KR20230076747A - Corner module for power transmission device - Google Patents

Abstract

Provided is a corner module for a power transmission device, which can greatly enhance driving convenience. The power transmission device may comprise: a power source which generates power for driving a vehicle, outputs the power through an output shaft to which a drive gear is mounted, and includes a fixation unit extending toward one side in an axial direction; a drum which is formed in a cylindrical shape covering the power source and has one open axial surface, and in which a driven gear geared to the drive gear is provided at an external diameter portion of the drum; a drum cover which is coupled to one axial surface of the drum; and a wheel hub to which a tire is mounted and which is coupled to the drum to rotate with the drum together. The corner module may comprise: a suspension device which includes a knuckle connecting the power transmission device to a vehicle body and coupled to the fixation unit, and a frame connected to the knuckle to enable a relative movement; and a steering actuator which generates a steering force to transmit the same to at least one of the knuckle or the frame and then realize steering.

Description

Corner module for power train {CORNER MODULE FOR POWER TRANSMISSION DEVICE}

The present invention relates to a corner module for a power transmission device, and more particularly to a corner module for a power transmission device such as an in-wheel drive unit.

Due to recently strengthened environmental regulations and fuel economy regulations, the use of eco-friendly vehicles such as hybrid vehicles and electric vehicles is increasing. An eco-friendly vehicle includes an electric motor as a power source, and various types of eco-friendly vehicles may be implemented according to the arrangement of the electric motor and the reduction gear.

One of the various power source arrangement methods of an eco-friendly vehicle is a wheel driving device in which a power source is placed in or near a wheel hub. The conventional wheel drive device has a large size, so a part of the wheel drive device protrudes to the outside of the wheel hub, and a part of the wheel drive device that protrudes to the outside of the wheel hub interferes with vehicle parts such as a suspension device or a brake device. could cause Accordingly, in order to mount the conventional wheel drive device to a vehicle, a design change of a vehicle body or chassis is required.

In order to solve this problem, an in-wheel motor system has been developed. An in-wheel motor system is a system that places an electric motor and a reducer as a power source in a wheel hub. According to the conventional in-wheel motor system, the motor and reducer are disposed in the wheel hub, but the braking device, suspension device and/or steering device are provided separately from the in-wheel motor system. That is, the braking system, suspension system and/or steering system are not designed for an in-wheel motor system, but use a design for a typical vehicle. Accordingly, all of the advantages that the in-wheel motor system can realize have not been demonstrated.

Matters described in this background art section are prepared to enhance understanding of the background of the invention, and may include matters that are not prior art already known to those skilled in the art to which this technique belongs.

An embodiment of the present invention is a corner module for a power transmission device that can be applied to an electric vehicle, an autonomous vehicle, and/or an unmanned vehicle by configuring an in-wheel motor system, a braking device, a suspension device, and/or a steering device as one module. want to provide

According to an embodiment of the present invention, a corner module for a power transmission device is provided.

The power transmission device generates power for driving a vehicle, outputs the power through an output shaft to which a drive gear is mounted, and includes a power source including a fixing part extending to one side in an axial direction; a drum formed in a cylindrical shape surrounding the power source, having one surface opened in an axial direction, and having a driven gear engaged with the drive gear on an outer diameter portion; a drum cover coupled to one surface of the drum in an axial direction; And it may include a wheel hub on which a tire is mounted and coupled to the drum to rotate together with the drum.

The corner module may include a suspension device connecting a power transmission device and a vehicle body, and including a knuckle coupled to the fixing part and a frame connected to the knuckle to enable relative movement; And it may include a steering actuator that implements steering by generating a steering force and transmitting it to at least one of the knuckle and the frame.

The suspension device may include an upper arm connecting an upper portion of the knuckle and a middle portion of the frame; And it may further include a lower arm connecting the lower part of the knuckle and the lower part of the frame.

The suspension device may further include a damper and a spring mounted between the lower arm and an upper portion of the frame.

An upper end of the damper may be coupled to an upper portion of the frame, and a lower end of the damper may be connected to a middle portion of the lower arm through a damper bushing.

In one aspect, the frame is coupled to the vehicle body, the corner module is a flexible coupling configured to correspond to the movement of the knuckle and transmit the steering force to the knuckle; And it may further include a steering arm configured to rotate the knuckle by transmitting the steering force transmitted from the flexible coupling to the knuckle.

The flexible coupling includes a flexible coupling shaft having a first ball at one end and a second ball at the other end; a first ball case that rotates by receiving the steering force and guides the movement of the first ball by accommodating the first ball; And it may include a second ball case that rotates by the steering force, transmits the steering force to the steering arm, accommodates the second ball, and guides the movement of the second ball.

The flexible coupling includes a first ball groove formed inside the first ball case and having the same diameter as the first ball; a first slot formed vertically on a side surface of the first ball case to define a set first direction; a first pin formed on the first ball, inserted into the first slot, and guided by the first slot; a second ball groove formed inside the second ball case and having the same diameter as the second ball; a second slot formed vertically on a side surface of the second ball case to define a second direction perpendicular to the first direction; And it may further include a second pin formed on the second ball and inserted into the second slot to be guided by the second slot.

One end of the upper arm is connected to the middle of the frame through an upper bush, the other end of the upper arm is connected to the upper part of the knuckle through an upper joint, and one end of the lower arm is connected to the lower part of the frame through a lower bush, The other end of the lower arm may be connected to a lower portion of the knuckle through a lower joint.

The steering actuator may be mounted on a frame diverging portion branched from an upper portion of the frame.

In another aspect, the steering actuator includes an actuator rod mounted in a frame and moving toward or away from the knuckle and having an actuator ball at the end, wherein the steering arm extends from the knuckle perpendicularly to a steering axis. It protrudes, and the flexible coupling connects the actuator rod and the steering arm to convert the movement of the actuator rod into the rotational movement of the knuckle.

An actuator ball groove rotatably surrounding the actuator ball may be formed at one end of the flexible coupling, and the other end of the flexible coupling may be connected to the steering arm through a rotatable joint.

In another aspect, the corner module further includes a body frame fixed to a vehicle body, a steering actuator is mounted on the body frame, the frame is rotatably disposed with respect to the vehicle body, and the steering force is applied to an upper portion of the frame. It is transmitted to the frame through the formed connection hub, and the steering force transmitted to the frame may be transmitted to the knuckle through the upper arm and the lower arm.

One end of the upper arm is connected to the middle of the frame through an upper bush, and the other end of the upper arm is connected to the top of the knuckle through an upper joint in which relative rotation is limited by a fixing pin, and one end of the lower arm is connected to the frame The lower arm may be connected to the lower part through a lower bush, and the other end of the lower arm may be connected to the lower part of the knuckle through a lower joint in which relative rotation is limited by a fixing pin.

The connection hub and the frame rotate around a rotational axis, the knuckle rotates around a steering axis, and the rotational axis and the steering axis may coincide with each other.

The power transmission device may further include a braking device configured to stop rotation of at least one of the drum, the drum cover, the wheel hub, and the output shaft.

In one aspect, the braking device is a caliper type braking device, and may be mounted on a drum cover to stop rotation of the drum cover.

In another aspect, the power source includes a power source housing, the braking device is a wet multi-plate braking device, and is mounted between the power source housing and the output shaft inside the power source housing to stop rotation of the output shaft. Can be configured.

In another aspect, the power source includes a power source housing, the braking device is a wet multi-plate braking device, and is mounted between the power source housing and the drum cover outside the power source housing to stop rotation of the drum cover. .

By configuring an in-wheel motor system, a braking system, a suspension system, and/or a steering system into one compact module, the usability of a vehicle's interior space can be improved, costs can be reduced, and overall weight can be reduced. In particular, if the corner module is applied to an autonomous vehicle and/or an unmanned vehicle along with an in-wheel motor system, the usable indoor space can be significantly increased.

Since steering can be realized by rotating a frame relatively movable with respect to the vehicle body, the turning radius of the vehicle can be reduced, and driving convenience can be significantly improved by enabling sideways driving, parallel driving, and 360-degree rotation.

In addition, effects that can be obtained or predicted due to the embodiments of the present invention will be directly or implicitly disclosed in the detailed description of the embodiments of the present invention. That is, various effects expected according to an embodiment of the present invention will be disclosed within the detailed description to be described later.

Embodiments herein may be better understood with reference to the following description in conjunction with the accompanying drawings in which like reference numbers indicate the same or functionally similar elements.
1 is a schematic configuration diagram of a corner module for a power transmission device according to a first embodiment of the present invention.
FIG. 2 is a configuration diagram of the flexible coupling of FIG. 1 .
FIG. 3 is another configuration diagram of the flexible coupling of FIG. 1 .
4 is a schematic configuration diagram of a corner module for a power transmission device according to a second embodiment of the present invention.
5 is a schematic configuration diagram of a corner module for a power transmission device according to a third embodiment of the present invention.
6 is a schematic configuration diagram of a corner module for a power transmission device according to a fourth embodiment of the present invention.
7 is an enlarged cross-sectional view of the braking device of FIG. 6;
8 is a schematic configuration diagram of a corner module for a power transmission device according to a fifth embodiment of the present invention.
It should be understood that the drawings referenced above are not necessarily drawn to scale, and present rather simplified representations of various preferred features illustrating the basic principles of the present invention. The specific design features of the present invention, including, for example, specific dimensions, orientation, location, and shape, will be determined in part by the specific intended application and environment of use.

The terms used herein are only for the purpose of describing specific embodiments and are not intended to limit the present invention. As used herein, the singular forms are intended to include the plural forms as well, unless the context clearly dictates otherwise. As used herein, the terms "comprises" and/or "comprising" indicate the presence of specified features, integers, steps, operations, elements, and/or components, but not one or more other features, integers, steps, or steps. It should also be understood that does not exclude the presence or addition of s, operations, components, and/or groups thereof. As used herein, the term "and/or" includes any one or all combinations of one or more of the associated listed items. The term "coupled" denotes a physical relationship between two components in which the components are directly connected to each other or indirectly through one or more intervening components.

“Coupling means” or similar terms means means for coupling at least two members to rotate together. Examples of coupling means include, but are not limited to, bolts, nuts, welding, press-fitting, bonding, splines, and the like.

“Operably connected” or similar terms means that at least two members are directly or indirectly connected to each other and capable of transmitting power. However, two operatively connected members do not always rotate at the same speed and in the same direction.

As used herein, terms such as “vehicle” or “vehicular” or other similar terms generally refer to cars, buses, trucks, and various commercial vehicles, including sport utility vehicles (SUVs). , ships, including various boats and ships, trains, aircraft, etc., including hybrid electric vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles and other alternative fuels (eg petroleum fuel obtained from other sources). As referenced herein, an electric vehicle (EV), as part of its driving force, derives electricity from a chargeable energy storage device (eg, one or more rechargeable electrochemical cells or other type of battery). It is a vehicle with power. EVs are not limited to automobiles, and may include motorcycles, carts, scooters, and the like. A hybrid vehicle is also a vehicle that has two or more power sources, eg, gasoline-based power and electric-based power (eg, a hybrid electric vehicle (HEV)).

According to the embodiments of the present invention, the in-wheel motor system, the braking device, the suspension device and/or the steering device are configured as a compact module by allowing the in-wheel motor system to be steered through the frame and/or the knuckle included in the suspension device. can do. Accordingly, utilization of the interior space of the vehicle may be improved, cost may be reduced, and overall weight may be reduced.

Hereinafter, a power transmission device according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

1 is a schematic configuration diagram of a corner module for a power transmission device according to a first embodiment of the present invention.

As shown in FIG. 1, the corner module 60 according to the first embodiment of the present invention is applied to a power transmission device 1 that is mounted in a wheel and functions as a wheel driving device. The power transmission device 1 includes a power source 10, a drum 20, a drum cover 30, and a wheel hub 40.

The power source 10 is connected to a power source (not shown) such as a battery to generate power for driving the vehicle. The power source 10 may be, but is not limited to, an electric motor including a stator generating a magnetic field, a rotor rotating by the magnetic field generated by the stator, and a motor shaft fixed to the rotor and rotating together with the rotor. The motor shaft is directly connected to the output shaft 16 or indirectly connected through a gear box (not shown), etc., so that power generated by the power source 10 is output through the output shaft 16 . A drive gear 18 is mounted on the output shaft 16, and the drive gear 18 and the output shaft 16 rotate together to output power.

The power source 10 includes a fixing part 12 and a support part 14 integrally formed. The fixing part 12 extends from the power source 10 to one side in the axial direction and protrudes out of the space within the wheel hub 40 . The fixing part 12 protruding out of the space within the wheel hub 40 is fixedly connected to the knuckle 62 of the suspension device through a coupling means such as a bolt. The support part 14 extends from the power source 10 to the other side in the axial direction. The fixing part 12 and the supporting part 14 improve the durability of the power source 10 by preventing the impact from the road surface during vehicle driving or the impact of the wheel during sudden acceleration or sudden braking from being directly transmitted to the power source 10.

The drum 20 forms a space for mounting the power source 10, and is formed in a generally cylindrical shape surrounding the power source 10. The drum 20 includes a drum disc portion 22 and a cylindrical portion 28.

The drum disc portion 22 is generally formed in a disc shape on one surface in the axial direction, and includes first and second step portions 24 and 26. The first stepped portion 24 is located inside the radius of the second stepped portion 26 . That is, the drum disc portion 22 extends radially outward from the wheel axis, extends to one side in the axial direction from the first stepped portion 24, and extends radially outward again from the second stepped portion 26. It extends again to one side in the axial direction and extends again to the outside in the radial direction. The first stepped portion 24 faces the support portion 14 in the radial direction. A bearing is disposed between the first stepped portion 24 and the support portion 14 so that the drum 20 is rotatably disposed with respect to the power source 10 . A coupling means such as a bolt for coupling with the wheel hub 40 may be formed integrally with the drum disc portion 22 or provided separately.

A driven gear 34 is provided on one side of the outer diameter portion of the drum disc portion 22 . The driven gear 34 may be manufactured separately from the drum disk part 22 and coupled to the drum disk part 22 through a coupling means such as a bolt or integrally formed with the drum disk part 22 . In one example, the driven gear 34 may be formed as a ring gear of a spiral bevel gear.

The driven gear 34 is axially meshed with the driving gear 18 . Accordingly, the drum 20 receives power from the power source 10 and rotates around the wheel axis. Since the number of gear teeth of the driven gear 34 is greater than the number of gear teeth of the driving gear 18, the rotational speed is reduced while power is transmitted from the power source 10 to the drum 20. That is, according to the first embodiment of the present invention, it is possible to obtain a reduction ratio necessary for start or high-speed driving of a vehicle through the driving gear 18 and the driven gear 34 meshed with each other. Accordingly, a compact and lightweight power transmission device 1 can be implemented due to the simple structure of the deceleration device.

The driving gear 18 and the driven gear 34 may be a pair of bevel gears, spiral bevel gears, or the like. As described above, the power transmission device 1 according to the first embodiment of the present invention can obtain a required reduction ratio with only a pair of gears, and thus obtain higher power transmission efficiency than a wheel drive system using a planetary gear and multi-stage reduction gears. can

The cylindrical portion 28 extends from the outer diameter end of the drum disc portion 22 to one side in the axial direction. Accordingly, a space in which the power source 10 is mounted is formed in the drum 20 .

The opposite surface of the drum disk part 22 of the drum 20 is open, and the drum cover 30 is coupled to the opposite surface of the drum disk part 22. The drum cover 30 is generally formed in a disk shape and includes a drum cover support surface 32 . The outer diameter portion of the drum cover 30 abuts on one end of the cylindrical portion 28 of the drum 20 and is coupled through a coupling means such as a bolt.

The drum cover support surface 32 extends from the inner circumferential surface of the drum cover 30 to one side in the axial direction. The drum cover support surface 32 surrounds at least a part of the fixing part 12 from the outer side in the radial direction of the fixing part 12 . Since the diameter of the drum cover support surface 32 is larger than the diameter of the fixing part 12, the drum cover support surface 32 is spaced from the fixing part 12 and faces the fixing part 12 in the radial direction. A bearing is disposed between the drum cover support surface 32 and the fixing part 12 so that the drum cover 30 is rotatably disposed with respect to the power source 10 . That is, the drum cover 30 coupled to the drum 20 may also rotate around the wheel axis by the power of the power source 10 . In addition, since bearings are disposed between the first stepped portion 24 of the drum 20 and the support portion 14 and between the drum cover support surface 32 of the drum cover 30 and the fixing portion 12, respectively, the power source ( 10) is fixed to the knuckle 62, while the drum 20 and the drum cover 30 are smoothly rotatable about the wheel axis with respect to the knuckle 62.

A braking device 50 for braking may be mounted on the drum cover 30 . The braking device 50 is a caliper-type braking device and may include a braking disk 52 and a pair of calipers 54 . In one example, the braking device 50 may be mounted on one surface of the drum cover 30 through a coupling means such as a bolt. That is, the braking disk 52 is mounted on one surface of the drum cover 30 through a coupling means and rotates together with the drum cover 30, and the pair of calipers 54 are based on the braking disk 52 are placed on both sides, respectively. The pair of calipers 54 move towards each other towards the brake disc 52 to counteract the rotation of the brake disc 52, thereby implementing braking. The type and mounting position of the braking device 50 is not limited to the drum cover 30 (see FIGS. 6 to 8). For example, the braking device 50 may be configured to stop rotation of any one of a drum, a drum cover, a wheel hub, and an output shaft.

The wheel hub 40 is operatively connected to the drum 20 to receive power from the drum 20 . The wheel hub 40 rotates around the wheel axis by the power and finally outputs power. The wheel hub 40 has a substantially cylindrical shape, and includes a shoulder portion 42, a coupling portion 44, and a tire mounting portion 46. The shoulder portion 42, the coupling portion 44, and the tire mounting portion 46 may be integrally formed.

The shoulder portion 42 extends in the axial direction to form a space in which the power transmission device 1 can be disposed. The shoulder portion 42 defines the axial width of the wheel hub 40, and at least the power source 10, the drum 20, and the drum cover 30 are within the axial width defined by the shoulder portion 42. Most can be placed. Accordingly, parts disposed outside the axial width of the wheel hub 40 can be minimized, thereby minimizing interference between the power transmission device 1 and parts of the vehicle. The shoulder portion 42 may be press-fitted into the cylindrical portion 28 of the drum 20 .

The coupling portion 44 extends from one end of the shoulder portion 42 to the inner side of the radius, and is coupled to the drum disk portion 22 of the drum 20 through a press fit or a coupling means such as a bolt.

The tire mounting portion 46 protrudes outward in the radial direction from both ends of the shoulder portion 42 in the axial direction. The tire 2 is mounted on the tire mounting portion 46 . The tire 2 may be a rubber tire, a urethane wheel, or the like.

On the other hand, in one aspect, the wheel hub 40 may be removed and the tire 2 may be directly mounted on the drum 20.

The corner module 60 according to the first embodiment of the present invention applicable to the power transmission device 1 includes a vehicle suspension device, a steering actuator 80, a flexible coupling 90, and a steering arm 92. include

The suspension device connects the power transmission device 1 and the vehicle body to support the weight of the vehicle body and at the same time alleviate vertical vibration of the wheel. The suspension device includes a knuckle 62, a frame 70, an upper arm 100, a lower arm 110, a damper 94, and a spring 96.

The knuckle 62 is coupled to one surface of the fixing part 12 through a coupling means such as a bolt to move together with the power source 10, particularly the power source housing. The upper part 64 of the knuckle 62 is connected to the middle part of the frame 70 through the upper arm 100, and the lower part 66 of the knuckle 62 is connected to the frame 70 through the lower arm 110 connected to the bottom of

The frame 70 is connected to the knuckle 62 through the upper arm 100 and the lower arm 110 to enable relative movement, and is fixed to a vehicle body (not shown) through a coupling means such as a bolt. The frame 70 includes a frame branching portion 72 , and the frame branching portion 72 branches from an upper portion of the frame 70 .

The upper arm 100 and the lower arm 110 are connected to each other so that the frame 70 and the knuckle 62 can move relative to each other. More specifically, one end of the upper arm 100 is connected to the middle of the frame 70 through the upper bush 104 so that the frame 70 can move up and down, and the other end of the upper arm 100 is The upper joint 102 (eg, a ball joint) is coupled to the upper portion 64 of the knuckle 62 so that the knuckle 62 can rotate about the steering axis R2. In addition, one end of the lower arm 110 is connected to the lower part of the frame 70 through a lower bush 114 so that the frame 70 can move up and down, and the other end of the lower arm 110 is knuckle 62 ) is connected to the lower part 66 of the knuckle 62 through a lower joint 112 (eg, a ball joint) so that it can rotate about the steering axis R2. Accordingly, the knuckle 62 can move in response to the vertical movement of the suspension device through the upper bush 104 and the lower bush 114, and the steering shaft R2 through the upper joint 102 and the lower joint 112. ) can be moved in response to steering motion centered on

The damper 94 is mounted between the frame 70 and the lower arm 110 to alleviate vibration caused by the relative movement of the vehicle body and the wheel. More specifically, the upper end of the damper 94 is coupled to the upper part of the frame 70 through a coupling means, and the lower end of the damper 94 is connected to the middle part of the lower arm 110 through a damper bushing 116 .

The spring 96 elastically supports the movement of the damper 94. The upper end of the spring 96 is connected to the upper part of the damper 94 connected to the frame 70, and the lower end of the spring 96 is connected to the lower part of the damper 94 connected to the lower arm 110.

The steering actuator 80 generates a steering force under the control of a controller (not shown), and applies the steering force to the knuckle 62 through the flexible coupling 90 and the steering arm 92 to rotate The steering actuator 80 is coupled to the end of the frame branch 72 through a coupling means such as a bolt. In one example, the steering actuator 80 may be an electric motor.

The output shaft of the steering actuator 80 is operatively connected to the steering gearbox 82. The steering gearbox 82 includes at least one pair of gears coupled to each other, converts the rotational speed of the inputted steering force according to a preset gear ratio, and transmits it to the flexible coupling 90 through the steering gearbox shaft 84 do. Thus, the steering gearbox shaft 84 rotates about the axis of rotation R1.

FIG. 2 is a configuration diagram of the flexible coupling of FIG. 1 , and FIG. 3 is another configuration diagram of the flexible coupling of FIG. 1 .

The flexible coupling 90 responds to vertical and horizontal movements of the knuckle 62 by the suspension device and is configured to transmit steering force to the knuckle 62 . As shown in FIGS. 2 and 3, the flexible coupling 90 includes a flexible coupling shaft 128 having a first ball 129 at one end and a second ball 139 at the other end, and A first ball case 120 for accommodating the first ball 129 and guiding the movement of the first ball 129, and a first ball case 120 for accommodating the second ball 139 and guiding the movement of the second ball 139 It includes a 2-ball case 130.

The first ball case 120 is connected to the steering gearbox shaft 84 and rotates together with the steering gearbox shaft 84. A first ball groove 122 having the same diameter as the diameter of the first ball 129 is formed inside the first ball case 120, and the first ball 129 moves up and down in the first ball groove 122. It is possible to move (in the Z direction) or rotate in a set first direction (rotating around the X axis). The set first direction is defined by at least one first slot 124 formed on a side surface of the first ball case 120 . More specifically, the first slot 124 is formed vertically (in the Z direction) on the side surface (both sides perpendicular to the Y axis) of the first ball case 120 corresponding to the set first direction, and Connected to the ball groove 122, the first ball 129 has at least one first pin 126 inserted into the first slot 124 and guided by the first slot 124. Accordingly, when the steering gearbox shaft 84 rotates, the first ball case 120 rotates together, and the first ball 129 also rotates by the first slot 124 and the first pin 126, The first ball 129 moves up and down (in the Z direction) within the first ball groove 122 or rotates (tilts) in a set first direction (a direction of rotation around the X axis). The number of the first pins 126 corresponds to the number of first slots 124 . For example, although two first pins 126 are illustrated in FIGS. 2 and 3 , the number of the first pins 126 is not limited thereto.

The second ball case 130 is connected to the steering arm 92 and rotates the steering arm 92 to realize steering. A second ball groove 132 having the same diameter as the diameter of the second ball 139 is formed inside the second ball case 130, and the second ball 139 moves up and down in the second ball groove 132. It is possible to move (in the Z direction) or rotate in the set second direction (the direction of rotation around the Y axis). The set second direction is defined by at least one second slot 134 formed on the side surface of the second ball case 130 and is perpendicular to the set first direction. More specifically, the second slot 134 is formed vertically (in the Z direction) on the side (both sides perpendicular to the X axis) of the second ball case 130 corresponding to the set second direction, and the second Connected to the ball groove 132, the second ball 139 is inserted into the second slot 134 and at least one second pin 136 guided by the second slot 134 is formed. Accordingly, when the first ball 129 rotates by the rotation of the steering gearbox shaft 84 and the flexible coupling shaft 128 rotates around the Z axis, the second ball 139 also rotates around the Z axis And the second ball case 130 also rotates around the steering axis R2 (at least parallel to the Z axis) by the second slot 134 and the second pin 136. In this process, the second ball 139 moves up and down (in the Z direction) in the second ball groove 132 or rotates (inclines) in a set second direction. Accordingly, the flexible coupling 90 can absorb vertical and horizontal movements of the knuckle 62 caused by the operation of the suspension device and transmit steering force to the knuckle 62 .

Meanwhile, the number of second pins 136 corresponds to the number of second slots 134 . For example, although two second pins 136 are illustrated in FIGS. 2 and 3 , the number of the second pins 136 is not limited thereto.

The steering arm 90 is connected to the second ball case 130 of the flexible coupling 90 and rotates together with the second ball case 130, and is connected to the upper part 64 of the knuckle 62 to rotate the knuckle 62 ) is rotated about the steering axis (R2) and transmits the steering force. The central axis of rotation of the second ball case 130, the central axis of rotation of the upper joint 102, and the central axis of rotation of the lower joint 112 may all coincide with the steering axis R2. To this end, the steering arm 90 may have a substantially 'c' shape with upper and lower ends extending toward the frame 70, and the upper part 64 and the upper part of the knuckle 62 in the space between the upper and lower ends. Joint 102 is located.

According to the first embodiment of the present invention, the knuckle 62 coupled to the fixing part 12 of the power source 10 and the frame 70 coupled to the vehicle body are connected to each other by the upper arm 100 and the lower arm 110. A suspension device is implemented by connecting the lower arm 110 and the frame 70 to enable relative motion, and mounting a damper 94 and a spring 96 between the lower arm 110 and the frame 70 . In addition, the steering actuator 80 is mounted on the frame branch 72 of the frame 70, and the steering force of the steering actuator 80 is coupled to the knuckle 62 through the flexible coupling 90. The steering arm 92 ) to implement steering. In addition, the flexible coupling 90 can absorb the motion of the suspension device unrelated to steering and at the same time stably transmit the steering force of the steering actuator 80 to the knuckle 62 .

4 is a schematic configuration diagram of a corner module for a power transmission device according to a second embodiment of the present invention.

As shown in FIG. 4 , the corner module 60 according to the second embodiment of the present invention is applicable to the power transmission device 1 . Here, the power transmission device 1 to which the corner module 60 according to the second embodiment of the present invention can be applied is the power transmission device 1 to which the corner module 60 according to the first embodiment of the present invention can be applied ), or very similar in structure. Therefore, description of the power transmission device 1 to which the corner module 60 according to the second embodiment of the present invention can be applied will be omitted.

The corner module 60 according to the second embodiment of the present invention is very similar to the corner module 60 according to the first embodiment of the present invention except for the type and position of the steering actuator 80 . Therefore, among the components of the corner module 60 according to the second embodiment of the present invention, descriptions of components identical or similar to those of the corner module 60 according to the first embodiment of the present invention are omitted or simplified. will make

The corner module 60 according to the second embodiment of the present invention includes a suspension device, a steering actuator 80, a flexible coupling 90, and a steering arm 92.

The suspension device includes a knuckle 62, a frame 70, an upper arm 100, a lower arm 110, a damper 94, and a spring 96.

The knuckle 62 is coupled to the fixing part 12 through a coupling means, the frame 70 is coupled to the vehicle body through a coupling means, and the knuckle 62 and the frame 70 are coupled to the upper arm 100 and the lower Through the arm 110, they are connected to each other to enable relative movement. In addition, the lower arm 110 and the upper portion of the frame 70 are connected by a damper 94 and a spring 96.

Meanwhile, an actuator mounting groove 74 is formed in the frame 70 , and a steering actuator 80 is mounted in the actuator mounting groove 74 . The steering actuator 80 is, but is not limited to, a linear actuator in which the actuator rod 140 advances toward the knuckle 62 or moves backward away from the knuckle 62 (eg, a ball and screw type actuator). or a rack and pinion type actuator, etc.). An actuator ball 142 is provided at the end of the actuator rod 140.

In addition, the knuckle 62 is provided with a steering arm 92 protruding perpendicular to the steering axis R2.

The flexible coupling 90 is configured to connect the actuator rod 140 and the steering arm 92 to correspond to vertical and horizontal movements of the knuckle 62 by the suspension device and transmit steering force to the knuckle 62. An actuator ball groove 144 is formed at one end of the flexible coupling 90 to rotatably surround the actuator ball 142 . The other end of the flexible coupling 90 is connected to the steering arm 92 through a rotatable joint 146 . Accordingly, the linear motion of the steering actuator 80 pushes or pulls the steering arm 92 through the flexible coupling 90 to rotate the knuckle 62 about the steering axis R2 to realize steering. In addition, the vertical and horizontal movements of the knuckle 62 according to the suspension and steering are absorbed by the flexible coupling 90 .

According to the second embodiment of the present invention, the linear actuator type steering actuator 80 is mounted in the actuator mounting groove 74 of the frame 70, and the forward or backward movement of the steering actuator 80 is controlled by a flexible coupling ( 90) to the steering arm 92 protruding from the knuckle 62 to rotate the knuckle 62 to implement steering. In addition, the flexible coupling 90 can absorb the motion of the suspension device unrelated to steering and at the same time stably transmit the steering force of the steering actuator 80 to the knuckle 62 .

5 is a schematic configuration diagram of a corner module for a power transmission device according to a third embodiment of the present invention.

As shown in FIG. 5 , the corner module 60 according to the third embodiment of the present invention is applicable to the power transmission device 1 . Here, the power transmission device 1 to which the corner module 60 according to the third embodiment of the present invention can be applied is the power transmission device 1 to which the corner module 60 according to the first embodiment of the present invention can be applied ), or very similar in structure. Therefore, description of the power transmission device 1 to which the corner module 60 according to the third embodiment of the present invention can be applied will be omitted.

The corner module 60 according to the third embodiment of the present invention is very similar to the corner module 60 according to the first embodiment of the present invention except for the way of implementing steering. More specifically, in the corner module 60 according to the first embodiment of the present invention, the steering actuator 80 transmits a steering force to the knuckle 62 through the flexible coupling 90 and the steering arm 92 to perform steering. However, in the corner module 60 according to the third embodiment of the present invention, the steering actuator 80 transmits steering force to the frame 70 to rotate the frame 70, and the frame 70 transmits the steering force to the upper It is transmitted to the knuckle 62 through the arm 100 and the lower arm 110 to implement steering. As described above, the corner module 60 according to the third embodiment of the present invention is very similar to the corner module 60 according to the first embodiment of the present invention except for the way in which steering is implemented. Among the components of the corner module 60 according to the third embodiment, descriptions of elements identical or similar to those of the corner module 60 according to the first embodiment of the present invention will be omitted or simplified.

The corner module 60 according to the third embodiment of the present invention includes a suspension device, a steering actuator 80, a body frame 150, and a connection hub 152. Here, the steering actuator 80 is connected to the body frame 150 through coupling means such as bolts, and the body frame 150 is fixed to the vehicle body.

The suspension device includes a knuckle 62, a frame 70, an upper arm 100, a lower arm 110, a damper 94, and a spring 96. The frame 70 is a separate component from the body frame 150 and is rotatably disposed with respect to the vehicle body. A connecting hub 152 is formed on the top of the frame 70, and the connecting hub 152 is connected to the steering gearbox shaft 84 so as to rotate together with the steering gearbox shaft 84. Therefore, by the steering force of the steering actuator 80, the steering gearbox shaft 84 rotates around the rotational shaft R1, and the connection hub 152 connected to the steering gearbox shaft 84 also rotates around the rotational shaft R1. and rotates the entire frame 70.

The knuckle 62 is coupled to the fixing part 12 through a coupling means, and the knuckle 62 and the frame 70 allow the knuckle 62 to move up and down through the upper arm 100 and the lower arm 110 However, the relative rotation of the knuckle 62 relative to the upper arm 100 and the lower arm 110 is limited. To this end, one end of the upper arm 100 is connected to the middle of the frame 70 through the upper bush 104 so that the frame 70 can move up and down, and the other end of the upper arm 100 is a fixing pin. It is connected to the upper part 64 of the knuckle 62 through the upper joint 102, the relative rotation of which is limited by 53. In addition, one end of the lower arm 110 is connected to the lower part of the frame 70 through a lower bush 114 so that the frame 70 can move up and down, and the other end of the lower arm 110 is fixed by a fixing pin 53 ) It is connected to the lower part 66 of the knuckle 62 through the lower joint 112 in which relative rotation is limited by ). In addition, the lower arm 110 and the upper portion of the frame 70 are connected by a damper 94 and a spring 96.

As described above, when the connecting hub 152 and the frame 70 rotate about the rotational axis R1 by the steering force of the steering actuator 80, the upper arm connecting the frame 70 and the knuckle 62 to each other The knuckle 62 rotates around the steering axis R2 by the 100 and the lower arm 110 to implement steering. Here, the rotation axis R1 and the steering axis R2 may coincide with each other. Accordingly, the turning radius of the vehicle may be reduced.

According to the third embodiment of the present invention, when the frame 70 is rotatably disposed with respect to the vehicle body and the steering actuator 80 rotates the entire frame 70, the upper arm 100 and the lower arm 110 As a result, the knuckle 62 rotates around the steering axis R2 to implement steering.

6 is a schematic configuration diagram of a corner module for a power transmission device according to a fourth embodiment of the present invention, and FIG. 7 is an enlarged cross-sectional view of the braking device of FIG. 6 .

As shown in FIG. 6, the corner module 60 according to the fourth embodiment of the present invention is the same as or very similar to the corner module 60 according to the first embodiment of the present invention, but the corner module 60 The power transmission device 1 to which this can be applied is different. Therefore, description of the corner module 60 according to the fourth embodiment of the present invention will be omitted.

In addition, the power transmission device 1 according to the fourth embodiment of the present invention is very similar to the power transmission device 1 according to the first embodiment of the present invention except for the type and location of the braking device 50. . Therefore, among the components of the power transmission device 1 according to the fourth embodiment of the present invention, descriptions of components identical to or similar to those of the power transmission device 1 according to the first embodiment of the present invention will be omitted. or make it brief.

6 and 7, the braking device 50 of the power transmission device 1 according to the fourth embodiment of the present invention is a wet multi-plate braking device, and the power source 10, in particular, the power source housing 160 installed within The braking device 50 includes a brake hub 154, a plurality of friction disks 156, a plurality of actuating plates 158, an actuating piston 162, and a return spring 168.

The brake hub 154 is fixed to the output shaft 16 of the power source 10 and is rotatable together with the output shaft 16 .

A plurality of friction disks 156 are spline-coupled to the outer circumferential surface of the brake hub 154, and a plurality of operating plates 158 are alternately disposed on the plurality of friction disks 156, and the power source housing 160 It is spline-coupled to the inner circumferential surface.

The working piston 162 is mounted inside the power source housing 160 and is disposed to be movable in the axial direction of the output shaft 16 . A piston chamber 164 is formed between the working piston 162 and the inner circumferential surface of the power source housing 160, and the power source housing 160 includes a working oil passage 166 fluidly communicating with the piston chamber 164. is formed When the working oil is supplied to the piston chamber 164 through the working oil passage 166, the working piston 162 moves toward the friction disk 156 and the working plate 158 to move the friction disk 156 and the working plate ( 158) by friction between them.

The return spring 168 is disposed between the actuating piston 162 and the power source housing 160 to apply an elastic force to the actuating piston 162 that opposes the actuating force by the actuating oil in the piston chamber 164 . Therefore, when the working oil supplied into the piston chamber 164 disappears, the return spring 168 pushes the working piston 162 away from the friction disk 156 and the working plate 158 to work with the friction disk 156. The plate 158 is disengaged.

A snap ring 170 is mounted on the power source housing 160, and the snap ring 170 supports the return spring 168 so that the return spring 168 always provides elastic force to the working piston 162.

When working oil is supplied to the piston chamber 164 through the working oil passage 166, the working piston 162 engages the friction disk 156 and the working plate 158. Then, the output shaft 16 is fixed to the power source housing 160 so that braking of the power transmission device 1 is realized.

If the working oil supplied into the piston chamber 164 disappears, the return spring 168 disengages the engagement of the friction disk 156 and the working plate 158. Then, the output shaft 16 is separated from the power source housing 160 and is rotatable.

8 is a schematic configuration diagram of a corner module for a power transmission device according to a fifth embodiment of the present invention.

As shown in FIG. 8, the corner module 60 according to the fifth embodiment of the present invention is the same as or very similar to the corner module 60 according to the fourth embodiment of the present invention, but the corner module 60 The power transmission device 1 to which this can be applied is different. Therefore, description of the corner module 60 according to the fifth embodiment of the present invention will be omitted.

In addition, the power transmission device 1 according to the fifth embodiment of the present invention is very similar to the power transmission device 1 according to the fourth embodiment of the present invention except for the position of the braking device 50 . Therefore, among the components of the power transmission device 1 according to the fifth embodiment of the present invention, descriptions of components identical or similar to those of the power transmission device 1 according to the fourth embodiment of the present invention will be omitted. or make it brief.

As shown in FIG. 8, the braking device 50 of the power transmission device 1 according to the fifth embodiment of the present invention is a wet multi-plate braking device, and is outside the power source 10, particularly the power source housing 160. is fitted The braking device 50 includes a plurality of friction disks 156, a plurality of actuating plates 158, an actuating piston 162, and a return spring 168.

A plurality of friction disks 156 are spline-coupled to the outer circumferential surface of the power source housing 160, and a plurality of operating plates 158 are alternately disposed on the plurality of friction disks 156, and the inner circumferential surface of the drum cover 30 is spline coupled to

The actuating piston 162 is mounted on the outer circumferential surface of the power source housing 160 and is movably disposed toward or away from the friction disk 156 and the actuating plate 158. . A piston chamber 164 is formed between the working piston 162 and the outer circumferential surface of the power source housing 160, and the power source housing 160 has

The return spring 168 is disposed between the actuating piston 162 and the power source housing 160 to apply an elastic force to the actuating piston 162 that opposes the actuating force by the actuating oil in the piston chamber 164 .

A snap ring 170 is mounted on the power source housing 160 .

When working oil is supplied to the piston chamber 164 through the working oil passage 166, the working piston 162 engages the friction disk 156 and the working plate 158. Then, the rotatable drum cover 30 is fixed to the power source housing 160 to realize braking of the power transmission device 1.

If the working oil supplied into the piston chamber 164 disappears, the return spring 168 disengages the engagement of the friction disk 156 and the working plate 158. Then, the drum cover 30 is separated from the power source housing 160 and is rotatable.

Although preferred embodiments of the present invention have been described above, the present invention is not limited to the above embodiments, and is easily changed from the embodiments of the present invention by a person skilled in the art to which the present invention belongs, so that the same It includes all changes within the scope recognized as appropriate.

Claims (18)

In the corner module for a power transmission device,
The power transmission device
a power source that generates power for driving the vehicle, outputs the power through an output shaft to which a driving gear is mounted, and includes a fixing part extending to one side in an axial direction;
a drum formed in a cylindrical shape surrounding the power source, having one surface opened in an axial direction, and having a driven gear engaged with the drive gear on an outer diameter portion;
a drum cover coupled to one surface of the drum in an axial direction; and
a wheel hub on which a tire is mounted and coupled to the drum to rotate together with the drum;
Including,
The corner module
a suspension device that connects the power transmission device and the vehicle body, and includes a knuckle coupled to the fixing part and a frame connected to the knuckle to enable relative movement; and
a steering actuator that implements steering by generating a steering force and transferring it to at least one of the knuckle and the frame;
A corner module for a power transmission device comprising a. According to claim 1,
The suspension device is
an upper arm connecting the upper part of the knuckle and the middle part of the frame; and
a lower arm connecting the lower part of the knuckle and the lower part of the frame;
A corner module for a power transmission device further comprising a. According to claim 2,
The suspension device further comprises a damper and a spring mounted between the lower arm and the upper portion of the frame. According to claim 3,
The upper end of the damper is coupled to the upper part of the frame, and the lower end of the damper is connected to the middle part of the lower arm through a damper bushing. According to claim 2,
The frame is coupled to the vehicle body,
The corner module
a flexible coupling configured to correspond to the movement of the knuckle and transmit the steering force to the knuckle; and
a steering arm configured to rotate the knuckle by transmitting the steering force transmitted from the flexible coupling to the knuckle;
A corner module for a power transmission device further comprising a. According to claim 5,
The flexible coupling
A flexible coupling shaft having a first ball at one end and a second ball at the other end;
a first ball case that rotates by receiving the steering force and guides the motion of the first ball by accommodating the first ball; and
a second ball case that rotates by the steering force, transmits the steering force to the steering arm, accommodates the second ball, and guides the motion of the second ball;
A corner module for a power transmission device comprising a. According to claim 6,
The flexible coupling
a first ball groove formed inside the first ball case and having the same diameter as the first ball;
a first slot formed vertically on a side surface of the first ball case to define a set first direction;
a first pin formed on the first ball, inserted into the first slot, and guided by the first slot;
a second ball groove formed inside the second ball case and having the same diameter as the second ball;
a second slot formed vertically on a side surface of the second ball case to define a second direction perpendicular to the first direction; and
a second pin formed on the second ball, inserted into the second slot, and guided by the second slot;
A corner module for a power transmission device further comprising a. According to claim 5,
One end of the upper arm is connected to the middle of the frame through an upper bush and the other end of the upper arm is connected to the top of the knuckle through an upper joint,
A corner module for a power transmission device in which one end of the lower arm is connected to a lower portion of the frame through a lower bush and the other end of the lower arm is connected to a lower portion of the knuckle through a lower joint. According to claim 5,
The steering actuator is a corner module for a power transmission device mounted on a frame branch branched from an upper part of the frame. According to claim 5,
The steering actuator includes an actuator rod mounted in the frame and moving toward or away from the knuckle and having an actuator ball at an end thereof,
The steering arm protrudes from the knuckle perpendicular to the steering axis;
The flexible coupling is a corner module for a power transmission device that connects the actuator rod and the steering arm to convert the movement of the actuator rod into the rotational movement of the knuckle. According to claim 10,
A corner module for a power transmission device in which an actuator ball groove rotatably surrounding an actuator ball is formed at one end of the flexible coupling and the other end of the flexible coupling is connected to a steering arm through a rotatable joint. According to claim 2,
The corner module further includes a body frame fixed to the vehicle body,
A steering actuator is mounted on the body frame,
The frame is rotatably disposed with respect to the vehicle body,
The steering force is transmitted to the frame through a connection hub formed on the top of the frame,
A corner module for a power transmission device in which the steering force transmitted to the frame is transmitted to the knuckle through the upper arm and the lower arm. According to claim 12,
One end of the upper arm is connected to the middle of the frame through an upper bush, and the other end of the upper arm is connected to the top of the knuckle through an upper joint in which relative rotation is limited by a fixing pin,
A corner module for a power transmission device in which one end of the lower arm is connected to the lower portion of the frame through a lower bush and the other end of the lower arm is connected to the lower portion of the knuckle through a lower joint in which relative rotation is limited by a fixing pin. According to claim 13,
The connection hub and the frame rotate about a rotation axis, the knuckle rotates about a steering axis, and the rotation axis and the steering axis coincide with each other. According to claim 1,
The power transmission device further comprises a braking device configured to stop rotation of at least one of the drum, the drum cover, the wheel hub, and the output shaft. According to claim 15,
The braking device is a caliper-type braking device, and is mounted on the drum cover to stop rotation of the drum cover. According to claim 15,
The power source includes a power source housing,
The braking device is a wet multi-plate braking device, and is mounted between the power source housing and the output shaft inside the power source housing to stop the rotation of the output shaft. According to claim 15,
The power source includes a power source housing,
The braking device is a wet multi-plate braking device, and is mounted between the power source housing and the drum cover from the outside of the power source housing to stop the rotation of the drum cover.

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