CN100416251C - 车轮模块 - Google Patents

车轮模块 Download PDF

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Publication number
CN100416251C
CN100416251C CNB028244567A CN02824456A CN100416251C CN 100416251 C CN100416251 C CN 100416251C CN B028244567 A CNB028244567 A CN B028244567A CN 02824456 A CN02824456 A CN 02824456A CN 100416251 C CN100416251 C CN 100416251C
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CN
China
Prior art keywords
vehicle
wheel
operably connected
wheel module
control signal
Prior art date
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Expired - Fee Related
Application number
CNB028244567A
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English (en)
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CN1695050A (zh
Inventor
C·E·博尔罗尼-比尔德
A·B·彻尔诺夫
M·D·沙巴纳
R·L·维塔尔
B·E·泽姆克
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Motors Liquidation Co
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Motors Liquidation Co
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Publication date
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Publication of CN1695050A publication Critical patent/CN1695050A/zh
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Publication of CN100416251C publication Critical patent/CN100416251C/zh
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    • B60G17/0195—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the regulation being combined with other vehicle control systems
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Abstract

一种车轮模块，适用于一车辆底盘上。一可驱动车辆包括一可操作地连接于一车辆底盘上的车轮模块。车轮模块包括至少一个不可转动的结构单元、一可转动的车轮、一车辆连接界面，可转动的车轮可控制地连接于结构单元上，车辆连接界面可操作地连接于不可转动的结构单元上，包括一车辆承载保持联接件和一控制信号接收器。车轮模块还包括底盘部件，包括制动系统、转向系统、马达以及悬架系统中的至少一个，这些系统可操作地连接于不可转动的结构单元和车轮上，并且可操作地连接于控制信号接收器上以便响应于通过控制信号接收器所接收的非机械控制信号而控制车轮。

Description

车轮模块
相关申请的交叉参考
本申请对2001年12月7日提交的美国临时专利申请60/337,994的权益提出要求，其全部内容在此引入作为参考。
技术领域
本发明涉及用于车辆上的车轮模块。
背景技术
车辆制造工业在不断寻求有效的零部件和装配工序来提高零部件的易连接性和互换性。利用线控技术代替机械联动装置来将零部件连接于车辆底盘上就由于令人信服地减少了连接部件的数量和复杂性而提高了效率。关于与车轮形成一体的车辆系统会可有许多变型，包括制动、转向、悬架以及车轮马达的使用。将具有不同组合的这些系统的车轮所用的连接部件进行标准化和最小化可以实现装配效率和适应性的提高。
发明内容
一种车轮模块包括至少一个马达外壳，一可转动的车轮以及一车辆连接界面，其中车轮可控制地连接于马达外壳上，车辆连接界面包括一车辆承载保持联接件和一控制信号接收器并且可操作地连接于马达外壳上。在一个实施例中，车轮模块可以只通过车辆连接界面而可操作地连接于车辆底盘上。车轮模块还包括底盘部件，包括制动系统、转向系统、马达以及悬架系统中的至少一个，这些系统可操作地连接于不可转动的结构单元和车轮上，并且可操作地连接于控制信号接收器上以便响应于通过控制信号接收器所接收的非机械控制信号而控制车轮。尽管称作系统，制动系统、转向系统以及悬架系统可以各只包括一个功能部件，即术语“系统”在本文中使用时，可以只包括相应系统的一个部件。而且，车轮模块可以包括多于一个马达外壳，在这样的情况下，原来必须可操作地连接于一个马达外壳上的车轮模块的元件也可以可操作地连接于任一或所有的马达外壳上。
在一个实施例中，车轮模块包括一传感器，其可操作地连接于车轮或底盘部件上，并且能够检测至少一种部件状态。车辆连接界面包括一可操作地连接于传感器上的传感器连接器。
车轮模块的一个实施例包括一致动器，其可操作地连接于底盘部件和控制信号接收器上，并且构制成将一电控制信号转换成一作用于底盘部件上的机械力。在一个实施例中，致动器可操作地连接于不可转动的结构单元上。
可驱动车辆包括上述的车轮模块和一车辆底盘。车辆底盘包括一框架以及至少一个控制单元，控制单元可操作地连接于车轮模块的底盘部件上。车辆底盘还包括一车轮模块连接界面，其包括一控制信号连接端口以及一可操作地连接于框架上的车辆承载保持联接件。控制单元可操作地连接于控制信号连接端口上。车辆连接界面上的控制信号接收器可操作地连接于车轮模块连接界面上的控制信号连接端口上，以便使得控制单元可以与车轮模块上的底盘部件保持通讯并对其进行控制。车辆承载保持联接件可操作地连接于车轮模块承载保持联接件上，在一个实施例中，车轮模块只通过车辆连接界面与车轮模块连接界面而可操作地连接于车辆底盘上。
一种可驱动车辆的制造方法包括通过将控制信号接收器与控制信号连接端口可操作地连接起来以便使得所述至少一个控制单元与底盘部件保持通讯并对其进行控制，并且通过将车辆承载保持联接件与车轮模块承载保持联接件可操作地连接起来以便使得车轮模块承受车辆负载，而将上述车辆底盘连接于上述车轮模块上。
另一种可驱动车辆的制造方法包括保持上述车轮模块的存货，包括第一类型的车轮模块和第二类型的车轮模块；装配使用第一类型的车轮模块的第一可驱动车辆，以及装配使用第二类型的车轮模块的第二可驱动车辆。第一类型的车轮模块包括构制成提供与第二类型车轮模块的底盘部件不同的功能的底盘部件。
通过阅读以下对实现本发明的最佳模式的详细描述并结合参阅附图，本发明所属领域的普通技术人员将会清楚了解本发明的上述目的、特征与优点以及其它的目的、特征与优点。
附图说明
图1是一种车轮模块的一个实施例的示意性俯视剖面图，其中车轮模块包括一制动系统、一转向系统、一马达以及一悬架系统；
图2是一种车轮模块的一个替代实施例的示意性俯视剖面图，其中车轮模块包括传感器和一传感器连接器；
图3是一种车轮模块的第二替代实施例的示意性俯视剖面图，其中车轮模块包括两个不可转动的结构单元；
图4是一种可驱动车辆的示意性俯视剖面图，其中可驱动车辆包括图3的车轮模块和一车辆底盘；以及
图5是示出了可驱动车辆的装配过程的流程图，其使用了根据本发明的不同类型的车轮模块。
具体实施方式
参看图1，一种根据本发明的车轮模块2包括一车轮4。所示的轮胎5固定于车轮4的轮缘上。所示的固定式制动卡钳6固定于一固定式马达外壳26上。在这个实施例中，马达外壳26是一不可转动的结构单元。制动卡钳6可操作地连接于一制动盘8上。制动卡钳6与制动盘8一起构成一制动系统9。制动盘8可操作地连接于一轮毂10上。轮毂10利用一螺栓11固定于车轮4上。包括转子盘14、16的转子单元12刚性地安装于轮毂10上。所示的定子18可操作地连接于马达外壳26上。轴壳22刚性地连接于马达外壳26上。轴20可操作地连接于车轮4上，并且位于轴壳22内部。轴承24位于轴壳中。定子18的电输入驱动着转子单元12。这样，转子12驱动着轮毂10、车轮4以及制动盘8。因此，车轮4与制动盘8可以转动并且可操作地连接于马达外壳26上。
悬架系统28可操作地连接于马达外壳26上。悬架系统28包括一上悬架臂29和一下悬架臂31。所示的悬架连接附件30位于上悬架臂29的一端。上悬架臂29通过一悬架系统车轮附件23相对于马达外壳26可枢轴转动地安装。悬架连接件30用于将车轮模块2连接于车辆底盘上。本文中，悬架连接件30也称作车辆承载保持联接器32。车辆承载保持联接器32设计成在连接于车辆上时承受车辆负载。
所示的制动液压管34可操作地连接于制动卡钳6上。制动液压管34穿过马达外壳26，并可操作地连接于制动致动器36上。制动致动器36可操作地连接于控制信号接收器38上。这样，控制信号接收器就可操作地连接于马达外壳26上。制动致动器36设计成响应于由控制信号接收器38所发送的电控制信号而对制动卡钳6施加一机械(液压)力。位于这种车轮模块2上的车辆连接界面42包括控制信号接收器38和车辆承载保持联接件32。这样，车辆连接界面42就可操作地连接于马达外壳26上。
参看图2，其中相同的参考数字是指图1中的相同部件，车轮模块2的一个替代实施例还包括一转向系统44，其在枢轴车轮附件45处可枢轴转动地安装于马达外壳26上。转向系统44可操作地连接于转向系统致动器46上。悬架系统28可操作地连接于悬架系统致动器48上。如图1中所示，制动卡钳6可操作地连接于制动致动器36上。制动致动器36、转向系统致动器46以及悬架系统致动器48分别通过制动系统连接线40、转向系统致动器线52以及悬架系统连接线56而可操作地与控制信号接收器38相连接。转向系统致动器46设计成响应于由控制信号接收器38通过转向系统致动器线52发送的电控制信号输入而对转向系统44施加一机械力，从而使得车轮模块2转向。悬架系统致动器48设计成响应于由控制信号接收器38通过悬架系统连接线56发送的电控制信号输入而对悬架系统28施加一机械力。
图2中所示的车轮模块包括一马达50。马达50可操作地连接于马达外壳26上，并且可操作地连接于车轮4上。一马达连接线54将马达50可操作地连接于控制信号接收器38上。马达50设计成对由控制信号接收器38通过马达连接线54发送的电信号进行响应。
车轮4可控制地连接于马达外壳26上，而马达外壳26为不可转动的结构单元。在本文中用到时，“可控制地连接”意思是指具有可以控制的特征。当车轮4连接于马达外壳26上时，车轮4可以由制动系统9、转向系统44、悬架系统28以及马达50控制。
图2中所示的车轮模块还包括一可操作地连接于车轮4上的车轮传感器58、一可操作地连接于制动卡钳6上的制动系统传感器60、一可操作地连接于转向系统44上的转向系统传感器62、一可操作地连接于悬架系统48上的悬架系统传感器64以及一可操作地连接于马达50上的马达传感器66。车轮传感器58能够检测一些车轮部件状态如车轮转速。制动系统传感器60能够检测一些制动系统部件状态如制动卡钳的力。转向系统传感器62能够检测一些转向部件状态如车轮角度。悬架系统传感器能够检测一些悬架部件状态如上悬架臂29上的应力。马达传感器58能够检测一些马达状态如温度。
车轮传感器58通过传感器连接线70可操作地连接于传感器连接器68上。制动系统传感器60通过制动传感器线72可操作地连接于传感器连接器68上。转向系统传感器通过转向系统传感器线74可操作地连接于传感器连接器68上。悬架系统48通过悬架系统传感器线76可操作地连接于传感器连接器68上。马达50通过马达传感器线78可操作地连接于传感器连接器68上。因此，各种部件状态可经相应的传感器线70、72、74、76、78由各个所述传感器58、60、62、64、66转接至传感器连接器68。
参看图3，其中相同的参考数字是指图1和2中的相同部件，示出的第二替代实施例中，车轮模块可操作地连接于第二固定式结构单元80上。在这个实施例中，控制信号接收器38、传感器连接器68、制动系统致动器36、转向系统致动器46以及悬架系统致动器48均可操作地连接于第二固定式结构单元80上。而且，车辆承载保持联接件32也可操作地连接于第二固定式结构单元80上。第二固定式结构单元80可以刚性地固定于车辆底盘上。因此，由于控制信号接收器38、传感器连接器68以及致动器36、46、48的质量位于悬架系统48轴向向内的位置，这种构型可产生较低的未支承在弹簧上的质量。
参看图4，其中相同的参考数字是指图1-3中的相同部件，如图中所示，图3中的车轮模块2和第二结构单元80可操作地连接于车辆底盘81上。第二结构单元80示意性地表示为一柱，但是其可以是各种形状，包括形状与车辆底盘81的外轮廓互补的板。底盘81包括一框架82、一马达控制单元108、一转向控制单元110、一悬架控制单元112以及一制动控制单元114，它们各自可操作地连接于框架82上。底盘81还包括一车轮模块连接界面84，其包括一车轮模块保持联接件86、一控制信号连接端口88以及一传感器连接端口90。马达控制单元108、转向控制单元110、悬架控制单元112以及制动控制单元114，分别通过马达控制单元连接线92、转向控制单元连接线94、悬架控制单元连接线96以及制动控制单元连接线98而可操作地连接于控制信号连接端口88上。控制信号连接端口88可操作地连接于控制信号接收器38上。
相应地，马达控制单元108可以通过马达控制单元连接线92、控制信号连接端口88、控制信号接收器38以及马达连接线54而将控制信号传送至马达50。制动控制单元114可以通过制动控制单元连接线98、控制信号连接端口88、控制信号接收器38、制动系统连接线40以及制动系统致动器36与制动系统液压管34而将控制信号传送至制动系统9。转向控制单元110可以通过转向控制单元连接线94、控制信号连接端口88、控制信号接收器38、转向系统致动器线52以及转向系统致动器46而将控制信号传送至转向系统44。悬架控制单元112可以通过悬架控制单元连接线96、控制信号连接端口88、控制信号接收器38、悬架系统连接线56以及悬架系统致动器线48而将控制信号传送至悬架系统28。
马达控制单元108、转向控制单元110、悬架控制单元112以及制动控制单元114，分别通过马达控制单元传感器连接端口线100、转向控制单元传感器连接端口线102、悬架控制单元传感器连接端口线104以及制动控制单元传感器连接端口线106可操作地连接于传感器连接端口90上。传感器连接端口90可操作地连接于传感器连接器68上。因此，传感器58、60、62、64、66能够通过传感线70、72、74、76、78，传感器连接器68、传感器连接端口90以及传感器连接端口连接线100、102、104、106，将而传感信号转接至控制单元108、110、112、114。
如图4中所示，车辆承载保持联接件32可操作地连接于车轮模块保持联接件86上。在图4中，可操作连接为固定式；然而，本发明也可考虑其它类型的能够承受车辆负载力的可操作连接方式。因此，第二结构单元80相对于框架82刚性地安装。由于致动器36、46、48和控制信号接收器38及传感器连接器68的重量位于悬架系统28的轴向向内的位置，这就可以使得未支承在弹簧上的质量最小化。尽管图1-4中示出了具有马达的车轮模块的实施例，但是车轮模块也可以不带马达。底盘81只通过车辆连接界面84连接于车轮模块2上。车辆连接界面84只包括控制信号接收器38和车辆承载保持联接件32，其特征在于，不带机械控制联动装置。这种简单的连接构型可有助于提高装配效率。
一种用于制造可驱动车辆的多步骤过程也在考虑之中。图5中示出了这种过程116的一个实施例。过程116的一个步骤是保持第一类型与第二类型的车轮模块的存货118。第一类型的车轮模块可能包括权利要求1中所述的车轮模块的所有元件：
至少一个不可转动的结构单元，一可控制地连接于所述至少一个不可转动结构单元上的可转动车轮，一包括承载保持联接件与控制信号接收器并且可操作地连接于所述至少一个不可转动的结构单元上的车辆连接界面，以及至少包括制动系统、转向系统、马达以及悬架系统之一的底盘部件，其中这些制动系统、转向系统、马达以及悬架系统可操作地连接于所述至少一个不可转动的结构单元和车轮上，并且可操作地连接于控制信号接收器上以便响应于通过控制信号接收器所接收的非机械控制信号而控制车轮。
第二类型的车轮模块也可包括权利要求1中的所有元件。然而，在过程116中，第一类型的车轮模块包括构制成提供一种不同于第二类型车轮模块的底盘部件的功能的底盘部件。例如，第一类型的车轮模块可包括一种转向系统，而第二类型的车轮模块则不具有转向系统。
过程116的另一步骤是对具有选自存货的第一类型车轮模块的第一可驱动车辆进行装配120。如以上相对于图4所述，装配步骤包括通过将控制信号接收器与控制信号连接端口可操作地进行连接，以及将车辆承载保持联接件与模块承载保持联接件可操作地进行连接，以便使得车辆上的控制单元可操作地连接于车轮模块的底盘部件上并对其进行控制，而将车辆底盘连接于车轮模块上，如上所述。
过程116的另一步骤是对具有选自存货的第二类型车轮模块的第二可驱动车辆进行装配122。由于第一类型的车轮模块具有构制成提供一种不同于第二类型车轮模块的底盘部件的功能的底盘部件，所以第一可驱动车辆所具有的车轮模块构型将与第二可驱动车辆不同。这可能包括第一可驱动车辆具有四轮驱动装置(模块各自位于四个车轮上，各模块均具有作为底盘部件的马达)，而第二可驱动车辆具有两轮驱动装置(带有马达的模块只位于两个车轮上)。第一可驱动车辆可具有四轮转向装置，而第二可驱动车辆可具有两轮转向装置。车轮模块底盘部件的多样性可能具有大量不同的可驱动车辆。
相应地，图2中所示的车轮模块包括至少一个不可转动的结构单元，马达外壳26，一可控制地连接于马达外壳26上的可转动的车轮4，一包括承载保持联接件32与控制信号接收器38并且可操作地连接于马达外壳26上的车辆连接界面42，以及包括一制动系统9、转向系统44、马达50以及一悬架系统28的底盘部件，其中这些系统各自可操作地连接于马达外壳26、车轮4以及控制信号接收器38上，并且对一非机械控制信号做出响应，如权利要求1所述。车轮模块2可以只包括一个底盘部件或者包括全部四个，从而在不同的车轮模块2如图4中所述可操作地连接于车辆底盘81上时，容许形成广泛范围的车辆构型。
尽管已经对实现本发明的最佳模式进行了详细的描述，但是本发明所属领域的普通技术人员应该认识到，在本发明附属权利要求的范围之内，对于本发明的实施存在各种替代设计方案和实施例。

Claims (14)

1. 一种车辆所用的车轮模块，包括：
至少一个马达外壳；
一可转动的车轮，其可控制地连接于所述至少一个马达外壳上；
一车辆连接界面，其可操作地连接于所述至少一个马达外壳上，车辆连接界面包括一车辆承载保持联接件和一控制信号接收器；以及
底盘部件，包括制动系统、转向系统、马达以及悬架系统中的至少一个，这些系统可操作地连接于所述至少一个马达外壳和车轮上，并且可操作地连接于控制信号接收器上以便响应于通过控制信号接收器所接收的非机械控制信号而控制车轮。
2. 根据权利要求1所述的车轮模块，还包括至少两个底盘部件。
3. 根据权利要求1所述的车轮模块，还包括至少三个底盘部件。
4. 根据权利要求1所述的车轮模块，还包括至少四个底盘部件。
5. 根据权利要求1所述的车轮模块，还包括一致动器，其可操作地连接于底盘部件和控制信号接收器上，并且构制成将一电控制信号转换成一作用于底盘部件上的机械力。
6. 根据权利要求5所述的车轮模块，其特征在于，致动器可操作地连接于马达外壳上。
7. 根据权利要求1所述的车轮模块，其中，车轮模块可以只通过车辆连接界面可操作地连接于车辆上，并且其中车辆连接界面的特征在于不带机械控制联动装置。
8. 根据权利要求1所述的车轮模块，还包括：
一传感器，其可操作地连接于车轮和底盘部件中的至少一个上，并且能够检测一种部件状态；以及
其中，车辆连接界面包括一可操作地连接于传感器上的传感器连接器。
9. 一种可驱动车辆，包括：
一车轮模块，包括：
至少一个马达外壳；
一可转动的车轮，其可控制地连接于所述至少一个马达外壳上；
一车辆连接界面，其可操作地连接于所述至少一个马达外壳上，车辆连接界面包括一车辆承载保持联接件和一控制信号接收器；以及
底盘部件，包括制动系统、转向系统、马达以及悬架系统中的至少一个，这些系统可操作地连接于所述至少一个马达外壳和车轮上，并且可操作地连接于控制信号接收器上以便响应于通过控制信号接收器所接收的非机械控制信号而控制车轮；以及
一车辆底盘，包括一框架、至少一个控制单元、一车轮模块连接界面，控制单元可操作地连接于底盘部件上，车轮模块连接界面包括一控制信号连接端口以及一可操作地连接于框架上的车轮模块承载保持联接件，其中所述至少一个控制单元可操作地连接于控制信号连接端口上；
其中控制信号接收器可操作地连接于控制信号连接端口上，以便使得所述至少一个控制单元可以与底盘部件保持通讯并对其进行控制，并且车辆承载保持联接件可操作地连接于车轮模块承载保持联接件上。
10. 根据权利要求9所述的可驱动车辆，其中，车轮模块只通过车辆连接界面和车轮模块连接界面而可操作地连接于车辆底盘上，并且其中车辆连接界面的特征在于不带机械控制联动装置。
11. 一种制造可驱动车辆的方法，包括：
将车辆底盘连接于车轮模块上，其中：
车辆底盘包括一框架、至少一个控制单元、一车轮模块连接界面，控制单元可操作地连接于框架和底盘部件上，底盘部件包括制动系统、转向系统、马达以及悬架系统中的至少一个，车轮模块连接界面包括一控制信号连接端口以及一可操作地连接于框架上的车轮模块承载保持联接件，其中所述至少一个控制单元可操作地连接于控制信号连接端口上；
其中，车轮模块包括至少一个马达外壳、一可转动的车轮、一车辆连接界面以及底盘部件，可转动的车轮可控制地连接于所述至少一个马达外壳上，车辆连接界面可操作地连接于所述至少一个马达外壳上，车辆连接界面包括一车辆承载保持联接件和一控制信号接收器，而底盘部件包括制动系统、转向系统、马达以及悬架系统中的至少一个，这些系统可操作地连接于所述至少一个马达外壳和车轮上，并且可操作地连接于控制信号接收器上以便响应于通过控制信号接收器所接收的非机械控制信号而控制车轮；
所述连接过程包括将控制信号接收器与控制信号连接端口可操作地连接起来以便使得所述至少一个控制单元与底盘部件保持通讯并对其进行控制，并且将车辆承载保持联接件与车轮模块承载保持联接件可操作地连接起来。
12. 一种制造可驱动车辆的方法，包括：
保持车轮模块的存货，包括第一类型的车轮模块和第二类型的车轮模块，所述第一类型和所述第二类型车轮模块各具有至少一个马达外壳、一可转动的车轮、一车辆连接界面以及底盘部件，可转动的车轮可控制地连接于所述至少一个马达外壳上，车辆连接界面可操作地连接于所述至少一个马达外壳上，车辆连接界面包括一车辆承载保持联接件和一控制信号接收器，而底盘部件包括制动系统、转向系统、马达以及悬架系统中的至少一个，这些系统可操作地连接于所述至少一个马达外壳和车轮上，并且可操作地连接于控制信号接收器上以便响应于通过控制信号接收器所接收的非机械控制信号而控制车轮，其中，第一类型的车轮模块包括构制成提供与第二类型车轮模块的底盘部件不同的功能的底盘部件；
装配具有选自存货的第一类型的车轮模块的第一可驱动车辆；以及
装配具有选自存货的第二类型的车轮模块的第二可驱动车辆；
其中，所述装配过程包括将一车辆底盘连接于所述车轮模块上，其中车辆底盘包括一框架、至少一个控制单元、一车轮模块连接界面，控制单元可以可操作地连接于底盘部件上，车轮模块连接界面包括一控制信号连接端口以及一可操作地连接于框架上的车轮模块承载保持联接件，其中所述至少一个控制单元可操作地连接于控制信号连接端口上，所述连接过程包括将控制信号接收器与控制信号连接端口可操作地连接起来并且将车辆承载保持联接件与车轮模块承载保持联接件可操作地连接起来。
13. 根据权利要求12所述的方法，其特征在于，第一类型的车轮模块包括一马达而第二类型的车轮模块不包括马达；以及
其中第一可驱动车辆具有四个第一类型的车轮模块，而第二可驱动车辆只具有两个第一类型的车轮模块。
14. 根据权利要求12所述的方法，其特征在于，第一类型的车轮模块包括一转向系统而第二类型的车轮模块不包括转向系统；以及
其中第一可驱动车辆具有四个第一类型的车轮模块，而第二可驱动车辆只具有两个第一类型的车轮模块。
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US20030127272A1 (en) 2003-07-10
US20030168267A1 (en) 2003-09-11
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US20030127261A1 (en) 2003-07-10
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