Steering shock absorbing structure for in-wheel motor and method thereof

Patent metadata

Field	Value
Publication number	US-11654967-B2
Application number	US-202117543181-A
Country	US
Kind code	B2
Filing date	Dec 6, 2021
Priority date	Mar 29, 2021
Publication date	May 23, 2023
Grant date	May 23, 2023

Abstract

A steering shock absorbing structure for an in-wheel motor includes: a steering input unit configured to detect a steering angle of a steering wheel; a steering unit fastened to the steering input unit, and configured to steer a wheel according to the steering angle of the steering input unit; a tilting unit having a first end connected to the steering unit and a second end connected to the wheel, and configured to be tilted with respect to the steering unit; and a controller configured to selectively drive the tilting unit.

First claim

What is claimed is:

1. A steering shock absorbing structure for an in-wheel motor, the structure comprising:
a steering input unit configured to detect a steering angle of a steering wheel;
a steering unit fastened to the steering input unit, and configured to steer a wheel according to the steering angle of the steering input unit;
a tilting unit having a first end connected to the steering unit and a second end connected to the wheel, and configured to be tilted with respect to the steering unit; and
a controller configured to selectively drive the tilting unit
wherein the tilting unit configured to be tilted in front or rear direction to a driving direction of the vehicle.

2. The structure of claim 1 , wherein the steering unit comprises:
a steering motor connected to the steering input unit and configured to rotate the tilting unit; and
a steering angle sensor connected to the steering motor with respect to a steering shaft, and configured to detect whether the steering angle that is input into the steering input unit and a rotation angle of the steering motor match each other.

3. The structure of claim 1 , wherein the tilting unit comprises:
a tilting yoke having an end fastened to the steering unit;
a tilting unit housing fixed to the wheel, and configured to be rotationally tilted with respect to a tilting shaft positioned at a surface of the tilting yoke;
a tilting braking device positioned between the tilting unit housing and the tilting yoke, and configured to selectively fix the tilting unit housing;
a tilting shock absorber having a first end connected to the tilting yoke and a second end connected to the tilting unit housing; and
a tilting angle sensor operably connected with the tilting braking device, and configured to detect a tilting angle of the tilting unit housing.

4. The structure of claim 3 , further comprising an acceleration sensor configured to detect an impact value of a vehicle, wherein when the impact value that is equal to or higher than a preset impact value is applied to the acceleration sensor, a steering angle sensor detects whether the steering angle that is input into the steering input unit and a rotation angle of a steering motor match each other.

5. The structure of claim 4 , wherein when the vehicle is in a driver controllable state, the controller controls the tilting braking device to fix the tilting unit housing.

6. The structure of claim 4 , wherein when the vehicle is in a driver non-controllable state, the controller controls the tilting braking device to release the tilting unit housing.

7. The structure of claim 6 , wherein the tilting unit housing is configured to be tilted with respect to the tilting yoke, and the tilting shock absorber is configured to be compressed.

8. The structure of claim 7 , wherein when the vehicle escapes from the driver non-controllable state, the tilting unit housing is returned to an original position thereof by an elastic restoring force of the tilting shock absorber.

9. The structure of claim 8 , wherein the tilting unit housing is configured to be released from tilting, and the tilting braking device is configured to be fixed.

10. The structure of claim 1 , further comprising an in-wheel motor unit connected to the tilting unit and configured to independently apply a driving force to the wheel.

11. A steering shock absorbing method for an in-wheel motor, the method comprising the steps of:
detecting, by an acceleration sensor, whether an impact value that is equal to or higher than a preset impact value is applied to the acceleration sensor;
when the impact value that is equal to or higher than the preset value is applied to the acceleration sensor, determining, by a controller, whether a vehicle is in a driver controllable state;
in the determining step, when the controller determines the vehicle is in a driver non-controllable state, releasing a tilting braking device;
detecting, by a tilting angle sensor, whether a tilting unit housing is tilted within a preset tilting limit angle;
when the tilting unit housing is tilted within the preset tilting limit angle, adjusting, by the controller, a steering angle that is input into a steering input unit and a rotation angle of a steering motor to match each other under a condition that the tilting braking device is released;
when the adjusting step is completed, detecting, by the tilting angle sensor, whether the tilting unit housing is returned to an original position thereof; and
when the tilting angle sensor detects that the tilting unit housing is restored to the original position thereof, fixing the tilting braking device.

12. The method of claim 11 , wherein the determining step further comprises:
determining whether the steering angle that is input and the rotation angle of the steering motor are the same;
when the steering angle and the rotation angle are not the same, determining whether a torque that is currently applied from the steering motor is equal to or less than a preset limit torque of the steering motor; and
determining that the vehicle is in the driver controllable state when the torque that is currently applied from the steering motor is equal to or less than the preset limit torque of the steering motor, and determining that the vehicle is in the driver non-controllable state when the torque that is currently applied from the steering motor exceeds the preset limit torque of the steering motor.

13. The method of claim 12 , wherein the determining step further comprises:
adjusting, by the controller, the steering angle that is input into the steering input unit and the rotation angle of the steering motor to match each other.

14. The method of claim 11 , wherein the detecting step further comprises:
when the tilting unit housing is tilted away from the preset tilting limit angle, fixing the tilting braking device;
adjusting, by the controller, the steering angle that is input into the steering input unit and the rotation angle of the steering motor to match each other;
when the adjusting step is completed, releasing the tilting braking device;
detecting, by the tilting angle sensor, whether the tilting unit housing is returned to the original position thereof; and

when the tilting unit housing is returned to the original position thereof, fixing the tilting braking device.

Assignees

• Hyundai Motor Co Ltd
• Kia Corp

Inventors

• Ryu Sang Woock

Classifications

• B60G3/26

  Means for maintaining substantially-constant wheel camber during suspension movement {; Means for controlling the variation of the wheel position during suspension movement (B60G3/202, B60G3/22, B60G7/003, B60G7/006 take precedence; means for adjusting camber, castor, or toe-in B62D17/00)} · CPC title

• B60G2200/462

  Toe-in/out · CPC title

• B60Y2400/3042

  Collision sensors · CPC title

• B60G2202/42

  Electric actuator · CPC title

• B60G2202/43

  Mechanical actuator · CPC title