Multi-in-one-corner module integration system

Abstract

The utility model belongs to the technical field of vehicles, and relates to a multi-in-one corner module integration system which comprises a machine shell, wheels, a plate type controller, a shock absorber and a steering motor, a coupler is fixedly installed in the machine shell, a first reduction gear and a second reduction gear are rotatably installed on the top of the machine shell, and a magnetic edge sensor is fixedly installed in the machine shell. Each wheel comprises a stator, a rotor and rims, a wheel shaft is fixedly installed at the circle center of the stator and rotationally installed on the machine shell through a coupler, the two rims are fixedly installed at the two ends of the rotor, the outer side of the rotor is fixedly sleeved with a tire, and the plate type controller, the shock absorber and the steering motor are all fixedly installed in the machine shell; according to the application of the multi-in-one corner module, mechanical structures such as a driving shaft, a steering pull rod and a transmission in a chassis system are omitted, the space utilization rate of a chassis is greatly increased, meanwhile, the steering flexibility of driving wheels is very high, and transverse movement and in-situ 360-degree steering of the whole vehicle can be completed through the wheel end corner module units.

Description

Technical Field

[0001] The utility model belongs to the technical field of vehicles, and particularly relates to an all-in-one corner module integration system. Background Art

[0002] New energy vehicles, 5G technology and other applications have higher and higher requirements for vehicle performance, especially with the trend of electrification, long-range driving and the advancement of autonomous driving technology, which also puts higher requirements on the space layout of the whole vehicle. The three-in-one integrated drive module of motor, controller and reducer is an integrated technology that has emerged in recent years. There are many specific layout methods. There is a platform product covering multiple power ranges and multiple speed levels, which can meet the different needs of different models.

[0003] The traditional integrated system is only the integration of a few functional modules in the drive system, which cannot fundamentally release the space for chassis layout. There is still the fundamental problem of mutual constraints between the functional modules, which makes the space utilization and specific power of the whole vehicle low. Therefore, we urgently need to invent an all-in-one corner module integration system. Utility Model Content

[0004] In order to solve the technical problem that the traditional integrated system only integrates a few functional modules in the drive system and cannot substantially release the space for chassis layout, the utility model provides the following technical solutions:

[0005] The utility model relates to an all-in-one corner module integrated system, including a housing, a wheel, a plate-type controller and a steering motor, wherein a coupling is fixedly installed in the housing, a first reduction gear is rotatably installed on the top of the housing and a second reduction gear is rotatably installed, and a magnetic edge sensor is fixedly installed in the housing;

[0006] The wheel comprises a stator, a rotor and a rim, wherein a wheel axle is fixedly mounted at the center of the stator and the wheel axle is rotatably mounted with the housing through a coupling, two wheel rims are provided and fixedly mounted at both ends of the rotor, the rotor is arranged outside the stator and rotatably mounted between the two wheel rims, and a tire is fixedly sleeved on the outside of the rotor;

[0007] The plate-type controller and the steering motor are both fixedly installed inside the casing.

[0008] As a preferred technical solution of the utility model, a shock absorber is provided between the wheel axle and the casing.

[0009] As a preferred technical solution of the utility model, a first end cover is fixedly installed on the side of the casing and a second end cover is fixedly installed on the top, and sealing rings are provided between the first end cover and the second end cover and the casing.

[0010] As a preferred technical solution of the utility model, a bearing is arranged in the casing and a flange is rotatably mounted on the top of the casing through the bearing.

[0011] As a preferred technical solution of the utility model, a transmission gear is fixedly installed at the output end of the steering motor, and the first reduction gear is meshed and connected with the transmission gear and the second reduction gear at the same time.

[0012] As a preferred technical solution of the present utility model, the diameter of the transmission gear is smaller than the diameter of the first reduction gear and the diameter of the first reduction gear is smaller than the diameter of the second reduction gear.

[0013] As a preferred technical solution of the utility model, the plate-type controller is electrically connected to the wheel, the steering motor and the magnetic edge sensor at the same time.

[0014] The beneficial effects achieved by the utility model are:

[0015] The wheel-end drive motor, controller, steering gear, magnetic edge angle sensor, shock absorber, and four-wheel independent control system are highly integrated and the whole vehicle drive is realized through special control system debugging. The controller provides the whole vehicle control logic, the wheel provides driving force independently, the steering gear provides steering driving force, the magnetic edge sensor provides steering angle recognition, and the shock absorber maintains the stability of the whole vehicle. The mechanical structures such as the drive shaft, steering rod, and transmission in the chassis system are eliminated, which greatly improves the space utilization of the chassis. At the same time, the steering flexibility of the drive wheel is very high. Basically, the whole vehicle can be turned 360 degrees in situ by relying only on the wheel-end angle module unit, which greatly reduces the turning radius. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The accompanying drawings are used to provide a further understanding of the present invention and constitute a part of the specification. Together with the embodiments of the present invention, they are used to explain the present invention and do not constitute a limitation of the present invention. In the accompanying drawings:

[0017] Figure 1 It is a structural schematic diagram of an all-in-one corner module integrated system of the utility model;

[0018] Figure 2 It is a structural schematic diagram of a wheel in an all-in-one corner module integrated system of the utility model;

[0019] Figure 3 It is a structural schematic diagram of a casing in an all-in-one corner module integrated system of the utility model;

[0020] Figure 4 The utility model is a schematic diagram of the internal structure of a casing in an all-in-one corner module integrated system.

[0021] In the figure: 1. casing; 101. coupling; 102. shock absorber; 103. first end cover; 104. second end cover; 105. first reduction gear; 106. second reduction gear; 107. flange; 108. bearing; 109. magnetic edge sensor; 2. wheel; 201. stator; 202. rotor; 203. axle; 204. rim; 205. tire; 3. plate controller; 4. steering motor; 401. transmission gear. DETAILED DESCRIPTION

[0022] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0023] Example: Figure 1-4 As shown, an all-in-one corner module integrated system includes a housing 1, a wheel 2, a plate controller 3 and a steering motor 4, a coupling 101 is fixedly installed in the housing 1, a first reduction gear 105 is rotatably installed on the top of the housing 1 and a second reduction gear 106 is rotatably installed, and a magnetic edge sensor 109 is fixedly installed in the housing 1;

[0024] The wheel 2 includes a stator 201, a rotor 202 and a rim 204. A wheel axle 203 is fixedly installed at the center of the stator 201 and the wheel axle 203 is rotatably installed with the housing 1 through a coupling 101. Two rims 204 are provided and fixedly installed at both ends of the rotor 202. The rotor 202 is arranged outside the stator 201 and installed between the two rims 204. A tire 205 is fixedly sleeved on the outside of the rotor 202. When in use, the stator 201 is energized and electromagnetic induction is used to drive the rotor 202 to rotate. The rotation of the rotor 202 drives the tire 205 to rotate, thereby completing the driving travel.

[0025] The plate-type controller 3 and the steering motor 4 are both fixedly installed inside the casing 1 .

[0026] A shock absorber 102 is provided between the wheel axle 203 and the housing 1. When in use, the additional shock absorber 102 can reduce the bumpiness of the wheel 2 when passing through a rough road.

[0027] A first end cover 103 is fixedly mounted on the side of the casing 1 and a second end cover 104 is fixedly mounted on the top. Sealing rings are provided between the first end cover 103 and the second end cover 104 and the casing 1. When in use, the sealing of the casing 1 as a whole is improved by adding sealing rings.

[0028] A bearing 108 is provided in the casing 1 and a flange 107 is fixedly and rotatably mounted on the top of the casing 1 through the bearing 108. When in use, the casing 1 is fixedly mounted on the car through the flange 107 so that the casing 1 can rotate around the center of the flange 107 as the axis.

[0029] A transmission gear 401 is fixedly installed at the output end of the steering motor 4, and the first reduction gear 105 is meshed and connected with the transmission gear 401 and the second reduction gear 106 at the same time. When in use, the steering motor 4 drives the transmission gear 401 to rotate, and the rotation of the transmission gear 401 drives the first reduction gear 105 to rotate, and the rotation of the first reduction gear 105 drives the casing 1 to revolve around the second reduction gear 106 to achieve the purpose of adjusting the direction.

[0030] The diameter of the transmission gear 401 is smaller than that of the first reduction gear 105 and the diameter of the first reduction gear 105 is smaller than that of the second reduction gear 106. When in use, the diameter difference among the transmission gear 401, the first reduction gear 105 and the second reduction gear 106 is utilized to achieve the purpose of reducing the rotation speed.

[0031] The plate-type controller 3 is electrically connected to the wheel 2, the steering motor 4 and the magnetic edge sensor 109 at the same time. When in use, the wheel-end motor is driven by the controller, the controller drives the steering motor 4, the magnetic edge sensor 109 feeds back the steering position information to the controller, and the steering motor 4 drives the steering to complete the driving of the entire vehicle.

[0032] Specifically, the whole is installed on the vehicle instead of the traditional wheel 2 (the housing 1 is fixedly installed on the car through the flange 107, so that the housing 1 can rotate around the center of the flange 107 as the axis). When the utility model is used, the stator 201 is energized and the electromagnetic induction is used to drive the rotor 202 to rotate. The rotation of the rotor 202 drives the tire 205 to rotate, and the driving straight-line driving is completed. The steering motor 4 drives the transmission gear 401 to rotate, and the rotation of the transmission gear 401 drives the first reduction gear 105 to rotate. The rotation of the first reduction gear 105 drives the housing 1 to revolve around the second reduction gear 106 to achieve the purpose of adjusting the direction. The controller provides the whole vehicle control logic. Specifically, the wheel end motor is driven by the controller, the controller drives the steering motor 4, the magnetic edge sensor 109 feeds back the steering position information to the controller, and the steering motor 4 drives the steering to complete the driving of the whole vehicle.

[0033] In the description of the present invention, it should be understood that the terms "coaxial", "bottom", "one end", "top", "middle", "the other end", "upper", "one side", "top", "inside", "front", "center", "both ends" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0034] In addition, the terms "first", "second", "third" and "fourth" are used for descriptive purposes only and are not to be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, the features defined as "first", "second", "third" and "fourth" may explicitly or implicitly include at least one of such features.

[0035] In the present utility model, unless otherwise clearly stipulated and limited, the terms such as "installation", "setting", "connection", "fixation" and "screw-on" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integrated connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. Unless otherwise clearly defined, ordinary technicians in this field can understand the specific meanings of the above terms in the utility model according to the specific circumstances.

[0036] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. An all-in-one corner module integrated system, comprising a housing (1), a wheel (2), a plate-type controller (3) and a steering motor (4), characterized in that: A coupling (101) is fixedly installed in the housing (1), a first reduction gear (105) is rotatably installed on the top of the housing (1) and a second reduction gear (106) is rotatably installed, and a magnetic edge sensor (109) is fixedly installed in the housing (1); The wheel (2) comprises a stator (201), a rotor (202) and a rim (204); a wheel axle (203) is fixedly mounted at the center of the stator (201), and the wheel axle (203) is rotatably mounted on the housing (1) via a coupling (101); two wheel rims (204) are provided and fixedly mounted at both ends of the rotor (202); the rotor (202) is provided outside the stator (201) and rotatably mounted between the two wheel rims (204); and a tire (205) is fixedly mounted on the outside of the rotor (202); The plate-type controller (3) and the steering motor (4) are both fixedly mounted inside the casing (1).

2. The all-in-one corner module integration system according to claim 1, characterized in that: A shock absorber (102) is provided between the wheel axle (203) and the casing (1).

3. The all-in-one corner module integration system according to claim 1, characterized in that: A first end cover (103) is fixedly mounted on the side of the casing (1), and a second end cover (104) is fixedly mounted on the top; sealing rings are provided between the first end cover (103), the second end cover (104) and the casing (1).

4. The all-in-one corner module integration system according to claim 1, characterized in that: A bearing (108) is provided in the casing (1), and a flange (107) is rotatably mounted on the top of the casing (1) via the bearing (108).

5. The all-in-one corner module integration system according to claim 1, characterized in that: A transmission gear (401) is fixedly mounted on the output end of the steering motor (4), and the first reduction gear (105) is meshedly connected with the transmission gear (401) and the second reduction gear (106).

6. The all-in-one corner module integration system according to claim 5, characterized in that: The diameter of the transmission gear (401) is smaller than the diameter of the first reduction gear (105), and the diameter of the first reduction gear (105) is smaller than the diameter of the second reduction gear (106).

7. The all-in-one corner module integration system according to claim 1, characterized in that: The plate-type controller (3) is electrically connected to the wheel (2), the steering motor (4) and the magnetic edge sensor (109) at the same time.

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