knuckle

Abstract

The utility model discloses a kind of knuckle, comprising: first knuckle body, first knuckle body is used to be connected with the wheel assembly of vehicle;Second knuckle body, second knuckle body is used to be connected with the body of vehicle, first knuckle body is rotatably arranged in second knuckle body around rotation axis along vertical extension, second knuckle body has swing arm mounting structure, swing arm mounting structure is used to install and connect swing arm assembly with the body of vehicle. Thus, by second knuckle body having swing arm mounting structure, swing arm assembly is connected between the body and second knuckle body, under the steering condition of wheel assembly, first knuckle body drives wheel assembly steering, second knuckle body does not occur steering, so that swing arm assembly does not produce steering motion, swing arm assembly mainly moves is up and down bouncing, the motion envelope of swing arm assembly greatly reduces, and it is favorable for vehicle to realize large corner steering.

Description

Technical Field

[0001] This utility model relates to the field of steering knuckles, and in particular to a steering knuckle. Background Technology

[0002] In related technologies, existing suspension devices include a swing arm assembly and a rotating steering knuckle connected to the wheel assembly. The swing arm assembly is connected between the rotating steering knuckle and the vehicle body. When the wheel assembly is turning, the rotating steering knuckle drives the swing arm assembly to turn, which is not conducive to the vehicle achieving large-angle steering. Utility Model Content

[0003] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, one objective of this invention is to propose a steering knuckle in which, when the wheel assembly is steering, the second steering knuckle body does not steer, thus the swing arm assembly does not produce steering motion. The main movement of the swing arm assembly is up-and-down bouncing, and the motion envelope of the swing arm assembly is greatly reduced, which is beneficial for the vehicle to achieve large-angle steering.

[0004] The steering knuckle according to an embodiment of the present invention includes: The first steering knuckle body is used to connect with the wheel assembly of the vehicle; The second steering knuckle body is used to connect with the vehicle body. The first steering knuckle body is rotatably mounted on the second steering knuckle body about a vertically extending rotation axis. The second steering knuckle body has a swing arm mounting structure for mounting a swing arm assembly connected to the vehicle body.

[0005] According to the embodiment of the present invention, the first steering knuckle body is used to connect with the wheel assembly of the vehicle, and the swing arm assembly is connected between the vehicle body and the second steering knuckle body. When the wheel assembly is turning, the first steering knuckle body drives the wheel assembly to turn, and the second steering knuckle body does not turn, so the swing arm assembly does not produce steering motion. The main movement of the swing arm assembly is up and down jumping. The motion envelope of the swing arm assembly is greatly reduced, which is conducive to the vehicle achieving large-angle steering.

[0006] In some examples of this utility model, the second steering knuckle body includes a second body and two support parts. The two support parts extend from the upper and lower ends of the second body toward the direction close to the first steering knuckle body, respectively. The two support parts are used for mounting the first steering knuckle body so that the first steering knuckle body can rotate relative to the second steering knuckle body about the rotation axis.

[0007] In some examples of this utility model, the second steering knuckle is an integrated structure, and the second steering knuckle is bent at the connection between the support and the second body, with the support and the second body intersecting at a right angle or an obtuse angle.

[0008] In some examples of this utility model, the swing arm mounting structure includes an upper mounting structure disposed on the upper support portion, the upper mounting structure being used to mount an upper swing arm assembly connected to the vehicle body; and / or, the upper support portion extends upward at an angle relative to the second body.

[0009] In some examples of this utility model, the swing arm mounting structure includes a lower mounting structure disposed on the lower support portion, the lower mounting structure being used to mount a lower swing arm assembly connected to the vehicle body; and / or, the lower support portion extends horizontally relative to the second body.

[0010] In some examples of this utility model, the lower part of the second body has a shock-absorbing mounting structure for mounting a shock-absorbing structure; and / or, the second body is vertically arranged.

[0011] In some examples of this utility model, the first steering knuckle body includes two pivot parts arranged at an upper and lower interval. The two pivot parts are respectively arranged at two support parts. At least one pivot part is rotatably engaged with the support part on the corresponding side. The first steering knuckle body is installed through the two pivot parts to realize rotation around the rotation axis.

[0012] In some examples of this utility model, the first steering knuckle body includes a first body connected between two pivots, the first body being used to connect to a wheel assembly, and the two pivots extending from the upper and lower ends of the first body toward a direction close to the second steering knuckle body.

[0013] In some examples of this utility model, the first steering knuckle body is an integrated structure, and the first steering knuckle body is bent at the connection between the pivot part and the first body, and the pivot part and the first body intersect at a right angle or an obtuse angle.

[0014] In some examples of this utility model, an installation space is formed between the first steering knuckle body and the second steering knuckle body, and the installation space is used to install a steering drive for driving the first steering knuckle body to rotate.

[0015] Additional aspects and advantages of this 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

[0016] The above and / or additional aspects and advantages of this utility model 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 a schematic diagram of the suspension device and wheel assembly after assembly according to an embodiment of the present utility model.

[0017] Figure label: Suspension device 100; Steering knuckle 10; First steering knuckle 11; First body 111; Pivot part 112; Second steering knuckle body 12; second main body 121; support part 122; upper mounting structure 124; lower mounting structure 125; shock-absorbing mounting structure 126; Installation space 40; Steering drive 50; Swing arm assembly 60; Upper control arm assembly 61; front upper control arm 611; rear upper control arm 612; Lower control arm assembly 62; front lower control arm 621; rear lower control arm 622; 70; shock absorber; 71; spring; Toe-in 80; Wheel assembly 200; hub structure 201. Detailed Implementation

[0018] The embodiments of this utility model 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 this utility model, and should not be construed as limiting this utility model.

[0019] The following is for reference. Figure 1 The description of the steering knuckle 10 according to an embodiment of the present invention is as follows: The steering knuckle 10 is part of the structure of the suspension device 100, which is connected to the wheel assembly 200 of the vehicle. The suspension device 100 can be a corner module suspension device 100. The vehicle may include multiple wheel assemblies 200 and multiple suspension devices 100, which are assembled in a one-to-one correspondence. The suspension device 100 also includes a control arm assembly 60 and a steering drive 50.

[0020] like Figure 1 As shown, the steering knuckle 10 according to an embodiment of the present invention includes: a first steering knuckle body 11, which is used to connect with the wheel assembly 200 of a vehicle; and a second steering knuckle body 12, which is used to connect with the vehicle body. The first steering knuckle body 11 is rotatably disposed on the second steering knuckle body 12 about a vertically extending rotation axis. The second steering knuckle body 12 has a swing arm mounting structure for mounting a swing arm assembly 60 connected to the vehicle body.

[0021] The steering knuckle 10 comprises two parts: a first steering knuckle body 11 and a second steering knuckle body 12. The first steering knuckle body 11 is fixedly connected to the vehicle's wheel assembly 200. The first steering knuckle body 11 can be detachably connected to the wheel assembly 200 via bolts or a snap-fit ​​connection. The second steering knuckle body 12 is connected to the vehicle's body. The second steering knuckle body 12 can be connected to the vehicle's body via a swing arm assembly 60. The swing arm assembly 60 connects the second steering knuckle body 12 and the vehicle's body, and is detachably connected to the vehicle body. The second steering knuckle body 12 has a rocker arm mounting structure, and the rocker arm assembly 60 is mounted on the rocker arm mounting structure, thereby connecting the rocker arm assembly 60 and the second steering knuckle body 12. For example, the rocker arm mounting structure has a mounting hole, and the rocker arm assembly 60 is mounted on the rocker arm mounting structure by means of a mounting pin passing through the mounting hole and the rocker arm assembly 60. Alternatively, the rocker arm mounting structure can be constructed as a snap-fit ​​structure, and the rocker arm assembly 60 is snap-fitted into the rocker arm mounting structure to mount the rocker arm assembly 60. However, the present invention is not limited to this, and the rocker arm mounting structure can also be other structural forms, as long as the rocker arm assembly 60 can be reliably mounted.

[0022] The first steering knuckle body 11 and the second steering knuckle body 12 can be arranged relative to each other. As an example, the first steering knuckle body 11 and the second steering knuckle body 12 are arranged along the width direction of the vehicle. As another example, the first steering knuckle body 11 and the second steering knuckle body 12 are arranged along the length direction of the vehicle. This application will be described with the example of the first steering knuckle body 11 and the second steering knuckle body 12 being arranged along the width direction of the vehicle.

[0023] The first steering knuckle body 11 and the second steering knuckle body 12 are rotatably connected. The first steering knuckle body 11 is rotatable relative to the second steering knuckle body 12 about a vertically extending axis of rotation. As one example, the first steering knuckle body 11 and the second steering knuckle body 12 are rotatably connected by a pivot pin. As another example, the first steering knuckle body 11 and the second steering knuckle body 12 are rotatably connected by a bearing. As yet another example, the first steering knuckle body 11 and the second steering knuckle body 12 are rotatably connected by a ball joint.

[0024] After the steering knuckle 10 is installed on the vehicle, the first steering knuckle body 11 is connected to the vehicle's wheel assembly 200. The swing arm assembly 60 is installed on the swing arm mounting structure and is also connected to the vehicle body. The swing arm assembly 60 is connected between the second steering knuckle body 12 and the vehicle body. The steering drive 50 is connected to the first steering knuckle body 11 in a transmission manner. When the steering drive 50 is working, it drives the first steering knuckle body 11 to turn the wheel assembly 200. The second steering knuckle 12 has a swing arm mounting structure, and the swing arm assembly 60 is connected between the vehicle body and the second steering knuckle 12. When the wheel assembly 200 is turning, the first steering knuckle 11 rotates relative to the second steering knuckle 12. The first steering knuckle 11 drives the wheel assembly 200 to turn, while the second steering knuckle 12 does not turn. Therefore, the swing arm assembly 60 does not produce steering motion. The main movement of the swing arm assembly 60 is up and down jumping. Compared with the prior art, the motion envelope of the swing arm assembly 60 in the front and rear directions is greatly reduced, so that the vehicle can provide a larger steering space for the wheel assembly 200 to turn, which is conducive to the vehicle to achieve large-angle steering.

[0025] In some examples of this utility model, such as Figure 1 As shown, the second steering knuckle body 12 includes a second body 121 and two support parts 122. The two support parts 122 extend from the upper and lower ends of the second body 121 toward the direction close to the first steering knuckle body 11. The two support parts 122 are used for mounting the first steering knuckle body 11 so that the first steering knuckle body 11 can rotate relative to the second steering knuckle body 12 about the rotation axis.

[0026] The second steering knuckle 12 includes a second body 121 and two support portions 122. The two support portions 122 are spaced apart along the height direction of the suspension device 100. The second body 121 is connected between the two support portions 122. One support portion 122 extends from the upper end of the second body 121 toward the first steering knuckle 11 to cooperate with the first steering knuckle 11, and the other support portion 122 extends from the lower end of the second body 121 toward the first steering knuckle 11 to cooperate with the first steering knuckle 11. At least one of the two support portions 122 is rotatably connected to the first steering knuckle 11, thereby enabling the first steering knuckle 11 to rotate relative to the second steering knuckle 12.

[0027] The upper and lower ends of the second body 121 are respectively connected to a support part 122. In other words, the two support parts 122 are respectively connected to the upper and lower ends of the second body 121. Both support parts 122 extend toward the direction of the first steering knuckle body 11, so that the second steering knuckle body 12 is constructed as a C-shaped structure or a similar C-shaped structure. This is beneficial for the first steering knuckle body 11 and the second steering knuckle body 12 to jointly define the installation space 40. Structural components can be installed in the installation space 40, which is beneficial for improving the structural compactness of the suspension device 100. The second body 121 and the two support parts 122 can be integrally formed.

[0028] In some examples of this utility model, such as Figure 1 As shown, the second steering knuckle body 12 is an integrated structure. The second steering knuckle body 12 is bent at the connection between the support part 122 and the second body 121. The support part 122 and the second body 121 intersect at a right angle or an obtuse angle.

[0029] The second steering knuckle body 12 is a one-piece molded part. This design improves the structural strength of the second steering knuckle body 12, reduces the number of components, lowers the mold development cost for producing the second steering knuckle body 12, and further reduces the development cost of the suspension device 100. Furthermore, since the second steering knuckle body 12 is a one-piece molded part, it does not require assembly with connecting parts, which is more conducive to the lightweight design of the suspension device 100. The second steering knuckle body 12 is bent at the connection between the upper support portion 122 and the upper end of the second body 121, where the upper support portion 122 and the second body 121 intersect at a right angle or an obtuse angle. The second steering knuckle body 12 is also bent at the connection between the lower support portion 122 and the lower end of the second body 121, where the lower support portion 122 and the second body 121 intersect at a right angle or an obtuse angle. The right angle or obtuse angle between the support portion 122 and the second body 121 facilitates the fitting and assembly of the upper end of the support portion 122 and the first steering knuckle body 11.

[0030] In some examples of this utility model, such as Figure 1 As shown, the swing arm mounting structure includes an upper mounting structure 124 disposed on the upper support portion 122, the upper mounting structure 124 being used to mount the upper swing arm assembly 61 connected to the vehicle body; and / or, the upper support portion 122 extends upward at an angle relative to the second body 121.

[0031] The control arm mounting structure includes an upper mounting structure 124, which is disposed on the upper support portion 122. The upper mounting structure 124 can be located on the side of the upper support portion 122 opposite to the first steering knuckle body 11. The upper control arm assembly 61 is mounted on the upper mounting structure 124. The upper support portion 122 extends upward at an angle relative to the second body 121, which facilitates the fitting and assembly of the upper support portion 122 with the upper part of the first steering knuckle body 11. Furthermore, since the upper control arm assembly 61 is located on the side of the second steering knuckle body 12 opposite to the first steering knuckle body 11, and the upper support portion 122 is angled, it is convenient to install the upper control arm assembly 61 on the upper mounting structure 124, which helps to improve the assembly efficiency of the suspension device 100.

[0032] As one example, the upper mounting structure 124 mounts the upper control arm assembly 61 connected to the vehicle body. As another example, the upper support portion 122 extends upward at an angle relative to the second body 121. As yet another example, the upper mounting structure 124 mounts the upper control arm assembly 61 connected to the vehicle body, and the upper support portion 122 extends upward at an angle relative to the second body 121.

[0033] In some examples of this utility model, such as Figure 1 As shown, the swing arm mounting structure includes a lower mounting structure 125 disposed on the lower support portion 122, the lower mounting structure 125 being used to mount the lower swing arm assembly 62 connected to the vehicle body; and / or, the lower support portion 122 extends horizontally relative to the second body 121.

[0034] The control arm mounting structure includes a lower mounting structure 125, which is disposed on the lower support portion 122. The lower mounting structure 125 can be located on the side of the lower support portion 122 opposite to the upper support portion 122. The lower control arm assembly 62 is mounted on the lower mounting structure 125. The lower support portion 122 extends horizontally relative to the second body 121, and the lower mounting structure 125 is located below the lower support portion 122. By placing the lower mounting structure 125 on the lower support portion 122, the lower control arm assembly 62 can be mounted on the lower support portion 122, allowing the control arm assembly 60 to reliably support the second steering knuckle body 12. Furthermore, since the lower support portion 122 extends horizontally relative to the second body 121, placing the lower mounting structure 125 below the lower support portion 122 facilitates the mounting of the lower control arm assembly 62 from below the steering knuckle 10 onto the lower mounting structure 125.

[0035] As an example, a lower mounting structure 125 is provided on the lower support portion 122 for mounting the lower control arm assembly 62 connected to the vehicle body. As another example, the lower support portion 122 extends horizontally relative to the second body 121. As yet another example, the lower support portion 122 is provided with the lower mounting structure 125 for mounting the lower control arm assembly 62 connected to the vehicle body, and the lower support portion 122 extends horizontally relative to the second body 121.

[0036] In some examples of this utility model, such as Figure 1 As shown, the lower part of the second body 121 has a shock-absorbing mounting structure 126, which is used to install the shock-absorbing structure 70; and / or, the second body 121 is vertically arranged.

[0037] The second body 121 has a damping mounting structure 126 at its lower end, or near its lower part. A damping structure 70 is mounted on the damping mounting structure 126, thus fixing the damping structure 70 to the second body 121. The damping mounting structure 126 is located on the side of the second body 121 opposite to the first steering knuckle body 11. As an example, the damping mounting structure 126 is a threaded hole, through which a bolt passes and is installed, thereby fixing the damping structure 70 to the second body 121. As another example, the damping mounting structure 126 is a snap-fit ​​structure, with the damping structure 70 snapped onto it, thus fixing the damping structure 70 to the second body 121. The second body 121 is vertically arranged. In other words, the second body 121 extends along the height direction of the suspension device 100. By setting the second body 121 vertically, the structure of the second body 121 can be flat, and the shock-absorbing structure 70 can be installed from the side of the second body 121, which makes it easy to install the shock-absorbing structure 70 on the second body 121.

[0038] As an example, the lower part of the second body 121 has a vibration damping mounting structure 126 for mounting the vibration damping structure 70. As another example, the second body 121 is vertically arranged. As yet another example, the lower part of the second body 121 has a vibration damping mounting structure 126 for mounting the vibration damping structure 70, and the second body 121 is vertically arranged.

[0039] In some examples of this utility model, such as Figure 1 As shown, the first steering knuckle body 11 includes two pivot parts 112 arranged at an upper and lower interval. The two pivot parts 112 are respectively arranged at two support parts 122. At least one pivot part 112 is rotatably engaged with the support part 122 on the corresponding side. The first steering knuckle body 11 is installed through the two pivot parts 112 to realize rotation around the rotation axis.

[0040] The first steering knuckle body 11 includes two pivot portions 112, which are spaced apart along the height direction of the suspension device 100. Both pivot portions 112 extend towards the second steering knuckle body 12, and are respectively corresponding to two support portions 122. In other words, the two pivot portions 112 and the two support portions 122 are arranged in a one-to-one correspondence. As an example, the upper support portion 122 rotatably engages with the upper pivot portion 112. As another example, the lower support portion 122 rotatably engages with the lower pivot portion 112. As yet another example, the upper support portion 122 rotatably engages with the upper pivot portion 112, and the lower support portion 122 rotatably engages with the lower pivot portion 112. As yet another example, the upper support portion 122 rotatably engages with the upper pivot portion 112, and the lower pivot portion 112 is drive-connected to the steering drive 50. The first steering knuckle 11 is equipped with two pivot parts 112, which enable the first steering knuckle 11 to rotate relative to the second steering knuckle 12.

[0041] In some examples of this utility model, such as Figure 1 As shown, the first steering knuckle body 11 includes a first body 111 connected between two pivots 112. The first body 111 is used to connect with the wheel assembly 200 of the vehicle. The two pivots 112 extend from the upper and lower ends of the first body 111 toward the direction close to the second steering knuckle body 12.

[0042] The first body 111 is fixedly connected to the wheel assembly 200. The upper and lower ends of the first body 111 are respectively connected to a pivot part 112. In other words, the two pivot parts 112 are respectively connected to the upper and lower ends of the first body 111. Both pivot parts 112 extend toward the direction of the second steering knuckle body 12, so that the first steering knuckle body 11 is constructed as a C-shaped structure or a similar C-shaped structure, which is more conducive to the first steering knuckle body 11 and the second steering knuckle body 12 jointly defining the installation space 40. The first body 111 and the two pivot parts 112 can be integrally formed.

[0043] As an example, the upper pivot portion 112 and the upper support portion 122 are rotatably connected to allow the first steering knuckle body 11 and the second steering knuckle body 12 to rotate into engagement. As another example, the lower pivot portion 112 and the lower support portion 122 are rotatably connected to allow the first steering knuckle body 11 and the second steering knuckle body 12 to rotate into engagement. As yet another example, the upper pivot portion 112 and the upper support portion 122 are rotatably connected, and the lower pivot portion 112 and the lower support portion 122 are also rotatably connected to allow the first steering knuckle body 11 and the second steering knuckle body 12 to rotate into engagement. This application uses the rotatable connection of the upper pivot portion 112 and the upper support portion 122 as an example. The upper pivot portion 112 and the upper support portion 122 can achieve relative rotation via bearings, or they can achieve relative rotation via pivot pins. However, this utility model is not limited to these methods; any method that allows the upper pivot portion 112 and the upper support portion 122 to rotate into engagement is acceptable.

[0044] With two pivot portions 112 extending from the upper and lower ends of the first body 111 toward the second steering knuckle 12 respectively, and two support portions 122 extending from the upper and lower ends of the second body 121 toward the first steering knuckle 11 respectively, the first steering knuckle 11 and the second steering knuckle 12 can be constructed as a C-shaped structure or a similar C-shaped structure. After the upper pivot portion 112 and the upper support portion 122 are assembled together, and the lower pivot portion 112 and the lower support portion 122 are assembled together, it is beneficial for the first steering knuckle 11 and the second steering knuckle 12 to jointly define the installation space 40.

[0045] In some examples of this utility model, such as Figure 1 As shown, the first steering knuckle body 11 is an integrated structure. The first steering knuckle body 11 is bent at the connection between the pivot part 112 and the first body 111. The pivot part 112 and the first body 111 intersect at a right angle or an obtuse angle.

[0046] The first steering knuckle body 11 is a one-piece molded part. This design helps to improve the structural strength of the first steering knuckle body 11, reduces the number of parts that make up the first steering knuckle body 11, reduces the mold development cost of producing the first steering knuckle body 11, thereby reducing the development cost of the suspension device 100. Furthermore, since the first steering knuckle body 11 is a one-piece molded part, the first steering knuckle body 11 does not need to be assembled by connecting parts, which is beneficial to the lightweight design of the suspension device 100.

[0047] As one example, the first steering knuckle 11 is bent at the connection between the upper pivot portion 112 and the upper end of the first body 111, where the upper pivot portion 112 and the first body 111 intersect at a right angle or an obtuse angle. As another example, the first steering knuckle 11 is bent at the connection between the lower pivot portion 112 and the lower end of the first body 111, where the lower pivot portion 112 and the first body 111 intersect at a right angle or an obtuse angle. As yet another example, the first steering knuckle 11 is bent at the connection between the upper pivot portion 112 and the upper end of the first body 111, where the upper pivot portion 112 and the first body 111 intersect at a right angle or an obtuse angle, and the first steering knuckle 11 is also bent at the connection between the lower pivot portion 112 and the lower end of the first body 111, where the lower pivot portion 112 and the first body 111 intersect at a right angle or an obtuse angle. As an example, at least a portion of the structure of the upper pivot 112 is parallel to the horizontal plane, at least a portion of the structure of the lower pivot 112 is parallel to the horizontal plane, at least a portion of the structure of the upper support 122 is parallel to the horizontal plane, and at least a portion of the structure of the lower support 122 is parallel to the horizontal plane.

[0048] The pivot 112 intersects the first body 111 at a right angle or an obtuse angle, which facilitates the upper pivot 112 and the upper support 122 to be assembled together, as well as the lower pivot 112 and the lower support 122 to be assembled together. In addition, it also facilitates the first steering knuckle body 11 and the second steering knuckle body 12 to jointly define the installation space 40.

[0049] In some examples of this utility model, such as Figure 1 As shown, an installation space 40 is formed between the first steering knuckle body 11 and the second steering knuckle body 12. The installation space 40 is used to install a steering drive 50 for driving the first steering knuckle body 11 to rotate.

[0050] An installation space 40 is formed between the first steering knuckle body 11 and the second steering knuckle body 12. As an example, the installation space 40 can be defined by a structural member located between the first steering knuckle body 11 and the second steering knuckle body 12. As another example, the installation space 40 can be jointly defined by the first steering knuckle body 11 and the second steering knuckle body 12. This application uses the example of the installation space 40 being jointly defined by the first steering knuckle body 11 and the second steering knuckle body 12 for illustration. Along the arrangement direction of the first steering knuckle body 11 and the second steering knuckle body 12, the installation space 40 is located between the first steering knuckle body 11 and the second steering knuckle body 12. It should be noted that the installation space 40 can be a space with an open end, or it can be a closed cavity. This application uses the example of the installation space 40 having an open end for illustration.

[0051] The suspension device 100 includes the steering knuckle 10, the steering drive 50, the swing arm assembly 60, the damping structure 70, and the toe bar 80 of the above embodiments.

[0052] At least a portion of the steering drive 50 is located within the mounting space 40. A portion of the steering drive 50's structure is disposed within the mounting space 40, or the entire structure of the steering drive 50 is disposed within the mounting space 40. The steering drive 50 is fixed to the second steering knuckle body 12. The steering drive 50 can be detachably fixed to the second steering knuckle body 12 by bolts or by snap-fit. Fixing the steering drive 50 to the second steering knuckle body 12 improves the positional stability of the steering drive 50 and reduces the risk of movement.

[0053] The steering actuator 50 is driveably connected to the first steering knuckle body 11 to drive the first steering knuckle body 11 to steer the wheel assembly 200. As an example, the steering actuator 50 may include a drive motor, a reduction mechanism, and an output shaft. The reduction mechanism may be connected between the drive motor and the output shaft. The drive motor may be driveably connected to the reduction mechanism, and the reduction mechanism may be driveably connected to the output shaft. The output shaft is driveably connected to the first steering knuckle body 11. The drive motor can drive the reduction mechanism to operate, the reduction mechanism can drive the output shaft to rotate, and the output shaft can drive the first steering knuckle body 11 to rotate, thereby achieving the effect of the steering actuator 50 driving the first steering knuckle body 11 to rotate, thus achieving the effect of driving the first steering knuckle body 11 to steer the wheel assembly 200.

[0054] In this application, by placing at least a portion of the structure of the steering drive 50 within the mounting space 40, the steering drive 50 can be surrounded by the steering knuckle 10. By placing the steering drive 50 within the steering knuckle 10, the overall structural compactness of the steering knuckle 10 and the steering drive 50 can be improved, which is beneficial to improving the integration of the suspension device 100. Compared with the prior art, the volume of the suspension device 100 can be reduced, and the assembly space occupied by the suspension device 100 in the vehicle can be reduced. After the suspension device 100 is installed on the vehicle, it is beneficial to increase the space for the wheel assembly 200 to turn, which is more conducive to the vehicle to achieve large-angle steering.

[0055] In some examples of this invention, the steering drive 50 is located between two pivots 112 and is drive-connected to at least one of the two pivots 112.

[0056] Along the height direction of the suspension device 100, the steering drive 50 is located between two pivots 112. The steering drive 50 is drivenly connected to one or both pivots 112. For example, the steering drive 50 is drivenly connected to one pivot 112; for another example, the steering drive 50 is drivenly connected to both pivots 112. When the steering drive 50 is drivenly connected to one pivot 112, there is one output shaft, which is drivenly connected to that pivot 112. When the steering drive 50 is drivenly connected to both pivots 112, there are two output shafts, which can be located at the upper and lower ends of the steering drive 50, respectively, and are drivenly connected to the two pivots 112. The steering drive 50 can be drivenly connected to the pivots 112 via a spline structure. Through the drive connection between the steering drive 50 and at least one of the two pivots 112, when the steering drive 50 is in operation, it drives the first steering knuckle body 11 to rotate, thereby achieving the steering effect of the wheel assembly 200.

[0057] In some examples of this utility model, such as Figure 1 As shown, the steering drive 50 is located between two support portions 122, at least one support portion 122 is rotatably engaged with the pivot portion 112 on the corresponding side, and at least one support portion 122 is fixedly connected to the steering drive 50.

[0058] The second steering knuckle body 12 includes two support portions 122, which are spaced apart along the height direction of the suspension device 100. The steering drive 50 is located between the two support portions 122 along the height direction of the suspension device 100. The upper support portion 122 is fixedly connected to the steering drive 50, or both support portions 122 are fixedly connected to the steering drive 50. This application uses the example of the lower support portion 122 being fixedly connected to the steering drive 50. Since the steering drive 50 is located between the upper and lower support portions 122, the fixed connection between the steering drive 50 and the support portions 122 facilitates fixing the steering drive 50 to the second steering knuckle body 12, reducing the assembly difficulty of the steering knuckle 10 and the steering drive 50, thereby improving the assembly efficiency of the suspension device 100.

[0059] In some examples of this utility model, such as Figure 1 As shown, the upper pivot 112 is rotatably engaged with the upper support 122; the lower pivot 112 is located below the lower support 122, and the steering drive 50 has a drive unit that passes through the lower support 122 and is drively connected to the lower pivot 112.

[0060] The upper pivot portion 112 and the upper support portion 122 are rotatably connected, enabling relative rotation of the first steering knuckle body 11 and the second steering knuckle body 12. The drive portion can be the output shaft in the above embodiment. The lower support portion 122 may have a through hole, and the lower pivot portion 112 is located below the lower support portion 122. The drive portion passes through the through hole of the lower support portion 122 and is drively connected to the lower pivot portion 112. By having the lower pivot portion 112 located below the lower support portion 122, and the drive portion passing through the lower support portion 122, it can be drively connected to the lower pivot portion 112. This facilitates the assembly of the steering drive unit 50 with the lower pivot portion 112, reduces the assembly difficulty of the suspension device 100, and makes the relative positions of the lower pivot portion 112 and the lower support portion 122 more reasonable.

[0061] In some examples of this utility model, such as Figure 1 As shown, the steering drive 50 is connected to at least one of the upper pivot 112 and the lower pivot 112.

[0062] The steering drive 50 is driveably connected to the upper pivot 112. Alternatively, the steering drive 50 is driveably connected to the lower pivot 112. Alternatively, the steering drive 50 is driveably connected to both the upper and lower pivots 112. This application will describe the steering drive 50 being driveably connected to the lower pivot 112 as an example. By drively connecting the steering drive 50 to the lower pivot 112, the steering drive 50 can drive the pivot 112 to rotate synchronously with the first steering knuckle body 11 when it is working, thus achieving a steering effect.

[0063] In some examples of this utility model, such as Figure 1 As shown, the upper pivot 112 is located below the upper support 122.

[0064] With the upper pivot 112 located below the upper support 122, the upper pivot 112 and the upper support 122 can be stacked along the height direction of the suspension device 100. The upper pivot 112 and the upper support 122 can be rotatably connected by a pivot pin, which facilitates the fitting and assembly of the upper pivot 112 and the upper support 122.

[0065] In some examples of this utility model, such as Figure 1As shown, the suspension device 100 further includes: a swing arm assembly 60, which is located on the side of the second steering knuckle 12 away from the first steering knuckle 11 and is connected to the second steering knuckle 12, and the swing arm assembly 60 is used to connect to the vehicle body; and a shock absorber structure 70, which is located on the side of the second steering knuckle 12 away from the first steering knuckle 11 and is connected to the second steering knuckle 12.

[0066] The suspension device 100 may further include a control arm assembly 60 and a shock-absorbing structure 70. Along the arrangement direction of the first steering knuckle body 11 and the second steering knuckle body 12, the control arm assembly 60 is located on the side of the second steering knuckle body 12 opposite to the first steering knuckle body 11. The control arm assembly 60 is connected to the second steering knuckle body 12; exemplarily, the control arm assembly 60 is connected to the second steering knuckle body 12 via a bushing. The control arm assembly 60 is used to connect to the vehicle body. The control arm assembly 60 is connected to the vehicle body via a bushing and is positioned between the vehicle body and the second steering knuckle body 12, so that when the vehicle is turning, the second steering knuckle body 12 does not rotate, while the first steering knuckle body 11 rotates relative to the second steering knuckle body 12.

[0067] The damping structure 70 may include a shock absorber 71 and a spring 72, which may be constructed as an integral unit. Along the arrangement direction of the first steering knuckle body 11 and the second steering knuckle body 12, the damping structure 70 is located on the side of the second steering knuckle body 12 opposite to the first steering knuckle body 11, and is connected to the second steering knuckle body 12. The damping structure 70 extends along the height direction of the suspension device 100. The lower end of the damping structure 70 can be connected to the second steering knuckle body 12 via a bushing. Exemplarily, the lower end of the damping structure 70 can be connected to the second body 121 via a bushing, and the upper end of the damping structure 70 can be connected to the vehicle body via a bushing. By providing the damping structure 70, the damping structure 70 performs a damping function, which helps to improve the driving comfort of the vehicle.

[0068] In some examples of this utility model, such as Figure 1 As shown, the control arm assembly 60 includes an upper control arm assembly 61 and a lower control arm assembly 62. The upper control arm assembly 61 is connected to the upper part of the second steering knuckle body 12, and the lower control arm assembly 62 is connected to the lower part of the second steering knuckle body 12. The upper control arm assembly 61 includes an independent front upper control arm 611 and a rear upper control arm 612. The damping structure 70 extends vertically and passes between the front upper control arm 611 and the rear upper control arm 612. The upper end of the damping structure 70 is higher than the upper control arm assembly 61, and the lower end of the damping structure 70 is lower than the upper control arm assembly 61 and higher than the connection position between the lower control arm assembly 62 and the second steering knuckle body 12. The lower end of the damping structure 70 is connected to the second steering knuckle body 12.

[0069] The upper control arm assembly 61 is connected to the support portion 122 above the second steering knuckle body 12, or the upper control arm assembly 61 is connected to the upper part of the second steering knuckle body 12. The lower control arm assembly 62 is connected to the lower part of the second steering knuckle body 12, or the lower control arm assembly 62 is connected to the lower part of the second steering knuckle body 12. The upper control arm assembly 61 includes a separate front upper control arm 611 and a rear upper control arm 612. The front upper control arm 611 is located in front of the rear upper control arm 612. The outer end of the front upper control arm 611 can be connected to the second steering knuckle body 12 through a bushing, and the inner end of the front upper control arm 611 can be connected to the vehicle body through a bushing.

[0070] The shock-absorbing structure 70 extends vertically along the front-rear direction of the suspension device 100. The shock-absorbing structure 70 is located between the front upper control arm 611 and the rear upper control arm 612, and passes through the front upper control arm 611 and the rear upper control arm 612. The upper end of the shock-absorbing structure 70 is higher than the highest position of the upper control arm assembly 61, and the lower end of the shock-absorbing structure 70 is lower than the upper control arm assembly 61. The lower end of the shock-absorbing structure 70 is higher than the connection position between the lower control arm assembly 62 and the second steering knuckle body 12. The lower end of the shock-absorbing structure 70 is connected to the second steering knuckle body 12.

[0071] By setting up upper control arm assembly 61 and lower control arm assembly 62, 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. The damping structure 70, passing between the front upper control arm 611 and the rear upper control arm 612, further enhances the structural compactness of the suspension device 100, improving its integration. After the suspension device 100 is installed on the vehicle, it increases the space available for the wheel assembly 200 to turn, thus facilitating large-angle steering. The upper end of the damping structure 70 is positioned higher than the upper control arm assembly 61, facilitating its integration with the vehicle body.

[0072] In some examples of this utility model, such as Figure 1 As shown, the steering drive 50 is located between two support portions 122, at least one support portion 122 is rotatably engaged with the pivot portion 112 on the corresponding side, and at least one support portion 122 is fixedly connected to the steering drive 50. The upper control arm assembly 61 is connected to the upper support portion 122, the lower control arm assembly 62 is connected to the lower support portion 122, and the lower end of the shock absorption structure 70 is connected to the lower part of the second body 121.

[0073] One support portion 122 extends from the upper end of the second body 121 toward the first steering knuckle body 11 to rotate with the pivot portion 112 at the upper part of the first steering knuckle body 11, and the other support portion 122 extends from the lower end of the second body 121 toward the first steering knuckle body 11 to rotate with the pivot portion 112 at the lower part of the first steering knuckle body 11.

[0074] The second body 121 is the same as the second body 121 in the above embodiment, and the support portion 122 is the same as the support portion 122 in the above embodiment. Exemplarily, the upper support portion 122 extends obliquely upward from the upper end of the second body 121 toward the first steering knuckle body 11, thereby facilitating the rotational engagement of the upper support portion 122 with the upper pivot portion 112 of the first steering knuckle body 11. The lower support portion 122 extends horizontally from the lower end of the second body 121 toward the first steering knuckle body 11, allowing the lower support portion 122 to rotate with the lower pivot portion 112 of the first steering knuckle body 11. The upper control arm assembly 61 is connected to the upper support portion 122, and the lower control arm assembly 62 is connected to the lower support portion 122. The lower end of the shock-absorbing structure 70 is connected to the lower part of the second body 121, or the lower end of the shock-absorbing structure 70 is connected to a position near the lower part of the second body 121. The second steering knuckle 12 has a second body 121 and two support parts 122, which makes it easier for the first steering knuckle 11 and the second steering knuckle 12 to jointly define the installation space 40.

[0075] In some examples of this utility model, such as Figure 1 As shown, the lower control arm assembly 62 includes a front lower control arm 621 that defines a clearance space for avoiding the wheel assembly 200, the clearance space being located on the front side of the front lower control arm 621.

[0076] The lower control arm assembly 62 includes a front lower control arm 621. One end of the front lower control arm 621 is connected to the lower support portion 122 via a bushing, and the other end of the front lower control arm 621 is connected to the vehicle body via a bushing. For example, one end of the front lower control arm 621 is located below the lower support portion 122 and is connected to the lower support portion 122 via a bushing. The front lower control arm 621 defines an obstacle avoidance space located on its front side. During vehicle steering, when the front end of the wheel assembly 200 turns inward towards the vehicle, the existence of the obstacle avoidance space reduces the risk of interference between the wheel assembly 200 and the front lower control arm 621, thus making it easier for the vehicle to achieve large-angle steering. For example, a 90° large-angle steering can be achieved.

[0077] In some examples of this utility model, such as Figure 1As shown, the lower control arm assembly 62 includes a rear lower control arm 622. One end of the rear lower control arm 622 is connected to the lower support portion 122 via a bushing, and the other end of the rear lower control arm 622 is connected to the vehicle body via a bushing. For example, one end of the rear lower control arm 622 is located below the lower support portion 122 and is connected to the lower support portion 122 via a bushing.

[0078] In some examples of this utility model, such as Figure 1 As shown, the toe bar 80 is connected to the second steering knuckle body 12, and the toe bar 80 is used to connect to the vehicle body.

[0079] For example, one end of the toe-in rod 80 is connected to the second steering knuckle body 12 via a ball joint, and the other end of the toe-in rod 80 is connected to the vehicle body via a bushing. By setting the toe-in rod 80, 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.

[0080] The vehicle according to an embodiment of the present invention includes: a wheel assembly 200; a suspension device 100, the suspension device 100 being the suspension device 100 of the above embodiment, the suspension device 100 being located inside the wheel assembly 200 along the width direction of the vehicle, and a first steering knuckle body 11 being connected to the wheel assembly 200.

[0081] By installing the suspension device 100 on the vehicle, the assembly space occupied by the suspension device 100 in the vehicle can be reduced, which is beneficial for the vehicle to achieve large-angle steering.

[0082] In some examples of this utility model, such as Figure 1 As shown, in a projection plane perpendicular to the rotation axis of the wheel assembly 200, the orthographic projection of the steering knuckle 10 lies within the orthographic projection contour of the hub structure 201 of the wheel assembly 200.

[0083] The rotation axis of the wheel assembly 200 extends horizontally, and its projection plane is parallel to the vertical direction. When the wheel assembly 200 is aligned, its rotation axis extends along the width of the vehicle, and its projection plane is perpendicular to the rotation axis of the wheel assembly 200. The projected area of ​​the steering knuckle 10 is smaller than the projected area of ​​the hub structure 201 of the wheel assembly 200. The projected area of ​​the steering knuckle 10 is located within the projected outline of the hub structure 201 of the wheel assembly 200. This arrangement helps to reduce the size of the steering knuckle 10, reduce interference between the steering knuckle 10 and the wheel assembly 200 when the wheel assembly 200 is turning, and is more conducive to the vehicle achieving large-angle steering.

[0084] In some examples of this utility model, such as Figure 1As shown, the relative rotation axes of the first steering knuckle body 11 and the second steering knuckle body 12 are vertically arranged along the extension direction of the rotation axis of the wheel assembly 200. The first steering knuckle body 11 is located on the side of the steering drive 50 closer to the wheel assembly 200, and the second steering knuckle body 12 is located on the side of the steering drive 50 away from the wheel assembly 200.

[0085] The first steering knuckle 11 and the second steering knuckle 12 are arranged along the width direction of the vehicle. The steering drive 50 is located between the first steering knuckle 11 and the second steering knuckle 12 along the width direction of the vehicle. By setting the first steering knuckle 11 on the side of the steering drive 50 close to the wheel assembly 200, the first steering knuckle 11 is close to the wheel assembly 200, which facilitates the assembly of the first steering knuckle 11 with the wheel assembly 200. By setting the second steering knuckle 12 on the side of the steering drive 50 away from the wheel assembly 200, the second steering knuckle 12 can avoid the wheel assembly 200, reducing the risk of interference between the second steering knuckle 12 and the wheel assembly 200 during vehicle steering.

[0086] Other components of the suspension device 100 according to embodiments of the present invention, such as the shock absorber 71 and the steering drive 50, as well as their operation, are known to those skilled in the art and will not be described in detail here.

[0087] 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 present 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.

[0088] Although embodiments of the present 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 present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A steering knuckle, characterized in that, include: A first steering knuckle body, the first steering knuckle body being used to connect to the wheel assembly of the vehicle; The second steering knuckle body is used to connect to the vehicle body. The first steering knuckle body is rotatably mounted on the second steering knuckle body about a vertically extending rotation axis. The second steering knuckle body has a swing arm mounting structure for mounting a swing arm assembly connected to the vehicle body.

2. The steering knuckle according to claim 1, characterized in that, The second steering knuckle includes a second body and two support portions. The two support portions extend from the upper and lower ends of the second body toward the direction close to the first steering knuckle. The two support portions are used for mounting the first steering knuckle so that the first steering knuckle can rotate relative to the second steering knuckle about the rotation axis.

3. The steering knuckle according to claim 2, characterized in that, The second steering knuckle is an integral structure. The second steering knuckle is bent at the connection between the support and the second body. The support and the second body intersect at a right angle or an obtuse angle.

4. The steering knuckle according to claim 2, characterized in that, The swing arm mounting structure includes an upper mounting structure disposed on the upper support portion, the upper mounting structure being used to mount an upper swing arm assembly connected to the vehicle body; and / or, the upper support portion extends upward at an angle relative to the second body.

5. The steering knuckle according to claim 2, characterized in that, The swing arm mounting structure includes a lower mounting structure disposed on the lower support portion, the lower mounting structure being used to mount a lower swing arm assembly connected to the vehicle body; and / or, the lower support portion extends horizontally relative to the second body.

6. The steering knuckle according to claim 2, characterized in that, The lower part of the second body has a shock-absorbing mounting structure for mounting a shock-absorbing structure; and / or, the second body is vertically arranged.

7. The steering knuckle according to claim 2, characterized in that, The first steering knuckle includes two pivot parts spaced apart vertically. The two pivot parts are respectively disposed at the two support parts. At least one pivot part is rotatably engaged with the support part on the corresponding side. The first steering knuckle is mounted through the two pivot parts to achieve rotation around the rotation axis.

8. The steering knuckle according to claim 7, characterized in that, The first steering knuckle includes a first body connected between the two pivots, the first body being used to connect to the wheel assembly, and the two pivots extending from the upper and lower ends of the first body toward the direction of approaching the second steering knuckle.

9. The steering knuckle according to claim 8, characterized in that, The first steering knuckle is an integral structure. The first steering knuckle is bent at the connection between the pivot and the first body. The pivot and the first body intersect at a right angle or an obtuse angle.

10. The steering knuckle according to any one of claims 2-9, characterized in that, An installation space is formed between the first steering knuckle body and the second steering knuckle body, and the installation space is used to install a steering drive for driving the first steering knuckle body to rotate.

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