In-wheel Motor Shock Absorber Coupling Position Inversion
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Solution Overview
Problem
The existing coupling structure for in-wheel motor units and shock absorbers in vehicle suspensions limits space for other components like brake calipers, makes maintenance difficult, and results in excessive force on the shock absorber, particularly during steering, due to the forward shift of the shock absorber's lower end and large rotation radius around the kingpin axis.
Innovation Solution
The lower end of the shock absorber is fastened to the in-wheel motor unit on the vehicle center side in the vehicle width direction, allowing it to be pressed against the motor part, reducing space constraints, aligning the shock absorber axis closer to the wheel rotation axis, and enhancing the structural stiffness and reliability by direct contact with the motor part.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If the lower end portion of the shock absorber is coupled to the front side of the in-wheel motor unit, then the coupling structure is simplified, but space for disposing brake caliper is limited and maintenance becomes difficult
Solution Approach 1:
Instead of coupling the shock absorber to the front side of the motor unit as in conventional designs, this patent inverts the coupling position to the vehicle center side (rear side) of the motor unit. This inversion resolves the contradiction by providing adequate space for brake caliper installation and maintenance accessibility while maintaining coupling functionality.
2Ease of manufacture
If the lower end portion of the shock absorber is shifted forward relative to the wheel rotation axis, then the coupling structure is easier to implement, but relatively large force acts on the shock absorber in a direction that intersects with the absorber axis
Solution Approach 1:
The patent inverts the conventional forward shift approach by positioning the shock absorber lower end at the vehicle center side of the motor unit, which effectively shifts it backward relative to the wheel rotation axis. This inversion reduces the intersecting force on the shock absorber during bounding and rebounding, thereby improving shock absorber strength while maintaining manufacturing feasibility.
3Device complexity
If the lower end portion of the shock absorber rotates at a relatively large radius around the kingpin axis during turning, then the steering mechanism is simplified, but relatively large space needs to be ensured for the rotation
Solution Approach 1:
By inverting the shock absorber coupling position to the vehicle center side of the motor unit, the patent reduces the rotation radius of the shock absorber lower end around the kingpin axis during steering. This inversion decreases the space required for rotation while maintaining steering mechanism simplicity.
Data Source
AI summary
An in-wheel motor unit coupling structure includes an in-wheel motor unit and a shock absorber. The in-wheel motor unit is disposed inside a wheel of a vehicle. The in-wheel motor unit is configured to support the wheel such that the wheel is rotatable. The in-wheel motor unit includes an electric motor that serves as a rotational driving source of the wheel. The shock absorber is coupled to the in-wheel motor unit. The shock absorber is a component of a vehicle suspension. A lower end portion of the shock absorber is fastened to a vehicle center side, in a vehicle width direction, of a motor part so as to be pressed against the motor part outward from the vehicle in the vehicle width direction. The motor part is a part in which the electric motor of the in-wheel motor unit is built.