Knuckle, corner module device, corner module assembly of vehicle and vehicle

Abstract

The utility model discloses a kind of knuckle, angle module device, angle module assembly and vehicle of vehicle, it is related to knuckle technical field.Knuckle includes: knuckle body, knuckle body is suitable for being connected with the wheel assembly of vehicle;First limit piece, second limit piece are all located in knuckle body, first limit piece, second limit piece are arranged around the pivot of knuckle and distributed in the two sides of the cooperation limit piece of the mounting bracket of angle module device, first limit piece, second limit piece are all suitable for cooperation limit piece limit cooperation.Thus, by making first limit piece, second limit piece be arranged around the pivot of knuckle and distributed in the two sides of the cooperation limit piece of the mounting bracket of angle module device, first limit piece, second limit piece can be jointly defined into rotation interval, the rotation angle of wheel can be limited in certain range by this rotation interval, can reduce wheel over-angle rotation risk, it is beneficial to improve the use reliability of angle module device.

Description

Technical Field

[0001] This utility model relates to the field of steering knuckle technology, and in particular to a steering knuckle, corner module device, corner module assembly, and vehicle. Background Technology

[0002] In related technologies, the vehicle's corner module device eliminates the traditional tie-rod steering mechanism. Each wheel has an independent steering drive device that directly rotates the steering knuckle to drive the wheel's rotation (steer-by-wire). This gives the vehicle greater flexibility, enabling various driving functions such as turning on the spot and crabbing. However, because steer-by-wire eliminates the traditional tie-rod steering mechanism, there is no mechanical connection between the steering wheel and the wheels, allowing the wheels to rotate freely. This can easily lead to the wheel rotation angle exceeding the theoretical design value (oversteer), resulting in the risk of damage to pipelines and other components, and thus poor reliability. Utility Model Content

[0003] This invention aims to solve at least one of the technical problems existing in the prior art. Therefore, one objective of this invention is to provide a vehicle steering knuckle that can limit the rotation angle of the wheels within a certain range, thereby reducing the risk of excessive wheel rotation and improving the reliability of the steering module device.

[0004] This utility model further proposes an angle module device having the above-mentioned steering knuckle.

[0005] This utility model further proposes a corner module assembly having the above-mentioned corner module device.

[0006] This utility model further proposes a vehicle having the above-mentioned corner module device or corner module assembly.

[0007] The steering knuckle of the vehicle according to this utility model includes: a steering knuckle body adapted to be connected to the wheel assembly of the vehicle; a first limiting member and a second limiting member, both the first limiting member and the second limiting member being disposed on the steering knuckle body, the first limiting member and the second limiting member being arranged around the pivot of the steering knuckle and distributed on both sides of the mating limiting member of the mounting bracket of the corner module device, the first limiting member and the second limiting member being adapted to be limited and mated with the mating limiting member.

[0008] According to the vehicle steering knuckle of this utility model, by arranging the first limiting member and the second limiting member around the steering knuckle's pivot axis and distributing them on both sides of the cooperating limiting member of the mounting bracket of the corner module device, the first limiting member and the second limiting member can jointly limit the rotation distance. This rotation distance can limit the rotation angle of the wheel within a certain range, which can reduce the risk of the wheel rotating too far and improve the reliability of the corner module device.

[0009] In some examples of this utility model, the first limiting member and the steering knuckle body are constructed as an integral part or separate parts, and / or the second limiting member and the steering knuckle body are constructed as an integral part or separate parts.

[0010] In some examples of this utility model, the first limiting member and the second limiting member are arranged at intervals along the length direction of the vehicle, and the angle between the first limiting member and the mating limiting member is A, which satisfies the relationship: 20°≤A≤90°.

[0011] In some examples of this utility model, the angle between the second limiting member and the mating limiting member is B, which satisfies the relationship: 45°≤B≤90°.

[0012] In some examples of this utility model, the steering knuckle of the vehicle further includes: a mating member, and a mounting hole is formed at one end of the steering knuckle body along the rotation axis direction of the steering knuckle. The mounting hole is adapted to the mating member, the mating member is assembled in the mounting hole and connected to the steering knuckle body, and the mating member is adapted to be connected to the steering drive of the corner module device.

[0013] In some examples of this utility model, the steering knuckle of the vehicle further includes: a connecting member, which passes through the steering knuckle body and the mating member to connect the steering knuckle body and the mating member; And / or, the mating part is interference-fitted into the mounting hole.

[0014] In some examples of this utility model, the mating component includes: a first mating body along a plane orthogonal to the axis of rotation of the steering knuckle, wherein the cross-sectional structure of the first mating body is polygonal.

[0015] The corner module device of a vehicle according to an embodiment of the present utility model includes: a steering knuckle, an upper control arm structure, a lower control arm structure, and a steering drive, wherein the steering knuckle includes the steering knuckle of the vehicle described above. Along a first direction, at least a portion of the upper control arm structure and the lower control arm structure are located on the same side of the steering knuckle, the lower control arm structure and the upper control arm structure are arranged along the rotation axis direction of the steering knuckle, and the lower control arm structure is hinged to the steering knuckle; The upper control arm structure includes a mounting bracket, a first control arm, and a second control arm. The first control arm and the second control arm are spaced apart along a second direction and are both adapted to connect to the vehicle frame. The first control arm and the second control arm are both hinged to the mounting bracket. The steering drive is fixed to the mounting bracket and is drively connected to the steering knuckle to drive the steering knuckle to steer the wheel assembly. The mounting bracket includes a bracket body and a mating limiting member. The mating limiting member is disposed on the bracket body. The first limiting member and the second limiting member are arranged around the rotation axis of the steering knuckle and distributed on both sides of the mating limiting member. The first limiting member and the second limiting member can both be limited and mated with the mating limiting member. The first direction, the second direction, and the rotation axis direction of the steering knuckle intersect each other.

[0016] In some examples of this utility model, the steering drive includes: a driving component and a reduction mechanism. The reduction mechanism includes: multiple transmission components, which are sequentially connected in a transmission path along the power transmission path. One end of the transmission component is connected in a transmission path to the driving component, and the other end of the transmission component includes an output shaft. The output shaft passes through the mounting bracket and is connected in a transmission path to the mating component.

[0017] The vehicle corner module assembly according to the present utility model includes the above-mentioned vehicle corner module device. There are multiple corner module devices, including: a corner module device located at the front left, a corner module device located at the rear left, a corner module device located at the front right, and a corner module device located at the rear right. The corner module device located at the front left and the corner module device located at the rear right have the same structure, and the corner module device located at the rear left and the corner module device located at the front right have the same structure.

[0018] The vehicle according to this utility model includes the aforementioned vehicle corner module device, or includes the aforementioned vehicle corner module assembly.

[0019] 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

[0020] 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 corner module device according to an embodiment of the present utility model; Figure 2 This is a cross-sectional view of the corner module device according to an embodiment of the present utility model; Figure 3This is a schematic diagram of a steering knuckle according to an embodiment of the present utility model; Figure 4 This is a schematic diagram of the mating parts according to an embodiment of the present utility model; Figure 5 This is a partial schematic diagram of the corner module device according to an embodiment of the present utility model; Figure 6 This is a partial schematic diagram of the corner module device according to an embodiment of the present invention from another angle; Figure 7 This is a top view of the steering knuckles and matching limiting members of the four wheels according to an embodiment of the present utility model; Figure 8 This is a schematic diagram showing the connection between the corner module device and the wheel assembly according to an embodiment of the present utility model; Figure 9 This is a partial structural schematic diagram of the steering drive according to an embodiment of the present utility model; Figure 10 This is a schematic diagram of a steering drive according to an embodiment of the present invention. Figure 1 (Part of the casing omitted); Figure 11 This is a schematic diagram of a steering drive according to an embodiment of the present invention. Figure 2 (The cap is omitted); Figure 12 This is a cross-sectional view of the fit between the plug and the housing according to an embodiment of the present utility model; Figure 13 This is a schematic diagram of a steering drive according to an embodiment of the present invention. Figure 3 ; Figure 14 This is a schematic diagram of a steering drive according to an embodiment of the present invention. Figure 4 ; Figure 15 This is a schematic diagram of a transmission assembly according to an embodiment of the present utility model; Figure 16 yes Figure 15 Enlarged view at point C; Figure 17 This is a schematic diagram of a steering drive according to an embodiment of the present invention. Figure 5 ; Figure 18 This is a schematic diagram of a steering drive according to an embodiment of the present invention. Figure 6 ; Figure 19 This is a schematic diagram of a portion of the structure of the corner module device according to an embodiment of the present utility model; Figure 20 This is a schematic diagram of a corner module assembly according to an embodiment of the present invention.

[0021] Figure label: Drive unit 11; Controller 12; Plug 15; Output shaft 22; Locking element 3; Mating locking element 4 Casing 5; Reception space 591; Connecting hole 592; First angle sensor 6; Reduction mechanism 7; transmission assembly 71; transmission shaft 711; mating end 7111; mating surface 7112; first transmission assembly 72; worm 721; second transmission assembly 73; worm wheel 731; first transmission shaft 732; first gear 733; third transmission assembly 74; second gear 741; second transmission shaft 742; third gear 743; fourth transmission assembly 75; fourth gear 751; third transmission shaft 752; reduction group 76; first sub-mating gear 77; first external gear 771; first internal gear 772; second sub-mating gear 78; second external gear 781; Steering drive 10; Steering knuckle 20; Steering knuckle body 201; First limiting member 2011; Second limiting member 2012; Steering knuckle main body 2013; First connecting part 2014; Second connecting part 2015; Mating part 202; First mating body 2021; Second mating body 2022; Assembly hole 2023; Mating hole 2024; Wheel assembly 30; Wheel hub 301; Upper control arm structure 40; mounting bracket 401; bracket body 4011; mating limiting component 4012; first control arm 402; second control arm 403; Lower control arm structure 50; hub motor assembly 60; brake disc 70; brake caliper 80; pipeline 90; shock absorber 91; Angle module device 100; first angle module device 110; second angle module device 120. Detailed Implementation

[0022] 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.

[0023] The following is for reference. Figures 1-20 The present invention describes a steering knuckle 20, an angle module device 100, and a vehicle according to an embodiment of the present invention.

[0024] like Figure 1 , Figure 3 , Figures 5-7As shown, the steering knuckle 20 of a vehicle according to an embodiment of the present invention includes: a steering knuckle body 201, a first limiting member 2011, and a second limiting member 2012. The steering knuckle body 201 is adapted to be connected to the wheel assembly 30 of the vehicle. The first limiting member 2011 and the second limiting member 2012 are both disposed on the steering knuckle body 201. The first limiting member 2011 and the second limiting member 2012 are arranged around the pivot of the steering knuckle 20 and distributed on both sides of the mating limiting member 4012 of the mounting bracket 401 of the corner module device 100. The first limiting member 2011 and the second limiting member 2012 are both adapted to be limited and mated with the mating limiting member 4012.

[0025] The steering knuckle 20 can be driven between the steering drive 10 and the wheel assembly 30. The wheel assembly 30 can be connected to the steering knuckle body 201 through the wheel hub 301. The steering drive 10 can include a drive member 11 and a reduction mechanism 7. The reduction mechanism 7 can include an output shaft 22. Along the rotation axis direction of the steering knuckle 20, one end of the steering knuckle 20 can be driven to the output shaft 22, and the other end of the steering knuckle 20 can be driven to the wheel assembly 30. The drive member 11 can drive the output shaft 22 to rotate, thereby driving the steering knuckle 20 to move, and then driving the wheel assembly 30 to rotate, so as to achieve the effect of wheel steering.

[0026] Both the first limiting member 2011 and the second limiting member 2012 are disposed on the steering knuckle body 201. As some embodiments of this application, the first limiting member 2011 and the second limiting member 2012 can be disposed on the steering knuckle body 201 by means of, but not limited to, welding, screwing, etc. As some embodiments of this application, the first limiting member 2011, the second limiting member 2012 and the steering knuckle body 201 are integrally formed. The first limiting member 2011 and the second limiting member 2012 are arranged around the rotation axis of the steering knuckle 20, and the first limiting member 2011 and the second limiting member 2012 are distributed on both sides of the mating limiting member 4012 of the mounting bracket 401 of the corner module device 100 around the rotation axis of the steering knuckle 20. The first limiting member 2011 and the second limiting member 2012 can both be limited and engaged with the mating limiting member 4012.

[0027] It should be noted that the vehicle's corner module eliminates the traditional tie-rod steering mechanism. Each wheel has an independent steering drive device that directly rotates the steering knuckle to drive the wheel's rotation (steer-by-wire). This gives the vehicle greater agility, enabling various driving functions such as turning on the spot and crabbing. However, because steer-by-wire eliminates the traditional tie-rod steering mechanism, there is no mechanical connection between the steering wheel and the wheels, allowing the wheels to turn freely. This can easily lead to the wheel rotation angle exceeding the theoretical design value (oversteer), resulting in the risk of damage to pipelines and other components, and thus poor reliability.

[0028] In this application, by arranging the first limiting member 2011 and the second limiting member 2012 around the pivot of the steering knuckle 20 and distributing them on both sides of the mating limiting member 4012 of the mounting bracket 401 of the corner module device 100, when the wheel rotates at a certain angle, one of the first limiting member 2011 and the second limiting member 2012 can engage with the mating limiting member 4012 of the mounting bracket 401 for limiting. When the wheel rotates at a certain angle in the opposite direction, the other of the first limiting member 2011 and the second limiting member 2012 can engage with the mating limiting member 4012 of the mounting bracket 401 for limiting. This reduces the risk of the wheel rotating too far and reduces the risk of damage to components such as pipeline 90 caused by the wheel rotation angle exceeding the theoretical design value (oversteering). This is beneficial to improving the reliability of the corner module device 100. Furthermore, by eliminating the traditional tie-rod steering mechanism, the wheels are no longer limited by the tie-rod angle when turning, allowing for large-angle steering up to 90°. Simultaneously, with independent four-wheel steering, the left and right wheels no longer turn in the same direction and angle, enabling either inward or outward turning. For example, inward turning allows for emergency braking, improving safety. Moreover, this application employs a design where the mechanical limiting effect is achieved through contact between moving parts (first limiting member 2011, second limiting member 2012) and non-moving parts (the mating limiting member 4012 of the mounting bracket 401). This design is low-cost, highly reliable, and conducive to industrialization. Additionally, this configuration facilitates adjustments after new vehicle assembly to ensure consistent steering wheel and wheel positions, facilitating steering gear centering and end-point position recognition.

[0029] Therefore, by arranging the first limiting member 2011 and the second limiting member 2012 around the pivot of the steering knuckle 20 and distributing them on both sides of the matching limiting member 4012 of the mounting bracket 401 of the corner module device 100, the first limiting member 2011 and the second limiting member 2012 can jointly limit the rotation distance. This rotation distance can limit the rotation angle of the wheel within a certain range, which can reduce the risk of the wheel rotating too far and improve the reliability of the corner module device 100.

[0030] In some embodiments of this utility model, the first limiting member 2011 and the steering knuckle body 201 are constructed as an integral part or separate parts, and / or the second limiting member 2012 and the steering knuckle body 201 are constructed as an integral part or separate parts.

[0031] In some embodiments of this application, the first limiting member 2011 and the steering knuckle body 201 are constructed as a single unit, and the second limiting member 2012 and the steering knuckle body 201 are constructed as a single unit. In some embodiments of this application, the first limiting member 2011 and the steering knuckle body 201 are constructed as a single unit, and the second limiting member 2012 and the steering knuckle body 201 are constructed as separate units. In some embodiments of this application, the first limiting member 2011 and the steering knuckle body 201 are constructed as separate units, and the second limiting member 2012 and the steering knuckle body 201 are constructed as a single unit. In some embodiments of this application, the first limiting member 2011 and the steering knuckle body 201 are constructed as separate units, and the second limiting member 2012 and the steering knuckle body 201 are constructed as separate units.

[0032] As some embodiments of this application, when the first limiting member 2011 and the steering knuckle body 201 are constructed as separate parts, the first limiting member 2011 can be provided to the steering knuckle body 201 by means of, but not limited to, welding, screwing, etc. As some embodiments of this application, when the second limiting member 2012 and the steering knuckle body 201 are constructed as separate parts, the second limiting member 2012 can be provided to the steering knuckle body 201 by means of, but not limited to, welding, screwing, etc.

[0033] This configuration allows the first limiting member 2011 and the steering knuckle body 201, as well as the second limiting member 2012 and the steering knuckle body 201, to have multiple structural forms, which can be selected according to actual needs, thus improving the selectivity of the steering knuckle 20 structure.

[0034] In some embodiments of this utility model, such as Figure 7 As shown, along the length of the vehicle, the first limiting member 2011 and the second limiting member 2012 are arranged at intervals. In some embodiments of this application, along the length of the vehicle, the first limiting member 2011 is located in front of the second limiting member 2012. The angle between the first limiting member 2011 and the cooperating limiting member 4012 is A, which satisfies the relationship: 20°≤A≤90°. That is, the angle between the first limiting member 2011 and the cooperating limiting member 4012 can be any angle value between 20° and 90°. For example, the angle between the first limiting member 2011 and the cooperating limiting member 4012 can be, but is not limited to, 20°, 50°, 90°, etc. This arrangement makes the angle value between the first limiting member 2011 and the cooperating limiting member 4012 reasonable, limiting the wheel's turning angle within a certain range, reducing the risk of excessive wheel rotation, and preventing the wheel's turning angle from being too small, thus giving the vehicle greater flexibility to achieve various driving functions such as turning on the spot, lateral movement, and crabbing.

[0035] In some embodiments of this utility model, such as Figure 7As shown, the angle between the second limiting member 2012 and the mating limiting member 4012 is B, and B satisfies the relationship: 45°≤B≤90°. That is, the angle between the second limiting member 2012 and the mating limiting member 4012 can be any angle value between 45° and 90°. For example, the angle between the second limiting member 2012 and the mating limiting member 4012 can be, but is not limited to, 45°, 75°, 90°, etc. This setting makes the angle value between the second limiting member 2012 and the mating limiting member 4012 reasonable, limiting the wheel's turning angle within a certain range, reducing the risk of excessive wheel rotation, and preventing the wheel's turning angle from being too small, giving the vehicle greater flexibility to achieve various driving functions such as turning on the spot, lateral movement, and crabbing.

[0036] like Figures 1-4 As shown, the steering knuckle 20 of a vehicle according to an embodiment of the present invention includes: a steering knuckle body 201 and a mating member 202. The steering knuckle body 201 is adapted to be connected to the wheel assembly 30 of the vehicle. Along the rotation axis direction of the steering knuckle 20, a mounting hole is formed at one end of the steering knuckle body 201. The mounting hole is adapted to the mating member 202. The mating member 202 is assembled in the mounting hole and connected to the steering knuckle body 201. The mating member 202 is adapted to be connected to the steering drive 10 of the vehicle for transmission.

[0037] Along the rotation axis direction of the steering knuckle 20, a mounting hole is formed at one end of the steering knuckle body 201. The mounting hole is adapted to the mating part 202. In some embodiments of this application, the entire structure of the mating part 202 can be accommodated within the mounting hole. The mating part 202 is connected to the steering knuckle body 201. In some embodiments of this application, the mating part 202 can be screwed, snapped, or otherwise connected to the steering knuckle body 201. The mating part 202 can be drivenly connected to the output shaft 22. In some embodiments of this application, the mating part 202 can be splined to the output shaft 22. The power of the steering drive 10 can be sequentially transmitted to the mating part 202, the steering knuckle body 201, and the wheel assembly 30 to drive the wheels to steer.

[0038] It is understandable that the steering knuckle body 201 and mating part 202 are constructed as separate components. This design allows for the selection of different materials to manufacture the steering knuckle body 201 and mating part 202 separately according to different performance requirements. For example, since the mating part 202 needs to directly transmit the power of the steering drive 10, the material of the mating part 202 needs to be a high-strength, high-wear-resistant, and good fatigue-resistant hard material, such as 40Cr, 45#, 20CrMnTi, etc., to improve the structural strength and durability of the mating part 202. The steering knuckle body 201 can be made of lightweight aluminum alloy or low-cost ductile iron material, such as aluminum alloy, magnesium-aluminum alloy, etc., which is beneficial for vehicle weight reduction and cost reduction. Furthermore, by constructing the steering knuckle body 201 and mating part 202 as separate components, the steering knuckle body 201 and mating part 202 can be manufactured separately, thereby reducing manufacturing and maintenance difficulties.

[0039] In the above embodiment, by connecting the steering knuckle 20 to the output shaft 22 and the wheel assembly 30, the steering knuckle 20 can transmit the power of the steering drive 10 to the wheel assembly 30 to drive the wheels to steer. This structure allows for a larger wheel assembly turning angle, which can give the vehicle greater flexibility. Furthermore, by constructing the steering knuckle body 201 and the mating part 202 as separate parts, different materials can be selected to manufacture the steering knuckle body 201 and the mating part 202 according to different performance requirements. While meeting performance requirements, the weight of the steering knuckle 20 can be reduced, so that the steering knuckle 20 has the advantages of high strength, light weight and low cost, thereby improving the reliability of the steering knuckle 20.

[0040] In some embodiments of this application, the vehicle steering knuckle 20 further includes a connector, which passes through the steering knuckle body 201 and the mating member 202 to connect the steering knuckle body 201 and the mating member 202.

[0041] The connecting component can be constructed as a bolt, screw, etc., and can be simultaneously inserted into the steering knuckle body 201 and the mating component 202 to fix the steering knuckle body 201 and the mating component 202 together, thereby improving the connection stability of the steering knuckle body 201 and the mating component 202. As some embodiments of this application, the connecting component extends along the rotation axis direction of the steering knuckle 20. When the vehicle experiences bumps (up and down movement), this arrangement can reduce the risk of relative displacement or even separation between the steering knuckle body 201 and the mating component 202 along the rotation axis direction of the steering knuckle 20, thereby improving the structural stability and reliability of the steering knuckle 20 and improving the transmission effect.

[0042] As some embodiments of this application, there may be multiple connectors, and the number of connectors may be two, three, four, etc. Multiple connectors may be evenly spaced along the circumference, and multiple connectors may be used to fix the steering knuckle body 201 and the mating part 202 to further improve the connection stability of the steering knuckle body 201 and the mating part 202.

[0043] In some embodiments of this application, the mating part 202 is interference-fitted into the mounting hole.

[0044] The steering knuckle 20 can be press-fitted so that the mating part 202 is interference-fitted into the mounting hole, so as to minimize or even eliminate the gap between the mating part 202 and the mounting hole after press-fitting, making the connection between the mating part 202 and the mounting hole more secure and tight.

[0045] In some embodiments of this application, such as Figure 4 As shown, the mating part 202 includes: a first mating body 2021 along a plane orthogonal to the axis of rotation of the steering knuckle 20, and the cross-sectional structure of the first mating body 2021 is polygonal.

[0046] In this design, the cross-section of the first mating body 2021 along a plane orthogonal to the axis of rotation of the steering knuckle 20 can be constructed as a polygon, such as a quadrilateral, pentagon, or hexagon. Along this plane, the cross-section of the first mating body 2021 can be adapted to the cross-section of the mounting hole, so that the mounting hole and the mating part 202 are compatible. This facilitates the interference fit of the mating part 202 into the mounting hole, reducing installation difficulty. By constructing the cross-section of the first mating body 2021 as a polygon, compared to a circular cross-section, the polygonal cross-section reduces the risk of relative rotation between the mating part 202 and the steering knuckle body 201, which is beneficial for transmitting greater torque and improving power transmission efficiency.

[0047] In some embodiments of this application, such as Figure 4 As shown, the mating part 202 further includes: a second mating body 2022, which is connected to the first mating body 2021 and has an assembly hole 2023. The assembly hole 2023 mates with the connecting part. The orthographic projection of the assembly hole 2023 onto the plane orthogonal to the axis of rotation of the steering knuckle 20 is located outside the orthographic projection of the first mating body 2021 onto the plane orthogonal to the axis of rotation of the steering knuckle 20.

[0048] The first mating body 2021 can be connected to the second mating body 2022. In some embodiments of this application, the first mating body 2021 and the second mating body 2022 can be integrally formed, or the first mating body 2021 can be welded, screwed, etc., to the second mating body 2022. The second mating body 2022 can have an assembly hole 2023, which can mate with a connecting member. In some embodiments of this application, the connecting member can be constructed as a bolt. The assembly hole 2023 can have an internal thread, and the external thread of the bolt can mate with the internal thread of the assembly hole 2023, so that the connecting member can be screwed into the mounting hole corresponding to the assembly hole 2023 on the steering knuckle body 201, thereby fixing the steering knuckle body 201 and the mating member 202. By providing the assembly hole 2023 in the second mating body 2022, it is easier to fix the mating member 202 to the steering knuckle body 201, which helps to reduce the installation difficulty.

[0049] Furthermore, the orthographic projection of the mounting hole 2023 onto a plane orthogonal to the axis of rotation of the steering knuckle 20 is located outside the orthographic projection of the first mating body 2021 onto a plane orthogonal to the axis of rotation of the steering knuckle 20. This arrangement eliminates the need for holes in the first mating body 2021, avoiding the problem of reduced structural strength of the first mating body 2021 due to the presence of holes, thereby improving reliability. As some embodiments of this application, the projections of multiple mounting holes 2023 can be arranged around the projection of the first mating body 2021, so that the fixing points are relatively dispersed, thereby improving connection stability.

[0050] In some embodiments of this application, such as Figure 2 and Figure 4 As shown, the mating part 202 has a mating hole 2024, which has an internal spline. The internal spline is adapted to mate with the steering drive 10 spline, and the internal spline is constructed as a tapered spline.

[0051] The mating part 202 may have a mating hole 2024, the central axis of which is in the same direction as the rotation axis of the steering knuckle 20. The mating hole 2024 may have an internal spline, which can mate with the spline of the output shaft 22 of the steering actuator 10. Specifically, the internal spline of the mating hole 2024 can mate with the external spline of the output shaft 22 to sequentially transmit the power from the output shaft 22 to the mating part 202, the steering knuckle body 201, and the wheel assembly 30 to drive the wheels to steer. By mates the internal spline with the spline of the steering actuator 10, power can be transmitted more evenly, and the load-bearing capacity of the steering knuckle 20 can be improved.

[0052] Furthermore, the internal spline can be constructed as a tapered spline. The tapered spline has axial positioning characteristics, which can position the output shaft 22 into the mating hole 2024, thereby reducing installation difficulty and assembly errors. In addition, this setting can make the surface contact stress distribution more uniform, effectively disperse alternating loads, reduce the risk of damage to the mating part 202 due to excessive stress, and help extend the service life of the mating part 202.

[0053] In some embodiments of this application, the taper of the taper spline is Ø, satisfying the relationship: 2°≤Ø≤5°.

[0054] The taper of the taper spline can be Ø, and Ø can satisfy the relationship: 2°≤Ø≤5°. Ø can be 2°, 3°, 5°, etc. This setting is reasonable to reduce assembly errors, make the surface contact stress distribution more uniform, effectively disperse alternating loads, and extend the service life of mating parts 202.

[0055] like Figure 8 As shown, the corner module device 100 of a vehicle according to an embodiment of the present invention includes: a steering knuckle 20, an upper control arm structure 40, a lower control arm structure 50, and a steering actuator 10. The steering knuckle 20 is the steering knuckle 20 of the vehicle described in the above embodiment. Along a first direction, at least a portion of the upper control arm structure 40 and the lower control arm structure 50 are located on the same side of the steering knuckle 20. The lower control arm structure 50 and the upper control arm structure 40 are arranged along the rotation axis direction of the steering knuckle 20, and the lower control arm structure 50 is hinged to the steering knuckle 20. The upper control arm structure 40... The 0 includes a mounting bracket 401, a first control arm 402 and a second control arm 403. The first control arm 402 and the second control arm 403 are arranged at intervals along a second direction and are both suitable for connection to the vehicle frame. The first control arm 402 and the second control arm 403 are both hinged to the mounting bracket 401. The steering drive 10 is fixed to the mounting bracket 401 and is drively connected to the steering knuckle 20 to drive the steering knuckle 20 to turn the wheel assembly 30. The first direction, the second direction and the rotation axis direction of the steering knuckle 20 intersect each other.

[0056] Based on this, this application proposes a vehicle corner module device 100. The corner module device 100 may include: a steering knuckle 20, an upper control arm structure 40, a lower control arm structure 50, and a steering actuator 10. The corner module device 100 can be connected between the vehicle frame and the wheel assembly 30. The steering knuckle 20 can be connected to the vehicle's wheel assembly 30. The wheel assembly 30 can be mounted on the steering knuckle 20 via a wheel hub 220 and a bearing, and the wheel assembly 30 is capable of steering movement. Along a first direction, at least a portion of the upper control arm structure 40 and the lower control arm structure 50 can be located on the same side of the steering knuckle 20. The lower control arm structure 50 and the upper control arm structure 40 can both be located on the side of the steering knuckle 20 away from the wheel assembly 30. The lower control arm structure 50 and the upper control arm structure 40 can be arranged along the height direction of the corner module device 100. When the corner module device 100 is... Figure 8 When setting the direction, the first direction is Figure 8 In the X direction, the height direction of the corner module device 100 is... Figure 8 In the Z-direction, the first direction and the height direction of the corner module device 100 are perpendicular to each other. The first direction can be the width direction of the vehicle, and the height direction of the corner module device 100 can be the height direction of the vehicle. The rotation axis direction of the steering knuckle 20 can be the height direction of the corner module device 100.

[0057] The lower control arm structure 50 can be hinged to the steering knuckle 20, which can rotate relative to the lower control arm structure 50, thereby realizing the steering function of the wheel assembly 30. During vehicle operation, the suspension system will continuously move with the road conditions, and the lower control arm structure 50 will swing up and down. The lower control arm structure 50 is hinged to the steering knuckle 20, allowing the steering knuckle 20 to move freely within a certain range. This enables the wheel assembly 30 to maintain the correct posture when bouncing up and down, and also allows other components of the suspension system, such as springs and shock absorbers 91, to work normally, which helps to improve the stability and comfort of the vehicle.

[0058] As some embodiments of this application, the end of the lower control arm structure 50 connected to the steering knuckle 20 may be formed with a ball joint structure. The ball joint structure can be installed in the corresponding hole of the steering knuckle 20. The ball joint structure can rotate in multiple directions, so that the steering knuckle 20 can swing around the center of the ball joint structure during steering, thereby realizing the steering function of the vehicle. At the same time, the steering knuckle 20 can also adapt to the forces caused by uneven road surfaces, which is beneficial to improving the stability and controllability of the vehicle when driving.

[0059] The upper control arm structure 40 may include a mounting bracket 401, a first control arm 402, and a second control arm 402. The first control arm 402 and the second control arm 402 may be arranged opposite to each other along a second direction, and the first control arm 402 and the second control arm 402 may be spaced apart along the second direction. When the corner module device 100 is as follows... Figure 8 When setting the direction, the second direction is Figure 8 In the Y-direction, the first direction, the second direction, and the height direction of the corner module device 100 intersect each other (e.g., perpendicularly), and the second direction can be the front-rear direction of the vehicle. Both the first control arm 402 and the second control arm 402 can be used to connect to the vehicle frame, and both can be connected to the vehicle frame via bushings. Bushings are generally made of materials such as rubber and polyurethane; this application uses a rubber bushing as an example. Rubber bushings have good elasticity and vibration damping performance, effectively absorbing vibrations and impacts during vehicle operation. Bushings can be installed at the connection points between the first control arm 402 and the frame, and bushings can be installed at the connection points between the second control arm 402 and the frame. Bushings act as padding and buffering, reducing friction between the first and second control arms 402 and the frame, while also providing vibration damping and sound insulation, improving vehicle ride comfort. By selecting bushings with appropriate stiffness and damping characteristics, a certain amount of elastic deformation can be provided when the suspension system bounces, thereby achieving reasonable suspension system performance.

[0060] As some embodiments of this application, when installing the first control arm 402, a bushing can be pressed into a corresponding hole in the first control arm 402, and a bolt can pass through the central hole of the bushing, thereby connecting the first control arm 402 and the vehicle frame together by bolts, thus fixing the first control arm 402 and the vehicle frame together. When installing the second control arm 402, a bushing can be pressed into a corresponding hole in the second control arm 402, and a bolt can pass through the central hole of the bushing, thereby connecting the second control arm 402 and the vehicle frame together by bolts, thus fixing the second control arm 402 and the vehicle frame together.

[0061] The first control arm 402, mounting bracket 401, and second control arm 402 can be arranged along a second direction. The mounting bracket 401 is connected to both the first and second control arms 402. The first and second control arms 402 can be respectively located at both ends of the mounting bracket 401. Both the first and second control arms 402 are hinged to the mounting bracket 401 and can rotate relative to the mounting bracket 401. By decoupling the rotational degrees of freedom of the connection points between the first and second control arms 402 and the mounting bracket 401, the anti-pitch geometry of the upper control arm structure 40 can be achieved. This effectively reduces vehicle pitch motion during braking and acceleration, resulting in a stable vehicle driving posture and further improving vehicle stability, thus facilitating driver control. Furthermore, by setting a reasonable hardpoint design for the first control arm 402, reasonable suspension system performance can be achieved.

[0062] The steering actuator 10 can be fixed to the mounting bracket 401, which is a mating component in the above embodiment. The steering actuator 10 can be connected to the mounting bracket 401 by means of snap-fit, bolt connection, etc. The steering actuator 10 can be driven to rotate the steering knuckle 20. When the steering actuator 10 drives the steering knuckle 20 to rotate, the steering knuckle 20 can drive the wheel assembly 30 to steer. As an example, the steering actuator 10 may include an output shaft 22, which can be driven to rotate the steering knuckle 20 via a spline. When the steering actuator 10 is working, it can drive the output shaft 22 to rotate, which in turn drives the steering knuckle 20 to rotate, thereby achieving the effect of the steering actuator 10 driving the steering knuckle 20 to rotate.

[0063] In the embodiments of this application, the upper control arm structure 40 includes a mounting bracket 401, a first control arm 402, and a second control arm 402. The steering drive 10 can be fixed to the mounting bracket 401. The first control arm 402 and the second control arm 402 are both hinged to the mounting bracket 401, which can better install the steering drive 10 and make the arrangement of the steering drive 10 reasonable. The upper control arm structure 40 of the corner module device 100 includes the first control arm 402 and the second control arm 402, so that the design parameters of the suspension system's toe-in change meet the design requirements, which can achieve reasonable suspension system performance and effectively improve the stability of the vehicle when driving and when cornering.

[0064] Mounting bracket 401 includes bracket body 4011 and mating limiting member 4012. The mating limiting member 4012 is disposed on bracket body 4011. In some embodiments of this application, the mating limiting member 4012 can be disposed on bracket body 4011 by means of, but not limited to, welding, screwing, snap-fitting, etc. In some embodiments of this application, the mating limiting member 4012 and bracket body 4011 can be integrally formed. Steering drive 10 can be fixed to bracket body 4011. First control arm 402 and second control arm 403 are both hinged to bracket body 4011. First limiting member 2011 and second limiting member 2012 are arranged around the rotation axis of steering knuckle 20 and distributed on both sides of mating limiting member 4012. First limiting member 2011 and second limiting member 2012 can both engage with mating limiting member 4012 for limiting. When the wheel rotates at a certain angle, first limiting member 2011 and second limiting member 2012... One of the two limiting members 2011 and 2012 can engage with the limiting member 4012 of the mounting bracket 401. When the wheel rotates in the opposite direction by a certain angle, the other of the limiting members 2011 and 2012 can engage with the limiting member 4012 of the mounting bracket 401. This can reduce the risk of the wheel rotating too far and reduce the risk of damage to components such as pipeline 90 caused by the wheel rotation angle exceeding the theoretical design value (oversteering). This is beneficial to improving the reliability of the corner module device 100.

[0065] In some embodiments of this application, such as Figure 9 As shown, the steering drive 10 includes a drive member 11 and a reduction mechanism 7. The reduction mechanism 7 includes multiple transmission components 71, which are sequentially connected along the power transmission path. One end of the transmission component 71 is connected to the drive member 11, and the other end of the transmission component 71 includes an output shaft 22. The output shaft 22 passes through the mounting bracket 401 and is connected to the mating member 11.

[0066] The drive component 11 can be configured as a motor, and the reduction mechanism 7 can be connected to the drive component 11 through transmission. For example, the reduction mechanism 7 can be connected to the drive component 11 through, but not limited to, direct connection, coupling connection, gear pair connection, etc. The high speed and low torque transmitted from the drive component 11 to the reduction mechanism 7 can be converted into low speed and high torque in the reduction mechanism 7. The reduction mechanism 7 can transmit the low speed and high torque to the wheel so that the wheel can turn.

[0067] The reduction mechanism 7 may include multiple transmission components 71, which can be sequentially connected. Among the multiple transmission components 71, along the power transmission path, one end of the transmission component 71 can be configured as an input transmission component, which is connected to the driving component. The other end of the transmission component may include an output shaft, which can be connected to a mating component. The driving component 11 can transmit power to the reduction mechanism 7 through the input transmission component. The output shaft can be mounted on the mounting bracket 401, which is a reasonable arrangement to make the structure compact and improve space utilization.

[0068] In some embodiments of this application, such as Figures 9-11 As shown, the steering drive also includes: a housing 5 and a plug 15. The housing 5 defines a receiving space 591 and forms a connecting hole 592 communicating with the receiving space 591. At least one transmission component 71 is received in the receiving space 591 and includes a drive shaft 711. The connecting hole 592 corresponds to the drive shaft 711. The plug 15 is detachably provided on the housing 5 and covers the connecting hole 592.

[0069] The housing 5 defines a receiving space 591, in which at least one transmission component 71 is received. The housing 5 protects the components housed within it. The transmission component 71 includes a drive shaft 711. The housing 5 has a communicating hole 592 that communicates with the receiving space 591. The communicating hole 592 is correspondingly provided with the drive shaft 711, allowing an external angle detector to be inserted into the communicating hole 592 to connect to the drive shaft 711 for measuring the transmission clearance between the transmission components 71.

[0070] The plug 15 is detachably mounted on the housing 5. As in some embodiments of this application, the plug 15 can be screwed or snapped onto the housing 5. The plug 15 can be used to cover the connecting hole 592 to reduce the risk of foreign objects (e.g., water, dust, etc.) entering the receiving space 591 and affecting the normal operation of the components in the receiving space 591, thereby improving the reliability of the steering drive 10. When it is necessary to measure the transmission clearance between the two transmission components 71, the plug 15 can be removed to facilitate the installation of an external angle detector. This arrangement is reasonable and convenient to operate.

[0071] Therefore, by providing a removable plug 15, the plug 15 can be removed when it is necessary to measure the transmission gap between the two transmission components 71, so that an external angle detector can be inserted into the communication hole 592 and installed on the transmission shaft 711. In addition, the plug 15 can cover the communication hole 592 to reduce the risk of foreign objects entering the housing space 591 and affecting the normal operation of the components in the housing space 591, thereby improving the reliability of the steering drive 10.

[0072] As some embodiments of this application, such as Figure 11As shown, along the axial direction of the drive shaft 711, the end of the drive shaft 711 near the corresponding connecting hole 592 is constructed as a mating end 7111, and the mating end 7111 has a mating surface 7112, which is a plane.

[0073] Along the central axis of the drive shaft 711, the end of the drive shaft 711 closest to the corresponding connecting hole 592 is configured as a mating end 7111. The mating end 7111 may have a mating surface 7112, which may be a plane. The mating surface 7112 can mate with an external angle detector. By setting the mating surface 7112, the external angle detector can be made to fit against the drive shaft 711, so that the external angle detector and the drive shaft 711 rotate synchronously. This reduces the risk of relative rotation between the external angle detector and the drive shaft 711 and helps to improve the accuracy of measuring the rotation angle of the drive shaft 711 through the external angle detector.

[0074] As some embodiments of this application, such as Figure 11 As shown, there can be multiple mating surfaces 7112, such as two, three, or four. These multiple mating surfaces 7112 can form at least one set of mating surfaces. In other words, multiple mating surfaces 7112 can be constructed as one set of mating surfaces, or multiple sets (two, three, four, etc.) of mating surfaces can be constructed. Each set of mating surfaces can include two radially spaced and corresponding mating surfaces 7112 along the drive shaft 711. By setting at least one set of mating surfaces, the risk of relative rotation between the external angle detector and the drive shaft 711 can be further reduced, which helps improve the accuracy of measuring the rotation angle of the drive shaft 711 using the external angle detector. Furthermore, the mating surface set has an installation positioning function, facilitating the assembly of the drive shaft 711 and the external angle detector and reducing assembly difficulty.

[0075] like Figure 12 and Figure 13 As shown, the steering drive also includes: a first angle sensor 6 and a controller 12. The first angle sensor 6 is located on the deceleration mechanism 7. The first angle sensor 6 and the drive unit 11 are both communicatively connected to the controller 12.

[0076] The controller 12 can be used to control whether the drive component 11 is started or not, and thus control whether the deceleration mechanism 7 is working, so as to control whether the vehicle is turned. Specifically, the controller 12 can obtain the user's required rotation angle, which can be calculated from the steering wheel rotation angle. The controller 12 can convert the user's required rotation angle into the output rotation angle of the drive component 11. The controller 12 can control the drive component 11 to output a corresponding rotation angle, which is ultimately transmitted to the wheels to make the wheels turn.

[0077] The first angle sensor 6 can be located on the reduction mechanism 7. In some embodiments of this application, the first angle sensor 6 can be located on the output shaft 22 of the reduction mechanism 7. The output shaft 22 can be connected to the vehicle's steering knuckle 20, which is connected to the vehicle's wheel hub 301. The output shaft 22 drives the wheel hub 301 to rotate, thereby steering the wheel. The first angle sensor 6 can be used to detect the rotation angle of the output shaft 22. The rotation angle of the output shaft 22 is the same as the rotation angle of the wheel. The first angle sensor 6 obtains the wheel's rotation angle by detecting the rotation angle of the output shaft 22. This configuration allows the first angle sensor 6 to directly obtain the wheel's rotation angle information without performing reduction ratio conversion or other operations, resulting in high accuracy of the obtained rotation angle information.

[0078] The first angle sensor 6 can be communicatively connected to the controller 12. In some embodiments of this application, the controller 12 can be electrically connected to the first angle sensor 6 via a wire. The first angle sensor 6 can transmit the detected wheel rotation angle information to the controller 12 in the form of an electrical signal. The controller 12 can receive and parse this electrical signal, and compare the wheel rotation angle detected by the first angle sensor 6 with the user-required rotation angle to obtain an angle deviation value. The angle deviation value can be defined as the difference between the user-required rotation angle and the wheel rotation angle. The controller 12 can adjust the output angle of the drive unit 11 according to the sign and magnitude of the angle deviation value, so that the wheel rotation angle is the same as or approximately the same as the user-required rotation angle, thereby correcting the output angle deviation of the drive unit 11 and improving the accuracy of wheel angle control, which is beneficial to improving the reliability and stability of the steering drive 10. Furthermore, the above process can be repeated for multiple corrections. After multiple corrections, the output angle deviation of the drive unit 11 can be obtained and calibrated.

[0079] Therefore, by placing the first angle sensor 6 on the transmission mechanism 2 connected to the wheel, the rotation angle of the wheel can be detected. The controller 12 can obtain and calculate the difference between the rotation angle of the wheel and the rotation angle required by the user, so as to adjust the output torque of the drive component 11, correct the output torque deviation of the drive component 11, improve the accuracy of the steering angle control of the wheel, and improve the reliability and stability of the steering drive 10, thereby improving the driving experience.

[0080] As some embodiments of this application, such as Figure 9 As shown, the multiple transmission components 71 include: a first transmission component 72 and a second transmission component 73. The first transmission component 72 includes a worm gear 721, and the second transmission component 73 includes: a worm wheel 731 and a first transmission shaft 732. The worm wheel 731 is coaxial with the first transmission shaft 732 and is connected in a transmission manner. The worm gear 721 is connected in a transmission manner with the worm wheel 731 and the transmission ratio is greater than 1.

[0081] The first transmission assembly 72 may include a worm 721, and the second transmission assembly 73 may include a worm wheel 731 and a first transmission shaft 732. The worm 721 can be drivenly connected to the worm wheel 731, and the worm wheel 731 can be drivenly connected to the first transmission shaft 732, so that the first transmission assembly 72 and the second transmission assembly 73 are drivenly connected. In some embodiments of this application, the worm 721 and the worm wheel 731 are directly meshed. In some embodiments of this application, the worm wheel 731 is sleeved on the first transmission shaft 732 and drivenly connected thereto; for example, the worm wheel 731 is sleeved on the first transmission shaft 732 and fixedly connected thereto. This arrangement can reduce the space occupied by the worm wheel 731 and the first transmission shaft 732 along the radial direction of the worm wheel 731, thereby improving the space utilization of the reduction mechanism 7, achieving the miniaturization design requirement of the steering drive 10, and the large transmission ratio between the worm 721 and the worm wheel 731 can effectively increase the output torque of the steering drive 10.

[0082] The first transmission component 72 can be an input transmission component. The power of the drive component 11 can be transmitted sequentially to the worm 721, the worm wheel 731, and the first transmission shaft 732. The transmission ratio between the worm 721 and the worm wheel 731 can be greater than 1. The transmission ratio between the worm 721 and the worm wheel 731 can be 10, 50, 100, etc. The worm 721 and the worm wheel 731 can serve as the first-stage reduction group 76. The first-stage reduction group 76 can convert the high-speed, low-torque transmitted by the drive component 11 into a relatively low-speed, high-torque, thereby reducing the speed and increasing the torque. This torque can then be transmitted to the next-stage reduction group 76 for further speed reduction and torque increase, or directly output to the wheels through the output transmission component (the output end of the multiple transmission components 71 connected in the transmission is constructed as the output transmission component), so as to achieve the effect of steering the wheels through the drive component 11.

[0083] As some embodiments of this application, such as Figure 9 As shown, the multiple transmission components 71 further include: a third transmission component 74; the second transmission component 73 further includes: a first gear 733, which is coaxial with and connected to the first transmission shaft 732; the third transmission component 74 includes: a second transmission shaft 742 and a second gear 741, which is coaxial with and connected to the second transmission shaft 742; the second gear 741 is connected to the first gear 733 and the transmission ratio is greater than 1.

[0084] The first gear 733 can be coaxially and drively connected to the first drive shaft 732. For example, the first gear 733 can be sleeved on the first drive shaft 732 and drively connected to it. This arrangement reduces the space occupied by the first gear 733 and the first drive shaft 732 along the radial direction of the first gear 733, thereby improving the space utilization of the reduction mechanism 7. The second gear 741 can be coaxially and drively connected to the second drive shaft 742. For example, the second gear 741 can be sleeved on the second drive shaft 742 and drively connected to it. This arrangement reduces the space occupied by the second gear 741 and the second drive shaft 742 along the radial direction of the second gear 741, thereby improving the space utilization of the reduction mechanism 7. The second gear 741 and the first gear 733 can directly mesh.

[0085] The power of the drive component 11 can be sequentially transmitted to the worm 721, worm wheel 731, first drive shaft 732, first gear 733, second gear 741, and second drive shaft 742. The transmission ratio between the first gear 733 and the second gear 741 can be greater than 1. The transmission ratio between the first gear 733 and the second gear 741 can be 10, 50, 100, etc. The first gear 733 and the second gear 741 can serve as the second-stage reduction group 76. The second-stage reduction group 76 can convert the relatively high speed and low torque transmitted by the first-stage reduction group 76 into a relatively low speed and high torque, so as to reduce the speed and multiply the torque, so as to transmit it to the next-stage reduction group 76 for further speed reduction and torque increase, or directly output to the wheels through the output transmission component, so as to achieve the effect of steering the wheels through the drive component 11.

[0086] As some embodiments of this application, such as Figure 9 As shown, the second transmission component 73 and the third transmission component 74 are arranged along a third direction. The second transmission component 73 and the third transmission component 74 can be arranged along a third direction, with the plane perpendicular to the third direction defined as the first projection plane. The projections of the second transmission component 73 and the third transmission component 74 on the first projection plane can completely overlap. Alternatively, in the second transmission component 73 and the third transmission component 74, the projection outline of one transmission component 71 on the first projection plane completely falls within the projection outline of the other transmission component 71 on the first projection plane. This allows the second transmission component 73 and the third transmission component 74 to not occupy additional space in other directions perpendicular to the third direction, thereby improving the space utilization of the reduction mechanism 7 and achieving the miniaturization design requirement of the steering drive 10.

[0087] As some embodiments of this application, such as Figure 9As shown, the multiple transmission components 71 further include: a fourth transmission component 75; the third transmission component 74 further includes: a third gear 743, which is coaxial with and connected to the second transmission shaft 742; the fourth transmission component 75 includes: a third transmission shaft 752 and a fourth gear 751, which is coaxial with and connected to the third transmission shaft 752; the fourth gear 751 is connected to the third gear 743 and the transmission ratio is greater than 1.

[0088] The third gear 743 can be coaxially and drively connected to the second drive shaft 742. For example, the third gear 743 can be sleeved on the second drive shaft 742 and drively connected to it. This arrangement reduces the space occupied by the third gear 743 and the second drive shaft 742 along the radial direction of the third gear 743, thereby improving the space utilization of the reduction mechanism 7. The fourth gear 751 can be coaxially and drively connected to the third drive shaft 752. For example, the fourth gear 751 can be sleeved on the third drive shaft 752 and drively connected to it. This arrangement reduces the space occupied by the fourth gear 751 and the third drive shaft 752 along the radial direction of the fourth gear 751, thereby improving the space utilization of the reduction mechanism 7. The fourth gear 751 and the third gear 743 can directly mesh.

[0089] The power of the drive component 11 can be sequentially transmitted to the worm 721, worm wheel 731, first drive shaft 732, first gear 733, second gear 741, second drive shaft 742, third gear 743, fourth gear 751, and third drive shaft 752. The transmission ratio between the third gear 743 and the fourth gear 751 can be greater than 1. The transmission ratio between the third gear 743 and the fourth gear 751 can be 10, 50, 100, etc. The third gear 743 and the fourth gear 751 can serve as the third-stage reduction group 76. The third-stage reduction group 76 can convert the relatively high speed and low torque transmitted by the second-stage reduction group 76 into a relatively low speed and high torque, so as to reduce the speed and double the torque, so as to transmit it to the next-stage reduction group 76 for further speed reduction and torque increase, or directly output to the wheels through the output transmission component, so as to achieve the effect of steering the wheels through the drive component 11.

[0090] As some embodiments of this application, such as Figure 15 and Figure 16As shown, at least one of the worm gear 731, the second gear 741, and the fourth gear 751 includes: a first sub-mater gear 77 and a second sub-mater gear 78. The first sub-mater gear 77 is constructed as a ring and has a first external tooth 771 and a first internal tooth 772. The second sub-mater gear 78 has a second external tooth 781. The first sub-mater gear 77 is fitted onto the second sub-mater gear 78, and the first internal tooth 772 meshes with the second external tooth 781. Along the radial direction of the first sub-mater gear 77, the size of the first external tooth 771 is larger than the size of the second external tooth 781, and / or, along the circumferential direction of the first sub-mater gear 77, the size of the first external tooth 771 is larger than the size of the second external tooth 781.

[0091] Wherein, at least one of the worm gear 731, the second gear 741, and the fourth gear 751 includes a first sub-mate gear 77 and a second sub-mate gear 78. It can be understood that one of the worm gear 731, the second gear 741, and the fourth gear 751 includes a first sub-mate gear 77 and a second sub-mate gear 78, or any two of the worm gear 731, the second gear 741, and the fourth gear 751 include a first sub-mate gear 77 and a second sub-mate gear 78, or all of the worm gear 731, the second gear 741, and the fourth gear 751 include a first sub-mate gear 77 and a second sub-mate gear 78.

[0092] Taking the worm gear 731, which includes a first sub-mater 77 and a second sub-mater 78, as an example, the first sub-mater 77 can be constructed as a ring structure. The first external tooth 771 of the first sub-mater 77 can mesh with the worm 721. The first sub-mater 77 can be sleeved on the second sub-mater 78. The first internal tooth 772 of the first sub-mater 77 can mesh with the second external tooth 781 of the second sub-mater 78. The power of the driving member 11 can be transmitted sequentially to the worm 721, the first sub-mater 77, and the second sub-mater 78.

[0093] Along the radial direction of the first mating gear 77, the size of the first external tooth 771 can be larger than the size of the second external tooth 781. Alternatively, along the circumferential direction of the first mating gear 77, the size of the first external tooth 771 can be larger than the size of the second external tooth 781. Or, along both the radial and circumferential directions of the first mating gear 77, the size of the first external tooth 771 can be larger than the size of the second external tooth 781. It is understandable that when relatively larger internal and external teeth mesh, the slippage torque is relatively large; similarly, when relatively smaller internal and external teeth mesh, the slippage torque is relatively small.

[0094] Therefore, by making the size of the first external tooth 771 along the circumference of the first sub-mate wheel 77 larger than the size of the second external tooth 781, and / or making the size of the first external tooth 771 along the circumference of the first sub-mate wheel 77 larger than the size of the second external tooth 781, the overall size of the first external tooth 771 can be made larger than the overall size of the second external tooth 781, so that the maximum torque that the first external tooth 771 can withstand is greater than the slippage torque of the second external tooth 781. When the real-time torque that the first external tooth 771 withstands is greater than the slippage torque of the second external tooth 781, the first sub-mate wheel 77 slips with the second sub-mate wheel 78, thereby reducing the real-time torque of the first external tooth 771, reducing the risk of damage to the first external tooth 771 due to excessive torque, and reducing the risk of the deceleration mechanism 7 jamming and the wheel being unable to turn (the slippage of the first sub-mate wheel 77 and the second sub-mate wheel 78 only affects the steering performance of the vehicle, and its disadvantages are far less than the harm caused by the deceleration mechanism 7 jamming and the wheel being unable to turn), thereby improving the safety of the vehicle when driving and helping to protect the safety of the user.

[0095] like Figure 9 As shown, the two transmission components 71 directly connected by transmission are configured as a set of reduction groups 76. There are multiple sets of reduction groups 76. At least one set of reduction groups 76 has two transmission components 71 arranged along a third direction, and at least one set of reduction groups 76 has two transmission components 71 arranged along a fourth direction. The third direction and the fourth direction intersect.

[0096] In this configuration, two directly connected transmission components 71 can form a reduction gear group 76. Multiple transmission components 71 can constitute multiple reduction gear groups 76; for example, four transmission components 71 connected sequentially can form three reduction gear groups 76. Each reduction gear group 76 can convert high-speed, low-torque to relatively low-speed, high-torque. As some embodiments of this application, the number of reduction gear groups 76 can be two, three, four, etc.

[0097] like Figure 9 As shown, in the multiple reduction groups 76, at least one group of reduction groups 76 has two transmission components 71 arranged along a third direction. Specifically, the central axis of the two transmission components 71 of at least one group of reduction groups 76 is arranged along a third direction. The plane perpendicular to the third direction is defined as the first projection plane. The projections of the two transmission components 71 arranged along the third direction can completely overlap on the first projection plane. Alternatively, in the two transmission components 71 arranged along the third direction, the projection outline of one transmission component 71 on the first projection plane can completely fall within the projection outline of the other transmission component 71 on the first projection plane. This is to ensure that the two transmission components 71 arranged along the third direction do not occupy additional space in other directions perpendicular to the third direction, thereby improving the space utilization of the reduction mechanism 7 and achieving the miniaturization design requirements of the steering drive 10.

[0098] Similarly, such as Figure 9 As shown, at least one set of reduction gears 76 has two transmission components 71 arranged along the fourth direction. Specifically, the central axes of the two transmission components 71 of the at least one set of reduction gears 76 are arranged along the fourth direction. The plane perpendicular to the second direction is defined as the second projection plane. The projections of the two transmission components 71 arranged along the fourth direction can completely overlap on the second projection plane. Alternatively, among the two transmission components 71 arranged along the fourth direction, the projection outline of one transmission component 71 on the second projection plane can completely fall within the projection outline of the other transmission component 71 on the second projection plane. This is to ensure that the two transmission components 71 arranged along the fourth direction do not occupy additional space in other directions perpendicular to the fourth direction, thereby improving the space utilization of the reduction mechanism 7 and achieving the miniaturization design requirements of the steering drive 10.

[0099] It is understandable that by making the third direction intersect with the fourth direction, the central axes of multiple transmission components 71 can not be located on the same plane at the same time, so that the arrangement of multiple transmission components 71 can be U-shaped, Z-shaped, S-shaped, etc. This setting can reduce the length of the reduction mechanism 7, avoid the occurrence of multiple transmission components 71 with long straight chain transmission connection, make the structure of the reduction mechanism 7 more reasonable, improve the space utilization of the reduction mechanism 7, realize the miniaturization design of the steering drive 10, and thus reduce the difficulty of arranging the steering drive 10 in the vehicle.

[0100] In the above embodiments, by arranging the two transmission components 71 of at least one set of reduction groups 76 along a third direction and arranging the two transmission components 71 of at least one set of reduction groups 76 along a fourth direction, the two transmission components 71 arranged along the central axis along the third direction do not occupy additional space in other directions perpendicular to the third direction, and the two transmission components 71 arranged along the central axis along the fourth direction do not occupy additional space in other directions perpendicular to the fourth direction. This reduces the space occupied by the corresponding reduction mechanism 10, improves the space utilization of the reduction mechanism 7, and meets the miniaturization design requirements of the steering drive 10.

[0101] like Figure 17 and 15 As shown, the steering drive also includes: a locking member 3 and a cooperating locking member 4. The cooperating locking member 4 is disposed on the reduction mechanism 7 or the drive member 11. The locking member 3 can lock and engage with the cooperating locking member 4 to lock the cooperating locking member 4, and the locking member 3 can unlock the cooperating locking member 4.

[0102] Among them, the locking member 4 can be constructed as a gear, worm, etc. The locking member 4 is provided on the reduction mechanism 7 or the driving member 11. As some embodiments of this application, the locking member 4 can be fixedly connected to the reduction mechanism 7 or the driving member 11. The locking member 4 can be welded, snapped, screwed, etc. to the reduction mechanism 7 or the driving member 11. The following explanation uses a gear as an example to illustrate the structure of the locking member 4. The locking member 3 can lock with the locking member 4. The locking member 3 may include a retractable stop. The controller 12 can control the stop to extend between two adjacent teeth of the locking member 4 (gear) to prevent the locking member 4 (gear) from rotating, thereby locking the locking member 4. Since the locking member 4 is fixedly connected to the reduction mechanism 7 or the drive member 11, the reduction mechanism 7 or the drive member 11 is locked at the same time, and the entire steering drive 10 is locked, thereby locking the direction of travel of the wheel so that the wheel does not turn and can travel in the original direction (e.g., straight direction). In short, when the vehicle does not need to turn, locking the locking member 4 can prevent the wheel from turning, thus eliminating the need to follow the road surface feedback to the wheel in real time and control the direction of travel of the wheel through the controller 12 as in related technologies. This improves the convenience and stability of controlling the direction of travel of the wheel. In addition, this setting has low control difficulty, saves energy, and improves the reliability of the steering drive 10.

[0103] Similarly, when it is necessary to unlock the locking member 4, the stop member can be moved out of the space between two adjacent teeth of the locking member 4 (gear) by the controller 12. That is to say, the stop member no longer restricts the rotation of the locking member 4, and the wheel steering can be controlled by the controller 12 to change the direction of vehicle travel.

[0104] Therefore, by locking the locking member 3 to lock the cooperating locking member 4, the deceleration mechanism 7 or the driving member 11 fixedly connected to the cooperating locking member 4 is locked, thereby locking the direction of travel of the wheel so that the wheel does not turn and can travel in the original direction, thereby improving the convenience and stability of controlling the direction of travel of the wheel. In addition, this setting can also achieve the effects of reducing control difficulty and saving energy.

[0105] In some embodiments of this application, such as Figure 2 As shown, along the rotation axis direction of the steering knuckle 20, the steering knuckle 20 and the mounting bracket 401 are spaced apart by a distance L, satisfying the relationship: 2mm≤L≤15mm.

[0106] Along the rotation axis of the steering knuckle 20, the steering knuckle 20 can be spaced apart from the mounting bracket 401. The distance between the steering knuckle 20 and the mounting bracket 401 can be L, where L satisfies the relationship: 2mm ≤ L ≤ 15mm. L can be 2mm, 5mm, 10mm, 15mm, etc. This arrangement allows the steering knuckle 20 and the mounting bracket 401 to be spaced at a certain distance, avoiding interference between them and allowing the steering knuckle 20 to rotate relative to the mounting bracket 401. Furthermore, this arrangement allows for appropriate control of the distance between the steering knuckle 20 and the mounting bracket 401, reducing the length of the components between them and lowering the risk of twisting due to excessive length, thereby improving the safety of the steering knuckle 20 in use.

[0107] In some embodiments of this application, such as Figure 19 As shown, the steering knuckle body 201 includes: a steering knuckle body 2013, a first connecting part 2014 and a second connecting part 2015. The steering knuckle body 2013 is connected between the first connecting part 2014 and the second connecting part 2015. The first connecting part 2014 has a mounting hole. The lower control arm structure 50 is hinged to the second connecting part 2015.

[0108] Along the height direction of the corner module device 100 (the direction of the steering knuckle 20's rotation axis), the first connecting part 2014, the steering knuckle body 2013, and the second connecting part 2015 can be arranged sequentially. The steering knuckle body 2013 can be connected between the first connecting part 2014 and the second connecting part 2015, and the first connecting part 2014 can be located above the second connecting part 2015. The first connecting part 2014 has a mounting hole, and the mating part 202 is assembled into the mounting hole and connected to the steering knuckle body 201. The steering drive 10 can drive the first connecting part 2014 to rotate via a spline. The first connecting part 2014 can directly receive the steering force and steering signal from the steering drive 10, so that when the driver turns the steering wheel, the steering knuckle 20 can accurately rotate according to the instructions of the steering drive 10, thereby precisely controlling the steering angle of the wheel assembly 30, achieving precise vehicle steering, and further improving driving control and safety. The lower control arm structure 50 can be hinged to the second connecting part 2015 via a ball joint structure. The second connecting part 2015 can rotate and swing relative to the lower control arm structure 50. The lower control arm structure 50 can limit the movement trajectory of the wheel in the vertical plane, so that the wheel assembly 30 maintains the correct posture when jumping up and down. The steering knuckle 20 can work in conjunction with the lower control arm structure 50 to maintain the stability of the vehicle during driving and reduce body sway and deviation caused by uneven road surface or changes in vehicle driving status.

[0109] The steering knuckle 20 needs to withstand the forces caused by uneven road surfaces. By connecting the steering knuckle 20 to both the steering actuator 10 and the lower control arm structure 50, the steering knuckle 20 can effectively distribute and transmit the forces to different components. Through a well-designed connection structure and parameters between the steering knuckle 20 and the lower control arm structure 50, and by appropriately arranging the position of the steering actuator 10, the corner module device 100 can maintain good performance under various driving conditions, further improving vehicle stability.

[0110] In some embodiments of this utility model, such as Figure 8 As shown, the corner module device 100 may further include: a vibration damper 91, which extends along the height direction of the corner module device 100, and the lower end of the vibration damper 91 is connected to the lower control arm structure 50. Along the second direction, the first control arm 402 and the second control arm 403 are located on both sides of the vibration damper 91.

[0111] The vibration damper 91 can extend along the height direction of the corner module device 1. The lower end of the vibration damper 91 can be connected to the lower control arm structure 50 via a bushing. As an example, the lower end of the vibration damper 91 may include a first sub-arm and a second sub-arm. The first and second sub-arms can be configured with mounting notches that can mate with the lower control arm structure 50. The lower control arm structure 50 can be formed with mating mounting holes that extend along a second direction and are located on both sides of the lower control arm structure 50. The first and second sub-arms can be connected to the lower control arm structure 50 via bushings, respectively. The bushings can be pressed into the mating mounting holes, and bolts can pass through the central hole of the bushings. The bolts can connect the lower control arm structure 50 and the first sub-arm together, and the bolts can connect the lower control arm structure 50 and the second sub-arm together, thereby fixing the lower control arm structure 50 and the lower end of the vibration damper 91 together, allowing the lower control arm structure 50 to rotate and swing.

[0112] Along the second direction, the first control arm 402 and the second control arm 403 are located on both sides of the shock absorber 91. During vehicle operation, road bumps are transmitted to the suspension system through the wheel assembly 30, and then to the frame through the suspension system. The shock absorber 91 can effectively buffer and absorb these vibration energies, reduce the impact on the frame, make the vehicle ride more smoothly, and improve driving comfort.

[0113] like Figure 1As shown, the corner module device 100 also includes: a hub motor assembly 60, a brake disc 70, and a brake caliper 80. The hub motor assembly 60 is located on the steering knuckle body 2013, the brake disc 70 is located on the rotor of the hub motor assembly 60, and the brake caliper 80 is located on the steering knuckle body 2013 and is used to brake in conjunction with the brake disc 70.

[0114] The hub motor assembly 60 can be located on the steering knuckle body 2013. In some embodiments of this application, the hub motor assembly 60 can be welded to the steering knuckle body 2013, screwed in, etc. The brake disc 70 can be located on the rotor of the hub motor assembly 60. In some embodiments of this application, the brake disc 70 can be welded to the rotor of the hub motor assembly 60, screwed in, etc. The brake caliper 80 is located on the steering knuckle body 2013 and can engage with the brake disc 70 to brake the vehicle.

[0115] When the vehicle's wheels rotate, the brake disc 70 can rotate together with the rotor. The brake disc 70 and the brake caliper 80 can together form a disc brake structure. When the vehicle brakes, the brake caliper 80 moves toward the brake disc 70 and eventually comes into contact with the brake disc 70, braking the vehicle through the friction between the brake caliper 80 and the brake disc 70.

[0116] As some embodiments of this application, the braking effect of the vehicle can be achieved by the brake caliper 80 and the brake disc 70 alone. Alternatively, the braking effect of the vehicle can be achieved by controlling the hub motor assembly 60 and the brake caliper 80 to work together. This arrangement can reduce the wear of the brake caliper 80 and the brake disc 70 and extend the service life of the corner module device 100.

[0117] Therefore, by integrating the hub motor assembly 60, brake disc 70, and brake caliper 80 into the steering knuckle 20, the vehicle's braking and driving functions are integrated into the steering knuckle 20, thereby improving the integration level.

[0118] Alternatively, the corner module device 100 may also include: a brake disc 70 and a brake caliper 80, wherein the brake disc 70 is adapted to be disposed on the wheel hub 301 of the wheel assembly 30, and the brake caliper 80 is disposed on the steering knuckle body 2013 and is used to brake in conjunction with the brake disc 70.

[0119] The brake disc 70 can be mounted on the wheel hub 301 of the wheel assembly 30. As some embodiments of this application, the brake disc 70 assembly can be welded to the wheel hub 301, screwed together, etc. The brake caliper 80 is mounted on the steering knuckle body 2013 and is used to cooperate with the brake disc 70 to brake the vehicle. This arrangement has a simple structure and can achieve the effect of reducing the number of parts.

[0120] As some embodiments of this application, such as Figure 1As shown, the steering knuckle body 2013 can also provide mounting points for the arrangement of pipeline 90, so as to facilitate the arrangement and installation of pipeline 90 and reduce interference between components.

[0121] like Figure 20 As shown, the vehicle corner module assembly according to the embodiments of this application includes the vehicle corner module device 100 of the above embodiments. There are multiple corner module devices 100, including: a corner module device 100 located at the front left, a corner module device 100 located at the rear left, a corner module device 100 located at the front right, and a corner module device 100 located at the rear right. The corner module device 100 located at the front left and the corner module device 100 located at the rear right have the same structure, and the corner module device 100 located at the rear left and the corner module device 100 located at the front right have the same structure.

[0122] The vehicle can have multiple corner module devices 100, which can be located at different positions on the vehicle. These multiple corner module devices 100 may include: a corner module device 100 located at the front left, a corner module device 100 located at the rear left, a corner module device 100 located at the front right, and a corner module device 100 located at the rear right. Each corner module device 100 can be connected to the wheel assembly 30 on its corresponding side. Specifically, the front left corner module device 100 can be connected to the wheel assembly 30 located at the front left of the vehicle; the rear left corner module device 100 can be connected to the wheel assembly 30 located at the rear left of the vehicle; the front right corner module device 100 can be connected to the wheel assembly 30 located at the front right of the vehicle; and the rear right corner module device 100 can be connected to the wheel assembly 30 located at the rear right of the vehicle.

[0123] like Figure 20As shown, the corner module device 100 located at the front left and the corner module device 100 located at the rear right can have the same structure. The corner module device 100 installed at the front left of the vehicle and the corner module device 100 installed at the rear right of the vehicle can use the same type of corner module device 100, that is, the corner module device 100 located at the front left and the corner module device 100 located at the rear right can use the first corner module device 110. The corner module device 100 located at the rear left and the corner module device 100 located at the front right can have the same structure. The corner module device 100 installed at the rear left of the vehicle and the corner module device 100 installed at the front right of the vehicle can use the same type of corner module device 100, that is, the corner module device 100 located at the rear left and the corner module device 100 located at the front right can use the second corner module device 120. The first corner module device 110 and the second corner module device 120 can have the same structure, or they can be different. A corner module device 100 with the same structure can be used in different positions on the vehicle. This is beneficial for achieving the effect of modular design of the corner module device 100, improving the versatility of the corner module device 100, reducing the types of corner module devices 100, shortening the development cycle of the corner module device 100, reducing the development cost of the corner module device 100, and reducing the management cost of the corner module device 100.

[0124] The vehicle according to the embodiments of this application includes the corner module device 100 of the vehicle described in the above embodiments, or the corner module assembly of the vehicle described in the above embodiments. By arranging the first limiting member 2011 and the second limiting member 2012 around the pivot of the steering knuckle 20 and distributing them on both sides of the mating limiting member 4012 of the mounting bracket 401 of the corner module device 100, the first limiting member 2011 and the second limiting member 2012 can jointly limit the rotation distance. This rotation distance can limit the rotation angle of the wheel within a certain range, which can reduce the risk of the wheel turning too far, and is beneficial to improving the reliability of the corner module device 100.

[0125] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0126] In the description of this utility model, "first feature" and "second feature" may include one or more of the features.

[0127] In the description of this utility model, "multiple" means two or more.

[0128] In the description of this utility model, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or it may include the first and second features not being in direct contact but being in contact through another feature between them.

[0129] In the description of this utility model, the terms "above", "over" and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicate that the first feature is at a higher horizontal level than the second feature.

[0130] 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.

[0131] 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 for a vehicle, characterized in that, include: A steering knuckle body adapted to be connected to the wheel assembly of the vehicle; A first limiting member and a second limiting member are both provided on the steering knuckle body. The first limiting member and the second limiting member are arranged around the rotation axis of the steering knuckle and distributed on both sides of the mating limiting member of the mounting bracket of the corner module device. The first limiting member and the second limiting member are both adapted to be limited and engaged with the mating limiting member.

2. The steering knuckle of the vehicle according to claim 1, characterized in that, The first limiting member and the steering knuckle body are constructed as one piece or separate pieces, and / or the second limiting member and the steering knuckle body are constructed as one piece or separate pieces.

3. The steering knuckle of the vehicle according to claim 1, characterized in that, Along the length of the vehicle, the first limiting member and the second limiting member are arranged at intervals, and the angle between the first limiting member and the mating limiting member is A, which satisfies the relationship: 20°≤A≤90°.

4. The steering knuckle of the vehicle according to claim 3, characterized in that, The angle between the second limiting member and the mating limiting member is B, which satisfies the relationship: 45°≤B≤90°.

5. The steering knuckle of a vehicle according to any one of claims 1-4, characterized in that, Also includes: The mating component has a mounting hole formed at one end of the steering knuckle body along the rotation axis direction of the steering knuckle. The mounting hole is adapted to the mating component, and the mating component is assembled in the mounting hole and connected to the steering knuckle body. The mating component is adapted to be connected to the steering drive of the corner module device.

6. The steering knuckle of the vehicle according to claim 5, characterized in that, Also includes: A connector, which passes through the steering knuckle body and the mating member to connect the steering knuckle body and the mating member; And / or, the mating part is interference-fitted into the mounting hole.

7. The steering knuckle of the vehicle according to claim 5, characterized in that, The mating component includes: a first mating body along a plane orthogonal to the axis of rotation of the steering knuckle, wherein the cross-sectional structure of the first mating body is polygonal.

8. A corner module device for a vehicle, characterized in that, include: Steering knuckle, upper control arm structure, lower control arm structure, steering actuator, wherein the steering knuckle comprises the steering knuckle of a vehicle according to any one of claims 1-7; Along a first direction, at least a portion of the upper control arm structure and the lower control arm structure are located on the same side of the steering knuckle, the lower control arm structure and the upper control arm structure are arranged along the rotation axis direction of the steering knuckle, and the lower control arm structure is hinged to the steering knuckle; The upper control arm structure includes a mounting bracket, a first control arm, and a second control arm. The first control arm and the second control arm are spaced apart along a second direction and are both adapted to connect to the vehicle frame. The first control arm and the second control arm are both hinged to the mounting bracket. The steering drive is fixed to the mounting bracket and is drively connected to the steering knuckle to drive the steering knuckle to steer the wheel assembly. The mounting bracket includes a bracket body and a mating limiting member. The mating limiting member is disposed on the bracket body. The first limiting member and the second limiting member are arranged around the rotation axis of the steering knuckle and distributed on both sides of the mating limiting member. The first limiting member and the second limiting member can both be limited and mated with the mating limiting member. The first direction, the second direction, and the rotation axis direction of the steering knuckle intersect each other.

9. The corner module device for a vehicle according to claim 8, characterized in that, The steering drive includes a drive component and a reduction mechanism. The reduction mechanism includes multiple transmission components, which are sequentially connected along the power transmission path. One end of the transmission component is connected to the drive component, and the other end of the transmission component includes an output shaft that passes through the mounting bracket and is connected to the mating component.

10. A corner module assembly for a vehicle, characterized in that, The vehicle includes a corner module device according to claim 8 or 9, wherein there are multiple corner module devices, and the multiple corner module devices include: a corner module device located at the front left, a corner module device located at the rear left, a corner module device located at the front right, and a corner module device located at the rear right, wherein the corner module device located at the front left and the corner module device located at the rear right have the same structure, and the corner module device located at the rear left and the corner module device located at the front right have the same structure.

11. A vehicle, characterized in that, It includes the corner module device of the vehicle according to claim 8 or 9, or the corner module assembly of the vehicle according to claim 10.

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