A dual-tandem steering suspension integrated module based on linear rotary motors

Abstract

The present invention is directed to an intelligent electric chassis for automobiles, and discloses a dual-series steering suspension integrated module based on a linear rotary motor, comprising a wheel assembly, a suspension system, a first steering system, and a second steering system. The integrated module is different from the parallel architecture of a traditional wheel in which the suspension system and the steering system simultaneously connect the wheel and the vehicle body. Instead, it adopts a dual-series architecture of body-steering-suspension-steering-wheel, which has the characteristics of redundant steering and high integration. The integrated module establishes two sets of kingpins based on the candle-type suspension, which are both redundant and complementary to each other, and can take into account both the operational stability of the vehicle at medium and high speeds and the maneuverability of the vehicle at low speeds. The integrated module also integrates the second steering system with the suspension system through a linear rotary motor, further improving the wheel-side integration, and since the integrated module is connected to the vehicle body only by the second steering system, it also has the advantage of quick disassembly and assembly.

Description

Technical Field

[0001] The present invention relates to the field of intelligent wire-controlled chassis for electric vehicles, and in particular to a steering suspension integrated module based on a linear rotary motor with a dual-series architecture. Background Art

[0002] With the development of the automotive industry, the pursuit of superior vehicle performance is no longer confined to traditional vehicle architectures. Due to the continuous advancement of electric drive and battery technologies, the chassis of modern electric vehicles is no longer limited to the six distinct systems of traditional fuel-powered vehicles. Instead, it is gradually integrating a drive system and brake system for longitudinal control, a steering system for lateral control, and a suspension system for vertical control. Compared to the relatively simple layout of the drive and brake systems, the steering and suspension systems are often more flexible in their layout. However, due to limited wheelside space, the steering and suspension systems often need to cooperate with each other to improve wheelside integration, making their design more challenging. An analysis of numerous previously designed steering-suspension integrated systems reveals a wide variety of structures. Therefore, for further analysis and research, they can be categorized into parallel, series, and hybrid types based on the topological relationship between the steering and suspension systems between the wheels and the vehicle body.

[0003] The so-called parallel architecture means that the vehicle's steering system and suspension system are both connected to the wheels and the body at the same time, and the two can jointly transfer the wheel load to the body, such as the independent suspension with a steering rod in the traditional architecture; the so-called series architecture means that only one of the vehicle's steering system and suspension system is connected to the body, while the other system is integrated in it. According to the order of connection, it can be divided into a suspension-steering series architecture and a steering-suspension series architecture. The suspension-steering series architecture means that the suspension system is directly connected to the body, and the steering system is incorporated into the suspension system. The more common structure is to add a steering motor between the steering knuckle and the control arm on the basis of the double wishbone suspension. The rotation of the steering motor directly drives the wheel to produce kingpin steering, such as a concept car called "Q`mo" released by Japan's NTN company in 2011; and the steering-suspension The series architecture is similar to it, that is, the steering system is directly connected to the vehicle body, and the suspension system is installed in the steering system. The more common structure is to use an "L"-shaped arm for steering, and the entire wheel assembly including the suspension system is installed on the "L"-shaped arm. The rotation of the wheel can be achieved by driving the rotation of the "L"-shaped arm, such as the "360+" wheel angle module released by the British Protean company in 2022; the so-called hybrid architecture, that is, the steering and suspension integrated system is no longer limited to a single architectural form, but chooses to organically integrate multiple architectural forms, thereby obtaining a higher degree of control freedom and effectively improving the reliability of the vehicle's wire-controlled steering. At present, the steering and suspension integrated systems of the hybrid architecture mostly focus on the integration of parallel and series types, and the present invention innovatively integrates the two series architectures to develop a dual-series steering and suspension integrated structure. Summary of the Invention

[0004] The present invention proposes a wheel angle module integrating a driving system, a braking system, a steering system and a suspension system. The module has a dual-series steering and suspension integrated architecture.

[0005] The invention is characterized by comprising:

[0006] A wheel assembly (100) on which a tire is mounted for supporting vehicle load and transmitting driving torque, and a wheel hub motor drive system and a brake system are integrated and mounted on a wheel bracket of the wheel assembly for controlling longitudinal acceleration and deceleration of the vehicle;

[0007] a first steering system (200) fixed to a wheel bracket of the wheel assembly and provided with a steering motor; the first steering system determines a first kingpin axis (K1) and drives the wheel assembly to generate a steering motion around the first kingpin axis (K1) under the actuation of the steering motor;

[0008] The suspension system (300) is a variable structure candle type suspension for alleviating road impact and improving vehicle ride comfort; the upper portion of the suspension system is spline-connected to the steering motor assembly, and the lower portion of the suspension system is hinged to the wheel bracket ball head; the line connecting the spline connection point and the ball head hinge point coincides with the first kingpin axis (K1);

[0009] A second steering system (400), wherein the middle portion is fixedly connected to the vehicle body, the upper and lower portions are connected to the suspension system, and a linear rotary motor is provided therein; the second steering system determines a second kingpin axis (K2), and drives the integrated module as a whole to perform steering movement around the second kingpin axis (K2) under the rotational actuation of the linear rotary motor; the second steering system can also be used for vibration reduction and energy feeding of the suspension system under the linear actuation of the linear rotary motor; the axis of the second steering system, i.e., the movement axis of the candle-type suspension system, coincides with the second kingpin axis (K2);

[0010] On the one hand, the suspension system connects the first steering system and the wheel assembly in series one by one toward the outside of the vehicle body, and on the other hand, connects the second steering system and the vehicle body in series one by one toward the inside of the vehicle body.

[0011] Preferably, the first kingpin axis (K1) is characterized by:

[0012] The spatial position of the first kingpin axis is designed according to the vehicle performance requirements to determine the wheel assembly positioning parameters including the first kingpin inclination angle and the first kingpin caster angle to meet the vehicle's steering and handling stability requirements at medium and high speeds.

[0013] Preferably, the second kingpin axis (K2) is characterized by:

[0014] The second kingpin axis is designed to be approximately perpendicular to the ground based on vehicle performance requirements to ensure that the suspension system reduces vibration while reducing interference wear of the suspension system, increase the steering angle range of the second steering system, and reduce changes in vehicle body posture during steering.

[0015] Preferably, the wheel assembly (100) is characterized by comprising:

[0016] The wheel hub (102) is divided into a rim and a spoke. The rim is used to mount the tire (101). The center of the spoke fixedly connected to the rim is provided with a wheel axle through hole. A plurality of drive motor connection bolt through holes are provided around the wheel axle through hole.

[0017] The wheel shaft (103) has a threaded head, is limitedly connected to the wheel hub via an end nut and a wheel hub bearing, is provided with a spline and a shaft shoulder in the middle, and is provided with a flange at the tail. The flange is surrounded by threaded holes for mounting a wheel bracket, and the wheel shaft is fixedly connected to the wheel bracket via bolts;

[0018] The drive motor (104) is an outer rotor hub motor, the stator of which is fixed to the spline at the middle part of the wheel shaft through a spline, and the outer end surface of the disc-shaped outer rotor is provided with a hub threaded hole, and is fixedly connected to the drive motor connecting bolt through hole on the hub through a bolt, and is used to transmit the output torque of the drive motor to the hub to drive the vehicle to travel, and the inner end surface of the drive motor outer rotor is provided with a brake disc threaded hole;

[0019] A brake system (105) comprising a brake disc and a brake caliper, wherein the brake disc is mounted on a brake disc threaded hole on the inner end surface of the outer rotor of the drive motor by means of bolts and rotates together with the outer rotor of the drive motor and the wheel hub, and the brake caliper is clamped at the outer edge of the brake disc and leaves a brake gap;

[0020] The wheel bracket (106) is an irregular plate-shaped as a whole, and its center is fixed to the wheel shaft flange by bolts, and an axial gap is left with the brake disc of the brake system. The top, middle and bottom of the inner side are respectively provided with an upper suspension bracket arm, a steering motor mounting lug and a lower suspension bracket arm, wherein the upper suspension bracket arm and the steering motor mounting lug are both provided with through holes, and the through holes of the upper suspension bracket arm are matched with the output shaft of the steering motor assembly, and the lower suspension bracket arm is provided with a threaded hole. A pair of brake caliper lugs are further provided at the outer edge of the rear side of the wheel bracket, and the through holes are provided on them for installing and fixing the brake caliper.

[0021] Preferably, the first steering system (200) is characterized by comprising:

[0022] A steering motor assembly (201) is mounted on the steering motor mounting lug of the wheel bracket via a pair of bolts, wherein the axis of the output shaft of the steering motor assembly coincides with the axis of the first kingpin (K1);

[0023] The ball stud (202) is mounted on the threaded hole of the lower suspension bracket arm of the wheel bracket through an external thread and is provided with a dust cover.

[0024] Preferably, the steering motor assembly (201) is characterized by comprising:

[0025] Steering motor, steering reduction gear and steering motor housing;

[0026] The steering motor is a permanent magnet synchronous motor, whose stator is fixed to the steering motor housing, and its rotor shaft is splined to the input end of the steering reduction device. The steering motor has a power-off self-locking function, that is, after the motor actively or passively loses power, the motor rotor shaft is automatically locked and cannot rotate; the steering reduction device adopts a planetary gear reduction mechanism and is coaxially arranged with the steering motor to amplify the output torque of the steering motor. The output end of the steering reduction device is the output shaft of the steering motor assembly, which is sequentially stepped with external splines and external threads; the steering motor housing is used to fix the steering motor and the steering reduction device, and is provided with a pair of steering motor mounting bosses and threaded holes on both sides for mounting the steering motor assembly on the steering motor mounting lugs of the wheel bracket.

[0027] Preferably, the suspension system (300) is characterized by comprising:

[0028] The upper suspension bracket (301) is composed of a flat plate and a flange. A certain angle is formed between the two parts, and the angle is set according to the spatial direction angle between the designed first kingpin axis (K1) and the second kingpin axis (K2). The flat plate is provided with a spline groove that meshes with the spline on the output shaft of the steering motor assembly. The center point of the spline groove is the upper end point of the first kingpin axis, which is used to transmit the steering torque output from the steering motor assembly and promote the wheel assembly to rotate around the first kingpin axis through the reaction torque. The lower end surface of the flat plate is partially in contact with the upper end surface of the suspension bracket arm of the wheel bracket. The upper end surface is fixedly connected to the external thread of the output shaft of the steering motor assembly by a locking nut. The center of the flange is provided with a through hole on the linear rotary motor and an internal spline groove. The lower end surface of the flange is provided with a coil spring seat.

[0029] The lower suspension bracket (304) is plate-shaped as a whole, with a ball pin seat at the outer end connected to the ball pin, the center of the ball is the lower end point of the first main pin axis (K1), and the inner end is a circular boss, the center of which is provided with a lower through hole of the linear rotary motor with a spline groove, and the through hole is coaxial with the upper through hole of the linear rotary motor of the upper suspension bracket, and the upper end surface of the boss is provided with a coil spring seat;

[0030] An upper coil spring (302) and a lower coil spring (303) are coaxially sleeved on the output shafts at both ends of the second steering system, wherein the top of the upper coil spring is mounted in contact with the coil spring seat of the upper suspension bracket, and the bottom of the lower coil spring is mounted in contact with the coil spring seat of the lower suspension bracket, both of which can transmit the vertical force of the wheel and mitigate the ground impact transmitted from the wheel assembly;

[0031] Preferably, the second steering system (400) is characterized by comprising:

[0032] The linear rotary motor (401) has the freedom of movement in both linear and rotational directions, and can be controlled to freely switch the driving movement in both directions. It is provided with an upper and lower output shaft, the vertices of the upper and lower output shafts are the upper and lower end points of the second kingpin axis (K2) respectively, and the two together determine the second kingpin axis and the suspension axis. The two output shafts are sequentially provided with a shoulder, an external spline and an external thread, wherein the external splines of the upper and lower output shafts are respectively engaged with the internal splines of the upper and lower through holes of the linear rotary motor of the upper and lower suspension brackets, so as to transmit the steering torque of the second steering system. The external threaded portions of the upper and lower output shafts respectively pass through the upper and lower through holes of the linear rotary motor of the upper and lower suspension brackets, and are respectively fixedly connected and limited to the upper and lower end faces of the upper and lower suspension brackets through locking nuts and shoulder, so as to transmit the vertical force of the suspension system. The outer side of the linear rotary motor is provided with a pair of motor bracket mounting lugs.

[0033] The inner motor bracket (402) has a main body in the form of a cube, and a semi-cylindrical groove is provided in the middle of its outer side for accommodating the linear rotary motor and leaving a certain gap therebetween; linear rotary motor mounting through holes are provided around its outer side for connecting and fixing with the motor bracket mounting lugs of the linear rotary motor via bolts; bosses are provided at the top and bottom of the bracket, and coil spring seats are provided on the bosses for contacting and mounting the upper and lower coil springs; a quick disassembly interface is provided on its inner side for quick fixed connection with the vehicle body;

[0034] The outer motor bracket (403) has a main body in the form of a cube, and a semi-cylindrical groove is provided in the middle of its inner side for accommodating the linear rotary motor and retaining a certain gap therewith; linear rotary motor mounting through holes are provided around its inner side for fixing the linear rotary motor together with the motor bracket mounting lugs of the linear rotary motor and the inner motor bracket through bolts; and bosses are provided at the top and bottom thereof, and coil spring seats are provided on the bosses for contacting and mounting the upper and lower coil springs.

[0035] Preferably, the linear rotary motor (401) is characterized by comprising:

[0036] Motor housing, linear excitation coil, rotating excitation coil, inner rotor;

[0037] The motor housing is used to fix the linear excitation coil and the rotating excitation coil, and constrain the movement trajectory of the inner rotor. A pair of motor bracket mounting lugs are provided on the outside of the motor housing, which are provided with four through holes and are fixed to the inner and outer motor brackets by bolts; the inner rotor can be controlled to realize rotational motion and linear motion respectively, and is provided with upper and lower output shafts and respectively connected to the upper and lower suspension brackets; the linear excitation coil can drive the inner rotor to generate up and down linear motion along its axis, i.e., the suspension axis, after being energized, so as to realize the vibration reduction and energy feeding function of the suspension system; the rotating excitation coil can drive the inner rotor to generate circumferential rotational motion around its axis, i.e., the second kingpin axis (K2), after being energized, so as to drive the integrated module as a whole to generate steering motion around the second kingpin axis.

[0038] Preferably, the control method of the steering suspension integrated module includes:

[0039] S0: Start;

[0040] S1: Determine whether the first steering system fails. If the first steering system does not fail, execute S2; if it fails, execute S4;

[0041] S2: Determine the current steering mode selected by the driver or set by the intelligent control-by-wire chassis. If it is the normal steering mode, execute S3; if it is the large-angle steering mode, execute S4.

[0042] The conventional steering mode is used for steering stability requirements when the vehicle is traveling at normal medium and high speeds, and the steering angle is generally less than ±45 degrees. The large-angle steering mode is used for flexible steering and high maneuverability requirements when the vehicle is traveling at medium and low speeds. When the chassis space allows, the steering angle can reach up to ±180 degrees.

[0043] S3: Select the first steering system as the main steering system and execute S5;

[0044] S4: Select the second steering system as the main steering system and execute S6;

[0045] S5: Controlling the steering motor to perform corresponding rotational motion according to the driver's demand or the steering angle command determined by the intelligent drive-by-wire chassis, driving the wheel assembly to generate steering motion around the first kingpin axis (K1), and executing S7;

[0046] S6: The vehicle power supply system cuts off the power to the steering motor. At this time, the steering motor is locked due to the power outage, so that the wheel cannot generate a steering movement around the first kingpin axis (K1), and S8 is executed;

[0047] S7: Controlling the power supply to the linear excitation part of the linear rotary motor, at which point the inner rotor of the linear rotary motor generates corresponding linear motion according to demand, generating a vibration reduction and energy feeding action for the suspension system, and executing S9;

[0048] S8: Controlling the power supply to the rotating excitation part of the linear rotary motor, at which point the inner rotor of the linear rotary motor performs corresponding rotational motion according to the driver's demand or the steering angle command determined by the intelligent wire-controlled chassis, driving the entire integrated module to generate steering motion around the second kingpin axis (K2), and executing S9;

[0049] S9: End.

[0050] Beneficial effects of the present invention:

[0051] 1. The present invention proposes a dual-tandem steering suspension integrated module based on a linear rotary motor. In conventional steering mode, the first steering system is activated for conventional medium-angle steering operations. Because the integrated module retains the kingpin inclination angle, the vehicle using this first steering system at medium and high speeds has the same good driving and handling stability as a traditional car. At this time, the second steering system can serve as a suspension shock absorber and energy feedback device, buffering and reducing vibrations and recovering vibration energy, which can effectively improve vehicle comfort and economy.

[0052] 2. The present invention proposes a dual-tandem steering suspension integrated module based on a linear rotary motor. When a large-angle steering scenario is required, such as a 90-degree turn to achieve vehicle lateral translation (crab walking) or zero-turning radius in-situ steering, the first steering system is powered off and locked, and the second steering mode is activated. Since the second kingpin is perpendicular to the ground and there is no interference from other components, the vehicle body will not rise or fall when performing large-angle steering actions, ensuring the advantages of high maneuverability while ensuring a stable vehicle body posture.

[0053] 3. The present invention proposes a dual-tandem steering suspension integrated module based on a linear rotary motor. The first steering system and the second steering system, the two steering structures are redundant to each other, thereby improving the system reliability and safety.

[0054] 4. The present invention proposes a dual-tandem steering suspension integrated module based on a linear rotary motor, which has a high degree of vehicle integration. At the same time, since the module is connected to the vehicle body only by the second steering system, it is convenient to quickly install and separate the wheels and the vehicle body, and is easy to assemble and repair and replace, making the vehicle design more modular and standardized. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] Figure 1 This is an axonometric view of a dual-tandem steering suspension integrated module based on a linear rotary motor as described in the present invention.

[0056] Figure 2This is a cross-sectional view of a dual-tandem steering suspension integrated module based on a linear rotary motor according to the present invention.

[0057] Figure 3 This is an exploded view of the parts of a dual-tandem steering suspension integrated module based on a linear rotary motor described in the present invention.

[0058] Figure 4 This is a control flow chart of a dual-tandem steering suspension integrated module based on a linear rotary motor according to the present invention. Specific implementation plan

[0059] The present invention will be described in further detail below in conjunction with the accompanying drawings so that those skilled in the art can implement the invention with reference to the description.

[0060] The present invention proposes a dual-series steering suspension integrated module based on a linear rotary motor, which is characterized by comprising: a wheel assembly (100), a first steering system (200), a suspension system (300) and a second steering system (400).

[0061] The wheel assembly (100) includes a tire (101), a wheel hub (102), a wheel axle (103) and a wheel bracket (106), which are used to support vehicle load and transmit driving torque. At the same time, the internally integrated drive motor (104) and brake system (105) can realize vehicle distributed drive and electronic brake control technology to control the longitudinal acceleration and deceleration movement of the vehicle;

[0062] The wheel hub (102) is divided into a rim and a spoke as a whole. The rim is used to mount the tire (101). A wheel axle through hole is provided at the center of the spoke. The wheel axle through hole should have a good processing surface to cooperate with the wheel hub bearing. Five drive motor through holes are provided around the wheel axle through hole. To ensure that the vehicle has good aerodynamic characteristics, the drive motor through holes should be countersunk holes.

[0063] The wheel shaft (103) is threaded at the head, and the non-threaded portion of the head should be provided with a good machined surface to ensure the matching characteristics with the wheel hub bearing. The wheel shaft is limitedly connected to the wheel hub wheel shaft through hole through an end nut and a first wheel hub bearing, wherein the end nut is used to determine the axial displacement of the first wheel hub bearing, and the end nut should have a good appearance without flaws. The middle of the wheel shaft is provided with a spline and a shoulder, and the shoulder ensures that the second wheel hub bearing has no axial displacement. The shoulder should be provided with a good machined surface to ensure the matching characteristics with the wheel hub bearing. The tail is provided with a flange drilled with five wheel bracket threaded holes.

[0064] The drive motor (104) is an outer rotor motor. The motor should ensure good housing rigidity and be used to be fixedly connected to the outer rotor and help transmit its torque. The inner stator should be hollow and have an inner spline. The inner spline is installed at the wheel shaft spline to limit the stator tangential displacement. The wheel hub and the brake disc limit their axial displacement by contact. The outer side of the outer rotor motor housing is provided with a wheel hub threaded hole, which is fixedly connected to the drive motor threaded hole of the wheel hub by bolts, thereby transmitting the driving torque to the wheel hub and the tire. The inner side of the drive motor housing is provided with a brake disc threaded hole. The selected outer rotor drive motor should have the characteristics of high specific power, strong anti-electromagnetic interference ability, insensitive to temperature changes, resistance to wheel vibration, simple control and low cost.

[0065] The brake system (105) includes a brake disc and a brake caliper, wherein the brake disc is provided with a flange inside, the outer side of the flange is mounted on the brake disc threaded hole of the drive motor housing by bolts, is fixed to the outer rotor of the drive motor, and rotates together with the wheel hub, the inner side of the brake disc flange is assembled to the wheel shaft through a second wheel hub bearing, and transmits axial load between the wheel shaft and the drive motor, the brake caliper should be selected to be electronic mechanical or electronic hydraulic brake actuation, and is clamped at the outer edge of the brake disc, leaving a suitable braking gap, and the braking mode should be a floating caliper type, and a brake caliper lug is provided on the outer edge of the brake caliper for installation;

[0066] The wheel bracket (106) is an irregular plate-shaped as a whole, and is installed at the center of the wheel shaft flange by bolts, and leaves an axial gap with the brake disc of the brake system. The inner top, middle and bottom are respectively provided with an upper suspension bracket arm, a steering motor mounting lug and a lower suspension bracket arm, wherein the upper suspension bracket arm and the steering motor mounting lug are both provided with through holes, and the through holes of the upper suspension bracket arm are matched with the output shaft of the steering motor assembly, and the lower suspension bracket arm is provided with a threaded hole. A pair of brake caliper lugs are further provided at the outer edge of the rear side of the wheel bracket, and a through hole is provided on the lugs for installing and fixing the brake caliper. The wheel bracket is an important load-bearing component in the steering suspension integrated module, and a metal material with good load-bearing capacity should be selected.

[0067] The first steering system (200) includes a steering motor assembly (201) and a ball stud (202), which is fixed to the wheel assembly and is used to drive the wheel assembly to generate a steering movement around a first kingpin axis (K1);

[0068] The steering motor assembly (201) is provided with a pair of wheel bracket bosses on both sides and drilled with threaded holes, and is installed on the steering motor mounting lug of the wheel bracket by bolts. An output shaft is provided at one end of the steering motor assembly, and an external spline and external thread are provided on the shaft. The output shaft of the steering motor should coincide with the first kingpin axis (K1). When installed, the output shaft should pass through the through hole of the upper suspension bracket of the wheel bracket and cooperate with it. The steering motor assembly (201) should include a steering motor, a steering reduction device and a steering motor housing. The steering motor is a permanent magnet synchronous motor, and its stator is fixed to the steering motor housing. The connection method should ensure that the heat of the steering motor can be released to the outside through the steering motor housing in time. The rotor shaft is connected to the input end of the steering reduction device by a spline. The steering motor should have The power-off self-locking function means that after the motor actively or passively loses power, the motor rotor shaft is automatically locked and cannot move relative to it; the steering reduction device and the steering motor can be arranged coaxially, and its form can adopt a planetary gear set or a harmonic gear reducer and other structures to amplify the output torque of the steering motor. The output end of the steering reduction device is the output end of the steering motor assembly, which is provided with external splines and external threads in sequence; the steering motor housing is used to fix the steering motor and the steering reduction device, and has an output shaft through hole. The steering motor housing should have a certain sealing effect to prevent external dust and rainwater from penetrating into it and interfering with the operation of the steering motor. A pair of steering motor mounting bosses and threaded holes are provided on both sides for installation on the steering motor mounting lugs of the wheel bracket.

[0069] The ball stud (202) is mounted on the lower suspension bracket arm of the wheel bracket via an external thread, and the center of the ball stud should coincide with the first kingpin axis (K1).

[0070] The suspension system (300) is an improvement of a candle-type suspension, i.e., a kingpin-sliding column suspension, and is used to determine the position of a first kingpin axis and connect to a first steering system. Its suspension axis coincides with a second kingpin axis (K2). The system comprises an upper suspension bracket (301), an upper coil spring (302), a lower coil spring (303), and a lower suspension bracket (304), and is used to mitigate road impact and improve vehicle ride comfort. In a conventional candle-type suspension, the kingpin is rigidly fixed to the vehicle frame. When the suspension deforms, the wheel moves up and down on the kingpin through the steering knuckle sleeve, and the kingpin positioning angle does not change. In the suspension system described in the present application, the suspension kingpin axis, i.e., the second kingpin axis (K2), is determined to remain stationary by the second steering system (400) connected to the vehicle frame. When the suspension deforms, the wheel assembly (100) moves up and down along the second kingpin axis (K2) through the upper suspension bracket (301) and the lower suspension bracket (304), and the kingpin positioning angle does not change.

[0071] The upper suspension bracket (301) is composed of a flat plate and a flange, and a certain angle is formed between the two parts. The angle is set according to the spatial direction angle between the designed first kingpin axis (K1) and the second kingpin axis (K2). A spline groove is provided on the flat plate to engage with the spline on the output shaft of the steering motor assembly. The center point of the spline groove is the upper end point of the first kingpin axis, which is used to transmit the steering torque from the steering motor assembly and promote the wheel assembly to rotate around the first kingpin axis through the reaction torque. The lower end surface of the flat plate contacts and cooperates with the upper end surface of the suspension bracket arm on the wheel bracket, and the upper end surface is fixedly connected to the output shaft of the steering motor assembly through a locking nut. A linear rotary motor through hole is provided at the center of the flange, and an internal spline groove is provided. A coil spring seat is provided on the lower end surface of the flange. The upper suspension bracket is a key component in the wheel load transmission process and should be made of a metal material with good load-bearing capacity.

[0072] The lower suspension bracket (304) is plate-shaped as a whole, with a ball pin seat at the outer end connected to the ball pin, the center of the ball is the lower end point of the first kingpin axis (K1), the top surface of the inner end is a circular boss, the center is provided with a linear rotary motor through hole with a spline groove, and when installed, the through hole is coaxial with the linear rotary motor through hole of the upper suspension bracket, and the upper end surface of the through hole is provided with a coil spring seat. The lower suspension bracket is also a key component in the wheel load transmission process and should be made of a metal material with good load-bearing capacity;

[0073] The upper coil spring (302) and the lower coil spring (303) are coaxially sleeved on the output shafts at both ends of the second steering system, wherein the top of the upper coil spring is mounted in contact with the coil spring seat of the upper suspension bracket, and the bottom of the lower coil spring is mounted in contact with the coil spring seat of the lower suspension bracket, both of which can transmit the vertical force of the wheel and mitigate the ground impact transmitted from the wheel assembly;

[0074] The second steering system (400) is installed on the suspension system and connected to the vehicle body, and simultaneously determines the second kingpin axis position (K2) and the suspension axis, including a linear rotary motor (401), an inner motor bracket (402) and an outer motor bracket (403). The linear rotary motor can generate a linear actuating force for vibration reduction and energy feedback of the suspension system, and can also generate a rotary actuating force to drive the entire integrated module to generate steering movement around the second kingpin. At the same time, the entire wheel side system is connected to the vehicle body by the second steering system. Therefore, by installing a quick disassembly interface, the entire wheel side system can be quickly disassembled and assembled. In the large-angle steering mode, the second steering system should have a maximum steering angle of at least 90°.

[0075] The linear rotary motor (401) has the freedom of movement in both linear and rotational directions, and can freely switch the driving movement in both directions. An upper and lower output shaft is provided through the upper and lower coil springs, and the vertices of the upper and lower output shafts are the upper and lower end points of the second kingpin axis (K2) respectively, and the two together determine the second kingpin axis and the suspension axis. The two output shafts are sequentially provided with a shoulder, an external spline and an external thread, wherein the external splines of the upper and lower output shafts are respectively engaged with the internal splines of the linear rotary motor through holes of the upper and lower suspension brackets, so as to transmit the steering torque of the second steering system. The upper and lower output shafts pass through the upper and lower coil springs and are respectively fixed to the upper and lower end faces of the upper and lower suspension brackets through locking nuts and shoulder, so as to transmit the vertical force of the suspension system. A pair of motor bracket mounting lugs are provided on the outer side of the linear rotary motor, and a total of four through holes are provided on the lugs. The inner and outer surfaces of the lugs should have appropriate processing accuracy to ensure the matching characteristics.

[0076] The linear rotary motor comprises: a motor housing, a linear excitation coil, a rotating excitation coil, and an inner rotor. The motor housing is hollow inside and is used to fix the linear excitation coil and the rotating excitation coil. Through holes with good processing accuracy should be provided on the upper and lower surfaces to constrain the motion trajectory of the inner rotor. A pair of motor bracket mounting lugs are provided on the outside, with a total of four through holes, which are fixed to the inner and outer motor brackets by bolts. The motor housing should have a certain sealing effect to prevent external mud and rainwater from entering the interior of the motor; the inner rotor can achieve rotational motion and linear motion, and output shafts are provided on the upper and lower parts, each of which is sequentially provided with a shoulder, an external spline and an external thread. The upper and lower output shafts are respectively fixed to the upper and lower suspension brackets; the linear excitation coil can drive the inner rotor to generate an up and down linear motion along its axis, i.e., the suspension axis, when energized, so as to realize the vibration reduction and energy feeding function of the suspension system; the rotating excitation coil can drive the inner rotor to generate a circumferential rotation motion around its axis, i.e., the second kingpin axis (K2), when energized, so as to drive the wheel to generate a rotational motion around the second kingpin axis (K2). The linear excitation coil and the rotating excitation coil can be energized at the same time, and the coupling of the required linear motion and the required rotational motion of the inner rotor can be achieved by controlling them separately.

[0077] The inner motor bracket (402) is a cube with a semi-cylindrical groove in the middle of the outer side for accommodating the linear rotary motor and retaining a certain gap therebetween to facilitate heat dissipation of the linear rotary motor. The inner side is provided with through holes for mounting the linear rotary motor. The top and bottom are provided with lugs and coil spring seats for mounting upper and lower coil springs. The inner motor bracket may also be provided with a quick disassembly interface for quick connection with the vehicle body.

[0078] The outer motor bracket (403) is the same as the inner motor bracket, and its main body is a cube. A semi-cylindrical groove is provided in the middle of its inner side for accommodating the linear rotary motor and retaining a certain gap with it to facilitate the heat dissipation of the linear rotary motor. The outer side is provided with linear rotary motor mounting holes around it, and the linear rotary motor is fixed together with the inner motor bracket by bolts. The top and bottom are both provided with lugs and coil spring seats for installing upper and lower coil springs. The longitudinal and lateral dimensions should be minimized to avoid interference with the first steering system while ensuring structural strength. The inner and outer motor brackets should ensure that the linear rotary motor has good heat dissipation performance.

[0079] In certain configurations, the ball stud may be replaced by a rotation pair coaxial with the first kingpin axis (K1) to connect the wheel bracket and the lower suspension bracket.

[0080] In some configurations, the inner and outer motor brackets may be integrated into one body, and the linear rotary motor is directly mounted on the inner motor bracket.

[0081] The first kingpin axis (K1) is designed in spatial position according to the performance requirements of the vehicle to determine the wheel assembly positioning parameters including the first kingpin inclination angle and the first kingpin caster angle to meet the steering and handling stability requirements of the vehicle at medium and high speeds.

[0082] The second kingpin axis (K2) is designed to be approximately perpendicular to the ground according to the performance requirements of the vehicle, so as to ensure that the suspension system can reduce vibration while reducing interference wear of the suspension system, increase the steering angle range of the second steering system, and reduce changes in vehicle body posture during steering.

[0083] The control method of the dual-tandem steering suspension integrated module based on the linear rotary motor includes:

[0084] S0: Start;

[0085] S1: Determine whether the first steering system fails. If the first steering system does not fail, execute S2; if it fails, execute S4;

[0086] S2: Determine the current steering mode selected by the driver or set by the intelligent control-by-wire chassis. If it is the normal steering mode, execute S3; if it is the large-angle steering mode, execute S4.

[0087] The conventional steering mode is used for steering stability requirements when the vehicle is traveling at normal medium and high speeds, and the steering angle is generally less than ±45 degrees. The large-angle steering mode is used for flexible steering and high maneuverability requirements when the vehicle is traveling at medium and low speeds. When the chassis space allows, the steering angle can reach up to ±180 degrees.

[0088] S3: Select the first steering system as the main steering system and execute S5;

[0089] S4: Select the second steering system as the main steering system and execute S6;

[0090] S5: Controlling the steering motor to perform corresponding rotational motion according to the driver's demand or the steering angle command determined by the intelligent drive-by-wire chassis, driving the wheel assembly to generate steering motion around the first kingpin axis (K1), and executing S7;

[0091] S6: The vehicle power supply system cuts off the power to the steering motor. At this time, the steering motor is locked due to the power outage, so that the wheel cannot generate a steering movement around the first kingpin axis (K1), and S8 is executed;

[0092] S7: Controlling the power supply to the linear excitation part of the linear rotary motor, at which point the inner rotor of the linear rotary motor generates corresponding linear motion according to demand, generating a vibration reduction and energy feeding action for the suspension system, and executing S9;

[0093] S8: Controlling the power supply to the rotating excitation part of the linear rotary motor, at which point the inner rotor of the linear rotary motor performs corresponding rotational motion according to the driver's demand or the steering angle command determined by the intelligent wire-controlled chassis, driving the entire integrated module to generate steering motion around the second kingpin axis (K2), and executing S9;

[0094] S9: End. The working principles of each system assembly are as follows:

[0095] Drive system: After receiving the drive signal from the driver or decision-making unit, the outer rotor motor outputs the driving torque through the outer rotor. The torque is first transmitted to the drive motor housing fixed to the outer rotor, and then transmitted to the wheel hub through the wheel hub threaded hole on the drive motor housing. Finally, the wheel hub transmits the driving torque to the ground through the tire, thereby driving the vehicle.

[0096] Braking system: The braking system generates a braking force after receiving a driving signal from the driver or the decision-making unit, pushing the brake caliper to clamp the brake disc, forcing the brake disc to generate a braking torque. The brake disc transmits the braking torque to the drive motor housing through the drive motor threaded hole in the middle. The drive motor housing transmits the braking torque to the ground through the wheel hub and tire fixed thereto to generate a braking torque, thereby forcing the vehicle to brake.

[0097] First steering system: When the vehicle is in a normal steering mode, the steering motor generates a steering torque after receiving a steering signal from the driver or an upper control unit, and transmits the steering torque to the steering system reduction device through the motor output end. After the steering torque is amplified by the steering system reduction device, it is transmitted to the upper suspension bracket through the output end spline, thereby forcing the wheel bracket to rotate around the first kingpin axis (K1). The wheel shaft threaded hole in the middle of the wheel bracket transmits the steering torque to the wheel shaft through a bolt. The wheel shaft transmits the steering torque to the wheel hub and the brake disc respectively through the first and second wheel hub bearings. The brake disc transmits the steering torque to the wheel hub through the same transmission path as the braking process. The wheel hub finally transmits the steering torque to the tire, thereby causing the wheel to generate a steering torque around the first kingpin axis, thereby controlling the lateral movement of the vehicle. Correspondingly, when the vehicle is in a large-angle steering mode, the steering motor is locked, and its rotor shaft cannot generate movement, so that the wheel cannot generate movement around the first kingpin axis. During the operation of the first steering system, the rotary excitation part of the linear rotary motor in the second steering system should remain powered to maintain the angle of the suspension system relative to the vehicle body unchanged.

[0098] Second steering system: When the vehicle is in a large-angle steering mode or the first steering system fails, the rotating excitation part of the linear rotary motor is powered, so that the inner rotor of the linear rotary motor generates the required steering torque around the second kingpin axis (K2) according to the command of the driver or the upper control system. The steering torque is transmitted to the upper and lower suspension brackets through the splines on the upper and lower output shafts. At this time, the first steering system is locked due to power failure. Therefore, the steering torque can be directly transmitted to the wheel bracket through the first steering system. The wheel bracket transmits the steering torque to the wheel shaft through the wheel shaft threaded hole in the middle part of the wheel shaft through the bolt. The wheel shaft transmits the steering torque to the wheel hub and the brake disc respectively through the first and second wheel hub bearings. The brake disc transmits the steering torque to the wheel hub through the same transmission path as the braking process. The wheel hub finally transmits the steering torque to the tire, thereby causing the wheel to generate a steering torque around the second kingpin axis, thereby controlling the lateral movement of the vehicle. When the rotating excitation part is powered, the vehicle can rely solely on the coil spring to meet the basic driving requirements of the vehicle, or the vehicle can also power the linear excitation part to further meet the vehicle's smoothness requirements.

[0099] Suspension system: The linear excitation part inside the linear rotary motor supplies power to the inner rotor of the linear rotary motor, which generates corresponding linear actuating force according to the command of the driver or the upper control system. The upper and lower motor output shafts transmit the linear actuating force to the upper and lower suspension brackets respectively through the shaft shoulders and locking nuts. The steering motor assembly does not have axial freedom of movement, so the upper suspension bracket transmits the linear actuating force directly to the upper suspension bracket arm of the wheel bracket through the contact surface and the locking nut. Similarly, the lower suspension bracket transmits the linear actuating force to the lower suspension bracket arm of the wheel bracket through the ball stud. The wheel bracket After receiving the linear actuating force, it is transmitted to the wheel shaft through bolts. The wheel shaft transmits the linear actuating force to the wheel hub and the brake disc respectively through the first and second wheel hub bearings thereon. The brake disc transmits the linear actuating force to the wheel hub through a transmission path similar to the braking process. The wheel hub finally transmits the linear actuating force to the tire, thereby limiting the vertical movement of the wheel, thereby achieving the effect of alleviating impact and weakening vibration. The elastic force generated by the coil spring can be transmitted to the tire through a similar transmission path. It is worth mentioning that the linear rotary motor can also absorb vibration energy from the ground through the reverse path of the above path, which will not be repeated here.

[0100] Although the embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the description and implementation methods. They can be fully applied to various fields suitable for the present invention. For those familiar with the art, additional modifications can be easily implemented. Therefore, without departing from the general concept defined by the claims and the scope of equivalents, the present invention is not limited to the specific details and illustrations shown and described herein.

Claims

1. A dual-tandem steering suspension integrated module based on a linear rotary motor, characterized in that: include: A wheel assembly (100) is provided with a tire mounted thereon for supporting vehicle load and transmitting driving torque, and a wheel hub motor drive system and a brake system are integrated and mounted on a wheel bracket of the wheel assembly for controlling longitudinal acceleration and deceleration of the vehicle; wherein the wheel bracket is provided with a steering motor mounting lug and a lower suspension bracket arm; A first steering system (200) comprises a steering motor assembly (201) and a ball stud (202), wherein the steering motor assembly is mounted on a steering motor mounting lug of a wheel bracket of the wheel assembly via a pair of bolts; the first steering system determines a first kingpin axis (K1) and drives the wheel assembly to generate a steering motion around the first kingpin axis (K1) under the actuation of the steering motor; The output shaft axis of the steering motor assembly coincides with the first kingpin axis (K1); the ball stud is mounted on the lower suspension bracket arm of the wheel bracket via an external thread; The suspension system (300) comprises an upper suspension bracket (301), a lower suspension bracket (304), an upper coil spring (302) and a lower coil spring (303), and is a variable structure candle-type suspension for alleviating road impact and improving vehicle ride comfort; the upper portion of the suspension system is spline-connected to the steering motor assembly, and the lower portion of the suspension system is articulated with the wheel bracket ball head; the line connecting the spline connection point and the ball head articulation point coincides with the first kingpin axis (K1); The second steering system (400) comprises a linear rotary motor (401), an inner motor bracket (402) and an outer motor bracket (403). The middle portion of the second steering system is fixedly connected to the vehicle body via the inner motor bracket (402), and the upper and lower portions of the second steering system are both connected to the suspension system. The linear rotary motor has a degree of freedom of movement in both linear and rotational directions and can be controlled to freely switch driving movement in both directions. An upper and lower output shaft are provided, and the vertices of the upper and lower output shafts are the upper and lower end points of the second kingpin axis (K2), respectively. The two output shafts jointly determine the second kingpin axis and the suspension. axis, and drives the integrated module as a whole to steer around the second kingpin axis (K2) under the rotational actuation of the linear rotary motor; the second steering system can also be used for vibration reduction and energy feedback of the suspension system under the linear actuation of the linear rotary motor; a pair of motor bracket mounting lugs are provided on the outer side of the linear rotary motor; the inner motor bracket and the outer motor bracket are both mounted on the motor bracket mounting lugs by bolts, and the tops and bottoms of the inner motor bracket and the outer motor bracket are both mounted in contact with the upper coil spring and the lower coil spring of the suspension system; the inner side of the inner motor bracket is connected to the vehicle body; On the one hand, the suspension system connects the first steering system and the wheel assembly in series one by one toward the outside of the vehicle body, and on the other hand, connects the second steering system and the vehicle body in series one by one toward the inside of the vehicle body.

2. The dual-tandem steering suspension integrated module based on a linear rotary motor according to claim 1, characterized in that: The first kingpin axis (K1) is characterized by: The spatial position of the first kingpin axis is designed according to the vehicle performance requirements to determine the wheel assembly positioning parameters including the first kingpin inclination angle and the first kingpin caster angle to meet the vehicle's steering and handling stability requirements at medium and high speeds.

3. The dual-tandem steering suspension integrated module based on a linear rotary motor according to claim 1, characterized in that: The second kingpin axis (K2) is characterized by: The second kingpin axis is designed to be approximately perpendicular to the ground based on vehicle performance requirements to ensure that the suspension system reduces vibration while reducing interference wear of the suspension system, increase the steering angle range of the second steering system, and reduce changes in vehicle body posture during steering.

4. The dual-tandem steering suspension integrated module based on a linear rotary motor according to claim 1, characterized in that: The wheel assembly (100) is characterized by comprising: The wheel hub (102) is divided into a rim and a spoke. The rim is used to mount the tire (101). The center of the spoke fixedly connected to the rim is provided with a wheel axle through hole. A plurality of drive motor connection bolt through holes are provided around the wheel axle through hole. The wheel shaft (103) has a threaded head, is limitedly connected to the wheel hub via an end nut and a wheel hub bearing, is provided with a spline and a shaft shoulder in the middle, and is provided with a flange at the tail. The flange is surrounded by threaded holes for mounting a wheel bracket, and the wheel shaft is fixedly connected to the wheel bracket via bolts; The drive motor (104) is an outer rotor hub motor, the stator of which is fixed to the spline at the middle part of the wheel shaft through a spline, and the outer end surface of the disc-shaped outer rotor is provided with a hub threaded hole, and is fixedly connected to the drive motor connecting bolt through hole on the hub through a bolt, and is used to transmit the output torque of the drive motor to the hub to drive the vehicle to travel, and the inner end surface of the drive motor outer rotor is provided with a brake disc threaded hole; A brake system (105) comprising a brake disc and a brake caliper, wherein the brake disc is mounted on a brake disc threaded hole on the inner end surface of the outer rotor of the drive motor by means of bolts and rotates together with the outer rotor of the drive motor and the wheel hub, and the brake caliper is clamped at the outer edge of the brake disc and leaves a brake gap; The wheel bracket (106) is an irregular plate-shaped as a whole, and its center is fixed to the wheel shaft flange by bolts, and an axial gap is left with the brake disc of the brake system. The top, middle and bottom of the inner side are respectively provided with an upper suspension bracket arm, a steering motor mounting lug and a lower suspension bracket arm, wherein the upper suspension bracket arm and the steering motor mounting lug are both provided with through holes, and the through holes of the upper suspension bracket arm are matched with the output shaft of the steering motor assembly, and the lower suspension bracket arm is provided with a threaded hole. A pair of brake caliper lugs are further provided at the outer edge of the rear side of the wheel bracket, and the through holes are provided on them for installing and fixing the brake caliper.

5. The steering motor assembly (201) according to claim 1, characterized in that: include: Steering motor, steering reduction gear and steering motor housing; The steering motor is a permanent magnet synchronous motor, whose stator is fixed to the steering motor housing, and its rotor shaft is splined to the input end of the steering reduction device. The steering motor has a power-off self-locking function, that is, after the motor actively or passively loses power, the motor rotor shaft is automatically locked and cannot rotate; the steering reduction device adopts a planetary gear reduction mechanism and is coaxially arranged with the steering motor to amplify the output torque of the steering motor. The output end of the steering reduction device is the output shaft of the steering motor assembly, which is sequentially stepped with external splines and external threads; the steering motor housing is used to fix the steering motor and the steering reduction device, and is provided with a pair of steering motor mounting bosses and threaded holes on both sides for mounting the steering motor assembly on the steering motor mounting lugs of the wheel bracket.

6. The dual-tandem steering suspension integrated module based on a linear rotary motor according to claim 1, characterized in that: The suspension system (300) is characterized by comprising: The upper suspension bracket (301) is composed of a flat plate and a flange. A certain angle is formed between the two parts, and the angle is set according to the spatial direction angle between the designed first kingpin axis (K1) and the second kingpin axis (K2). The flat plate is provided with a spline groove that meshes with the spline on the output shaft of the steering motor assembly. The center point of the spline groove is the upper end point of the first kingpin axis, which is used to transmit the steering torque output from the steering motor assembly and promote the wheel assembly to rotate around the first kingpin axis through the reaction torque. The lower end surface of the flat plate is partially in contact with the upper end surface of the suspension bracket arm of the wheel bracket. The upper end surface is fixedly connected to the external thread of the output shaft of the steering motor assembly by a locking nut. The center of the flange is provided with a through hole on the linear rotary motor and an internal spline groove. The lower end surface of the flange is provided with a coil spring seat. The lower suspension bracket (304) is plate-shaped as a whole, with a ball pin seat at the outer end connected to the ball pin, the center of the ball is the lower end point of the first main pin axis (K1), and the inner end is a circular boss, the center of which is provided with a lower through hole of the linear rotary motor with a spline groove, and the through hole is coaxial with the upper through hole of the linear rotary motor of the upper suspension bracket, and the upper end surface of the boss is provided with a coil spring seat; An upper coil spring (302) and a lower coil spring (303) are coaxially sleeved on the output shafts at both ends of the second steering system, wherein the top of the upper coil spring is mounted in contact with the coil spring seat of the upper suspension bracket, and the bottom of the lower coil spring is mounted in contact with the coil spring seat of the lower suspension bracket, both of which can transmit the vertical force of the wheel and mitigate the ground impact transmitted from the wheel assembly.

7. The dual-tandem steering suspension integrated module based on a linear rotary motor according to claim 6, characterized in that: The second steering system (400) is characterized by comprising: A linear rotary motor (401) having an upper and lower output shaft, wherein the two output shafts are sequentially provided with a shaft shoulder, an external spline and an external thread, wherein the external splines of the upper and lower output shafts are respectively engaged with the internal splines of the upper and lower through holes of the linear rotary motor of the upper and lower suspension brackets, and are used to transmit the steering torque of the second steering system; the external threaded portions of the upper and lower output shafts respectively pass through the upper and lower through holes of the linear rotary motor of the upper and lower suspension brackets, and are respectively fixedly connected and limited to the upper and lower end surfaces of the upper and lower suspension brackets through locking nuts and shaft shoulders, and are used to transmit the vertical force of the suspension system; a pair of motor bracket mounting lugs are provided on the outer side of the linear rotary motor; The inner motor bracket (402) has a main body in the form of a cube, and a semi-cylindrical groove is provided in the middle of its outer side for accommodating the linear rotary motor and leaving a certain gap therebetween; linear rotary motor mounting through holes are provided around its outer side for connecting and fixing with the motor bracket mounting lugs of the linear rotary motor via bolts; bosses are provided at the top and bottom of the bracket, and coil spring seats are provided on the bosses for contacting and mounting the upper and lower coil springs; a quick disassembly interface is provided on its inner side for quick fixed connection with the vehicle body; The outer motor bracket (403) has a main body in the form of a cube, and a semi-cylindrical groove is provided in the middle of its inner side for accommodating the linear rotary motor and retaining a certain gap therewith; linear rotary motor mounting through holes are provided around its inner side for fixing the linear rotary motor together with the motor bracket mounting lugs of the linear rotary motor and the inner motor bracket through bolts; and bosses are provided at the top and bottom thereof, and coil spring seats are provided on the bosses for contacting and mounting the upper and lower coil springs.

8. The linear rotary motor (401) according to claim 7, characterized in that include: Motor housing, linear excitation coil, rotating excitation coil, inner rotor; The motor housing is used to fix the linear excitation coil and the rotating excitation coil, and constrain the movement trajectory of the inner rotor. A pair of motor bracket mounting lugs are provided on the outside of the motor housing, which are provided with four through holes and are fixed to the inner and outer motor brackets by bolts; the inner rotor can be controlled to realize rotational motion and linear motion respectively, and is provided with upper and lower output shafts and respectively connected to the upper and lower suspension brackets; the linear excitation coil can drive the inner rotor to generate up and down linear motion along its axis, i.e., the suspension axis, after being energized, so as to realize the vibration reduction and energy feeding function of the suspension system; the rotating excitation coil can drive the inner rotor to generate circumferential rotational motion around its axis, i.e., the second kingpin axis (K2), after being energized, so as to drive the integrated module as a whole to generate steering motion around the second kingpin axis.

9. The dual-tandem steering suspension integrated module based on a linear rotary motor according to claim 1, characterized in that: The control method of the steering suspension integrated module includes: S0: Start; S1: Determine whether the first steering system fails. If the first steering system does not fail, execute S2; if it fails, execute S4; S2: Determine the current steering mode selected by the driver or set by the intelligent control-by-wire chassis. If it is the normal steering mode, execute S3; if it is the large-angle steering mode, execute S4. The conventional steering mode is used for steering stability requirements when the vehicle is traveling at normal medium and high speeds, and the steering angle is generally less than ±45 degrees. The large-angle steering mode is used for flexible steering and high maneuverability requirements when the vehicle is traveling at medium and low speeds. When the chassis space allows, the steering angle can reach up to ±180 degrees. S3: Select the first steering system as the main steering system and execute S5; S4: Select the second steering system as the main steering system and execute S6; S5: Controlling the steering motor to perform corresponding rotational motion according to the driver's demand or the steering angle command determined by the intelligent drive-by-wire chassis, driving the wheel assembly to generate steering motion around the first kingpin axis (K1), and executing S7; S6: The vehicle power supply system cuts off the power to the steering motor. At this time, the steering motor is locked due to the power outage, so that the wheel cannot generate a steering movement around the first kingpin axis (K1), and S8 is executed; S7: Controlling the power supply to the linear excitation part of the linear rotary motor, at which point the inner rotor of the linear rotary motor generates corresponding linear motion according to demand, generating a vibration reduction and energy feeding action for the suspension system, and executing S9; S8: Controlling the power supply to the rotating excitation part of the linear rotary motor, at which point the inner rotor of the linear rotary motor performs corresponding rotational motion according to the driver's demand or the steering angle command determined by the intelligent wire-controlled chassis, driving the entire integrated module to generate steering motion around the second kingpin axis (K2), and executing S9; S9: End.

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