Vehicle Corner Module Layout for Durable In-Wheel Drive Steering
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Solution Overview
Problem
Conventional e-corner modules face challenges in wiring configuration complexity, durability due to high-speed motor movement, and layout issues with large motors and steering systems, leading to potential disconnection and inefficient space usage.
Innovation Solution
A corner module design featuring a suspension system, a case supporting in-wheel and steering motors, and power transmission mechanisms that allow for compact, simplified configuration and improved durability by integrating motors and electronic brakes within a single case, with a bevel gear mechanism for efficient steering and a compact electronic brake system.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If the in-wheel motor is installed inside the rotating wheel to enable individual wheel drive, then driving stability and fuel efficiency are improved, but wiring configuration becomes difficult and durability decreases due to high-speed movement and frequent steering
Solution Approach 1:
The patent separates the in-wheel motor from the rotating wheel, placing the motor in a fixed position on the vehicle body while only the power transmission components (drive shaft, universal joint, CV joint) rotate with the wheel. This segmentation resolves the wiring complexity issue by keeping the motor stationary, eliminating the need for rotating electrical connections, while still achieving individual wheel drive through the power transmission mechanism.
2Productivity
If the in-wheel motor is installed inside the rotating wheel, then individual wheel drive is achieved, but durability decreases due to high-speed rotation and steering movement
Solution Approach 1:
The motor is segmented from the rotating assembly and placed in a fixed position, so it does not experience high-speed rotation or steering movement. Only the necessary power transmission components rotate, which significantly improves motor durability by eliminating mechanical stress from rotation and movement, while maintaining individual wheel drive capability through the power transmission system.
Solution Approach 2:
The patent introduces intermediate components (drive shaft, universal joint, CV joint) as mediators between the stationary motor and the rotating wheel. These intermediaries transmit power from the fixed motor to the rotating wheel, allowing the motor to remain stationary and durable while still enabling individual wheel drive.
3Ease of operation
If large motors are used to enable stationary steering, then steering capability is improved, but layout space requirements increase
Solution Approach 1:
The patent replaces the traditional mechanical stationary steering system (which would require large motors and complex mechanisms) with an electronic control system that actuates the power transmission components to change the drive shaft angle. This substitution dramatically reduces the space required for steering functionality while maintaining full steering capability.
Solution Approach 2:
Instead of using a large stationary motor for steering, the system dynamically adjusts the drive shaft angle through electronic actuation of the universal joint and CV joint mechanisms. This dynamic approach allows compact steering implementation while maintaining the ability to steer the wheel even when the vehicle is stationary.
4Force
If the electronic brake directly holds the rotating wheel, then braking force is achieved, but the system layout becomes large and complex
Solution Approach 1:
The patent introduces a brake shaft as an intermediary component between the electronic brake and the wheel. The brake shaft is connected to the drive shaft through a universal joint, allowing the brake to apply holding force to the rotating assembly without requiring direct connection to the wheel. This intermediary approach enables compact brake system layout while maintaining effective braking force.
Data Source
AI summary
A corner module of a vehicle includes: a suspension configured to be coupled to a vehicle body; a case configured to be coupled to the suspension and configured to be to be supported on the vehicle body via the suspension; an in-wheel motor disposed inside the case; a steering motor disposed inside the case; a first power transmission mechanism configured to connect the in-wheel motor and a vehicle wheel and configured to transmit a rotating force of the in-wheel motor to the vehicle wheel to drive the vehicle wheel; and a second power transmission mechanism configured to connect the steering motor and the vehicle wheel and configured to transmit a rotating force of the steering motor to the vehicle wheel to steer the vehicle wheel.