Parking braking method for four-wheel engineering vehicle with corner module structure

Abstract

The invention discloses a parking braking method for a four-wheel engineering vehicle with a corner module structure, which comprises the following steps: after a vehicle control MCU (Microprogrammed Control Unit) receives a parking braking command, centering direction information is respectively sent to a steering MCU in a corner module of a vehicle, and the steering MCU controls a steering motor to drive wheels to steer; the steering MCUs in one or more angle modules control the relays to be closed, so that the clutches in the angle modules are closed; each steering MCU controls a steering motor to rotate, so that four wheels of the vehicle steer by 45 degrees; when the steering motor rotates, the clutch in the angle module rotates, the brake cable connected to the clutch is wound and contracted, the brake cable pulls the brake lever, and braking is completed. The problem of long-time parking pressure relief of an existing engineering vehicle with a corner module structure and the problems of efficiency and risk of traditional manual parking are solved, and parking braking can be automatically and effectively performed on the corner module after a signal of a parking braking command is obtained.

Description

Technical Field

[0001] The invention belongs to the field of vehicle parking solutions, in particular to a parking braking method for a four-wheel engineering vehicle with a corner module structure. Background Art

[0002] As an important tool for infrastructure construction, the performance and safety of corner modular structure engineering vehicles have always attracted much attention. The working environment of engineering vehicles is complex, and sometimes they are in complex working conditions such as uneven road surface at the work site. Therefore, in order to ensure that the engineering vehicle will not slip during long-term parking, a parking brake system needs to be designed.

[0003] However, in the face of complex working conditions such as the heavy weight of engineering vehicles and uneven road surfaces at the work site, the parking brake system in the current engineering vehicle design still has significant defects. Traditionally, many engineering vehicles use hydraulic braking or pneumatic braking solutions as the main means of parking braking. Although the hydraulic and pneumatic braking systems can meet the braking needs to a certain extent, the braking system is prone to brake fluid leakage or brake air chamber leakage under high-load and high-frequency use environments. Once the brake fluid and brake air leak, not only will the braking performance drop sharply, but it may even cause serious safety accidents such as the engineering vehicle slipping. Secondly, the corner modular structure engineering vehicle requires frequent parking brakes in multiple positions and multiple tires when operating in special environments. The traditional braking solution requires frequent manual pulling of the handbrake, which greatly reduces the operating efficiency and also has the risk of operating errors or forgetting to operate by the operator. Summary of the invention

[0004] In order to solve the problem of long-term parking pressure release of existing engineering vehicles with corner module structures and the efficiency and risk problems of traditional manual parking, the present invention provides a parking braking method for a four-wheel engineering vehicle with a corner module structure, which can automatically and effectively perform parking braking on the corner module after obtaining the signal of the parking brake command, so as to solve the safety and efficiency problems in the above background.

[0005] In order to achieve the above technical objectives, the technical solution adopted by the present invention is:

[0006] A parking brake method for a four-wheel engineering vehicle with an angle module structure comprises the following steps:

[0007] Step 1: After receiving the parking brake command, the vehicle control MCU on the engineering vehicle sends the centering direction information to the steering MCUs in the four corner modules of the vehicle respectively. The steering MCU controls the steering motor to drive the wheels to turn and realize the wheel centering;

[0008] Step 2: After the return to the center is completed, the steering MCU control relay in one or more corner modules is closed, so that the power supply in the corner module is connected to the push-pull electromagnet. After the coil in the push-pull electromagnet is energized, a magnetic field is generated to make the moving iron core move in the direction of the static iron core, that is, the movement of the moving iron core is converted into thrust through the lever to push the clutch installed on the output end of the steering motor to close;

[0009] Step 3: Each steering MCU controls the steering motor to rotate, thereby driving the wheels to turn, so that the four wheels of the vehicle turn 45 degrees and are relatively outward-facing;

[0010] Step 4: When the steering motor rotates, the clutch in one or more corner modules rotates, causing the brake wire connected to the clutch to wind and shrink. The brake wire pulls the brake lever, and the other end of the brake lever pushes the brake pad to press the brake disc installed on the wheel to complete the braking.

[0011] As a further improved technical solution of the present invention, the step 1 is specifically:

[0012] Step 1.1, the attitude sensor obtains the vehicle's attitude data in real time and sends the data to the vehicle control MCU;

[0013] Step 1.2: After the vehicle control MCU receives the parking brake command sent by the engineering vehicle operator, the vehicle control MCU determines the tilt angles of the vehicle body in two directions on the horizontal plane according to the vehicle posture data; the tilt angles of the vehicle body in two directions on the horizontal plane include the angle between the center line of the front and rear directions of the vehicle body and the horizontal plane, and the angle between the center line of the left and right directions of the vehicle body and the horizontal plane, and execute step 1.3 or 1.4;

[0014] Step 1.3, if the inclination angles in the two directions are inconsistent, the direction with the smallest inclination angle is selected as the centering direction, and then the centering direction information is sent to the steering MCUs in the four corner modules of the vehicle respectively. The steering MCU controls the steering motor to drive the wheels to steer, thereby realizing the wheel centering;

[0015] Step 1.4: If the tilt angles in the two directions are the same, select any one of the front-to-back direction and the left-to-right direction as the centering direction, and then send the centering direction information to the steering MCUs in the four corner modules of the vehicle respectively. The steering MCU controls the steering motor to drive the wheels to steer, thereby realizing wheel centering.

[0016] As a further improved technical solution of the present invention, the attitude sensor is arranged on the vehicle body part outside the corner module of the engineering vehicle, and the attitude sensor is used to obtain the inclination angles in two directions on the horizontal plane of the vehicle body, and the attitude sensor is connected to the vehicle control MCU.

[0017] As a further improved technical solution of the present invention, the four corner modules all include a steering MCU, a steering motor and a wheel; the input end of the steering MCU is connected to the vehicle control MCU, the output end of the steering MCU is connected to the steering motor, the steering MCU and the steering motor are both connected to the platform support plate, the output end of the steering motor is connected to a steering worm, the steering worm is meshed with a fixed gear, the fixed gear is connected to a wheel pillar, the wheel pillar is rotatably connected to the platform support plate, and the wheel pillar is rotatably connected to the wheel through a wheel support frame.

[0018] As a further improved technical solution of the present invention, one or more of the four corner modules further includes a parking brake structure;

[0019] The parking brake structure includes a relay, a power supply, a push-pull electromagnet, a lever, a clutch, a reset spring, a bearing, a tension spring, a brake line, a fixed pulley, a brake lever, a brake pad and a brake disc; the output end of the steering MCU is connected to the relay, the power supply is connected to the push-pull electromagnet through the relay, the relay, the power supply and the push-pull electromagnet are all connected to the platform support plate, the moving iron core in the push-pull electromagnet is rotatably connected to one end of the lever, the bar hole on the lever is rotatably and slidably connected to the lever bracket on the housing of the steering motor, the clutch includes a driven face gear and an active face gear, and the active face gear key is connected to On the steering worm, the center hole of the driven face gear is sleeved on the steering worm and the driven face gear can rotate and slide on the steering worm. The side of the driven face gear away from the driving face gear is connected to the outer ring of the bearing through a return spring, and the inner ring of the bearing is connected to the steering worm. The other end of the lever is used to contact the driven face gear. The bottom of the driven face gear is connected to one end of the brake line through a tension spring. The other end of the brake line is connected to the brake lever after passing through the fixed pulley. The other end of the brake lever is connected to the brake pad. The brake disc is connected to the wheel hub of the wheel. The fixed pulley is connected to the wheel support frame through the pulley bracket, and the brake lever is rotatably connected to the wheel support frame.

[0020] As a further improved technical solution of the present invention, the steering motor is connected to the platform support plate through a motor bracket, the push-pull electromagnet is connected to the housing of the steering motor, part of the structure in the brake line is passed through the brake sleeve, the brake sleeve is connected to the platform support plate and the wheel support frame, and the wheel support is rotatably connected to the platform support plate through a roller bearing; the power supply is a battery.

[0021] As a further improved technical solution of the present invention, a circle of grooves is formed on the outer edge surface of the driven face gear, one end of the tension spring is connected to the groove, and the other end is connected to the brake line.

[0022] As a further improved technical solution of the present invention, a pair of diagonal modules in the four corner modules each comprises a parking brake structure;

[0023] The step 2 is specifically as follows:

[0024] After the return to the center is completed, the steering MCU control relay in a pair of diagonal modules on the diagonal line is closed, so that the power supply is connected to the push-pull electromagnet. After the coil in the push-pull electromagnet is energized, a magnetic field is generated, causing the moving iron core therein to move in the direction of the static iron core. That is, after the moving iron core moves, it is converted into thrust through the lever, which pushes the driven face gear to engage with the active face gear installed on the steering worm.

[0025] As a further improved technical solution of the present invention, a steering angle sensor is provided on the fixed gear in each angle module; the steering angle sensor is connected to the steering MCU;

[0026] The step 3 is specifically as follows:

[0027] The steering angle sensor provides real-time feedback signals to the steering MCU. Each steering MCU controls the rotation of the steering motor based on the feedback from the steering angle sensor. The steering motor drives the wheels to steer through the steering worm, fixed gear, wheel strut and wheel carrier, ultimately turning the vehicle's four wheels 45° and in a relatively outward-facing "toe" shape.

[0028] As a further improved technical solution of the present invention, the step 4 is specifically as follows:

[0029] When the steering motor rotates, the active face gear in a pair of diagonal modules on the diagonal line drives the driven face gear to rotate, so that the tension spring connected to the driven face gear drives the brake line to wind and shrink, and the brake line pulls the brake lever. The other end of the brake lever pushes the brake pad to press the brake disc installed on the wheel to complete the braking.

[0030] The beneficial effects of the present invention are:

[0031] The method of the present invention can automatically and effectively perform parking braking on the corner module after acquiring the signal of the parking brake command, and has high safety and efficiency.

[0032] In the present invention, when the vehicle control MCU receives the parking brake signal, the vehicle control MCU will obtain the vehicle angle data of the attitude sensor, select the smaller tilt direction of the two tilt angles of the vehicle on the plane as the tire centering direction to prevent the vehicle from slipping in the centering state, and send the centering direction information to the steering MCU in each corner module. Then, the steering MCU in each corner module obtains the steering angle sensor data and controls the steering motor to turn. After the centering is completed, the parking brake structure starts to perform the pre-positioning work. After the pre-positioning work is completed, the steering MCU10 in each corner module controls the steering motor in combination with the data fed back by the steering angle sensor to make the four wheels of the vehicle turn 45° in a relative outward eight shape. The relative outward eight-shaped wheel steering will make the combined movement direction of any two wheels conflict vertically or reversely with the combined movement direction of the other two wheels, ensuring that the engineering vehicle will not move on the horizontal plane after parking.

[0033] In the present invention, the parking brake structure includes but is not limited to a relay, a battery, a push-pull electromagnet and a lever. The pin of the steering MCU is connected to the relay to control the switch of the relay. When the relay is closed, the contact connects the battery to the push-pull electromagnet. After the coil in the push-pull electromagnet is supplied with direct current, the static iron core forms an electromagnetic suction force, which has an attraction to the moving iron core. The electromagnetic suction force of the static iron core pulls the moving iron core and drives the lever, and the clutch composed of the active face gear and the driven face gear is pushed to close through the lever.

[0034] When the vehicle is not parked, the driven face gear is separated from the driving face gear due to the pulling action of the return spring on the other side, that is, the clutch is separated, and under the pulling force of the brake line and the reset action of the tension spring, the driving face gear rotates in the opposite direction to reset. At this time, after the clutch is separated, because the friction force of the inner and outer rings of the bearing connected to the return spring is much smaller than the pulling force of the brake line on the driven face gear, when the steering motor rotates, the bearing and the driven face gear do not rotate and do not pull the brake line. When the vehicle is parked, after the steering MCU receives the parking brake command, it controls the clutch to close. When the steering motor rotates, the power can be transmitted from the driving face gear to the driven face gear, and the driven face gear pulls the brake line to achieve braking.

[0035] The power transmission of the brake line is generated when the vehicle's wheels are turned from the center direction to the 45° direction after completing the centering action. After the centering action is completed, the clutch is closed and the steering motor starts to drive the wheels to steer. At this time, the steering worm on the steering motor drives the driven gear through the active gear to provide power for the subsequent parking brake.

[0036] There is a circle of grooves on the outer edge of the driven face gear to prevent the tension spring and brake line from falling off. One end of the tension spring is fixed in the groove on the bottom outer edge of the driven face gear, and the other end is connected to the brake line. When the driven face gear rotates, the tension spring and brake line are wound in the groove of the driven face gear. Choose an appropriate tension spring so that the force in the brake line can maintain an appropriate size within the maximum range of rotation of the driven face gear.

[0037] The brake line is passed through the brake casing to reduce the wear and corrosion of the brake line. After passing through the brake casing, the brake line changes the pulling direction through the fixed pulley, making it easier to pull one end of the brake lever. The brake pad connected to the other end of the brake lever is pulled and then presses the brake disc installed on the wheel hub to complete the braking. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 Flow chart of the method of the present invention.

[0039] Figure 2 It is a schematic diagram of the inclination angles in two directions on the horizontal plane of the vehicle body described in the method of the present invention.

[0040] Figure 3 It is a schematic structural diagram of the vehicle described in the method of the present invention, in which all four wheels of the vehicle are turned 45 degrees and are in a relatively outward-facing "O" shape.

[0041] Figure 4 The schematic diagram of the structure of the corner module in the parking brake structure of a four-wheel engineering vehicle of the corner module structure of the present invention.

[0042] In the figure:

[0043] 1. Steering motor; 2. Wheel; 3. Platform support plate; 4. Wheel pillar; 5. Roller bearing; 6. Fixed gear; 7. Steering worm; 8. Attitude sensor; 9. Vehicle control MCU; 10. Steering MCU; 11. Relay; 12. Power supply; 13. Push-pull electromagnet; 14. Moving iron core; 15. Lever; 16. Driven face gear; 17. Return spring; 18. Driving face gear; 19. Groove; 20. Tension spring; 21. Brake sleeve; 22. Fixed pulley; 23. Brake lever; 24. Brake pad; 25. Wheel support frame; 26. Brake line. DETAILED DESCRIPTION

[0044] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0045] This embodiment provides a parking brake structure for a four-wheel engineering vehicle with an angle module structure, such as Figure 4 As shown, it includes four corner modules installed on the engineering vehicle and the vehicle control MCU9.

[0046] The four corner modules all include a steering MCU 10, a platform support plate 3, a steering motor 1 and a wheel 2. The input end of the steering MCU 10 is connected to the vehicle control MCU 9, and the output end of the steering MCU 10 is connected to the steering motor 1. The steering MCU 10 and the steering motor 1 are both arranged on the platform support plate 3. The output end of the steering motor 1 is connected to a steering worm 7, which is meshed with a fixed gear 6, which is connected to a wheel support 4, which is rotationally connected to the platform support plate 3, and which is rotationally connected to the wheel 2 through a wheel support frame 25. The vehicle control MCU 9 is used to send signals to the steering MCU 10 in the four corner modules, and the steering MCU 10 is used to control the rotation of the steering motor 1. The vehicle control MCU 9, the steering MCU 10 and the steering motor 1 are all powered by the vehicle power supply.

[0047] Specifically, the steering motor 1 is fixedly connected to the platform support plate 3 through a motor bracket, and the wheel support 4 is rotatably connected to the platform support plate 3 through a roller bearing 5. In order to enable the steering motor 1 to drive the wheel 2 to turn, the steering motor 1 is connected to the wheel 2 through a wheel support 4. In order to better provide support and stably drive the wheel 2 to turn, the wheel support 4 is connected to the upper and lower surfaces of the platform support plate 3 with a pair of roller bearings 5, and is fixed with bolts to provide appropriate preload for the bearings. The steering worm 7 of the steering motor 1 is meshed with the fixed gear 6 at the end of the wheel support 4 to transmit power and drive the tire to turn. When the steering motor 1 rotates, the steering worm 7 rotates, and the steering worm 7 drives the fixed gear 6 to rotate, thereby driving the wheel support 4 and the wheel support frame 25 to rotate, and the wheel support 4 and the wheel support frame 25 drive the wheel to turn.

[0048] A pair of diagonal modules among the four corner modules in this embodiment further includes a parking brake structure.

[0049] The parking brake structure includes a relay 11, a power supply 12, a push-pull electromagnet 13, a lever 15, a clutch, a reset spring 17, a bearing, a tension spring 20, a brake line 26, a fixed pulley 22, a brake lever 23, a brake pad 24 and a brake disc; the output end of the steering MCU 10 is connected to the relay 11, the power supply 12 is connected to the push-pull electromagnet 13 through the relay 11, the relay 11, the power supply 12 and the push-pull electromagnet 13 are all connected to the platform support plate 3, the moving iron core 14 in the push-pull electromagnet 13 is rotatably connected to one end of the lever 15, the bar hole on the lever 15 is rotatably and slidably connected to the lever 15 bracket on the housing of the steering motor 1, and the clutch includes a driven face gear 16 and an active face gear 18, and the active face gear 18 is keyed to the steering worm. On the rod 7, the center hole of the driven face gear 16 is sleeved on the steering worm 7 and the driven face gear 16 can rotate and slide on the steering worm 7. The side of the driven face gear 16 away from the driving face gear 18 is connected to the outer ring of the bearing through the return spring 17, and the inner ring of the bearing is connected to the steering worm 7. The other end of the lever 15 is used to contact the driven face gear 16. The bottom of the driven face gear 16 is connected to one end of the brake line 26 through the tension spring 20. The other end of the brake line 26 passes through the fixed pulley 22 and is connected to the brake lever 23. The other end of the brake lever 23 is connected to the brake pad 24. The brake disc is fixedly connected to the wheel hub of the wheel 2. The fixed pulley 22 is rotatably connected to the pulley bracket, the pulley bracket is fixedly connected to the wheel support frame 25, and a certain fulcrum of the brake lever 23 is rotatably connected to the wheel support frame 25. The push-pull electromagnet 13 adopts the existing structure, including a coil, a moving iron core 14, and a static iron core.

[0050] Specifically, the push-pull electromagnet 13 is connected to the housing of the steering motor 1, and a part of the structure in the brake line 26 is inserted into the brake sleeve 21, and the brake sleeve 21 is connected to the platform support plate 3 and the wheel support frame 25; the power supply 12 is a battery. There is a circle of grooves 19 on the outer edge surface of the driven face gear 16, one end of the tension spring 20 is connected to the groove 19, and the other end is connected to the brake line 26.

[0051] A steering angle sensor is provided on the fixed gear 6 in each angle module; the steering angle sensor is connected to the steering MCU 10 .

[0052] Based on the above structure, this embodiment also provides a parking brake method for a four-wheel engineering vehicle with an angle module structure, such as Figure 1 As shown, the following steps are included:

[0053] Step 1: After receiving the parking brake command, the vehicle control MCU 9 sends the centering direction information to the steering MCU 10 in the four corner modules of the vehicle respectively. The steering MCU 10 controls the steering motor 1 to drive the wheel 2 to steer, so as to realize the centering of the wheel 2.

[0054] Specifically:

[0055] Step 1.1, the attitude sensor 8 obtains the attitude data of the vehicle in real time and sends the data to the vehicle control MCU 9. The attitude sensor 8 is arranged on the vehicle body outside the corner module of the engineering vehicle, and is used to obtain the inclination angles in two directions on the horizontal plane of the vehicle body, and the attitude sensor 8 is connected to the vehicle control MCU 9.

[0056] Step 1.2, the engineering vehicle operator sends a parking brake command to the vehicle control MCU9 on the engineering vehicle. The sending method is not limited and is not within the protection scope of the present invention. The vehicle control MCU9 determines the inclination angles in two directions on the horizontal plane of the vehicle body according to the vehicle posture data; Figure 2 As shown, the inclination angles in two directions on the horizontal plane of the vehicle body include the angle α between the center line of the front-rear direction of the vehicle body and the horizontal plane and the angle β between the center line of the left-right direction of the vehicle body and the horizontal plane, and execute step 1.3 or 1.4;

[0057] Step 1.3: If the inclination angles in the two directions are inconsistent, the direction with the smallest inclination angle is selected as the centering direction, and then the centering direction information is sent to the steering MCU10 in the four corner modules of the vehicle respectively. The steering MCU10 controls the steering motor 1 to drive the wheel 2 to turn, so as to realize the centering of the wheel 2. That is, if the angle β is less than the angle α, the steering MCU10 controls the four wheels 2 of the steering motor 1 to rotate toward the left and right directions of the vehicle body, so that the final direction of the wheel 2 is parallel to the center line of the left and right directions of the vehicle body. If the angle β is greater than the angle α, the steering MCU10 controls the four wheels 2 of the steering motor 1 to rotate toward the front and rear directions of the vehicle body, so that the final direction of the wheel 2 is parallel to the center line of the front and rear directions of the vehicle body.

[0058] Step 1.4: If the tilt angles in the two directions are the same, select any one of the front-to-back direction and the left-to-right direction as the centering direction, and then send the centering direction information to the steering MCU10 in the four corner modules of the vehicle respectively. The steering MCU10 controls the steering motor 1 to drive the wheel 2 to steer according to the real-time feedback from the steering angle sensor, so as to realize the centering of the wheel 2.

[0059] Step 2: After the return to the center is completed, the steering MCU 10 in a pair of diagonal modules on the diagonal line controls the relay 11 therein to close, thereby connecting the power supply 12 to the push-pull electromagnet 13. After the coil in the push-pull electromagnet 13 is energized, a magnetic field is generated to make the moving iron core 14 therein move in the direction of the static iron core, that is, after the moving iron core 14 moves, it is converted into thrust through the lever 15, thereby pushing the driven face gear 16 to engage with the active face gear 18 installed on the steering worm 7. At this time, the parking brake pre-positioning work is completed.

[0060] Step 3: The steering angle sensor feeds back a signal to the steering MCU 10 in real time. Each steering MCU 10 controls the steering motor 1 to rotate under the feedback of the steering angle sensor. The steering motor 1 drives the wheel 2 to steer through the steering worm 7, the fixed gear 6, the wheel support 4 and the wheel carrier, and finally makes all four wheels 2 of the vehicle turn 45° and form a relative outward eight shape, as shown in FIG. Figure 3 At this time, the movement directions of any two wheels 2 conflict with the other two wheels 2, and the vehicle is restricted in the horizontal direction.

[0061] Step 4. When the steering motor 1 rotates, the active face gear 18 in a pair of diagonal modules on the diagonal line drives the driven face gear 16 to rotate, so that the tension spring 20 connected to the driven face gear 16 drives the brake line 26 to wind and shrink, and the brake line 26 pulls the brake lever 23. After the torque is amplified through the fulcrum, the other end of the brake lever 23 pushes the brake pad 24 to press the brake disc installed on the wheel 2 to complete the braking.

[0062] In the braking structure of this embodiment, when the vehicle control MCU9 receives the parking brake signal, the vehicle control MCU9 will obtain the vehicle angle data of the attitude sensor 8, and select the smaller inclination direction of the two inclination angles of the vehicle on the plane as the tire centering direction, such as Figure 2 , to prevent the vehicle from slipping in the centering state, and send the centering direction information to the steering MCU10 in each corner module. Then, the steering MCU10 in each corner module obtains the steering angle sensor data and controls the steering motor 1 to turn. After the centering is completed, the parking brake structure starts to perform pre-setting work, including but not limited to connecting the battery and closing the clutch. After the pre-setting work is completed, the steering MCU10 in each corner module combines the data fed back by the steering angle sensor to control the steering motor 1 to make the four wheels 2 of the vehicle turn 45° to form a relative outward eight shape, such as Figure 3 The steering of the wheels 2 in an outward-facing shape will cause the combined movement direction of any two wheels 2 to conflict perpendicularly or in the opposite direction with the combined movement direction of the other two wheels 2, thereby ensuring that the engineering vehicle will not move on the horizontal plane after parking.

[0063] The power source 12 adopts a battery, and the relay 11 adopts an electromagnetic relay. The parking brake structure includes but is not limited to the electromagnetic relay 11, the battery, the push-pull electromagnet 13 and the lever 15. The pin of the steering MCU 10 is connected to the electromagnetic relay to control the switch of the electromagnetic relay. When the electromagnetic relay is turned off, the contact connects the battery to the push-pull electromagnet 13. After the coil in the push-pull electromagnet 13 is connected to direct current, the static iron core forms an electromagnetic suction force, which has an attraction to the moving iron core 14. The electromagnetic suction force of the static iron core pulls the moving iron core 14 and drives the lever 15, and the lever 15 pushes the clutch composed of the active face gear 18 and the driven face gear 16 to close.

[0064] When the vehicle is not parked, the driven face gear 16 is separated from the driving face gear 18 due to the pulling action of the return spring 17 on the other side, that is, the clutch is separated, and under the pulling force of the brake line 26 and the reset action of the tension spring 20, the driving face gear 18 rotates in the opposite direction to reset. At this time, after the clutch is separated, since the friction force of the inner and outer rings of the bearing connected to the return spring 17 is much smaller than the pulling force of the brake line 26 on the driven face gear 16, when the steering motor 1 rotates, the bearing and the driven face gear 16 do not rotate and do not pull the brake line 26. When the vehicle is parked, after the steering MCU 10 receives the parking brake command, it controls the clutch to close. When the steering motor 1 rotates, the power can be transmitted from the driving face gear 18 to the driven face gear 16, and the driven face gear 16 pulls the brake line 26 to achieve braking.

[0065] The power transmission of the brake line 26 is generated when the wheel 2 of the vehicle is turned from the centering direction to the 45° direction after completing the direction return. After the centering action is completed, the clutch is closed, and the steering motor 1 starts to drive the wheel 2 to turn. At this time, the steering worm 7 on the steering motor 1 drives the driven surface gear 16 through the active surface gear 18 to provide power for the subsequent parking brake.

[0066] There is a circle of grooves 19 on the outer edge of the driven face gear 16 to prevent the constant force spring (tension spring 20) and the brake line 26 from falling off. One end of the tension spring 20 is fixed in the groove 19 at the bottom outer edge of the driven face gear 16, and the other end is connected to the brake line 26. When the driven face gear 16 rotates, the tension spring 20 and the brake line 26 are wound in the groove 19 of the driven face gear 16. Select an appropriate tension spring 20 so that the force in the brake line 26 can maintain a suitable size within the maximum range of rotation of the driven face gear 16.

[0067] The brake line 26 is passed through the brake sleeve 21 to reduce the wear and corrosion of the brake line 26. The brake sleeve 21 passes through the platform support plate 3 of the corner module and the limiting hole on the wheel support 4 to deliver the brake line 26 to the brake disc. After passing through the brake sleeve 21, the brake line 26 changes the pulling direction through the fixed pulley 22, which facilitates pulling one end of the brake lever 23. The brake pad 24 connected to the other end of the brake lever 23 is pulled to press the brake disc installed on the wheel hub to complete the braking.

[0068] The protection scope of the present invention includes but is not limited to the above embodiments. The protection scope of the present invention shall be based on the claims. Any replacement, deformation, and improvement of the technology that can be easily thought of by technicians in this field shall fall within the protection scope of the present invention.

Claims

1. A parking brake method for a four-wheel engineering vehicle with an angle module structure, characterized in that: The following steps are involved: Step 1: After receiving the parking brake command, the vehicle control MCU sends the centering direction information to the steering MCUs in the four corner modules of the vehicle respectively, and the steering MCU controls the steering motor to drive the wheels to turn and realize the wheel centering; Step 2: After the return to the center is completed, the steering MCU control relay in one or more corner modules is closed, so that the power supply in the corner module is connected to the push-pull electromagnet. After the coil in the push-pull electromagnet is energized, a magnetic field is generated to make the moving iron core move in the direction of the static iron core, that is, the movement of the moving iron core is converted into thrust through the lever to push the clutch installed on the output end of the steering motor to close; Step 3: Each steering MCU controls the steering motor to rotate, thereby driving the wheels to turn, so that the four wheels of the vehicle turn 45 degrees and are relatively outward-facing; Step 4: When the steering motor rotates, the clutch in one or more corner modules rotates, causing the brake wire connected to the clutch to wind and shrink. The brake wire pulls the brake lever, and the other end of the brake lever pushes the brake pad to press the brake disc installed on the wheel to complete the braking.

2. The parking brake method for a four-wheel engineering vehicle with a corner module structure according to claim 1, characterized in that: The step 1 is specifically as follows: Step 1.1, the attitude sensor obtains the vehicle's attitude data in real time and sends the data to the vehicle control MCU; Step 1.2: After the vehicle control MCU receives the parking brake command sent by the engineering vehicle operator, the vehicle control MCU determines the tilt angles of the vehicle body in two directions on the horizontal plane according to the vehicle posture data; the tilt angles of the vehicle body in two directions on the horizontal plane include the angle between the center line of the front and rear directions of the vehicle body and the horizontal plane, and the angle between the center line of the left and right directions of the vehicle body and the horizontal plane, and execute step 1.3 or 1.4; Step 1.3, if the inclination angles in the two directions are inconsistent, the direction with the smallest inclination angle is selected as the centering direction, and then the centering direction information is sent to the steering MCUs in the four corner modules of the vehicle respectively. The steering MCU controls the steering motor to drive the wheels to steer, thereby realizing the wheel centering; Step 1.4: If the tilt angles in the two directions are the same, select any one of the front-to-back direction and the left-to-right direction as the centering direction, and then send the centering direction information to the steering MCUs in the four corner modules of the vehicle respectively. The steering MCU controls the steering motor to drive the wheels to steer, thereby realizing wheel centering.

3. The parking brake method for a four-wheel engineering vehicle with a corner module structure according to claim 2, characterized in that: The attitude sensor is arranged on the vehicle body part outside the corner module of the engineering vehicle. The attitude sensor is used to obtain the inclination angles in two directions on the horizontal plane of the vehicle body. The attitude sensor is connected to the vehicle control MCU.

4. The parking brake method for a four-wheel engineering vehicle with a corner module structure according to claim 1, characterized in that: The four corner modules all include a steering MCU, a steering motor and a wheel; the input end of the steering MCU is connected to the vehicle control MCU, the output end of the steering MCU is connected to the steering motor, the steering MCU and the steering motor are both connected to the platform support plate, the output end of the steering motor is connected to a steering worm, the steering worm is meshed with a fixed gear, the fixed gear is connected to a wheel pillar, the wheel pillar is rotationally connected to the platform support plate, and the wheel pillar is rotationally connected to the wheel through a wheel support frame.

5. The parking brake method for a four-wheel engineering vehicle with a corner module structure according to claim 4 is characterized in that: One or more of the four corner modules further includes a parking brake structure; The parking brake structure includes a relay, a power supply, a push-pull electromagnet, a lever, a clutch, a reset spring, a bearing, a tension spring, a brake line, a fixed pulley, a brake lever, a brake pad and a brake disc; the output end of the steering MCU is connected to the relay, the power supply is connected to the push-pull electromagnet through the relay, the relay, the power supply and the push-pull electromagnet are all connected to the platform support plate, the moving iron core in the push-pull electromagnet is rotatably connected to one end of the lever, the bar hole on the lever is rotatably and slidably connected to the lever bracket on the housing of the steering motor, the clutch includes a driven face gear and an active face gear, and the active face gear key is connected to On the steering worm, the center hole of the driven face gear is sleeved on the steering worm and the driven face gear can rotate and slide on the steering worm. The side of the driven face gear away from the driving face gear is connected to the outer ring of the bearing through a return spring, and the inner ring of the bearing is connected to the steering worm. The other end of the lever is used to contact the driven face gear. The bottom of the driven face gear is connected to one end of the brake line through a tension spring. The other end of the brake line is connected to the brake lever after passing through the fixed pulley. The other end of the brake lever is connected to the brake pad. The brake disc is connected to the wheel hub of the wheel. The fixed pulley is connected to the wheel support frame through the pulley bracket, and the brake lever is rotatably connected to the wheel support frame.

6. The parking brake method for a four-wheel engineering vehicle with a corner module structure according to claim 5, characterized in that: The steering motor is connected to the platform support plate through a motor bracket, the push-pull electromagnet is connected to the housing of the steering motor, part of the structure in the brake line is passed through the brake sleeve, the brake sleeve is connected to the platform support plate and the wheel support frame, and the wheel support is rotatably connected to the platform support plate through a roller bearing; the power supply adopts a battery.

7. The parking brake method for a four-wheel engineering vehicle with a corner module structure according to claim 4 or 5, characterized in that: A circle of grooves is arranged on the outer edge surface of the driven face gear, one end of the tension spring is connected in the groove, and the other end is connected to the brake line.

8. The parking brake method for a four-wheel engineering vehicle with a corner module structure according to claim 5, characterized in that: A pair of diagonal modules in the four corner modules each comprises a parking brake structure; The step 2 is specifically as follows: After the return to the center is completed, the steering MCU control relay in a pair of diagonal modules on the diagonal line is closed, so that the power supply is connected to the push-pull electromagnet. After the coil in the push-pull electromagnet is energized, a magnetic field is generated, causing the moving iron core therein to move in the direction of the static iron core. That is, after the moving iron core moves, it is converted into thrust through the lever, which pushes the driven face gear to engage with the active face gear installed on the steering worm.

9. The parking brake method for a four-wheel engineering vehicle with a corner module structure according to claim 5, characterized in that: A steering angle sensor is provided on the fixed gear in each angle module; the steering angle sensor is connected to the steering MCU; The step 3 is specifically as follows: The steering angle sensor provides real-time feedback signals to the steering MCU. Each steering MCU controls the rotation of the steering motor based on the feedback from the steering angle sensor. The steering motor drives the wheels to steer through the steering worm, fixed gear, wheel strut and wheel carrier, ultimately turning the vehicle's four wheels 45° and in a relatively outward-facing "toe" shape.

10. The parking brake method for a four-wheel engineering vehicle with a corner module structure according to claim 5, characterized in that: The step 4 is specifically as follows: When the steering motor rotates, the active face gear in a pair of diagonal modules on the diagonal line drives the driven face gear to rotate, so that the tension spring connected to the driven face gear drives the brake line to wind and shrink, and the brake line pulls the brake lever. The other end of the brake lever pushes the brake pad to press the brake disc installed on the wheel to complete the braking.

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