CN117622303A - Single trailing arm suspension, angle module structure and vehicle - Google Patents

Single trailing arm suspension, angle module structure and vehicle Download PDF

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Publication number
CN117622303A
CN117622303A CN202311757135.8A CN202311757135A CN117622303A CN 117622303 A CN117622303 A CN 117622303A CN 202311757135 A CN202311757135 A CN 202311757135A CN 117622303 A CN117622303 A CN 117622303A
Authority
CN
China
Prior art keywords
assembly
trailing arm
shaft
reduction
wheel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202311757135.8A
Other languages
Chinese (zh)
Inventor
邓晓茜
杨志强
迟达
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Tsinghua University
Suzhou Automotive Research Institute of Tsinghua University
Original Assignee
Tsinghua University
Suzhou Automotive Research Institute of Tsinghua University
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Tsinghua University, Suzhou Automotive Research Institute of Tsinghua University filed Critical Tsinghua University
Priority to CN202311757135.8A priority Critical patent/CN117622303A/en
Publication of CN117622303A publication Critical patent/CN117622303A/en
Pending legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D3/00—Steering gears
    • B62D3/02—Steering gears mechanical
    • B62D3/12—Steering gears mechanical of rack-and-pinion type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G15/00—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type
    • B60G15/02—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0409—Electric motor acting on the steering column
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/18—Steering knuckles; King pins
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/13—Independent suspensions with longitudinal arms only
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/40—Indexing codes relating to the wheels in the suspensions
    • B60G2200/422—Driving wheels or live axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/40—Indexing codes relating to the wheels in the suspensions
    • B60G2200/44—Indexing codes relating to the wheels in the suspensions steerable
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/30—Spring/Damper and/or actuator Units
    • B60G2202/31—Spring/Damper and/or actuator Units with the spring arranged around the damper, e.g. MacPherson strut
    • B60G2202/312—The spring being a wound spring

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

The invention relates to the technical field of vehicle engineering, and particularly discloses a single-trailing arm suspension, an angle module structure and a vehicle, wherein the single-trailing arm suspension comprises a trailing arm speed reduction assembly and a knuckle; the inside of the trailing arm speed reducing assembly is provided with a speed reducing mechanism, an output shaft of the speed reducing mechanism is rotationally connected with the trailing arm speed reducing assembly, an axis extension line of the output shaft of the speed reducing mechanism is perpendicular to the ground, one end of the steering knuckle is fixedly connected with the output shaft of the speed reducing mechanism, and the other end of the steering knuckle is fixedly connected with the wheel assembly. The reduction mechanism is arranged in the trailing arm reduction assembly to drive the steering knuckle to rotate so as to drive the wheel assembly to steer, so that the decoupling of the suspension and steering is realized, and meanwhile, the wheel assembly always follows the ZX plane of the frame when jumping, so that the projected corner of the wheel assembly on the XY plane of the frame is consistent with the target corner in the steering process, and the steering precision is ensured.

Description

Single trailing arm suspension, angle module structure and vehicle
Technical Field
The invention relates to the technical field of vehicle engineering, in particular to a single trailing arm suspension, an angle module structure and a vehicle.
Background
The corner module refers to an integrated module assembly integrating a driving function, a braking function, a suspension function and a steering function, and the module assembly is positioned at each wheel end corner of the vehicle and is called a corner module. By adopting four-wheel steering, the running functions of transverse, oblique and in-situ steering can be realized, and the maneuverability and flexibility of the vehicle are improved. The distributed driving mode is adopted, the multiple-wheel driving is redundant, and the safety is high. The transmission chain is short, the efficiency is high, the response is quick, and the economy is improved. The power, transmission and braking systems are highly integrated, the steering gear and the steering pull rod are eliminated, and the arrangement space of the chassis is improved.
In the prior art, structural members of a suspension frame system are adopted to participate in steering, namely, the suspension subsystem and the steering subsystem are not decoupled, and the problems of overlarge steering envelope, large occupied space, difficult arrangement and the like exist. When the vehicle runs on a rough road, the wheels swing along with the swing arms, so that the included angle between the wheels and the ZX plane of the vehicle changes, and the problem that the actual projected corner of the wheels on the XY plane is inconsistent with the target corner during steering is caused. Thereby affecting the accuracy of the target turning angle of the vehicle.
Disclosure of Invention
The invention aims to provide a single trailing arm suspension, an angle module structure and a vehicle, which are used for solving the problem that the existing device occupies excessive inner space of a container.
The invention provides a single trailing arm suspension, which comprises a trailing arm speed reducing assembly and a knuckle, wherein the trailing arm speed reducing assembly is connected with a frame through a shock absorber assembly, and an axis extension line of the shock absorber assembly is parallel to a ZX plane of the frame; the inside of the trailing arm speed reducing assembly is provided with a speed reducing mechanism, an output shaft of the speed reducing mechanism is rotationally connected with the trailing arm speed reducing assembly, an axis extension line of the output shaft of the speed reducing mechanism is perpendicular to the ground, one end of the steering knuckle is fixedly connected with the output shaft of the speed reducing mechanism, and the other end of the steering knuckle is fixedly connected with the wheel assembly.
As the preferable technical scheme of single trailing arm suspension, trailing arm speed reducing assembly includes last casing and lower casing, and it has the speed reduction space to go up casing and lower casing jointly, and reduction gears sets up in the speed reduction space, and reduction gears's output shaft stretches out lower casing and with knuckle fixed connection.
As the preferable technical scheme of single trailing arm suspension, reducing mechanism includes driving gear, intermediate gear and driven gear, and driving gear and intermediate gear fixed cover are established on same axle, and driven gear and intermediate gear meshing, driven gear and intermediate gear's transmission ratio are greater than 1, and driven gear can drive output shaft rotation.
As the preferred technical scheme of single trailing arm suspension, the reducing mechanism still includes first speed reducing shaft and second speed reducing shaft, go up casing and lower casing and all be provided with first axle bed and second axle bed relatively, the both ends of first speed reducing shaft pass through two first bearings and set up between two first axle beds, the both ends of second speed reducing shaft pass through two second bearings and set up between two second axle beds, driving gear and intermediate gear fixed cover are established on one of first speed reducing shaft and second speed reducing shaft, driven gear fixed cover is established on the other of first speed reducing shaft and second speed reducing shaft, output shaft and be provided with driven gear's first speed reducing shaft or second speed reducing shaft fixed connection.
As the preferable technical scheme of single trailing arm suspension, still be provided with trailing arm connecting portion on the trailing arm deceleration assembly, the X direction of trailing arm connecting portion along the frame extends, and the tip fixedly connected with copper sheathing of trailing arm connecting portion, the axis extension line of copper sheathing is perpendicular with the ZX plane of frame, and the copper sheathing rotates with the frame to be connected.
The invention provides an angle module structure which comprises a gear motor assembly and a single trailing arm suspension frame in any scheme, wherein the gear motor assembly is connected with a trailing arm speed reducing assembly of the single trailing arm suspension frame, and the gear motor assembly is used for driving a speed reducing mechanism to operate.
As the preferable technical scheme of angle module structure, the wheel assembly includes wheel, in-wheel motor and fixed axle, and in-wheel motor is connected and is used for driving the wheel rotation with the wheel, and the fixed axle is connected with the wheel, and the wheel assembly can rotate around the axis of fixed axle.
As the preferable technical scheme of the angle module structure, the angle module structure further comprises a brake assembly, wherein the brake assembly is connected with the wheel assembly and used for braking the wheel assembly.
As the preferred technical scheme of angle module structure, the knuckle is provided with fixing base and calliper seat, and fixed axle and fixing base fixed connection, the brake caliper and the calliper seat fixed connection of stopper assembly.
The invention provides a vehicle, which comprises a vehicle frame and an angle module structure of the scheme, wherein a longitudinal arm speed reducing assembly of the angle module structure is connected with the vehicle frame.
The beneficial effects of the invention are as follows:
the invention provides a single trailing arm suspension, which comprises a trailing arm speed reducing assembly and a knuckle, wherein the trailing arm speed reducing assembly is connected with a frame through a shock absorber assembly, and an axis extension line of the shock absorber assembly is parallel to a ZX plane of the frame; the inside of the trailing arm speed reducing assembly is provided with a speed reducing mechanism, an output shaft of the speed reducing mechanism is rotationally connected with the trailing arm speed reducing assembly, an axis extension line of the output shaft of the speed reducing mechanism is perpendicular to the ground, one end of the steering knuckle is fixedly connected with the output shaft of the speed reducing mechanism, and the other end of the steering knuckle is fixedly connected with the wheel assembly. The reduction mechanism is arranged in the trailing arm reduction assembly to drive the knuckle to rotate so as to drive the wheel assembly to steer, and the decoupling of the suspension and steering is realized, so that the steering movement envelope is reduced, the space is saved, and the arrangement is more convenient. And because the shock absorber assembly is arranged along the ZX plane of the frame, the wheel assembly always follows the ZX plane of the frame when jumping, so that the projected corner of the wheel assembly on the XY plane of the frame is consistent with the target corner in the steering process, and the steering precision is ensured.
Drawings
FIG. 1 is a schematic view of a single trailing arm suspension according to an embodiment of the invention;
FIG. 2 is a front view of a single trailing arm suspension according to an embodiment of the invention;
FIG. 3 is a side view of a single trailing arm suspension according to an embodiment of the invention;
FIG. 4 is a schematic view of a trailing arm deceleration assembly according to an embodiment of the invention;
FIG. 5 is an exploded view of a trailing arm reduction assembly according to an embodiment of the invention;
FIG. 6 is a schematic view of the upper housing of the trailing arm reduction assembly according to the embodiment of the invention;
FIG. 7 is a schematic view of the lower housing of the trailing arm reduction assembly according to the embodiment of the invention;
FIG. 8 is a front view of the lower housing of the trailing arm reduction assembly according to the embodiment of the invention;
FIG. 9 is a schematic view of a steering knuckle according to an embodiment of the present invention;
FIG. 10 is a schematic diagram of a gear motor assembly according to an embodiment of the present invention;
FIG. 11 is a schematic illustration of the assembled wheel assembly and brake assembly of an embodiment of the present invention;
FIG. 12 is a schematic view of a single trailing arm suspension according to an embodiment of the invention after being connected to a frame.
In the figure:
100. a frame; 200. a wheel assembly; 210. a fixed shaft; 300. a shock absorber assembly; 400. a brake assembly; 410. a brake caliper; 420. a brake disc; 500. a gear motor assembly; 510. a steering motor; 520. a drive shaft;
1. an upper housing; 11. a through hole; 12. a connecting boss;
2. a lower housing; 21. a first shaft seat; 22. a second axle seat; 23. a trailing arm connection portion; 24. a copper sleeve;
3. a speed reducing mechanism; 31. a first reduction shaft; 311. a drive gear; 312. a key; 313. an intermediate gear; 314. a first bearing; 32. a second reduction shaft; 321. an output gear; 322. a second bearing; 33. a flange shaft;
4. a knuckle; 41. a flange seat; 42. a fixing seat; 43. and a caliper base.
Detailed Description
The following description of the embodiments of the present invention will be made more apparent and fully hereinafter with reference to the accompanying drawings, in which some, but not all embodiments of the invention are shown. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
In the description of the present invention, it should be noted that the directions or positional relationships indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings, are merely for convenience of describing the present invention and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Wherein the terms "first location" and "second location" are two distinct locations and wherein the first feature is "above," "over" and "over" the second feature includes the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is level above the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
In the description of the present invention, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present invention can be understood as appropriate by those of ordinary skill in the art.
Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the invention.
For explanation, the present embodiment will be described with reference to a vehicle coordinate system. The prior art definition of the vehicle coordinate system is incorporated herein by reference: the direction in which the vehicle travels forward and backward is defined as the X-axis direction, the directions of the left and right sides of the vehicle are defined as the Y-axis direction, and the up-down direction of the vehicle is defined as the Z-axis direction. In the present embodiment, the coordinate system of the vehicle coincides with the directional orientation of the coordinate system of the frame 100.
As shown in fig. 1 to 9, the present invention provides a single trailing arm suspension, comprising a trailing arm deceleration assembly and a knuckle 4, wherein the trailing arm deceleration assembly is connected with a frame 100 through a shock absorber assembly 300, and an axis extension line of the shock absorber assembly 300 is parallel to a ZX plane of the frame 100; the inside of the trailing arm speed reducing assembly is provided with a speed reducing mechanism 3, an output shaft of the speed reducing mechanism 3 is rotationally connected with the trailing arm speed reducing assembly, an axis extension line of the output shaft of the speed reducing mechanism 3 is perpendicular to the ground, one end of a steering knuckle 4 is fixedly connected with the output shaft of the speed reducing mechanism 3, and the other end of the steering knuckle 4 is fixedly connected with a wheel assembly 200. The reduction mechanism 3 is arranged in the trailing arm reduction assembly to drive the knuckle 4 to rotate so as to drive the wheel assembly 200 to turn, and the decoupling of the suspension and the turning is realized, so that the movement envelope of the turning is reduced, the space is saved, and the arrangement is more convenient. And because the shock absorber assembly 300 is arranged along the ZX plane of the frame 100, the wheel assembly 200 always follows the ZX plane of the frame 100 when jumping, so that the projected corner of the wheel assembly 200 on the XY plane of the frame 100 is consistent with the target corner in the steering process, and the steering precision is ensured.
Further, as shown in fig. 4 to 8, the trailing arm reduction assembly includes an upper housing 1 and a lower housing 2. The openings of the upper and lower cases 1 and 2 are disposed opposite to each other and a deceleration space is formed together after the upper and lower cases 1 and 2 are fixedly connected. The speed reducing mechanism 3 is arranged in the speed reducing space, and an output shaft of the speed reducing mechanism 3 extends out of the lower shell 2 and is fixedly connected with the steering knuckle 4. Referring to fig. 5, the reduction mechanism 3 includes a driving gear 311, an intermediate gear 313, and a driven gear. The driving gear 311 and the intermediate gear 313 are fixedly sleeved on the same shaft, the driven gear is meshed with the intermediate gear 313, and the transmission ratio of the driven gear to the intermediate gear 313 is greater than 1. The driven gear can drive the output shaft to rotate, thereby driving the knuckle 4 to rotate. The output shaft is configured as a flange shaft 33, and one end of the flange shaft 33 provided with a flange extends out of the lower housing 2 and is fixedly connected with the knuckle 4. The reduction mechanism 3 further includes a first reduction shaft 31 and a second reduction shaft 32, and the upper case 1 and the lower case 2 are respectively provided with a first shaft seat 21 and a second shaft seat 22. When the upper housing 1 and the lower housing 2 are fixedly installed, the first shaft seat 21 of the upper housing 1 and the first shaft seat 21 of the lower housing 2 are aligned, and the second shaft seat 22 of the upper housing 1 and the second shaft seat 22 of the lower housing 2 are aligned. The first reduction shaft 31 is disposed between the two first shaft seats 21 at both ends thereof through two first bearings 314, and the second reduction shaft 32 is disposed between the two second shaft seats 22 at both ends thereof through two second bearings 322. The driving gear 311 and the intermediate gear 313 are fixedly sleeved on one of the first reduction shaft 31 and the second reduction shaft 32, the driven gear is fixedly sleeved on the other of the first reduction shaft 31 and the second reduction shaft 32, and the flange shaft 33 is fixedly connected with the first reduction shaft 31 or the second reduction shaft 32 provided with the driven gear, so that speed reduction and torque increase are realized.
Specifically, in the present embodiment, the first reduction shaft 31 is fixedly sleeved with the driving gear 311 and the intermediate gear 313. The driving gear 311 is keyed or integrally provided with the first reduction shaft 31, and the intermediate gear 313 is fixedly coupled with the first reduction shaft 31 by a key 312. The second reduction shaft 32 is fixedly sleeved with a driven gear, the driven gear and the second reduction shaft 32 are integrally arranged, and the flange shaft 33 is fixedly connected with the second reduction shaft 32. The second reduction shaft 32 is provided as a hollow shaft and is internally provided with radial projections, and one of the shaft sections of the flange shaft 33 is provided with grooves which cooperate with the projections. In order to prevent the flange shaft 33 from falling off, the shaft section of the upper end of the flange shaft 33 is provided with external threads, a through hole is provided on the upper housing 1, the upper end of the flange shaft 33 passes through the through hole, is engaged with the external threads of the upper end of the flange shaft 33 by a nut, and the nut is in contact with the inner ring of the second bearing 322 on the second bearing seat 22 of the upper housing 1. The second reduction shaft 32 can drive the flange shaft 33 to rotate, and further drive the knuckle 4 to rotate around the axis of the flange shaft 33, so as to steer the wheel assembly 200, that is, the steering axis of the wheel assembly 200 is the axis of the flange shaft 33, and the axis of the flange shaft 33 is shown as an axis a in fig. 2-3.
Further, as shown in fig. 7 to 8, the upper housing 1 or the lower housing 2 of the trailing arm reduction assembly is further provided with a trailing arm connecting portion 23, and the trailing arm connecting portion 23 extends in the X direction of the vehicle frame 100 and extends in a direction away from the shock absorber assembly 300. The longitudinal arm connecting part 23 is integrally arranged with the upper shell 1 or the lower shell 2, the end part of the longitudinal arm connecting part is fixedly connected with a copper sleeve 24, the axis extension line of the copper sleeve 24 is perpendicular to the ZX plane of the frame 100, and the copper sleeve 24 is rotationally connected with the frame 100. By providing the copper bush 24, wear of the trailing arm connecting portion 23 during relative rotation with the frame 100 is reduced.
Specifically, in the present embodiment, the damper assembly 300 is connected to one end of the lower housing 2, and the trailing arm connecting portion 23 is provided at the other end of the lower housing 2 and extends in a direction away from the damper assembly 300. When the wheels jump, the steering knuckle 4 drives the trailing arm speed reducing assembly to move relative to the frame 100, and the movement direction is always parallel to the ZX plane, so that the angle between the wheel assembly 200 and the ZX plane is prevented from changing. In this embodiment, the setting of the trailing arm speed reducing assembly realizes the function of the suspension, and meanwhile, the speed reducing mechanism 3 is integrated in the trailing arm speed reducing assembly, so that the structure is more compact, the occupied space is smaller, and the arrangement is easier.
As shown in fig. 1 to 11, the present invention provides an angle module structure including a gear motor assembly 500, a wheel assembly 200, a brake assembly 400, and a single trailing arm suspension in this embodiment. The gear motor assembly 500 is connected with a trailing arm speed reducing assembly of the single trailing arm suspension, and the gear motor assembly 500 is used for driving the speed reducing mechanism 3 to operate, so that the steering knuckle 4 drives the wheel assembly 200 to steer. Referring to fig. 10, the gear motor assembly 500 includes a steering motor 510 and a driving shaft 520, and a worm gear reduction device is disposed inside the steering motor 510 and outputs power through the driving shaft 520. Referring to fig. 4-6, three connection bosses 12 are provided on the upper housing 1, and the steering motor 510 is fixedly connected with the upper housing 1 through the connection bosses 12. At the same time, a through hole 11 is provided in the upper case 1 for the driving shaft 520 to pass through, and the driving shaft 520 is preferably provided as a gear shaft which is meshed with the driving gear 131 of the reduction mechanism 3 after passing through the through hole 11. The transmission ratio of the driving gear 131 to the gear shaft is greater than 1, the rotation of the steering motor 510 firstly carries out speed reduction and torque increase through the internal worm gear, then carries out speed reduction and torque increase through the gear shaft and the driving gear 311 for the second time, and finally carries out speed reduction and torque increase through the intermediate gear 313 and the driven gear for the third time, so as to meet the torque requirement required by the steering of the wheel assembly 200.
Further, the wheel assembly 200 includes a wheel, an in-wheel motor, and a stationary shaft 210. The hub motor is connected with the wheel and used for driving the wheel to rotate. The stationary shaft 210 is coupled to the wheel, and the wheel assembly 200 is rotatable about an axis of the stationary shaft 210. The brake assembly 400 is coupled to the wheel assembly 200 and is used to brake the wheel assembly 200. The brake assembly 400 includes a brake disc 420 fixedly coupled to the wheel assembly 200 and capable of rotating synchronously with the wheel assembly 200, and a brake caliper 410 capable of clamping the brake disc 420 to effect braking of the wheel assembly 200.
The angle module structure provided by the embodiment decouples the suspension and steering, and the movement envelope is smaller when steering. Meanwhile, the multi-stage speed regulation is carried out through the gear motor assembly 500 and the speed reducing mechanism 3 integrated to the trailing arm speed reducing assembly, so that the torque requirement during steering is met. In addition, as the speed reducing assembly is arranged in the trailing arm speed reducing assembly and drives the knuckle 4 to rotate, the function of steering is integrated while the wheel assembly 200 is connected with the frame 100, and the structure is more compact.
As shown in fig. 12, the present invention provides a vehicle including a frame 100 and an angle module structure in the present embodiment, a trailing arm reduction assembly of the angle module structure is connected to the frame 100. By providing the corner module structure in this embodiment, the vehicle is more compact in structure, the steering envelope is smaller, and the wheel assembly 200 can achieve ±90° steering. Meanwhile, the steering precision of the vehicle is higher, and a plurality of angle modules are mutually matched, so that the vehicle can realize a plurality of modes such as four-wheel steering, in-situ steering, crab running, transverse running and the like. When the vehicle runs on the road surface with the obstacle, the angle between the wheel assembly 200 and the ZX plane of the vehicle is not changed, so that the steering precision of the vehicle is unchanged, and the accuracy of the running action of the vehicle is ensured.
It is to be understood that the above examples of the present invention are provided for clarity of illustration only and are not limiting of the embodiments of the present invention. Other variations or modifications of the above teachings will be apparent to those of ordinary skill in the art. It is not necessary here nor is it exhaustive of all embodiments. Any modification, equivalent replacement, improvement, etc. which come within the spirit and principles of the invention are desired to be protected by the following claims.

Claims (10)

1. Single trailing arm suspension, characterized by comprising:
the longitudinal arm speed reduction assembly is connected with the frame (100) through a shock absorber assembly (300), and an axis extension line of the shock absorber assembly (300) is parallel to a ZX plane of the frame (100); the inside of the trailing arm speed reduction assembly is provided with a speed reduction mechanism (3), an output shaft of the speed reduction mechanism (3) is rotationally connected with the trailing arm speed reduction assembly, and an axis extension line of the output shaft of the speed reduction mechanism (3) is perpendicular to the ground;
the steering knuckle (4), one end of the steering knuckle (4) is fixedly connected with the output shaft of the speed reducing mechanism (3), and the other end of the steering knuckle (4) is fixedly connected with the wheel assembly (200).
2. The single trailing arm suspension according to claim 1, characterized in that the trailing arm deceleration assembly comprises an upper housing (1) and a lower housing (2), the upper housing (1) and the lower housing (2) together form a deceleration space, the deceleration mechanism (3) is disposed in the deceleration space, and an output shaft of the deceleration mechanism (3) extends out of the lower housing (2) and is fixedly connected with the knuckle (4).
3. The single trailing arm suspension according to claim 2, characterized in that the reduction mechanism (3) includes a driving gear (311), an intermediate gear (313) and a driven gear, the driving gear (311) and the intermediate gear (313) are fixedly sleeved on the same shaft, the driven gear is meshed with the intermediate gear (313), the transmission ratio of the driven gear and the intermediate gear (313) is greater than 1, and the driven gear can drive the output shaft to rotate.
4. A single trailing arm suspension according to claim 3, characterized in that the reduction mechanism (3) further comprises a first reduction shaft (31) and a second reduction shaft (32), the upper housing (1) and the lower housing (2) are each provided with a first shaft seat (21) and a second shaft seat (22), both ends of the first reduction shaft (31) are provided between the two first shaft seats (21) through two first bearings (314), both ends of the second reduction shaft (32) are provided between the two second shaft seats (22) through two second bearings (322), the driving gear (311) and the intermediate gear (313) are fixedly sleeved on one of the first reduction shaft (31) and the second reduction shaft (32), the driven gear is fixedly sleeved on the other of the first reduction shaft (31) and the second reduction shaft (32), and the output shaft is fixedly connected with the first reduction shaft (31) or the second reduction shaft (32) provided with a driven gear.
5. The single trailing arm suspension according to claim 1, wherein a trailing arm connecting portion (23) is further provided on the trailing arm speed reducing assembly, the trailing arm connecting portion (23) extends along the X direction of the frame (100), a copper bush (24) is fixedly connected to an end portion of the trailing arm connecting portion (23), an axis extension line of the copper bush (24) is perpendicular to the ZX plane of the frame (100), and the copper bush (24) is rotatably connected with the frame (100).
6. Angle module structure, characterized by comprising a gear motor assembly (500) and a single trailing arm suspension according to any of claims 1-5, said gear motor assembly (500) being connected to said trailing arm reduction assembly of said single trailing arm suspension, said gear motor assembly (500) being adapted to drive said reduction mechanism (3) in operation.
7. The corner module structure according to claim 6, wherein the wheel assembly (200) comprises a wheel, an in-wheel motor connected to the wheel for driving the wheel in rotation, and a stationary shaft (210), the stationary shaft (210) being connected to the wheel, the wheel assembly (200) being rotatable about an axis of the stationary shaft (210).
8. The corner module structure according to claim 7, further comprising a brake assembly (400), the brake assembly (400) being connected to the wheel assembly (200), the brake assembly (400) being adapted to brake the wheel assembly (200).
9. The corner module structure according to claim 8, wherein the knuckle (4) is provided with a fixing seat (42) and a caliper seat (43), the fixing shaft (210) is fixedly connected with the fixing seat (42), and a brake caliper (410) of the brake assembly (400) is fixedly connected with the caliper seat (43).
10. Vehicle comprising a frame (100), characterized in that it further comprises an angle module structure according to any one of claims 6-9, the trailing arm reduction assembly of which is connected to the frame (100).
CN202311757135.8A 2023-12-20 2023-12-20 Single trailing arm suspension, angle module structure and vehicle Pending CN117622303A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202311757135.8A CN117622303A (en) 2023-12-20 2023-12-20 Single trailing arm suspension, angle module structure and vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202311757135.8A CN117622303A (en) 2023-12-20 2023-12-20 Single trailing arm suspension, angle module structure and vehicle

Publications (1)

Publication Number Publication Date
CN117622303A true CN117622303A (en) 2024-03-01

Family

ID=90026862

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202311757135.8A Pending CN117622303A (en) 2023-12-20 2023-12-20 Single trailing arm suspension, angle module structure and vehicle

Country Status (1)

Country Link
CN (1) CN117622303A (en)

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