CN222291486U - Corner module and vehicle - Google Patents
Corner module and vehicle Download PDFInfo
- Publication number
- CN222291486U CN222291486U CN202420824140.XU CN202420824140U CN222291486U CN 222291486 U CN222291486 U CN 222291486U CN 202420824140 U CN202420824140 U CN 202420824140U CN 222291486 U CN222291486 U CN 222291486U
- Authority
- CN
- China
- Prior art keywords
- wheel
- control arm
- corner module
- reducer
- brake
- 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.)
- Active
Links
Landscapes
- Vehicle Body Suspensions (AREA)
Abstract
本申请涉及一种角模块及车辆，角模块包括车轮和转向驱动组件，转向驱动组件设于车轮轴线方向的一侧，且包括驱动件和减速器，驱动件沿车轮的轴线方向延伸设置，减速器沿第一方向延伸设置，且分别与车轮和驱动件相连，驱动件用于借助于减速器驱动车轮绕平行于第一方向的轴线旋转，以通过减速器驱动车轮转向，其中，第一方向平行于车轮的重力方向。上述转向驱动组件通过设置驱动件沿车轮的轴线方向延伸，减速器沿平行于车轮的重力方向的第一方向延伸，使得驱动组件的驱动件和减速器呈L形布设，且沿驱动组件车轮的轴线方向和重力方向布设，所占横向空间缩小，进而缩小了角模块整体所占的横向空间，实现小型化设计，且便于设计较低的车辆底盘。
The present application relates to a corner module and a vehicle, wherein the corner module includes a wheel and a steering drive assembly, wherein the steering drive assembly is arranged on one side of the wheel axis direction, and includes a driving member and a reducer, wherein the driving member is extended along the axis direction of the wheel, and the reducer is extended along a first direction and is connected to the wheel and the driving member, respectively, and the driving member is used to drive the wheel to rotate around an axis parallel to the first direction by means of the reducer, so as to drive the wheel to turn through the reducer, wherein the first direction is parallel to the gravity direction of the wheel. The above-mentioned steering drive assembly is arranged such that the driving member extends along the axis direction of the wheel, and the reducer extends along the first direction parallel to the gravity direction of the wheel, so that the driving member and the reducer of the driving assembly are arranged in an L shape, and are arranged along the axis direction of the wheel of the driving assembly and the gravity direction, and the lateral space occupied is reduced, thereby reducing the lateral space occupied by the corner module as a whole, realizing a miniaturized design, and facilitating the design of a lower vehicle chassis.
Description
Technical Field
The application relates to the technical field of vehicles, in particular to an angle module and a vehicle.
Background
The angle module is a highly integrated chassis integration technology, has the functions of running, braking and steering of a traditional vehicle chassis, replaces the traditional chassis structure by utilizing a wire control technology, has larger universality, can be used commonly for four wheels, reduces the use of parts such as transmission parts and the like, achieves the effects of high integration, weight reduction and the like, and can enable the vehicle to have multiple motion modes such as crab-type lane, 90-degree steering, in-situ turning and small-radius steering and the like, thereby improving the motion flexibility and trafficability of the vehicle.
However, the corner module in the related art occupies too large space, so that the chassis of the vehicle is higher, and the miniaturization design of the vehicle is difficult.
Disclosure of utility model
Based on this, it is necessary to provide an angle module and a vehicle, which solve the problems of the related art that the space occupied by the angle module is too large, the chassis of the vehicle is high, and the miniaturization and design of the vehicle are difficult.
According to one aspect of the present application, there is provided an angle module including:
A wheel;
The steering driving assembly is arranged on one side of the axial direction of the wheel and comprises a driving piece and a speed reducer, wherein the driving piece is arranged in an extending mode along the axial direction of the wheel, the speed reducer is arranged in an extending mode along a first direction and is respectively connected with the wheel and the driving piece, and the driving piece is used for driving the wheel to rotate around an axis parallel to the first direction by means of the speed reducer so as to drive the wheel to steer by the speed reducer;
wherein the first direction is parallel to a gravitational direction of the wheel.
In one embodiment, the angle module comprises a steering knuckle connected to the wheel, and the output end of the speed reducer is in transmission connection with the steering knuckle so as to drive the wheel to steer through the steering knuckle;
The size of the knuckle in the first direction is smaller than the size of the wheel in the first direction.
In one embodiment, the angle module includes a control arm assembly including first and second control arms spaced apart along the first direction;
One end of the first control arm is connected with the vehicle body, and the other end of the first control arm is hinged with the steering knuckle so that the steering knuckle can rotate around an axis parallel to the first direction relative to the first control arm;
one end of the second control arm is rotatably connected with the speed reducer around a second direction, and the other end of the second control arm is connected with the vehicle body;
Wherein the first direction and the second direction intersect each other.
In one embodiment, the steering knuckle comprises a body part, and a first connecting part and a second connecting part which are arranged on the body part at intervals along the first direction, wherein the first connecting part and the second connecting part are arranged in an extending way along the axial direction of the wheel;
The body part is connected with the wheels, the first connecting part is hinged with the first control arm, and the second connecting part is connected with the speed reducer.
In one embodiment, the control arm assembly further comprises a damper, a first end of which is hinged to the first control arm to enable rotation of the damper relative to the first control arm about an axis parallel to the second direction;
The second end of the damper is hinged to the body so that the damper can rotate relative to the body about an axis parallel to the second direction.
In one embodiment, the control arm assembly further comprises a first drive shaft and two second drive shafts, the first drive shaft being connected between the first control arm and the vehicle body, the second drive shaft being connected between the second control arm and the vehicle body so that the first control arm and the second control arm are each rotatable relative to the vehicle body about an axis parallel to a second direction;
the second end of the shock absorber is at least partially located between the two second drive shafts.
In one embodiment, the angle module further comprises a hub motor and a brake piece, wherein the hub motor and the brake piece are arranged on the wheel, and the hub motor is used for driving the wheel to rotate;
The braking piece is used for braking the wheels.
In one embodiment, the braking member includes an electromagnetic band-type brake disposed in the in-wheel motor, the electromagnetic band-type brake being configured to release the in-wheel motor when energized and lock the in-wheel motor when de-energized.
In one embodiment, the brake member comprises an electronic caliper brake, and a brake disc is arranged on one side of the wheel, which is close to the electronic caliper brake;
The electronic caliper brake is provided to the knuckle and is configured to clamp the brake disc to brake the wheel.
According to one aspect of the application there is provided a vehicle comprising the corner module described above.
Above-mentioned steering drive subassembly extends along the axis direction of wheel through setting up the driving piece, and the reduction gear extends along the first direction of the gravity direction that is on a parallel with the wheel for driving piece and the reduction gear of drive subassembly are L shape and lay, and lay along the axis direction and the gravity direction of drive subassembly wheel, and the lateral space that occupy reduces, and then has reduced the lateral space that the whole of angle module occupy, realizes miniaturized design, and is convenient for design lower vehicle chassis.
Drawings
Fig. 1 is a schematic view of the structure of the corner module of the present application.
Fig. 2 is a front view of the corner module of the present application.
Fig. 3 is a side view of the corner module of the present application.
Fig. 4 is a schematic structural view of the electromagnetic band-type brake disposed in the hub motor.
Fig. 5 is a schematic structural view of a corner module employing an electronic caliper brake.
Fig. 6 is a front view of the corner module of fig. 5.
Reference numerals illustrate:
10. An angle module;
11. The vehicle comprises a vehicle wheel, 12 parts of a control arm assembly, 121 parts of a first control arm, 122 parts of a second control arm, 123 parts of a shock absorber, 124 parts of a first transmission shaft, 125 parts of a second transmission shaft, 13 parts of a steering driving assembly, 131 parts of a driving part, 132 parts of a speed reducer, 14 parts of a steering knuckle, 141 parts of a body, 142 parts of a first connecting part, 143 parts of a second connecting part, 15 parts of a hub motor, 16 parts of an electromagnetic band brake, 17 parts of an electronic caliper brake, 18 parts of a brake disc;
F1, a first direction, F2, a second direction.
Detailed Description
In order that the above objects, features and advantages of the application will be readily understood, a more particular description of the application will be rendered by reference to the appended drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. The present application may be embodied in many other forms than described herein and similarly modified by those skilled in the art without departing from the spirit of the application, whereby the application is not limited to the specific embodiments disclosed below.
In the description of the present application, it should be understood that, if any, these terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., are used herein with respect to the orientation or positional relationship shown in the drawings, these terms refer to the orientation or positional relationship for convenience of description and simplicity of description only, and do not indicate or imply that the apparatus or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore should not be construed as limiting the application.
Furthermore, the terms "first," "second," and the like, if any, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present application, the terms "plurality" and "a plurality" if any, mean at least two, such as two, three, etc., unless specifically defined otherwise.
In the present application, unless explicitly stated and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly. For example, they may be fixedly connected, detachably connected or integrally formed, mechanically connected, electrically connected, directly connected or indirectly connected through an intermediate medium, and communicated between two elements or the interaction relationship between two elements unless clearly defined otherwise. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art according to the specific circumstances.
In the present application, unless expressly stated or limited otherwise, the meaning of a first feature being "on" or "off" a second feature, and the like, is that the first and second features are either in direct contact or in indirect contact through an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.
It will be understood that if an element is referred to as being "fixed" or "disposed" on another element, it can be directly on the other element or intervening elements may also be present. If an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein, if any, are for descriptive purposes only and do not represent a unique embodiment.
The angle module is a highly integrated chassis integration technology, has the functions of running, braking and steering of a traditional vehicle chassis, replaces the traditional chassis structure by utilizing a wire control technology, has larger universality, can be used for four wheels, reduces the use of parts such as transmission parts and the like, and achieves the effects of high integration, weight reduction and the like.
And the use of the angle module can enable the vehicle to have multiple movement modes, such as crab-type lane changing, 90-degree steering, in-situ turning, small-radius steering and the like, so that the flexibility and the trafficability of the movement of the vehicle are improved. If the front obstacle is not avoided timely, the small-radius steering can shorten the driving distance required by steering, the steering can be timely performed, and the driving safety is improved. If the road section of meeting congestion needs to turn around, can adopt 90 turns to or the in situ turns around in narrow and small space, can change driving direction fast and conveniently, if the side parking position is narrow and small, can adopt crab type lane changing to can be parked in order to guarantee to keep safe distance with preceding rear vehicle simultaneously.
The angle module in the related art has the advantages of relatively poor overall rigidity, relatively low durability, complex structure, large size and heavy weight, the chassis after the angle module is installed has relatively large width, the general width is more than or equal to 1200mm, the occupied space of the whole vehicle in the width direction is relatively large, and the vehicle width is difficult to be arranged within 1000 mm. The chassis of the vehicle is higher after some angle modules are installed, the common height is more than or equal to 700mm, the diameter required by the size of wheels is more than or equal to 15 inches, the diameter of tires is larger, the height of the chassis of the vehicle cannot be reduced, the chassis is uneven, namely the angle modules in the related art cannot enable the chassis of the vehicle to be installed flatly, the steering performance of some angle modules is poor, the size and the volume of a steering system are larger, the steering torque is larger, and the transmission mechanism is easy to wear and loose when the steering system transmits steering force distance. In addition, the existing angle module scheme generally adopts a high-voltage (for example, 360V) driving hub motor with larger power, and the cost is too high to realize industrialization after the measurement, so that the mass production is difficult.
In view of the above, the present application provides an angle module 10 and a vehicle, so as to achieve the effects of reducing the volume and the weight, improving the supporting rigidity and the durability, relatively reducing the height of a chassis of the vehicle, enabling the chassis to be mounted smoothly, reducing the steering torque, improving the service life of a transmission mechanism, and realizing mass production when the angle module 10 is mounted on the vehicle.
Referring to fig. 1, 2 and 3, the present application provides an angle module 10, the angle module 10 includes a wheel 11 and a steering driving assembly 13, the steering driving assembly 13 is disposed at one side of the wheel 11 in the axial direction, and includes a driving member 131 and a speed reducer 132, the driving member 131 is disposed to extend along the axial direction of the wheel 11, the speed reducer 132 is disposed to extend along a first direction F1, and is respectively connected to the wheel 11 and the driving member 131, the driving member 131 is used for driving the wheel 11 to rotate around an axis parallel to the first direction F1 by means of the speed reducer 132, so as to drive the wheel 11 to steer by the speed reducer 132, wherein the first direction F1 is parallel to the gravity direction of the wheel 11.
It can be appreciated that the steering driving assembly 13 extends along the axial direction of the wheel 11 by arranging the driving member 131, and the speed reducer 132 extends along the first direction F1 parallel to the gravity direction of the wheel 11, so that the driving member 131 and the speed reducer 132 of the driving assembly are distributed in a shape of a falling L, and are distributed along the axial direction and the gravity direction of the wheel 11 of the driving assembly, the occupied lateral space is reduced, the lateral space occupied by the whole angular module 10 is further reduced, the miniaturization design is realized, and the lower vehicle chassis is convenient to design.
The angle module 10 includes a knuckle 14 connected to the wheel 11, the output end of the reducer 132 is drivingly connected to the knuckle 14 to steer the wheel 11 through the knuckle 14, and the size of the knuckle 14 along the first direction F1 is smaller than the size of the wheel 11 along the first direction F1. It can be appreciated that the driving member 131 and the speed reducer 132 combined with the driving assembly are arranged in a shape of a falling L, so that the driving assembly can not block the steering and other movements of the wheels 11, and therefore, the steering knuckle 14 with smaller size can be arranged to be connected with the output end of the speed reducer 132 and the wheels 11, and the wheels 11 can be driven to steer without arranging the steering knuckle 14 with larger size, such as being higher than the wheels 11, so that the speed reducer 132 and the driving member 131 are far away from the wheels 11 without blocking the movement of the wheels 11, and the steering knuckle 14 is smaller in size, the steering resistance moment of the angle module 10 can be reduced, and the durability of the angle module 10 is ensured.
The arrangement of the driving member 131 and the speed reducer 132 according to the present application reduces the size of the corner module 10 from the transverse direction to the longitudinal direction in combination with the arrangement of the knuckle 14, thereby realizing a miniaturized design of the corner module 10, and the vehicle using the corner module 10 according to the present application can be provided with a lower chassis and can relatively reduce the vehicle chassis height in view of the fact that the size of the knuckle 14 is smaller than the size of the wheel 11 in the first direction F1.
In some embodiments, the reducer 132 adopts an L-shaped planetary gear structure, so that the L-arrangement of the driving element 131 and the reducer 132 can be realized, the longitudinal height can be reduced, the driving element 131 adopts a brushless motor with mature technology, and the like, and the specific motor type is matched and selected according to the vehicle requirement.
With continued reference to fig. 1, 2 and 3, the angle module 10 includes a control arm assembly 12, where the control arm assembly 12 includes a first control arm 121 and a second control arm 122 disposed at intervals along a first direction F1, one end of the first control arm 121 is connected to the vehicle body, and the other end is hinged to the knuckle 14, so that the knuckle 14 can rotate about an axis parallel to the first direction F1 relative to the first control arm 121, and when the driving member 131 is driven, the knuckle 14 can synchronously rotate relative to the first control arm 121, thereby realizing steering of the wheel 11. And the arrangement of the double control arms can improve the integral rigidity and durability of the angle module 10, the transverse and longitudinal support rigidity is excellent, the camber and toe-in rigidity of the wheel 11 is effectively ensured, and the service life of the angle module 10 and the reliability of the angle module 10 are improved.
The second control arm 122 has one end rotatably connected to the speed reducer 132 about the second direction F2 and the other end connected to the vehicle body. It will be appreciated that, on the one hand, the speed reducer 132 and the driving member 131 are provided on the vehicle body via the second control arm 122, or the speed reducer 132 is connected between the second control arm 122 and the knuckle 14. The second control arm 122 is connected to the speed reducer 132 without additional parts on the knuckle 14 for installing the second control arm 122, so that the size of the knuckle 14 can be further reduced, the miniaturized design is convenient to realize, the space on the speed reducer 132 can be reasonably utilized, and the situation that the speed reducer 132 occupies excessive space alone, resulting in the increase of the volume of the angle module 10, is avoided. On the other hand, when the vehicle is running and is swinging up and down, the second control arm 122 can rotate appropriately with respect to the decelerator 132 to buffer the impact force of the vehicle body moving up and down on the second control arm 122, the decelerator 132 and the knuckle 14 connected between the vehicle body and the wheel 11, reduce damage to the second control arm 122, the decelerator 132 and the knuckle 14, and improve the service life of the angle module 10 and the reliability of the angle module 10.
In some embodiments, referring to fig. 3, the knuckle 14 includes a body portion 141, and a first connecting portion 142 and a second connecting portion 143 disposed on the body portion 141 at intervals along a first direction F1, the first connecting portion 142 and the second connecting portion 143 are each disposed to extend along an axial direction of the wheel 11, the body portion 141 is configured to be connected to the wheel 11, the first connecting portion 142 is hinged to the first control arm 121, so that the first control arm 121 and the knuckle 14 can relatively rotate about an axis parallel to the first direction F1, and the second connecting portion 143 is configured to be connected to the reducer 132. It will be appreciated that the provision of the first and second connection portions 142, 143, which makes the knuckle 14C-shaped, further reduces the structure of the knuckle 14, since no additional structure extending in the first direction F1 is required to connect the knuckle 14 to the first and second control arms 121, 122, further enabling a miniaturized design of the angle module 10.
In some embodiments, the control arm assembly 12 further includes a damper 123, a first end of the damper 123 being hinged to the first control arm 121 such that the damper 123 can rotate relative to the first control arm 121 about an axis parallel to the second direction F2, and a second end of the damper 123 being hinged to the vehicle body such that the damper 123 can rotate relative to the vehicle body about an axis parallel to the second direction F2, wherein the first direction F1 and the second direction F2 intersect one another.
The shock absorber 123 can be appropriately rotated with respect to the first control arm 121 and the vehicle body, respectively, to buffer the impact force of the vehicle body moving up and down on the first control arm 121, the knuckle 14 and the shock absorber 123 connected between the vehicle body and the wheels 11, when the vehicle is running and is swinging up and down, thereby reducing damage to the first control arm 121, the knuckle 14 and the shock absorber 123. In combination with the arrangement that one end of the second control arm 122 is rotatably connected to the speed reducer 132 around the second direction F2, the impact force generated when the vehicle travels and swings up and down is further buffered, and the service life of the corner module 10 and the reliability of the corner module 10 are improved.
Referring to fig. 1, the control arm assembly 12 further includes two first transmission shafts 124 and two second transmission shafts 125, the first transmission shafts 124 are connected between the first control arm 121 and the vehicle body, the second transmission shafts 125 are connected between the second control arm 122 and the vehicle body, so that the first control arm 121 and the second control arm 122 can rotate around an axis parallel to the second direction F2 relative to the vehicle body, it can be understood that the first control arm 121 and the second control arm 122 are both in a Y-shaped structure, and the forked ends of the first control arm 121 and the second control arm 122 are disposed on the vehicle body, so that two first transmission shafts 124 and two second transmission shafts 125 are required to be disposed to connect the vehicle body to the first control arm 121 and the second control arm 122 respectively. In some embodiments, the first drive shaft 124 and the second drive shaft 125 are rubber bushings, and the second control arm 122 and the reducer 132 are also in the form of rubber bushings hinged therebetween. In some embodiments, the first control arm 121 and the knuckle 14 are ball-and-socket.
In some embodiments, the second end of the shock absorber 123 is located at least partially between the two second drive shafts 125 such that the shock absorber 123 is located within a slot-like space defined by the first control arm 121, the second control arm 122, and the knuckle 14 together, without protruding beyond the second control arm 122, thereby facilitating a miniaturized design of the corner module 10.
Referring to fig. 1, referring to fig. 4, 5 and 6 in combination, the angle module 10 further includes a hub motor 15 provided to the wheel 11, the hub motor 15 being used to drive the wheel 11 to rotate, and a brake member for braking the wheel 11. The hub motor 15 is directly arranged on the wheel 11, no additional drive is needed to drive the wheel 11 to move, and the miniaturized design of the angle module 10 is convenient to realize. In some embodiments, the in-wheel motor 15 technology using the in-wheel motor 15,72V voltage of 72V voltage is mature to mass production, thereby facilitating quantization of the corner module 10 of the present application.
In some embodiments, referring to fig. 4, the braking member includes an electromagnetic band-type brake 16 provided in the in-wheel motor 15, or the electromagnetic band-type brake 16 is integrated into the in-wheel motor 15 to perform its braking function. The electromagnetic band-type brake 16 is set to release the hub motor 15 when being electrified, so that the hub motor 15 is normally driven, the wheels 11 are normally moved, the vehicle is normally driven, and the hub motor 15 is locked when the electromagnetic band-type brake 16 is powered off, so that parking braking is realized. Whereas service braking may take the form of the in-wheel motor 15 applying a reverse torque to apply the brakes. The electromagnetic brake 16 integrated in the hub motor 15 is adopted to reduce the transverse dimension of the wheel 11, thereby reducing the width of the vehicle and further realizing the miniaturization design.
It will be appreciated that the electromagnetic band-type brake 16 includes a first end portion and a second end portion, the first end portion is connected with the housing of the wheel hub motor 15, the second end portion is connected with the output end of the wheel hub motor 15, when the electromagnetic band-type brake 16 is powered on, the first end portion and the second end portion are released from each other, so that the output end of the wheel hub motor 15 can normally drive the wheel 11 to rotate, when the electromagnetic band-type brake 16 is powered off, the first end portion and the second end portion are locked with each other, so that the output end of the wheel hub motor 15 and the housing are locked, or the output end of the wheel hub motor 15 is limited to drive, so as to realize braking.
In some embodiments, referring to fig. 5 and 6, the brake member comprises an electronic caliper brake 17, a brake disc 18 is provided on a side of the wheel 11 adjacent to the electronic caliper brake 17, and the electronic caliper brake 17 is provided on the knuckle 14 and is configured to clamp the brake disc 18 to brake the wheel 11. When the brake member employs the electric caliper brake 17, the service brake applies a reverse torque through the in-wheel motor 15 and a brake is formed through the electric caliper brake 17, and the parking brake is braked through the electric caliper brake 17.
It will be appreciated that in some embodiments, the corner module 10 further includes a controller, such as a chassis CCU controller, electrically connected to the in-wheel motor 15 and the brake member by the controller, so as to control the in-wheel motor 15 and the brake member to brake when braking is required, thereby achieving parking.
The application also provides a vehicle, which comprises the corner module 10 and a vehicle body, wherein a plurality of corner modules 10 are arranged on two sides of the vehicle body respectively, the vehicle adopting the corner module 10 can be provided with a lower chassis, the whole vehicle width of the vehicle with the bearing capacity of less than or equal to one ton can be reduced by 800mm, and the vehicle width with the bearing capacity of 1-2 tons can be reduced by 1200mm. When the mass of the whole vehicle is increased to 1-2 tons, a brake system can be additionally added, and the width of the whole vehicle is increased by 1200mm approximately.
The angle module 10 and the vehicle can reduce the volume and the weight, improve the supporting rigidity and the durability, relatively reduce the height and the flatness of a chassis of the vehicle when the angle module 10 is arranged on the vehicle, enable the chassis to be flatly arranged, be suitable for a vehicle body with a low chassis, improve the universality of the angle module 10, reduce the steering torque, prolong the service life of a transmission mechanism and realize mass production.
The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.
The above examples illustrate only a few embodiments of the application, which are described in detail and are not to be construed as limiting the scope of the claims. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the application, which are all within the scope of the application. Accordingly, the scope of protection of the present application is to be determined by the appended claims.
Claims (10)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202420824140.XU CN222291486U (en) | 2024-04-19 | 2024-04-19 | Corner module and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202420824140.XU CN222291486U (en) | 2024-04-19 | 2024-04-19 | Corner module and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN222291486U true CN222291486U (en) | 2025-01-03 |
Family
ID=93963472
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202420824140.XU Active CN222291486U (en) | 2024-04-19 | 2024-04-19 | Corner module and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN222291486U (en) |
-
2024
- 2024-04-19 CN CN202420824140.XU patent/CN222291486U/en active Active
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN102717696B (en) | Independent driving, steering and suspending system | |
| JP5809253B2 (en) | Omnidirectional wheel assembly and omnidirectional vehicle | |
| CN102774269B (en) | A kind of Length discrepancy double wishbone suspension wheel hub drive realizing wide-angle and turn to | |
| US20070151780A1 (en) | Suspension tilting module for a wheeled vehicle and a wheeled vehicle equipped with such a suspension tilting module | |
| WO2013073308A1 (en) | Steering device for wheel | |
| WO2022134087A1 (en) | Suspension structure, angle module system and motor vehicle | |
| JP4541201B2 (en) | Car | |
| US11827069B2 (en) | Sliding pillar suspension system | |
| JP2019505431A (en) | Powered wheel and disk type omnidirectional power steering system | |
| CN111186270A (en) | An electric wheel independent suspension structure with four control arms | |
| CN116279770B (en) | Wheel independent steering structure based on hub motor | |
| CN222291486U (en) | Corner module and vehicle | |
| JP4178434B2 (en) | Suspension device | |
| JP2011218931A (en) | Motor drive unit for steering wheel | |
| CN117446011A (en) | Corner module and vehicle | |
| CN111559425A (en) | McPherson suspension structure capable of steering in all directions based on hub motor | |
| JP4624151B2 (en) | Car steering system | |
| CN116279765A (en) | Automatic driving full decoupling bearing platform | |
| CN212500646U (en) | Wire-controlled chassis of unmanned vehicle | |
| CN115214280A (en) | Candle formula suspension angle module structure and vehicle | |
| CN209852000U (en) | Virtual king pin suspension system penetrating through wheel center | |
| TWI457257B (en) | Omni-directional wheel assembly and omni-directional vehicle | |
| CN218400181U (en) | Area of area turns to and disc brake function subtracts wheel hub drive angle module device | |
| WO2018130961A1 (en) | System capable of enabling wheels to turn to any angle and cooperate with each other at different turning angles | |
| CN222663558U (en) | Four-wheel independent steering device of wheel edge driving motor double-fork arm suspension |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |