A method for parking brake of four-wheel engineering vehicle with corner module structure

Abstract

The application discloses a kind of four-wheel engineering vehicle parking brake methods of corner module structure, comprising the following steps: after whole vehicle control MCU receives parking brake command, direction information is sent to the steering MCU in the corner module of vehicle respectively, and steering MCU controls steering motor to drive wheel steering;The steering MCU in one or more corner modules controls relay to close, and then make the clutch in this corner module close;Each steering MCU controls steering motor to rotate, and makes the four wheels of vehicle steering 45 °;When steering motor rotates, the clutch in corner module rotates, so that brake cable is wound and shrunk on clutch, brake cable pulls brake lever, and completes braking.The application solves the problem of existing corner module structure engineering vehicle long-time parking pressure relief and the efficiency and risk problem of traditional manual parking, and the application can automatically and effectively park brake on corner module after obtaining parking brake command signal.

Description

Technical Field

[0001] This invention belongs to the field of vehicle parking solutions, specifically a parking braking method for a four-wheeled engineering vehicle with a corner module structure. Background Technology

[0002] As an important tool for infrastructure construction, the performance and safety of modular engineering vehicles have always been a major concern. Engineering vehicles operate in complex environments, sometimes encountering uneven road surfaces and other challenging conditions. Therefore, to ensure that the vehicles do not roll away during extended periods of parking, a parking brake system needs to be designed.

[0003] However, when faced with complex working conditions such as the heavy weight of engineering vehicles and uneven road surfaces, the parking brake system in current engineering vehicle designs still has significant shortcomings. Traditionally, many engineering vehicles use hydraulic or pneumatic braking systems as the primary means of parking braking. Although hydraulic and pneumatic braking systems can meet braking requirements to a certain extent, under high-load and high-frequency use environments, the braking system is prone to problems such as brake fluid leakage or air leakage in the brake chamber. Once brake fluid or brake air leaks, it will not only lead to a sharp decline in braking performance, but may even cause serious safety accidents such as the engineering vehicle rolling away. Secondly, corner module structure engineering vehicles need to frequently use parking brakes at multiple positions and on multiple tires in special environments. Traditional braking solutions require frequent manual application of the handbrake, which greatly reduces work efficiency and also poses the risk of operator error or forgetting to operate the brake. Summary of the Invention

[0004] To address the issues of pressure relief during prolonged parking of existing corner module structure engineering vehicles and the inefficiency and risks associated with traditional manual parking, this invention provides a parking braking method for four-wheeled engineering vehicles with a corner module structure. Upon receiving a parking braking command signal, the method can automatically and effectively apply parking brakes to the corner modules, thereby resolving the safety and efficiency issues mentioned above.

[0005] To achieve the above-mentioned technical objectives, the technical solution adopted by the present invention is as follows:

[0006] A parking brake method for a four-wheeled engineering vehicle with a corner module structure includes the following steps:

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

[0008] Step 2: After centering is completed, the steering MCU control relay in one or more corner modules closes, thereby connecting the power supply in the corner module to the push-pull electromagnet. After the coil in the push-pull electromagnet is energized, it generates a magnetic field, causing the moving iron core to move towards the stationary iron core. That is, after the moving iron core moves, it is converted into thrust through the lever, which in turn pushes 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° and are relatively outward-pointing.

[0010] Step 4: When the steering motor rotates, the clutches in one or more corner modules rotate, causing the brake cables connected to the clutches to wind and contract. The brake cables pull the brake lever, and the other end of the brake lever pushes the brake pads to press against the brake discs mounted on the wheels, thus completing the braking.

[0011] As a further improvement to the present invention, step 1 specifically comprises:

[0012] Step 1.1: After the attitude sensor acquires the vehicle's attitude data in real time, it sends the data to the vehicle control MCU.

[0013] Step 1.2: After receiving the parking brake command sent by the engineering vehicle operator, the vehicle control MCU determines the tilt angle of the vehicle body in two directions on the horizontal plane based on the vehicle's attitude data. The tilt angle of the vehicle body in two directions on the horizontal plane includes the angle between the centerline of the vehicle body in the front-rear direction and the horizontal plane, as well as the angle between the centerline of the vehicle body in the left-right direction and the horizontal plane. Then, proceed to step 1.3 or 1.4.

[0014] Step 1.3: If the tilt angles of the two directions are not consistent, select the direction with the smallest tilt angle as the centering direction. Then, send the centering direction information to the steering MCU in the four corner modules of the vehicle. The steering MCU controls the steering motor to drive the wheels to turn, thereby centering the wheels.

[0015] Step 1.4: If the tilt angles in the two directions are the same, select either the front-back direction or the left-right direction as the centering direction. Then, send the centering direction information to the steering MCU in the four corner modules of the vehicle. The steering MCU controls the steering motor to drive the wheels to turn, thereby achieving wheel centering.

[0016] As a further improved technical solution of the present invention, the attitude sensor is set in the main body of the vehicle outside the corner module of the engineering vehicle. The attitude sensor is used to obtain the tilt angle in two directions on the horizontal plane of the vehicle body. The attitude sensor is connected to the vehicle control MCU.

[0017] As a further improved technical solution of the present invention, each of the four corner modules includes 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, both the steering MCU and the steering motor are connected to the platform support plate, the output end of the steering motor is connected to a steering worm, the steering worm meshes with a fixed gear, the fixed gear is connected to the wheel support, the wheel support is rotatably connected to the platform support plate, and the wheel support is rotatably connected to the wheel through a wheel support frame.

[0018] As a further improvement of the present invention, one or more of the four corner modules further include a parking brake structure;

[0019] The parking brake structure includes a relay, a power supply, a push-pull electromagnet, a lever, a clutch, a return spring, a bearing, a tension spring, a brake cable, a fixed pulley, a brake lever, a brake pad, and a brake disc. The output of the steering MCU is connected to the relay, and the power supply is connected to the push-pull electromagnet through the relay. The relay, power supply, and 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 strip 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 gear and a driving gear, with the driving gear keyed to... On the steering worm, the center hole of the driven gear is fitted onto the steering worm, and the driven gear can rotate and slide on the steering worm. The side of the driven gear away from the driving gear is connected to the outer ring of the bearing via a return spring. The inner ring of the bearing is connected to the steering worm. The other end of the lever is used to contact the driven gear. The bottom of the driven gear is connected to one end of the brake cable via a tension spring. The other end of the brake cable passes through a fixed pulley and is connected to the brake lever. The other end of the brake lever is connected to the brake pad. The brake disc is connected to the wheel hub. The fixed pulley is connected to the wheel support frame via a pulley bracket. The brake lever is rotatably connected to the wheel support frame.

[0020] As a further improvement of the present invention, the steering motor is connected to the platform support plate via a motor bracket, the push-pull electromagnet is connected to the housing of the steering motor, a portion of the brake cable is threaded 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 via roller bearings; the power supply is a storage battery.

[0021] As a further improvement of the present invention, the outer edge of the driven gear has a groove, one end of the tension spring is connected in the groove, and the other end is connected to the brake cable.

[0022] As a further improvement of the present invention, each of the four corner modules on the diagonal line includes a parking brake structure.

[0023] Step 2 specifically includes:

[0024] After centering is completed, the steering MCU control relays in the diagonal modules close, which in turn connects the power supply to the push-pull electromagnet. When the coil in the push-pull electromagnet is energized, it generates a magnetic field that causes the moving iron core to move towards the stationary iron core. That is, after the moving iron core moves, it is converted into thrust through the lever, which in turn pushes the driven gear to mesh with the driving gear mounted on the steering worm.

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

[0026] Step 3 specifically includes:

[0027] The steering angle sensor provides real-time feedback signals to the steering MCU. Under the feedback from the steering angle sensor, each steering MCU controls the steering motor to rotate. The steering motor drives the wheels to turn through the steering worm, fixed gear, wheel strut and wheel carrier, ultimately causing the four wheels of the vehicle to turn 45° and be relatively outward.

[0028] As a further improvement to the present invention, step 4 specifically comprises:

[0029] When the steering motor rotates, the driving gear in the diagonal module drives the driven gear to rotate, causing the tension spring connected to the driven gear to cause the brake cable to wind and contract. The brake cable pulls the brake lever, and the other end of the brake lever pushes the brake pad to press against the brake disc mounted on the wheel, thus completing the braking.

[0030] The beneficial effects of this invention are as follows:

[0031] The method of the present invention can automatically and effectively perform parking braking on the corner module after obtaining the parking brake command signal, which is highly safe and efficient.

[0032] In this invention, when the vehicle control MCU receives the parking brake signal, it acquires the vehicle angle data from the attitude sensor and selects the smaller of two tilt angles on the plane as the tire centering direction to prevent the vehicle from rolling back in the centering state. This centering direction information is then sent to the steering MCUs in each corner module. Next, the steering MCUs in each corner module acquire data from the steering angle sensor and control the steering motor. After centering is complete, the parking brake mechanism begins its pre-operation. After this pre-operation is complete, the steering MCUs 10 in each corner module, combined with the data from the steering angle sensor, control the steering motor to turn the four wheels of the vehicle 45° into a relatively outward-pointing yoke. This outward-pointing wheel steering ensures that the combined motion direction of any two wheels is perpendicular or opposite to the combined motion direction of the other two wheels, guaranteeing that the engineering vehicle will not move on the horizontal plane after parking.

[0033] In this invention, the parking brake structure includes, but is not limited to, a relay, a battery, a push-pull electromagnet, and a lever. The steering MCU's pins are connected to the relay to control its switching. When the relay is closed, the contacts connect the battery to the push-pull electromagnet. Direct current flows through the coil of the push-pull electromagnet, causing the stationary iron core to generate an electromagnetic attraction that draws force onto the moving iron core. The electromagnetic attraction of the stationary iron core pulls the moving iron core, which in turn drives the lever. This lever then engages the clutch, which consists of a driving gear and a driven gear.

[0034] When the vehicle is not parked, the driven gear disengages from the driving gear due to the pull of the return spring on the other side, i.e., the clutch disengages. Under the tension of the brake cable and the return action of the tension spring, the driving gear rotates in the opposite direction to reset. At this time, after the clutch disengages, because the friction between the inner and outer rings of the bearing connected to the return spring is much less than the tension of the brake cable on the driven gear, the bearing and driven gear do not rotate when the steering motor rotates, and the brake cable is not pulled. When the vehicle is parked, the steering MCU receives the parking brake command and controls the clutch to close. When the steering motor rotates, power can be transmitted from the driving gear to the driven gear, which pulls the brake cable to achieve braking.

[0035] The power transmission of the brake cable is generated during the process of the vehicle's wheels turning from the centering direction to a 45° direction after the vehicle has completed its steering alignment. After the centering action is completed, the clutch is engaged, and the steering motor begins to drive the wheels to steer. At this time, the steering worm gear on the steering motor drives the driven gear via the driving gear, providing power for the subsequent parking brake.

[0036] The driven gear has a groove around its outer edge to prevent the tension spring and brake cable from coming loose. One end of the tension spring is fixed in the groove on the bottom outer edge of the driven gear, and the other end is connected to the brake cable. When the driven gear rotates, it winds the tension spring and brake cable into the groove. A suitable tension spring is selected so that the force in the brake cable remains appropriate within the maximum range of rotation of the driven gear.

[0037] The brake cable runs inside the brake sleeve to reduce wear and corrosion. After exiting the brake sleeve, the brake cable passes through a fixed pulley to change its pulling direction, making it easier to pull one end of the brake lever. This pulls the brake pad connected to the other end of the lever, pressing it against the brake disc mounted on the wheel hub to complete braking. Attached Figure Description

[0038] Figure 1 This is a flowchart of the method of the present invention.

[0039] Figure 2 This is a schematic diagram showing the tilt angles in two directions on the horizontal plane of the vehicle body as described in the method of this invention.

[0040] Figure 3 This is a schematic diagram of the structure of a vehicle described in the method of the present invention, in which all four wheels are turned 45° and are relatively outward-pointing.

[0041] Figure 4 This is a schematic diagram of the corner module in the parking brake structure of a four-wheeled engineering vehicle according to the corner module structure of the present invention.

[0042] In the picture:

[0043] 1. Steering motor; 2. Wheel; 3. Platform support plate; 4. Wheel strut; 5. Roller bearing; 6. Fixed gear; 7. Steering worm gear; 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 gear; 17. Return spring; 18. Driving gear; 19. Groove; 20. Tension spring; 21. Brake sleeve; 22. Fixed pulley; 23. Brake lever; 24. Brake pad; 25. Wheel support frame; 26. Brake cable. Detailed Implementation

[0044] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

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

[0046] Each of the four corner modules includes a steering MCU10, a platform support plate 3, a steering motor 1, and a wheel 2. The input of the steering MCU10 is connected to the vehicle control MCU9, and the output of the steering MCU10 is connected to the steering motor 1. Both the steering MCU10 and the steering motor 1 are mounted on the platform support plate 3. The output of the steering motor 1 is connected to a steering worm gear 7, which meshes with a fixed gear 6. The fixed gear 6 is connected to a wheel support 4, which is rotatably connected to the platform support plate 3. The wheel support 4 is rotatably connected to the wheel 2 via a wheel support bracket 25. The vehicle control MCU9 sends signals to the steering MCU10 in each of the four corner modules, and the steering MCU10 controls the rotation of the steering motor 1. The vehicle control MCU9, steering MCU10, and 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 via a motor bracket, and the wheel strut 4 is rotatably connected to the platform support plate 3 via roller bearings 5. To enable the steering motor 1 to steer the wheel 2, the steering motor 1 and the wheel 2 are connected via a wheel strut 4. To better provide support and stably steer the wheel 2, the wheel strut 4 is connected to the upper and lower surfaces of the platform support plate 3 using a pair of roller bearings 5, and is secured with bolts to provide appropriate preload to the bearings. The steering worm 7 of the steering motor 1 meshes with the fixed gear 6 at the end of the wheel strut 4, transmitting power and steering the tire. When the steering motor 1 rotates, the steering worm 7 rotates, which in turn drives the fixed gear 6 to rotate, thereby rotating the wheel strut 4 and the wheel support frame 25, which in turn steer the wheel.

[0048] In this embodiment, one of the diagonal modules among the four corner modules also 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 return spring 17, a bearing, a tension spring 20, a brake cable 26, a fixed pulley 22, a brake lever 23, a brake pad 24, and a brake disc. The output terminal of the steering MCU 10 is connected to the relay 11, and 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 strip hole on the lever 15 is rotatably and slidably connected to the lever 15 bracket on the housing of the steering motor 1. The clutch includes a driven gear 16 and a driving gear 18. The driving gear 18 is keyed to the steering worm. On lever 7, the center hole of driven gear 16 is fitted onto steering worm 7, allowing driven gear 16 to rotate and slide on steering worm 7. The side of driven gear 16 away from driving gear 18 is connected to the outer ring of bearing via return spring 17, and the inner ring of bearing is connected to steering worm 7. The other end of lever 15 is used to contact driven gear 16. The bottom of driven gear 16 is connected to one end of brake cable 26 via tension spring 20. The other end of brake cable 26 passes through fixed pulley 22 and connects to brake lever 23. The other end of brake lever 23 is connected to brake pad 24. Brake disc is fixedly connected to wheel hub of wheel 2. Fixed pulley 22 is rotatably connected to pulley bracket, pulley bracket is fixedly connected to wheel support frame 25, and a fulcrum of brake lever 23 is rotatably connected to wheel support frame 25. Push-pull electromagnet 13 adopts existing structure, including coil, moving iron core 14, and stationary iron core.

[0050] Specifically, the push-pull electromagnet 13 is connected to the housing of the steering motor 1, and part of the brake cable 26 is threaded through the brake sleeve 21. The brake sleeve 21 is connected to the platform support plate 3 and the wheel support frame 25. The power supply 12 uses a storage battery. The outer edge of the driven gear 16 has a groove 19, one end of the tension spring 20 is connected to the groove 19, and the other end is connected to the brake cable 26.

[0051] Each corner module has a fixed gear 6 equipped with a steering angle sensor; 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-wheeled engineering vehicle with a corner module structure, such as... Figure 1 As shown, it includes the following steps:

[0053] Step 1: After receiving the parking brake command, the vehicle control MCU9 sends centering direction information to the steering MCU10 in the four corner modules of the vehicle. The steering MCU10 controls the steering motor 1 to drive the wheel 2 to turn, so as to center the wheel 2.

[0054] Specifically:

[0055] Step 1.1: After acquiring the vehicle's attitude data in real time, the attitude sensor 8 sends the data to the vehicle control MCU 9. The attitude sensor 8 is located on the main body of the vehicle, excluding the corner modules. The attitude sensor 8 is used to acquire the tilt angles in two directions on the horizontal plane of the vehicle body, and is connected to the vehicle control MCU 9.

[0056] Step 1.2: The operator of the engineering vehicle sends a parking brake command to the vehicle control MCU9 on the engineering vehicle. The method of sending the command is not limited and is not within the scope of protection of this invention. The vehicle control MCU9 determines the tilt angle of the vehicle body in two directions on the horizontal plane based on the vehicle's attitude data; for example... Figure 2 As shown, the tilt angles in two directions on the horizontal plane of the vehicle body include the angle α between the centerline of the vehicle body in the front-rear direction and the horizontal plane, and the angle β between the centerline of the vehicle body in the left-right direction and the horizontal plane. Execute steps 1.3 or 1.4.

[0057] Step 1.3: If the tilt angles in the two directions are inconsistent, the direction with the smallest tilt angle is selected as the centering direction. Then, centering direction information is sent to the steering MCU10 in each of the four corner modules of the vehicle. The steering MCU10 controls the steering motor 1 to drive the wheels 2 to steer, thus centering the wheels 2. Specifically, if the included angle β is less than the included angle α, the steering MCU10 controls the four wheels 2 of the steering motor 1 to rotate in the left-right direction of the vehicle body, so that the final orientation of the wheels 2 is parallel to the centerline in the left-right direction of the vehicle body. If the included angle β is greater than the included angle α, the steering MCU10 controls the four wheels 2 of the steering motor 1 to rotate in the front-rear direction of the vehicle body, so that the final orientation of the wheels 2 is parallel to the centerline in the front-rear direction of the vehicle body.

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

[0059] Step 2: After centering is completed, the steering MCU 10 in one of the diagonal modules controls the relay 11 to close, thereby connecting the power supply 12 to the push-pull electromagnet 13. The coil in the push-pull electromagnet 13 is energized, generating a magnetic field that causes the moving iron core 14 to move towards the stationary iron core. This movement of the moving iron core 14 is converted into thrust through the lever 15, which in turn pushes the driven gear 16 to mesh with the driving gear 18 mounted on the steering worm gear 7. At this point, the parking brake is engaged.

[0060] Step 3: The steering angle sensor provides real-time feedback signals to the steering MCU 10. Based on the feedback from the steering angle sensor, each steering MCU 10 controls the steering motor 1 to rotate. The steering motor 1 drives the wheels 2 to steer via the steering worm 7, fixed gear 6, wheel strut 4, and wheel carrier, ultimately causing all four wheels 2 of the vehicle to turn 45° and form a relatively outward-pointing yoke. Figure 3 As shown. At this time, the movement directions of any two wheels 2 conflict with those of the other two wheels 2, and the vehicle is restricted in the horizontal direction.

[0061] Step 4: When the steering motor 1 rotates, the driving gear 18 in the diagonal module drives the driven gear 16 to rotate, causing the tension spring 20 connected to the driven gear 16 to cause the brake cable 26 to wind and contract. The brake cable 26 pulls the brake lever 23. After the torque is amplified by the fulcrum, the other end of the brake lever 23 pushes the brake pad 24 to press against the brake disc installed on the wheel 2, thus completing the braking.

[0062] In the braking structure of this embodiment, when the vehicle control MCU9 receives the parking brake signal, the vehicle control MCU9 acquires the vehicle angle data from the attitude sensor 8 and selects the smaller tilt direction between two tilt angles on the plane as the tire centering direction, such as... Figure 2 To prevent the vehicle from rolling back while in the centering state, the centering direction information is sent to the steering MCU10 in each corner module. Next, the steering MCU10 in each corner module acquires data from the steering angle sensor and controls the steering motor 1 to steer. After centering is complete, the parking brake mechanism begins its pre-operation, including but not limited to connecting the battery and engaging the clutch. After the pre-operation is complete, the steering MCU10 in each corner module, combined with the data from the steering angle sensor, controls the steering motor 1 to turn the four wheels 2 of the vehicle 45° into a relatively outward-facing position, as shown. Figure 3 The outward-pointing steering of the wheels 2 will cause the combined motion of any two wheels 2 to be perpendicular or opposite to the combined motion of the other two wheels 2, ensuring that the engineering vehicle will not move on the horizontal plane after parking.

[0063] Power supply 12 uses a storage battery, and relay 11 uses an electromagnetic relay. The parking brake structure includes, but is not limited to, the electromagnetic relay 11, the storage battery, the push-pull electromagnet 13, and the lever 15. The pins of the steering MCU 10 are connected to the electromagnetic relay to control its switching. When the electromagnetic relay is off, the contacts connect the storage battery to the push-pull electromagnet 13. When DC current is applied to the coil of the push-pull electromagnet 13, the stationary iron core forms an electromagnetic attraction, which attracts the moving iron core 14. The electromagnetic attraction of the stationary iron core pulls the moving iron core 14, which in turn drives the lever 15. The lever 15 then pushes the clutch, which is composed of the driving gear 18 and the driven gear 16, to engage.

[0064] When the vehicle is not parked, the driven gear 16 is disengaged from the driving gear 18 due to the pull of the return spring 17 on the other side, i.e., the clutch is disengaged. Under the tension of the brake cable 26 and the reset action of the tension spring 20, the driving gear 18 rotates in the opposite direction to reset. At this time, after the clutch is disengaged, since the friction between the inner and outer rings of the bearing connected to the return spring 17 is much less than the tension of the brake cable 26 on the driven gear 16, when the steering motor 1 rotates, the bearing and the driven gear 16 do not rotate, and the brake cable 26 is not pulled. When the vehicle is parked, after receiving the parking brake command, the steering MCU 10 controls the clutch to close. When the steering motor 1 rotates, power can be transmitted from the driving gear 18 to the driven gear 16, and the driven gear 16 pulls the brake cable 26 to achieve braking.

[0065] The power transmission of the brake cable 26 is generated during the process of the vehicle's wheels 2 turning from the centering direction to the 45° direction after the centering action is completed. After the centering action is completed, the clutch is closed, and the steering motor 1 begins to drive the wheels 2 to turn. At this time, the steering worm 7 on the steering motor 1 drives the driven gear 16 through the driving gear 18, providing power for the subsequent parking brake.

[0066] A groove 19 is located on the outer edge of the driven gear 16 to prevent the constant force spring (tension spring 20) and brake cable 26 from coming off. One end of the tension spring 20 is fixed in the groove 19 on the outer edge of the bottom of the driven gear 16, and the other end is connected to the brake cable 26. When the driven gear 16 rotates, it winds the tension spring 20 and brake cable 26 into the groove 19. An appropriate tension spring 20 is selected so that the force in the brake cable 26 remains at a suitable level within the maximum range of rotation of the driven gear 16.

[0067] The brake cable 26 is threaded inside the brake sleeve 21 to reduce wear and corrosion. The brake sleeve 21 passes through the platform support plate 3 of the corner module and the limiting hole on the wheel pillar 4, delivering the brake cable 26 to the brake disc. After exiting the brake sleeve 21, the brake cable 26 passes through the fixed pulley 22 to change its lifting direction, facilitating the pulling of one end of the brake lever 23. This causes the brake pad 24 connected to the other end of the brake lever 23 to be pulled, pressing it against the brake disc mounted on the wheel hub, thus completing braking.

[0068] The scope of protection of this invention includes, but is not limited to, the above embodiments. The scope of protection of this invention is defined by the claims. Any substitutions, modifications, or improvements to this technology that are easily conceived by those skilled in the art fall within the scope of protection of this invention.

Claims

1. A parking brake method for a four-wheeled engineering vehicle with a corner module structure, characterized in that: Includes the following steps: Step 1: After receiving the parking brake command, the vehicle control MCU sends centering direction information to the steering MCUs in the four corner modules of the vehicle. The steering MCU controls the steering motor to drive the wheels to turn, thereby centering the wheels. Step 2: The clutch includes a driven gear and a driving gear. After centering is completed, the steering MCU control relay in the diagonal module closes, which in turn connects the power supply to the push-pull electromagnet. After the coil in the push-pull electromagnet is energized, it generates a magnetic field that causes the moving iron core to move towards the stationary iron core. That is, after the moving iron core moves, it is converted into thrust through the lever, which in turn pushes the driven gear to mesh with the driving gear installed on the steering worm. The clutch installed on the output end of the steering motor closes. Step 3: Each corner module has a steering angle sensor installed on the fixed gear; the steering angle sensor is connected to the steering MCU; the steering angle sensor provides real-time feedback signals to the steering MCU, and each steering MCU controls the steering motor to rotate under the feedback of the steering angle sensor. The steering motor drives the wheels to turn through the steering worm, fixed gear, wheel support and wheel frame, so that the four wheels of the vehicle turn 45° and are relatively outward. Step 4: There is a groove on the outer edge of the driven gear. One end of the tension spring is connected to the groove, and the other end is connected to the brake cable. When the steering motor rotates, the driving gear in the diagonal module drives the driven gear to rotate, which causes the tension spring connected to the driven gear to cause the brake cable to wind and contract. The brake cable pulls the brake lever, and the other end of the brake lever pushes the brake pad to press against the brake disc installed on the wheel, thus completing the braking. Step 1 specifically involves: Step 1.1: After the attitude sensor acquires the vehicle's attitude data in real time, it sends the data to the vehicle control MCU. Step 1.2: After receiving the parking brake command sent by the engineering vehicle operator, the vehicle control MCU determines the tilt angle of the vehicle body in two directions on the horizontal plane based on the vehicle's attitude data. The tilt angle of the vehicle body in two directions on the horizontal plane includes the angle between the centerline of the vehicle body in the front-rear direction and the horizontal plane, as well as the angle between the centerline of the vehicle body in the left-right direction and the horizontal plane. Then, proceed to step 1.3 or 1.

4. Step 1.3: If the tilt angles of the two directions are not consistent, select the direction with the smallest tilt angle as the centering direction. Then, send the centering direction information to the steering MCU in the four corner modules of the vehicle. The steering MCU controls the steering motor to drive the wheels to turn, thereby centering the wheels. Step 1.4: If the tilt angles in the two directions are the same, select either the front-back direction or the left-right direction as the centering direction. Then, send the centering direction information to the steering MCU in the four corner modules of the vehicle. The steering MCU controls the steering motor to drive the wheels to turn, thereby achieving wheel centering.

2. The parking brake method for a four-wheeled engineering vehicle with a corner module structure according to claim 1, characterized in that: The attitude sensor is installed on the main body of the vehicle outside the corner module. The attitude sensor is used to obtain the tilt angle in two directions on the horizontal plane of the vehicle body. The attitude sensor is connected to the vehicle control MCU.

3. The parking brake method for a four-wheeled engineering vehicle with a corner module structure according to claim 1, characterized in that: Each of the four corner modules includes a steering MCU, a steering motor, and a wheel. The input of the steering MCU is connected to the vehicle control MCU, and the output of the steering MCU is connected to the steering motor. Both the steering MCU and the steering motor are connected to the platform support plate. The output of the steering motor is connected to a steering worm, which meshes with a fixed gear. The fixed gear is connected to the wheel support, which is rotatably connected to the platform support plate. The wheel support is rotatably connected to the wheel through a wheel support frame.

4. The parking brake method for a four-wheeled engineering vehicle with a corner module structure according to claim 3, characterized in that: One or more of the four corner modules also include a parking brake structure; The parking brake structure includes a relay, a power supply, a push-pull electromagnet, a lever, a clutch, a return spring, a bearing, a tension spring, a brake cable, a fixed pulley, a brake lever, a brake pad, and a brake disc. The output of the steering MCU is connected to the relay, and the power supply is connected to the push-pull electromagnet through the relay. The relay, power supply, and 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 strip hole on the lever is rotatably and slidably connected to the lever bracket on the steering motor housing. The clutch drive face gear key is connected to the steering worm gear. The center hole of the driven gear is fitted onto the steering worm, allowing the driven gear to rotate and slide on the steering worm. The side of the driven gear away from the driving gear is connected to the outer ring of the bearing via a return spring. The inner ring of the bearing is connected to the steering worm. The other end of the lever is used to contact the driven gear. The bottom of the driven gear is connected to one end of the brake cable via a tension spring. The other end of the brake cable passes through a fixed pulley and is connected to the brake lever. The other end of the brake lever is connected to the brake pad. The brake disc is connected to the wheel hub. The fixed pulley is connected to the wheel support frame via a pulley bracket. The brake lever is rotatably connected to the wheel support frame.

5. The parking brake method for a four-wheeled engineering vehicle with a corner module structure according to claim 4, characterized in that: The steering motor is connected to the platform support plate via a motor bracket. A push-pull electromagnet is connected to the housing of the steering motor. Part of the brake cable is threaded through the brake sleeve. The brake sleeve is connected to the platform support plate and the wheel support frame. The wheel support is rotatably connected to the platform support plate via roller bearings. The power supply is a storage battery.

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