Corner Module Steering Architecture for Flexible Wheel Alignment
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Existing corner module apparatuses for vehicles lack the ability to freely adjust the number and alignment of wheels, and they cannot independently control the operations of each wheel, limiting their adaptability and performance.
Innovation Solution
A corner module apparatus that includes a driving unit, a braking unit, a suspension unit, and a steering unit, where the steering unit comprises a first steering main body, a second steering main body, and a steering driving unit, allowing for independent control of each wheel's operations and adjustable steering angles.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a conventional corner module apparatus is used, then the structure is simple, but the ability to freely adjust the number and alignment of wheels is limited
Solution Approach 1:
The steering unit is divided into a first steering main body and a second steering main body, allowing independent adjustment of wheel alignment and number. This segmentation enables the system to achieve high adaptability for different wheel configurations without requiring a complete redesign of the entire steering system.
Solution Approach 2:
The corner module apparatus is designed with multi-functional capabilities, where the steering unit can accommodate various wheel arrangements (different numbers and alignments) through its modular structure. This universality allows a single apparatus design to serve multiple vehicle types and configurations.
2Adaptability or versatility
If a conventional steering system is used, then the structure is compact, but independent control of each wheel operation is not possible
Solution Approach 1:
The steering system is segmented into separate control units for different wheels, with each wheel having its own steering main body that can be independently controlled. This allows each wheel to operate autonomously while maintaining a relatively compact overall structure through the modular architecture.
Solution Approach 2:
The system incorporates dynamic control capabilities where the steering angle of each wheel can be adjusted independently in real-time. The first and second steering main bodies enable dynamic reconfiguration of wheel positions and orientations to optimize performance for different driving conditions.
3Ease of operation
If the steering axis is inclined at a predetermined angle, then the steering range is widened, but the structural complexity increases
Solution Approach 1:
The steering axis is intentionally inclined at a predetermined angle rather than being vertical, creating an asymmetric configuration that expands the achievable steering angle range. This asymmetric design is implemented through the specific geometric arrangement of the first and second steering main bodies, allowing wider steering motion while maintaining structural integrity.
4Reliability
If wheel operations are independently controlled, then vehicle performance is optimized, but the manufacturing complexity increases
Solution Approach 1:
The independent control capability is achieved through modular segmentation of the steering system into standardized units (first and second steering main bodies). This modular approach allows each module to be manufactured separately using standardized processes, then assembled into the final configuration, thereby maintaining mass production efficiency while enabling independent wheel control for optimized vehicle performance.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The apparatus enables improved design flexibility and mass production of purpose-built vehicles by allowing adjustments in wheel arrangement, and it provides stable driving capabilities with a wider range of steering angles, including rotation at its own position and side driving.
Implementation Method 1
a decelerator provided between the input shaft and the output shaft and configured to transfer rotatory power of the input shaft to the output shaft
Implementation Method 2
the decelerator may be a strain wave gear... a flex spline connected to the output shaft, engaged with the circular spline, and rotated in conjunction with rotation of the wave generator
Data Source
Figure 1
Figure 2
Figure 3
AI summary
A corner module apparatus (200) for a vehicle include: a driving unit (2100) configured to provide drive power to a wheel (300), a braking unit (2200) configured to interfere with rotation of the wheel (300) and to generate braking power, a suspension unit (2300) connected to the driving unit (2100) and configured to absorb shock transferred from a road surface, and a steering unit (2400) connected to the suspension unit (2300) and configured to adjust a steering angle of the wheel (300), wherein the steering unit (2400) includes a first steering main body (2411) fixed to a frame module (100), a second steering main body (2412) supported on the first steering main body (2411) in a manner that is rotatable on a steering axis and connected to the suspension unit (2300), and a steering driving unit (2420) installed on the first steering main body (2411) and configured to rotate the second steering main body (2412) relatively to the first steering main body (2411).