Angle module based on double-guide-rod suspension assembly

Abstract

The angle module based on the double-guide-rod suspension assembly comprises a steering assembly, a suspension assembly, a driving assembly and wheels, one side of the suspension assembly is connected with the steering assembly, the other side of the suspension assembly is connected with the driving assembly, and the driving assembly is installed on the wheels; the suspension assembly comprises a vehicle body frame, double guide rods, a support, a main bearing nut and a main pin support shaft. The double guide rods are installed on the support and comprise two guide rods which are symmetrically arranged on the two sides of one end face of the wheel. The main bearing nut is installed on the side, away from the steering assembly, of the support and clamps the driving assembly. The steering assembly comprises a steering knuckle and a steering driving component, one end of the main pin support shaft is connected with the steering knuckle, and the other end is connected with the steering driving component. Compared with the prior art, the angle module has the advantages that a double-guide-rod structure is adopted, the radial stress during vehicle bearing is distributed, and the radial rigidity and the bearing capacity of the angle module are improved; and the double guide rods enable the wheels to be restrained during steering, and lateral displacement of the wheels can be automatically compensated.

Description

Technical Field

[0001] This utility model relates to vehicle suspension components, and more particularly to an angle module based on a dual-guide rod suspension component. Background Technology

[0002] With the continuous development of the automotive industry, especially driven by new energy vehicles and autonomous driving technologies, corner module technology has undergone continuous innovation and development. It integrates power, steering, and suspension systems, significantly improving vehicle handling and agility. Traditional corner modules typically include components such as wheels, electromagnetic brakes, suspension structures, steering structures, and in-wheel motors. While the integration of these components improves vehicle agility to some extent, it also has some significant limitations. For example, traditional corner modules suffer from low radial stiffness, limited load-bearing capacity, and large lateral displacement.

[0003] A search revealed that application publication number CN119749689 discloses an electric wheel corner module with dual-mode power reuse for both kingpin steering and omnidirectional steering. Specifically, it discloses the integration of wheel units, suspension components, damping systems, electromechanical braking systems, and steering components to achieve high integration of the electric vehicle chassis and improve the modularity of the wheel-end system. However, this existing technology cannot improve radial stiffness and load-bearing capacity.

[0004] In summary, the technical problem that needs to be solved is how to design an angle module that can improve radial stiffness and load-bearing capacity while reducing lateral displacement. Utility Model Content

[0005] The purpose of this invention is to overcome the shortcomings of the prior art, such as low radial stiffness, limited load-bearing capacity, and large lateral displacement, by providing an angle module based on a dual-guide rod suspension assembly.

[0006] The objective of this utility model can be achieved through the following technical solutions:

[0007] According to one aspect of the present invention, an angle module based on a dual-guide rod suspension assembly is provided, which is installed on a vehicle. The angle module includes a steering assembly, a suspension assembly, a drive assembly, and a wheel. One side of the suspension assembly is connected to the steering assembly, and the other side is connected to the drive assembly. The drive assembly is installed on the wheel.

[0008] The suspension assembly includes a vehicle frame, dual guide rods, a bracket, guide shaft supports, a main bearing nut, and a kingpin bracket shaft. The bracket is generally I-shaped, including two parallel first bracket rods and a second bracket rod perpendicular to the first bracket rods. A guide shaft support is installed at each of the two ends of the first bracket rod. The dual guide rods include two guide rods, each of which passes through the two guide shaft supports of the same first bracket rod and is parallel to the kingpin bracket shaft. The two guide rods are symmetrically arranged on both sides of one end face of the wheel. The main bearing nut is installed on the side of the bracket away from the steering assembly and clamps the drive assembly.

[0009] The steering assembly includes a steering knuckle and a steering drive component. The steering knuckle is sleeved on one end of two first support rods. One end of the kingpin support shaft is connected to the steering knuckle, and the other end is connected to the steering drive component.

[0010] As a preferred technical solution, the suspension assembly further includes a vehicle frame and shock absorber springs, wherein the vehicle frame is mounted on the kingpin bracket shaft.

[0011] As a preferred technical solution, the steering drive component includes a steering drive motor and a steering reducer. The steering drive motor is mounted on the vehicle, and the steering drive motor and the steering drive reducer are connected by a flange. The steering drive reducer is connected to the vehicle body frame, and the output end of the steering drive reducer is connected to the kingpin bracket shaft.

[0012] As a preferred technical solution, a positioning nut, a sleeve, a retaining ring, and a bearing are installed on the kingpin bracket shaft. The outer ring of the bearing is installed inside the vehicle frame, and the vehicle frame is located on one side of the sleeve. An end cap is installed on the vehicle frame. The retaining ring is located on the end face of the bearing near the sleeve, and the end cap is located on the end face of the bearing away from the sleeve.

[0013] As a preferred technical solution, the vehicle body frame is connected to the vehicle chassis.

[0014] As a preferred technical solution, the suspension assembly further includes a shock-absorbing spring, one end of which is connected to the steering knuckle via a pin, and the other end of which is connected to the second support rod via a pin.

[0015] As a preferred technical solution, the steering knuckle is mounted on the kingpin bracket shaft via a spline, and the steering knuckle is provided with a steering knuckle pin hole, which is interference-fitted with the double guide rod.

[0016] As a preferred technical solution, the diameter of one end of the double guide rod is larger than the steering knuckle pin hole.

[0017] As a preferred technical solution, the guide shaft support is fixed to the bracket by bolts, and the double guide rods are interference-fitted with the guide shaft support.

[0018] As a preferred technical solution, the drive component includes a hub motor, which is connected to the wheel drive.

[0019] Compared with the prior art, the present invention has the following beneficial effects:

[0020] 1) This utility model adopts a double guide rod structure, which distributes the radial force when the vehicle is loaded, and improves the radial stiffness and load-bearing capacity of the corner module; the double guide rod constrains the wheels when turning, and has the effect of automatically compensating for the lateral displacement of the wheels; the bracket structure is simple, occupies less space in the lateral direction, is easy to arrange, and has a high space utilization rate.

[0021] 2) The bearing of this utility model supports the vehicle frame and ensures the stability of the vehicle during turning; the end cover provides axial positioning for the bearing, the snap ring provides axial positioning for the inner ring of the bearing; the sleeve provides axial positioning for the snap ring; and the positioning nut provides axial positioning for the steering knuckle.

[0022] 3) The vehicle body frame of this utility model is directly connected to the vehicle chassis, which reduces changes to the vehicle body structure and reduces the design difficulty of other parts of the vehicle body.

[0023] 4) The present invention has an interference fit between the double guide rod and the steering knuckle pin hole, and sets the diameter of one end of the double guide rod to be larger than that of the steering knuckle pin hole, which can restrict the axial degree of freedom of the double guide rod. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0025] Figure 2 This is a schematic diagram of the steering drive reducer structure of this utility model;

[0026] Figure 3 This is a schematic diagram of the steering drive motor and flange structure of this utility model;

[0027] Figure 4 This is a schematic diagram of the suspension assembly structure of this utility model;

[0028] Figure 5 This is an exploded view of the suspension assembly of this utility model;

[0029] The numbers in the diagram are as follows:

[0030] 1. Steering drive motor; 2. Steering drive reducer; 3. Body frame; 4. Steering knuckle; 5. Shock absorber spring; 6. Double guide rod; 7. Bracket; 8. Hub motor; 9. Wheel; 10. Flange; 11. Guide shaft support; 12. Main bearing nut; 13. Kingpin bracket shaft; 14. Positioning nut; 15. Sleeve; 16. Snap ring; 17. Bearing; 18. End cap. Detailed Implementation

[0031] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some, not all, of the embodiments of the present utility model. Based on the embodiments of the present utility model, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of the present utility model.

[0032] like Figure 1 As shown, this utility model discloses an angle module based on a dual-guide rod suspension assembly, including a steering assembly, a suspension assembly, a drive assembly, and a wheel 9. The angle module provided by this utility model can compensate for or avoid lateral displacement while transmitting steering force, and can increase radial stiffness, thereby improving the overall load-bearing capacity.

[0033] The steering assembly includes steering knuckle 4 and steering drive components, such as Figure 2 and Figure 3 As shown, the upper end of the steering drive component is directly connected to the vehicle body. The steering drive component includes a steering drive motor 1 and a steering reducer. One end of the kingpin bracket shaft 13 is connected to the steering knuckle 4, and the other end is connected to the steering drive component.

[0034] The steering knuckle 4 is mounted on one end of the two first support rods and mainly transmits steering torque.

[0035] The steering drive motor 1 and the steering drive reducer 2 are connected to the flange 10 by bolts. The output end of the steering drive reducer 2 is connected to the kingpin bracket shaft 13 by a flat key, and the steering drive reducer 2 is connected to the vehicle body frame 3 by bolts.

[0036] like Figure 4 and Figure 5 As shown, the suspension assembly includes a body frame 3, double guide rods 6, bracket 7, guide shaft support 11, main bearing nut 12, body frame 3, shock absorber spring 5, and kingpin bracket shaft 13.

[0037] The body frame 3 is directly connected to the vehicle chassis, which reduces changes to the body structure and lowers the design difficulty of other parts of the body. The body frame 3 is supported on the shaft section of the kingpin bracket 13 by the bearing 17 and positioned by the positioning nut 14 and the sleeve 15. The bearing 17 supports the body to ensure stability during cornering.

[0038] The bracket 7 is generally I-shaped, including two parallel first bracket rods and a second bracket rod perpendicular to the first bracket rods. A guide shaft support 11 is installed at each of the two ends of the first bracket rod. The four guide shaft supports 11 are symmetrical and are connected to the bracket 7 by bolts.

[0039] The main bearing nut 12 is installed on the side of the bracket 7 away from the steering assembly, between the two first bracket rods, and clamps the drive assembly.

[0040] The double guide rod 6 comprises two guide rods, each passing through two guide shaft supports 11 of the same bracket rod and parallel to the kingpin bracket shaft 13. The two guide rods are symmetrically arranged on both sides of one end face of the wheel 9. The double guide rod 6 is interference-fitted with the four guide shaft supports 11; a shoulder is provided at one end of the guide rod to prevent it from falling off. The steering knuckle 4 has a steering knuckle 4 pin hole, and the double guide rod 6 is interference-fitted with the steering knuckle 4 pin hole. The diameter of one end of the guide rod is set to be larger than the diameter of the pin hole, which restricts the vertical degree of freedom of the double guide rod 6.

[0041] The upper end of the shock absorber spring 5 is connected to the steering knuckle 4 by a pin, and the lower end is connected to the bracket 7 by a pin.

[0042] A positioning nut 14, a sleeve 15, a snap ring 16, and a bearing 17 are installed on the kingpin bracket shaft 13. The bearing 17 is a deep groove ball bearing, and the inner ring of the deep groove ball bearing is installed on the kingpin bracket shaft 13 to support the body frame 3. The end cap 18 is bolted to the right end face of the body frame 3 to provide axial positioning for the deep groove ball bearing. The snap ring 16 is installed on the kingpin bracket shaft 13 to provide axial positioning for the inner ring of the deep groove ball bearing. The sleeve 15 is installed on the kingpin bracket shaft 13 to provide axial positioning for the snap ring 16. The steering knuckle 4 is connected to the kingpin bracket shaft 13 via a spline, and the positioning nut 14 is installed on the kingpin bracket shaft 13 to provide axial positioning for the steering knuckle 4.

[0043] The drive assembly includes a hub motor 8, which is the main drive component and is connected to the wheel 9 for transmission. The hub motor 8 is clamped to the bracket 7 by a main bearing nut 12.

[0044] This utility model enables the wheel 9 to rotate around the axis of the kingpin bracket 13 through the steering force transmission line of steering drive motor 1—steering drive reducer 2—kingpin bracket shaft 13—steering knuckle 4—double guide rod 6—bracket 7—wheel hub—wheel 9, thereby completing the steering action.

[0045] This utility model restricts the movement of the tire 9 based on the double guide rod 6 suspension assembly, reducing the possibility of lateral displacement of the wheel 9 during steering. Moreover, due to the use of the double guide rod 6 structure, it has higher radial stiffness compared to the traditional single guide rod corner module.

[0046] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this utility model, and these modifications or substitutions should all be covered within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the scope of the claims.

Claims

1. A corner module based on a dual-guide rod suspension assembly, installed on a vehicle, characterized in that, The corner module includes a steering assembly, a suspension assembly, a drive assembly and a wheel (9). The suspension assembly is connected to the steering assembly on one side and to the drive assembly on the other side. The drive assembly is mounted on the wheel (9). The suspension assembly includes a vehicle frame (3), double guide rods (6), a bracket (7), guide shaft supports (11), a main bearing nut (12), and a kingpin bracket shaft (13). The bracket (7) is generally I-shaped, including two parallel first bracket rods and a second bracket rod perpendicular to the first bracket rods. A guide shaft support (11) is installed at each of the two ends of the first bracket rod. The double guide rods (6) include two guide rods, each of which passes through the two guide shaft supports (11) of the same first bracket rod and is parallel to the kingpin bracket shaft (13). The two guide rods are symmetrically arranged on both sides of one end face of the wheel (9). The main bearing nut (12) is installed on the side of the bracket (7) away from the steering assembly and clamps the drive assembly. The steering assembly includes a steering knuckle (4) and a steering drive component. The steering knuckle (4) is sleeved on one end of two first support rods. One end of the kingpin support shaft (13) is connected to the steering knuckle (4), and the other end is connected to the steering drive component.

2. The corner module based on a dual-guide rod suspension assembly according to claim 1, characterized in that, The suspension assembly also includes a body frame (3) and shock absorber springs (5), the body frame (3) being mounted on the kingpin support shaft (13).

3. The corner module based on a dual-guide rod suspension assembly according to claim 2, characterized in that, The steering drive component includes a steering drive motor (1) and a steering reducer. The steering drive motor (1) is mounted on the vehicle. The steering drive motor (1) is connected to the steering drive reducer (2) via a flange (10). The steering drive reducer (2) is connected to the vehicle body frame (3). The output end of the steering drive reducer (2) is connected to the kingpin bracket shaft (13).

4. The corner module based on a dual-guide rod suspension assembly according to claim 2, characterized in that, The positioning nut (14), sleeve (15), snap ring (16) and bearing (17) are installed on the main pin bracket shaft (13). The outer ring of the bearing (17) is installed inside the body frame (3), and the body frame (3) is located on one side of the sleeve (15). An end cap (18) is installed on the body frame (3). The snap ring (16) is located on the end face of the bearing (17) close to the sleeve (15), and the end cap (18) is located on the end face of the bearing (17) away from the sleeve (15).

5. A corner module based on a dual-guide rod suspension assembly according to claim 2, characterized in that, The vehicle body frame (3) is connected to the vehicle chassis.

6. The corner module based on a dual-guide rod suspension assembly according to claim 1, characterized in that, The suspension assembly also includes a shock absorber spring (5), one end of which is connected to the steering knuckle (4) by a pin, and the other end is connected to the second support rod by a pin.

7. The corner module based on a dual-guide rod suspension assembly according to claim 1, characterized in that, The steering knuckle (4) is mounted on the kingpin bracket shaft (13) via a spline. The steering knuckle (4) is provided with a steering knuckle (4) pin hole, and the steering knuckle (4) pin hole and the double guide rod (6) are interference fit.

8. The corner module based on a dual-guide rod suspension assembly according to claim 7, characterized in that, The diameter of one end of the double guide rod (6) is larger than the pin hole of the steering knuckle (4).

9. A corner module based on a dual-guide rod suspension assembly according to claim 1, characterized in that, The guide shaft support (11) is fixed to the bracket (7) by bolts, and the double guide rod (6) is interference-fitted with the guide shaft support (11).

10. A corner module based on a dual-guide rod suspension assembly according to claim 1, characterized in that, The drive assembly includes a hub motor (8) which is connected to the wheel (9) in a transmission.

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