracket 4 is connected to the primary iron core 122 or epoxy resin.

[0062] In one embodiment, such as Figure 1 , Figure 3As shown, the wheel-side unit also includes a magnetic grating sensor 13, which is connected to the secondary component 11. The magnetic grating sensor 13 is used to detect the movement position of the secondary component 11. The magnetic grating sensor 13 includes a magnetic grating ruler 131 and a magnetic head 132. The magnetic grating ruler 131 is glued to the surface of the secondary component 11, and the magnetic head 132 contacts the magnetic grating ruler 131 to read the signal from the magnetic grating ruler 131 and determine the current position of the secondary component 11, facilitating closed-loop position control. The working principle of the magnetic grating sensor 13 is magnetoelectric conversion. To ensure a stable output signal amplitude for the magnetic head 132, considering the high magnetic resistance of air, a large and variable gap is not allowed between the magnetic grating ruler 131 and the magnetic head 132; ideally, a uniform air gap sensing should be maintained.

[0063] In one embodiment, such as Figure 1 , Figure 4 As shown, wheel 2 includes a hub 21 and a hub motor 22. Hub motor 22 includes a stator 221 and a rotor 222. The rotor 222 is connected to the hub 21 to drive the hub 21 to rotate. The stator 221 is the first part 23. Wheel 2 supports the entire weight of the vehicle, bears the load of the car, and ensures the stability of the vehicle during driving. Hub motor 22 provides driving force to the vehicle to drive the wheel 2 to rotate. Specifically, the rotor 222 of hub motor 22 drives the hub 21 and wheel 2 to rotate. The stator 221 in hub motor 22 does not rotate with the rotor 222 and is stationary relative to the steering knuckle 3 on the vehicle. The stator 221 is connected to arc motor 1. The rotation of arc motor 1 can drive the stator 221 to turn, thereby driving the wheel 2 to turn.

[0064] The hub motor 22 technology, also known as the wheel-integrated motor technology, is characterized by integrating the power, transmission, and braking systems into the wheel hub 21, thus greatly simplifying the mechanical components of the electric vehicle. The hub motor 22 uses an external rotor 222 form, without a reduction gear, and the wheel 2 rotates at the same speed as the motor. The hub motor 22 can be a direct-drive external rotor 222 form, or it can use other types of hub motor structures, such as internal rotor structures, single-stator / dual-rotor structures, dual-stator / single-rotor structures, axial flux motors, etc., for direct drive.

[0065] In one embodiment, such as Figure 1 , Figure 2As shown, the steering knuckle 3 connects the first part 23 and the arc-shaped motor 1. The steering knuckle 3 is a common automotive component. It requires pre-drilled mounting holes on both sides and in the middle. The holes on both sides are used to secure it to the ends of the arc-shaped motor 1; the middle hole is used to connect to the wheel hub motor 22. This configuration further optimizes the wheel-side layout space. By connecting both the arc-shaped motor 1 and the steering knuckle 3 to the first part 23, the connection relationship is optimized to the first part 23 - steering knuckle 3 - arc-shaped motor 1. This further optimizes the wheel-side layout space without affecting steering performance, freeing up cabin space.

[0066] In one embodiment, such as Figure 1 , Figure 2 As shown, the wheel-side unit also includes an upper control arm 5 and a lower control arm 6, and the steering knuckle 3 is adapted to be connected to the vehicle body via the upper control arm 5 and the lower control arm 6. The upper control arm 5 and the lower control arm 6 connect the steering knuckle 3 and the vehicle body, providing rigid support between the vehicle body and the wheel-side structure, and can withstand the load of the front of the vehicle.

[0067] This invention also provides a wheel rim assembly, including the wheel rim unit as described above.

[0068] Embodiments of the present invention also provide a chassis, including the wheel-side unit as described above, or the wheel-side assembly as described above.

[0069] Embodiments of the present invention also provide a vehicle, including the wheel-side unit as described above, or the wheel-side assembly as described above, or the chassis as described above.

[0070] In one embodiment, the vehicle further includes a control system adapted to control the flow of current through coil 121 to drive arc motor 1. The control system can control whether arc motor 1 rotates by controlling whether current is supplied, and can also control the rotation speed of arc motor 1 by controlling the current frequency.

[0071] In one embodiment, the vehicle further includes a control system adapted to receive information on the movement position of the secondary component 11 fed back by the magnetic grating sensor 13. Based on the position signal fed back by the magnetic grating reading head, the ECU analyzes and processes the signal to determine the steering angle at that moment.

[0072] When the car prepares to turn, sensors detect the driver's steering data and transmit the steering signal to the central controller ECU via a data bus, receiving feedback commands from the steering control system. The steering control system also obtains the wheel 2 position from the magnetic grating sensor 13 in the arc motor 1 control system, thereby directing the movement of the entire steering system. The ECU evaluates and calculates based on the steering command and the current vehicle state, outputting commands to the arc motor 1 controller. The arc motor 1 receives the signal and adjusts the steering current supplied to the coil assembly 12. Under the combined action of the first magnetic field generated by the coil 121 and the second magnetic field generated by the magnet 112, the secondary iron core 111 is subjected to a force along the arc direction and begins to move. The secondary iron core 111 drives the steering knuckle 3 connected to it to rotate. The steering knuckle 3 is connected to the stator 221 of the hub motor 22, thereby enabling the wheel 2 to complete the steering action around the kingpin axis. The steering system controls the wheel 2 to turn to the required angle and feeds back the wheel 2's turning angle and rotational torque to the system.

[0073] The accompanying drawings show a double wishbone suspension structure. The suspension structure has little impact on the arrangement of the arc-shaped motor 1 in this application, and can also be used with other suspension structures, such as MacPherson strut suspension, single wishbone suspension, double wishbone suspension, single trailing arm suspension, and double trailing arm suspension.

[0074] For the above-described wheel-side assembly, chassis, and vehicle embodiments, which include the aforementioned wheel-side unit and achieve the same technical effect, to avoid repetition, they will not be described again here. For relevant details, please refer to the description of the wheel-side unit embodiments.

[0075] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "a plurality of" means two or more, unless otherwise explicitly specified. In the description of this invention, "above" or "below" a second feature may include direct contact between the first and second features, or it may include contact between the first and second features not in direct contact but through another feature between them. "Above," "over," and "on top" of a second feature include the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature.

[0076] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0077] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0078] 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.

[0079] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0080] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0081] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A wheel-side unit, characterized in that: The wheel-side unit includes a wheel, a steering knuckle, and an arc-shaped motor. The wheel includes a first part that remains relatively stationary with respect to the steering knuckle. The first part is connected to the arc-shaped motor, which is adapted to drive the wheel to steer.

2. The wheel-side unit according to claim 2, characterized in that: The arc-shaped motor includes a secondary component and a coil component. The secondary component is connected to the first part and is adapted to drive the first part to rotate under the action of the secondary component and the coil.

3. The wheel-side unit according to claim 2, characterized in that: The secondary component has a first surface near the coil component, and the coil component has a second surface near the secondary component. The first surface and the second surface are arc surfaces, and the first surface and the second surface are spaced apart. The distance between the first surface and the second surface is equal along the radial direction of the first surface.

4. The wheel-side unit according to claim 3, characterized in that: The secondary component includes a secondary iron core and a magnet. The magnet has a first surface and a third surface opposite to the first surface. The third surface is connected to the secondary iron core.

5. The wheel-side unit according to claim 3, characterized in that: The secondary component and the coil component are arc-shaped. The minimum radius of the secondary component is R1. There is a middle arc between the first surface and the second surface. The radius of the middle arc is R2. The maximum radius of the coil component is R3. R3 ranges from 220mm to 280mm; and / or, 30mm≤R3-R2≤40mm; and / or, 40mm≤R3-R1≤60mm; and / or, The central angle of the secondary component is A, and the central angle of the second surface is B, where AB ≥ 120°.

6. The wheel-side unit according to claim 2, characterized in that: The coil assembly includes a primary iron core and a coil, with the coil disposed on the primary iron core.

7. The wheel-side unit according to claim 2, characterized in that: The wheel-side unit also includes a bracket adapted to connect the coil assembly and the vehicle body.

8. The wheel-side unit according to claim 2, characterized in that: The wheel-side unit also includes a magnetic grating sensor, which is in contact with the secondary component and is used to detect the movement position of the secondary component.

9. The wheel-side unit according to claim 1, characterized in that: The wheel includes a hub and a hub motor. The hub motor includes a stator and a rotor. The rotor is connected to the hub to drive the hub to rotate. The stator is the first part.

10. The wheel-side unit according to claim 1, characterized in that: The steering knuckle connects the first part and the arc-shaped motor.

11. The wheel-side unit according to claim 10, characterized in that: The wheel-side unit also includes an upper control arm and a lower control arm, and the steering knuckle is adapted to be connected to the vehicle body via the upper control arm and the lower control arm.

12. A wheel-side assembly, characterized in that, Includes the wheel-side unit as described in any one of claims 1 to 11.

13. A chassis, characterized in that, It includes the wheel rim unit as described in any one of claims 1 to 11, or the wheel rim assembly as described in claim 12.

14. A vehicle, characterized in that: It includes the wheel-side unit as described in any one of claims 1 to 11, or the wheel-side assembly as described in claim 12, or the chassis as described in claim 13.

15. The vehicle according to claim 14, characterized in that: The vehicle also includes a control system adapted to control the frequency of the current supplied to the arc motor in order to control the rotational speed of the arc motor.

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