KR20230117842A - Corner module apparatus for vehicle - Google Patents

Abstract

The present invention relates to a corner module device for a vehicle, and relates to a driving unit installed inside a wheel of a vehicle and providing a driving force to the wheel, a knuckle part coupled to the driving unit, coupled to a vehicle body, extending in a longitudinal direction, and providing a steering force A steering drive unit that generates a, a steering angle control unit and a steering drive unit that are connected to the knuckle unit, have a longitudinal direction disposed in a direction different from the longitudinal direction of the steering drive unit, and adjust the steering angle of the wheel by interlocking with the steering force generated from the steering drive unit. It is characterized in that it includes a crank part which is provided between the steering angle adjusting unit and converts the transfer direction of the steering force generated from the steering driving unit to the longitudinal direction of the steering angle adjusting unit.

Description

Corner module device for vehicles {CORNER MODULE APPARATUS FOR VEHICLE}

The present invention relates to a corner module device for a vehicle, and more particularly, to a corner module device for a vehicle in which a driving, braking, steering, and suspension system are integrally configured.

In general, an electric vehicle refers to an eco-friendly vehicle that does not emit exhaust gas at all, and is equipped with a high-voltage battery that supplies energy for driving and a driving motor that generates rotational force from power output from the high-voltage battery. The rotational power is transmitted to the wheels through the drive shaft to drive.

Recently, the weight of the vehicle can be reduced by omitting intermediate power transmission devices such as reducers and differential gears, and motors are installed inside the wheels in consideration of the advantages of reducing energy loss in the power transmission process. In-wheel motor vehicles, which are directly installed in the snow and transmit power from the motor directly to the wheels, are in the limelight, and furthermore, development of wheels composed of an integrated braking, steering, and suspension system as well as a driving system is actively being carried out.

The background art of the present invention is disclosed in Republic of Korea Patent Publication No. 10-2019-0041855 (published on April 23, 2019, title of the invention: steering system for in-wheel motor vehicles).

An object of the present invention is to provide a corner module device for a vehicle capable of independently controlling the operation of each wheel.

In addition, an object of the present invention is to provide a corner module device for a vehicle that can easily secure an interior space of a vehicle.

In order to solve the above problems, a corner module device for a vehicle according to the present invention includes: a driving unit installed inside a wheel of a vehicle and providing a driving force to the wheel; a knuckle portion coupled to the driving unit; a steering drive unit that is coupled to the vehicle body, expands and contracts in the longitudinal direction, and generates steering force; a steering angle adjusting unit that is connected to the knuckle unit, has a longitudinal direction disposed in a direction different from that of the steering driving unit, and adjusts a steering angle of the wheel by interlocking with the steering force generated from the steering driving unit; and a crank unit provided between the steering drive unit and the steering angle control unit and converting a transfer direction of the steering force generated from the steering drive unit to a longitudinal direction of the steering angle control unit.

In addition, the steering drive unit may include a power generation module coupled to the vehicle body and generating a driving force; a push rod that is interlocked with the driving force of the power generation module and moves forward and backward; and a first joint part extending from the push rod and rotatably connected to one side of the crank part.

A longitudinal direction of the push rod is parallel to a longitudinal direction of the vehicle.

In addition, the first joint part is rotatably connected to the push rod, and when the push rod moves forward and backward, a relative angle with respect to the push rod is varied.

In addition, the steering angle adjusting unit, both sides of the tie-rod disposed to face the crank portion and the knuckle portion, respectively; a second joint part provided on one side of the tie rod and rotatably connected to the other side of the crank part; and a third joint part provided on the other side of the tie rod and rotatably connected to the knuckle part.

In addition, the second joint part is formed in a spherical shape and is rotatably connected to the other side of the crank part in a multi-axis rotation.

In addition, the crank unit may include a crank body rotatably supported in the height direction of the vehicle as an axis; a first extension part extending from the crank body and connected to the steering driving part; and a second extension part extending from the crank body and connected to the steering angle adjusting part.

In addition, the first extension part and the second extension part extend in different directions from the crank body to form a predetermined angle.

In addition, the second extension part is rotated at the same angular speed as the first extension part during the extension operation of the steering driving part, and applies a compressive or tensile load to the steering angle adjusting part according to a rotation direction.

In the corner module device for a vehicle according to the present invention, since the longitudinal direction of the steering drive unit is parallel to the longitudinal direction of the vehicle, it is easy to secure the interior space of the vehicle and can increase the design freedom of the life module.

In addition, in the vehicle corner module device according to the present invention, the kingpin axis and the suspension axis are separately disposed in the first knuckle part and the second knuckle part facing each other in the width direction of the vehicle, thereby preventing the kingpin axis from moving excessively away from the wheel. The kingpin offset value can be reduced, and driving and braking stability of the vehicle can be improved.

In addition, in the vehicle corner module device according to the present invention, the steering force may be smoothly transmitted through the steering driving unit and the steering angle adjusting unit disposed in different longitudinal directions by the crank unit.

1 is a perspective view schematically illustrating the configuration of a corner module device for a vehicle according to an embodiment of the present invention.
2 is a front view schematically illustrating the configuration of a corner module device for a vehicle according to an embodiment of the present invention.
3 is an exploded perspective view schematically illustrating the configuration of a corner module device for a vehicle according to an embodiment of the present invention.
4 is an enlarged view schematically showing the configuration of a steering drive unit according to an embodiment of the present invention.
5 is an enlarged view schematically showing the configuration of a steering angle adjusting unit according to an embodiment of the present invention.
6 and 7 are operational diagrams schematically illustrating an operation of adjusting a steering angle of a wheel by a corner module device for a vehicle according to an embodiment of the present invention.
8 and 9 are operational diagrams schematically illustrating the operation of the corner module device for a vehicle according to the bump and rebound behavior of a wheel according to an embodiment of the present invention.

Hereinafter, an embodiment of a corner module device for a vehicle according to the present invention will be described with reference to the accompanying drawings.

In this process, the thickness of lines or the size of components shown in the drawings may be exaggerated for clarity and convenience of description. In addition, terms to be described later are terms defined in consideration of functions in the present invention, which may vary according to the intention or custom of a user or operator. Therefore, definitions of these terms will have to be made based on the content throughout this specification.

In addition, in this specification, when a part is said to be “connected (or connected)” to another part, this is not only the case where it is “directly connected (or connected)”, but also “with another member in between” It also includes cases where it is indirectly connected (or connected). In this specification, when it is said that a certain part "includes (or includes)" a certain component, this does not exclude other components unless otherwise stated, but "includes (or includes)" other components. It means you can.

Also, like reference numerals may refer to like elements throughout this specification. Even if the same reference numerals or similar reference numerals are not mentioned or described in a particular drawing, the numerals may be described based on another drawing. In addition, even if there are parts not marked with reference numerals in specific drawings, the parts can be described based on other drawings. In addition, the number, shape, size, and relative difference of the detailed components included in the drawings of the present application are set for convenience of understanding, and may be implemented in various forms without limiting the embodiments.

1 is a perspective view schematically showing the configuration of a corner module device for a vehicle according to an embodiment of the present invention, FIG. 2 is a front view schematically showing the configuration of a corner module device for a vehicle according to an embodiment of the present invention, and FIG. is an exploded perspective view schematically showing the configuration of a corner module device for a vehicle according to an embodiment of the present invention.

1 to 3, the vehicle corner module device 1 according to an embodiment of the present invention includes a driving unit 100, a braking unit 200, a knuckle part 300, a suspension unit 400, a steering It includes a driving unit 500, a steering angle adjusting unit 600, and a crank unit 700.

The drive unit 100 is installed inside the wheel 2 of the vehicle and rotates the wheel 2 by providing a driving force to the wheel 2 . The drive unit 100 is installed on each of the wheels 2 of the vehicle to provide driving force to the plurality of wheels 2 individually. The drive unit 100 according to an embodiment of the present invention is fixed to the inside of the wheel 2, and a stator that forms a magnetic field by receiving power from a vehicle battery, and is rotatably installed inside the wheel 2. and a rotor that rotates the wheel 2 by electromagnetic interaction with the stator. The stator and the rotor may be arranged such that the central axis is positioned on the same line as the central axis of the wheel 2 and stacked with each other concentrically inside the wheel 2 .

The braking unit 200 is installed inside the wheel 2 and applies or releases braking force by interfering with the rotation of the wheel 2 .

The braking unit 200 according to an embodiment of the present invention includes a brake disc 210 and a brake caliper 220 .

The brake disc 210 is connected to the wheel 2 or the driving unit 100 and rotates in conjunction with the rotation of the wheel 2 . The brake disc 210 according to an embodiment of the present invention is formed to have a disk shape and is installed inside the wheel 2 . The brake disk 210 is arranged so that its central axis is located on the same line as the central axis of the wheel 2 . The brake disc 210 may be integrally connected to the wheel 2 or the rotor of the drive unit 100 by bolting or the like. Accordingly, when the wheel 2 rotates, the brake disk 210 may rotate about the central axis together with the wheel 2 . The diameter of the brake disc 210 can be variously designed according to the diameter of the wheel 2, the size of the drive unit 100, and the like.

The brake calipers 220 apply braking force by pressing the brake disk 210 when braking the vehicle. The brake caliper 220 according to an embodiment of the present invention is coupled to a brake pad and a knuckle portion 300 disposed facing the brake disc 210, and to a caliper housing movably supporting the brake pad and a caliper housing It is installed to be able to move forward and backward, and may include a piston that presses or releases the brake pad toward the brake disk 210 according to the direction of movement.

The knuckle part 300 is combined with the drive unit 100 and functions as a component that provides a mechanical connection to the wheel 2 of the suspension unit 400 and the steering angle adjusting part 600.

The knuckle part 300 according to an embodiment of the present invention includes a first knuckle part 310 and a second knuckle part 320 .

The first knuckle part 310 is combined with the driving unit 100 and functions as a configuration supporting the kingpin axis, which is the central axis of steering, by providing a mechanical connection to the wheel 2 of the steering angle adjusting part 600 to be described later. do. The first knuckle part 310 according to an embodiment of the present invention may be coupled to and supported by the stator of the drive unit 100 by bolting or the like. The first knuckle part 310 may rotatably support the rotor of the drive unit 100 via a wheel bearing or the like. The first knuckle part 310 may be manufactured by molding a metal-based material into a casting or the like to secure sufficient rigidity. The specific shape of the first knuckle part 310 is not limited to the shape shown in FIGS. 1 and 2, and is combined with the driving unit 100 to have a shape that can be disposed facing the inner surface of the wheel 2. Various design changes are possible within the technical thought.

The second knuckle part 320 is connected to the first knuckle part 310 and provides a mechanical connection to the wheel 2 of the suspension unit 400 to be described later, so that the wheel 2 moves up and down during bump and rebound. It functions as a configuration that supports the suspension axis that does. The second knuckle part 320 is disposed to face the first knuckle part 310 in the width direction of the vehicle. Both upper and lower ends of the second knuckle part 320 are connected to the first knuckle part 310 via a ball joint. Accordingly, the first knuckle part 310 and the second knuckle part 320 separate the suspension axis formed on the second knuckle part 320 and the kingpin shaft formed on the first knuckle part 310 in the width direction of the vehicle. , By arranging the kingpin shaft at a position close to the wheel 2, the kingpin offset value can be reduced, and driving and braking stability of the vehicle can be improved.

The suspension unit 400 is connected to the knuckle part 300, more specifically, the second knuckle part 320, and supports the knuckle part 300 with respect to the vehicle body. The suspension unit 400 is provided to absorb shock transmitted from the road surface through the wheels 2 during driving of the vehicle. Here, the vehicle body may be exemplified by a chassis frame such as a subframe (not shown) installed below the vehicle.

A suspension unit 400 according to an embodiment of the present invention includes a suspension arm 410 and a shock absorber 420 .

The suspension arm 410 is provided between the second knuckle part 320 and the vehicle body to support the second knuckle part 320 . More specifically, the suspension arm 410 connects the wheel 2 to the vehicle body via the second knuckle part 320 and at the same time absorbs the load applied from the wheel 2 while the vehicle is running by its own rigidity. and serves to control the movement of the wheel 2.

The suspension arm 410 according to an embodiment of the present invention may include a first arm 411 and a second arm 412 .

The first arm 411 and the second arm 412 have one end rotatably connected to the second knuckle part 320 and the other end rotatably connected to the vehicle body. In this case, both ends of the first arm 411 and the second arm 412 may be rotatably supported by the second knuckle part 320 and the vehicle body via bushes, ball joints, pins, and the like. The first arm 411 and the second arm 412 are spaced apart in the vertical direction and face each other. That is, ends of the first arm 411 and the second arm 412 are connected to the upper and lower ends of the second knuckle part 320, respectively. The first arm 411 and the second arm 412 may be formed to have a double wishbone shape. Accordingly, the first arm 411 and the second arm 412 can set the negative camber of the wheel 2, thereby improving the cornering performance of the vehicle, and setting a low floor to lower the vehicle height.

The shock absorber 420 is provided to be flexible along the longitudinal direction and absorbs shock or vibration transmitted from the road surface to the vehicle body through the wheels 2 . The shock absorber 420 according to an embodiment of the present invention includes a cylinder 421, a rod 422, and an elastic body 423.

The cylinder 421 extends vertically and is filled with fluid. The lower end of the cylinder 421 may pass through the first arm 411 and be rotatably connected to the upper surface of the second arm 412 .

The rod 422 extends along the length direction of the cylinder 421 . The lower side of the rod 422 is inserted into the upper end of the cylinder 421 and installed to be slidably movable along the longitudinal direction of the cylinder 421 . The other side of the rod 422 is coupled to the steering body 2410 by bolting or the like. The rod 422 slides along the longitudinal direction of the cylinder 421 in conjunction with the pressure of the fluid filled in the cylinder 421 .

The elastic body 423 is disposed to surround the outer surfaces of the cylinder 421 and the rod 422, and is interlocked with the sliding movement of the rod 422 to have a variable length. The elastic body 423 according to an embodiment of the present invention may be formed to have the shape of a coil spring that is stretchable along the length direction. Both ends of the elastic body 423 may be supported by being coupled to a lower sheet fixed to the cylinder 421 and an upper sheet fixed to the rod 422 , respectively. The elastic body 423 is compressed or stretched when the rod 422 slides, stores elastic restoring force, and can offset an impact applied from the road surface by the accumulated elastic restoring force.

The steering driving unit 500 is coupled to the vehicle body, expands and contracts in the longitudinal direction, and generates steering force. The steering driving unit 500 may be disposed parallel to the longitudinal direction of the vehicle, that is, the direction in which the telescopic operation is performed. Accordingly, the steering drive unit 500 can easily secure the interior space of the vehicle and increase the degree of freedom in designing the life module, compared to the case where the longitudinal direction is disposed parallel to the width direction of the vehicle.

4 is an enlarged view schematically showing the configuration of a steering drive unit according to an embodiment of the present invention.

1 to 4 , a steering drive unit 500 according to an embodiment of the present invention includes a power generation module 510, a push rod 520, and a first joint unit 530.

The power generation module 510 is coupled to the vehicle body and receives power to generate driving force. The power generation module 510 according to an embodiment of the present invention may be exemplified by various types of electric motors that generate rotational force from power applied from the outside. The power generation module 510 may be formed to have a hollow rotation shaft. The power generation module 510 may be connected to a vehicle battery and receive power from the battery. The power generation module 510 is connected to the ECU of the vehicle, etc., and whether or not rotational force is generated and the direction of rotational force may be controlled by a control signal of the ECU.

The push rod 520 is interlocked with the driving force of the power generation module 510 to move forward and backward along the longitudinal direction and transmits steering force. The push rod 520 according to an embodiment of the present invention is formed to have a substantially bar shape, and one side is inserted into the power generation module 510. One side of the push rod 520 is connected to the rotation shaft of the power generation module 510. In this case, one side of the push rod 520 may be connected to the rotation shaft of the power generation module 510 by screw coupling, ball screw coupling, or the like. Accordingly, the push rod 520 converts the rotational motion of the rotation shaft of the power generation module 510 into linear motion and can be linearly reciprocated in the longitudinal direction. The push rod 520 is disposed in a direction parallel to the longitudinal direction of the vehicle.

The first joint part 530 extends from the push rod 520 and is rotatably connected to one side of the crank part 700 . The first joint part 530 according to an embodiment of the present invention may be formed to have a rod shape extending from the other end of the push rod 520 . One side of the first joint part 530 may be rotatably connected to the inside of a first extension part 720 provided in a crank part 700 to be described later. In this case, one side of the first joint portion 530 may be rotatably connected to the inside of the first extension portion 720 in the height direction of the vehicle. The first joint part 530 reciprocates together with the push rod 520 when the push rod 520 moves forward and backward, and applies rotational force to the crank part 700 in a clockwise or counterclockwise direction.

The other side of the first joint part 530 is rotatably connected to the other side of the push rod 520 . In this case, the first joint part 530 may be rotatably connected to the other side of the push rod 520 in the height direction of the vehicle as an axis. The relative angle of the first joint part 530 with the push rod 520 may be varied when the push rod 520 moves forward and backward. Accordingly, the first joint part 530 is separated from the push rod 520 due to a difference between the rotation path of the first extension part 720 and the moving path of the push rod 520 when the crank part 700 rotates. A bending load applied between the joint parts 530 can be absorbed.

The steering angle control unit 600 is connected to the knuckle unit 300, more specifically, the first knuckle unit 310, and adjusts the steering angle of the wheel 2 by interlocking with the steering force generated from the steering drive unit 500. More specifically, the steering angle adjusting unit 600 controls the steering angle of the wheel 2 by receiving the steering force generated from the steering driving unit 500 through a crank unit 700 to be described later. The steering angle adjusting unit 600 is disposed in a direction different from the longitudinal direction of the steering driving unit 500 . For example, as the longitudinal direction of the steering drive unit 500 is disposed parallel to the longitudinal direction of the vehicle, the steering angle adjusting unit 600 may be disposed parallel to the longitudinal direction of the vehicle.

5 is an enlarged view schematically showing the configuration of a steering angle adjusting unit according to an embodiment of the present invention.

1 to 5 , a steering angle adjusting unit 600 according to an embodiment of the present invention includes a tie rod 610, a second joint unit 620, and a third joint unit 630.

The tie rod 610 forms a schematic appearance of the steering angle adjusting unit 600 and supports the second joint unit 620 and the third joint unit 630 as a whole, which will be described later. Both sides of the tie rod 610 according to an embodiment of the present invention may be formed to have a rod shape disposed to face the other side of the crank part 700 and the first knuckle part 310, respectively. The tie rod 610 is disposed parallel to the width direction of the vehicle in the longitudinal direction. The tie rod 610 is reciprocally moved in the longitudinal direction by a tensile or compressive load transmitted from the crank part 700 connected via a second joint part 620 to be described later, and the steering force generated from the steering drive part 500 is applied to the wheel. forward to (2).

The second joint part 620 is provided on one side of the tie rod 610 and is rotatably connected to the other side of the crank part 700 . The second joint part 620 according to an embodiment of the present invention is formed in the shape of a ball joint having a spherical shape to enable multi-axis rotation on the other side of the crank part 700, more specifically, the second extension part 730. Connected. Accordingly, the second joint part 620 induces the steering force transmitted in the form of a tensile or compressive load through the rotation of the crank part 700 to act in the longitudinal direction of the tie rod 610 and at the same time bump the wheel 2. And during the rebound operation, the installation angle of the tie rod 610 with respect to the crank unit 700 is varied vertically, and the tie rod 610 may be induced to perform a suspension behavior.

The third joint part 630 is provided on the other side of the tie rod 610 and is rotatably connected to the first knuckle part 310 . The third joint part 630 according to an embodiment of the present invention is connected to the first knuckle part 310 at a position spaced apart from the central axis of the wheel 2 by a predetermined distance in the radial direction of the wheel 2 . Accordingly, the third joint unit 630 may induce a rotational moment for generating a steering angle to act on the wheel 2 when the tie rod 610 linearly reciprocates. The third joint part 630 is formed in the shape of a ball joint having a spherical shape and is connected to the first knuckle part 310 in a multi-axis rotatable manner. Accordingly, the third joint unit 630 supports the wheel 2 relative to the tie rod 610 in the height direction of the vehicle as an axis to induce a smooth turning motion of the wheel 2 and at the same time, the wheel 2 ), the installation angle of the tie rod 610 with respect to the wheel 2 is varied up and down during bump and rebound operations, and the tie rod 610 can be induced to perform a suspension behavior.

The crank unit 700 is provided between the steering drive unit 500 and the steering angle adjusting unit 600, and converts the transfer direction of the steering force generated from the steering driving unit 500 to the longitudinal direction of the steering angle adjusting unit 600. More specifically, the crank unit 700 converts the extension motion of the steering drive unit 500 into rotational motion so that the transmission angle of the steering force transmitted along the longitudinal direction of the steering drive unit 500 is changed in the longitudinal direction of the steering angle control unit 600. It is provided so that it can be transferred to Accordingly, the crank unit 700 may induce steering force to be smoothly transmitted through the steering driving unit 500 and the steering angle adjusting unit 600 disposed in different longitudinal directions.

The crank part 700 according to an embodiment of the present invention includes a crank body 710, a first extension part 720, and a second extension part 730.

The crank body 710 forms the outer appearance of the central part of the crank part 700 and is rotatably supported in the height direction of the vehicle as an axis. A support hole 711 vertically penetrating the crank body 710 in a vertical direction may be formed in the crank body 710 . As a separate support shaft (not shown) extending from the vehicle body is inserted into the support hole 711, the crank body 710 may be rotatably supported with respect to the vehicle body around the support hole 711 as an axis.

The first extension part 720 and the second extension part 730 extend from the crank body 710 to both sides to form the appearance of both ends of the crank part 700 . The first extension part 720 and the second extension part 730 are connected to the first joint part 530 of the steering drive part 500 and the second joint part 620 of the steering angle control part 600, respectively. The first extension 720 and the second extension 730 may extend in different directions from the crank body 710 and form a predetermined angle. For example, as the first extension part 720 and the second extension part 730 are disposed at an angle of 90 degrees, the crank part 700 may be formed to have a cross-sectional shape of an approximate "L" shape.

The first extension part 720 receives the steering force through the first joint part 530 when the steering drive part 500, that is, the push rod 520 is stretched, and rotates clockwise or counterclockwise around the support hole 711. rotated in the direction The second extension part 730 is rotated at the same angular speed as the first extension part 720, and is compressed by the steering angle adjusting part 600, that is, the tie rod 610, through the second joint part 620 according to the direction of rotation. or apply a tensile load.

The first extension 720 and the second extension 730 may extend to different lengths from the crank body 710 . For example, the length of the first extension part 720 may be shorter than the length of the second extension part 730 . Accordingly, the second extension part 730 has a larger radius of rotation than the first extension part 720, so that the amount of movement of the tie rod 610 compared to the amount of movement of the push rod 520 can be increased. The installation space can be further reduced.

Hereinafter, the operation of the vehicle corner module device 1 according to an embodiment of the present invention will be described in detail.

6 and 7 are operational diagrams schematically illustrating an operation of adjusting a steering angle of a wheel by a corner module device for a vehicle according to an embodiment of the present invention.

Referring to FIG. 6 , when the vehicle is steered to the right, the power generation module 510 generates rotational force in one direction to move the push rod 520 forward (refer to FIG. 6 ).

As the push rod 520 moves forward, the first joint part 530 connected to the other side of the push rod 520 also moves forward and rotates the first extension part 720 clockwise (refer to FIG. 6 ). In this case, the linear motion of the push rod 520 can be smoothly converted into the rotational motion of the first extension part 720 by the rotational motion of both sides of the first joint part 530 .

The second extension part 730 rotates clockwise at the same angular velocity as the first extension part 720 and applies a compressive load to the tie rod 610 in the longitudinal direction.

The tie rod 610 is linearly moved outward in the width direction of the vehicle by the compressive load. In this case, the rotational motion of the second extension part 730 can be smoothly converted into the linear motion of the tie rod 610 by the rotational motion of the second joint part 620 .

As the tie rod 610 linearly moves outward in the width direction of the vehicle, the third joint part 630 finally presses the first knuckle part 310 to rotate the wheel 2 rightward.

Referring to FIG. 7 , when the vehicle is steered to the left, the power generation module 510 generates rotational force in another direction to move the push rod 520 backward (refer to FIG. 7 ).

As the push rod 520 moves backward, the first joint part 530 connected to the other side of the push rod 520 also moves backward and rotates the first extension part 720 counterclockwise (refer to FIG. 7 ).

The second extension part 730 rotates counterclockwise at the same angular velocity as the first extension part 720 and applies a tensile load to the tie rod 610 in the longitudinal direction.

The tie rod 610 is linearly moved toward the inner side in the width direction of the vehicle by the tensile load.

As the tie rod 610 linearly moves toward the inner side in the width direction of the vehicle, the third joint part 630 finally pulls the first knuckle part 310 to rotate the wheel 2 to the left.

8 and 9 are operational diagrams schematically illustrating the operation of the corner module device for a vehicle according to the bump and rebound behavior of a wheel according to an embodiment of the present invention.

8 and 9, when the wheel 2 bumps and rebounds due to unevenness of the road surface, the first knuckle part 310 integrally connected to the wheel 2 via the driving unit 100 and The two-knuckle part 320 moves up and down together with the wheel 2.

The first arm 411 and the second arm 412 have a variable installation angle with respect to the vehicle body by the vertical movement of the second knuckle part 320 and guide the movement of the wheel 2, and the shock absorber 420 When the wheel 2 bumps and rebounds, it expands in the longitudinal direction and absorbs shock or vibration transmitted from the road surface to the vehicle body.

Meanwhile, corresponding to the up and down movement of the first knuckle part 310, the installation angle of the tie rod 610 is also varied up and down together with the first arm 411 and the second arm 412.

In this case, the second joint part 620 and the third joint part 630 formed to have a spherical shape are angularly displaced with respect to the first knuckle part 310 and the second extension part 730 of the tie rod 610. , the tie rod 610 can be induced to vary vertically at the same angle as that of the first arm 411 and the second arm 412 without interference.

Although the present invention has been described with reference to the embodiments shown in the drawings, it should be noted that this is only exemplary and various modifications and equivalent other embodiments are possible from those skilled in the art to which the technology pertains. will understand Therefore, the true technical protection scope of the present invention will be defined by the claims below.

1: vehicle corner module device 2: wheel
100: driving unit 200: braking unit
210: brake disc 220: brake caliper
300: knuckle part 310: first knuckle part
320: second knuckle part 400: suspension unit
410: suspension arm 411: first arm
412: second arm 420: shock absorber
421: cylinder 422: rod
423: elastic body 500: steering drive unit
510: power generation module 520: push rod
530: first joint unit 600: steering angle control unit
610: tie rod 620: second joint part
630: third joint part 700: crank part
710: crank body 711: support hole
720: first extension 730: second extension

Claims (9)

a driving unit installed inside a wheel of a vehicle and providing a driving force to the wheel;
a knuckle portion coupled to the driving unit;
a steering drive unit that is coupled to the vehicle body, expands and contracts in the longitudinal direction, and generates steering force;
a steering angle adjusting unit that is connected to the knuckle unit, has a longitudinal direction disposed in a direction different from that of the steering driving unit, and adjusts a steering angle of the wheel by interlocking with the steering force generated from the steering driving unit; and
and a crank unit provided between the steering driving unit and the steering angle adjusting unit and converting a transfer direction of the steering force generated from the steering driving unit to a longitudinal direction of the steering angle adjusting unit.
According to claim 1,
The steering drive unit,
a power generating module coupled to the vehicle body and generating a driving force;
a push rod that is interlocked with the driving force of the power generation module and moves forward and backward; and
and a first joint part extending from the push rod and rotatably connected to one side of the crank part.
According to claim 2,
The vehicle corner module device, characterized in that the longitudinal direction of the push rod is disposed parallel to the longitudinal direction of the vehicle.
According to claim 2,
The first joint unit is rotatably connected to the push rod, and a relative angle with the push rod is varied when the push rod moves forward and backward.
According to claim 1,
The steering angle control unit,
Tie rods having both sides facing the crank part and the knuckle part, respectively;
a second joint part provided on one side of the tie rod and rotatably connected to the other side of the crank part; and
A corner module device for a vehicle comprising a; third joint part provided on the other side of the tie rod and rotatably connected to the knuckle part.
According to claim 5,
The second joint unit is formed in a spherical shape and is rotatably connected to the other side of the crank unit in a multi-axis rotation.
According to claim 1,
The crank part,
a crank body rotatably supported in the height direction of the vehicle as an axis;
a first extension part extending from the crank body and connected to the steering driving part; and
A corner module device for a vehicle comprising: a second extension part extending from the crank body and connected to the steering angle adjusting part.
According to claim 7,
The first extension part and the second extension part extend in different directions from the crank body and are arranged to form a predetermined angle.
According to claim 7,
The second extension part is rotated at the same angular velocity as the first extension part during the extension operation of the steering drive part, and applies a compressive or tensile load to the steering angle adjusting part according to a rotation direction.

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