Kingpin steering and omnidirectional steering dual-mode power multiplexing electric wheel angle module

Abstract

The invention discloses a kingpin steering and omnidirectional steering dual-mode power multiplexing electric wheel angle module. A wheel unit, a suspension system, a vibration reduction system, an electronic mechanical braking system, a super capacitor and a steering system are integrated. The steering system is a dual-mode steering system of kingpin steering and omni-directional steering, wheels in the kingpin steering mode steer around a virtual kingpin, and the steering system has low steering delay and high-speed driving operation stability; the omni-directional steering mode serves as a redundancy scheme of the kingpin steering mode, omni-directional steering of the whole corner module relative to a vehicle body can be achieved, and the maneuverability requirement of a low-speed vehicle is met. Master pin steering and omni-directional steering multiplex a set of steering motor and planetary gear reducer, and are matched with a mode switching mechanism to realize mode switching. The kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module further has the capacity of self-energy storage and quick disassembly and assembly with a vehicle body, and can be used as a universal assembly to meet the running requirements of a single-axle wheel pair, a double-axle wheel pair or a multi-axle wheel pair independent driving vehicle in various scenes.

Description

Technical Field

[0001] The present invention relates to a corner module device applied to an electric vehicle, and in particular to a vehicle corner module device integrating a wheel unit, a suspension system, a vibration reduction system, an electronic mechanical braking system, a super capacitor, and a steering system. Background Art

[0002] In 2020, the State Council issued the "New Energy Vehicle Industry Development Plan (2021-2035)", which listed the chassis integration of pure electric vehicles and wire-controlled execution systems as key technical research projects. The national standard "GB17675-2021 Basic Requirements for Automobile Steering Systems" deleted the requirement that a full-power steering mechanism must not be installed, which indicates that the physical decoupling between the steering wheel and the steering gear of the steering system has been allowed at the regulatory level. Compared with traditional steering forms, wire-controlled steering has the advantages of simple structure, fast response speed and rich functions. However, due to the lack of mechanical connection between the steering system and the steering wheel, the driving safety of the car is threatened. For this reason, vehicles using wire-controlled steering must consider installing a redundant system to ensure that the car does not completely lose its steering ability after the main steering system fails.

[0003] At the same time, with the increasing complexity of urban road traffic and the diversification of vehicle usage scenarios, the traditional front-wheel steering form is no longer sufficient to meet consumer demand. Therefore, vehicles with four-wheel omnidirectional steering function have great engineering practice potential and a broad product market due to their excellent maneuverability. One of the important reasons restricting the four-wheel omnidirectional steering technology is the weight of the wheel hub motor and the large space it occupies. If an additional steering system with omnidirectional steering function is installed on the wheel side, the unsprung mass will be too large and the structure will be too complicated. Therefore, achieving four-wheel omnidirectional steering while minimizing the unsprung mass and improving the system integration is the research focus of this direction.

[0004] In addition, as the scale of active suspension systems in the global market continues to expand, people's requirements for suspension performance are increasing, and they are gradually paying attention to the active adjustment control and active energy feedback functions of the suspension. For this reason, the passive suspension with non-adjustable damping stiffness of the traditional suspension no longer meets the requirements. At the same time, with the progress of chassis intelligence and electrification, the wheel angle module, as a highly integrated electromechanical system, provides more controllable degrees of freedom for vehicle dynamics and body posture control.

[0005] In addition, in the face of frequent starts and stops in urban conditions, the on-board power battery using a single power source needs to be frequently charged and discharged, which will cause excessive load fluctuations and reduced efficiency of the on-board power battery, resulting in battery heating and life decay. One of the current solutions to this problem is to use supercapacitors and on-board power batteries to form a composite power system, making full use of the high energy density of on-board power batteries and the high power density of supercapacitors to improve the working efficiency of the power system and extend the life of on-board power batteries. At the same time, the addition of supercapacitors can realize the self-storage function of the wheel angle module as an energy backup, improving the driving safety of the vehicle in the event of a failure of the on-board power battery.

[0006] In summary, the current automotive industry is in urgent need of a highly integrated wheel angle module system that combines safety redundancy with low unsprung mass, and has four-wheel omnidirectional steering function and suspension active suppression and energy feedback function. At the same time, the system should have self-energy storage and rapid disassembly and assembly functions. Summary of the invention

[0007] According to the background of the times, this paper designs an integrated drive-control-suspension system, which has dual-mode steering functions of kingpin steering and omnidirectional steering, and a wheel angle module that can realize self-energy storage and rapid disassembly and assembly with the vehicle body.

[0008] The technical solution of the present invention is: a kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module, characterized in that it includes:

[0009] A wheel unit (1000) is connected to the steering knuckle in the suspension system via a wheel hub bearing and has an integrated wheel hub motor; the wheel unit is used to support the vehicle load and to contact the ground to transmit driving or braking force and turning lateral force;

[0010] Suspension system (2000), which is an unequal length double wishbone suspension, mainly used to transfer forces and moments between the wheels and the vehicle body, connect various system components, and determine wheel alignment parameters;

[0011] A vibration reduction system (3000) is connected to the lower end of the housing of the lower control arm and the steering arm of the suspension system, actively controls the suspension posture and recovers wheel vibration energy through a vibration reduction motor, and mitigates road impact through a vibration reduction spring;

[0012] An electronic mechanical braking system (4000) is connected to the left lug of the steering knuckle in the suspension system via bolts, and is used to provide a braking torque for the vehicle to travel;

[0013] A steering system (6000) is a dual-mode steering system of kingpin steering and omnidirectional steering. The omnidirectional steering mode is a redundant solution for the kingpin steering mode. The two steering modes reuse the same set of steering motors and planetary gear reducers to work. When the kingpin steering mode is adopted, the steering motor is driven, the planetary gear reducer is used to reduce speed and increase torque, and the steering knuckle of the suspension system is connected through a universal transmission device, thereby transmitting the steering torque. When the omnidirectional steering mode is adopted, the steering motor is driven, the planetary gear reducer is used to reduce speed and increase torque, and the shift fork and the locking fork are actuated by the shift motor to move upward, thereby driving the shift gear mechanism to disengage from the universal transmission device and mesh with the omnidirectional steering input gear. Finally, the steering torque output by the steering motor is output by the output shaft of the angle module, and the angle module quick interface is connected to the vehicle body, thereby realizing omnidirectional steering. In addition, the upward movement of the locking fork will drive the locking coupling sleeve to connect with the locking spline hub, and the outer spline of the locking coupling sleeve is connected with the steering arm housing of the suspension system, thereby realizing the locking function of the steering knuckle relative to the steering arm housing.

[0014] Supercapacitor (5000): installed inside the steering arm housing of the suspension system, and cooperates with the on-board power battery to provide electrical energy for the vibration reduction system, the electronic mechanical braking system and the steering system when they are working, and can store electrical energy recovered from braking and vibration energy, thereby realizing the self-energy storage of the kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module and the energy redundancy safety design of the whole vehicle.

[0015] Preferably, the wheel assembly (1000) is characterized by comprising:

[0016] Tire (1100), used to bear the load of the whole vehicle and transmit ground force and torque;

[0017] A rim (1200) having spokes at the end, an outer portion thereof being used for mounting the tire (1100), and a through hole being left in the center thereof;

[0018] A wheel hub flange (1300) is provided with a through hole inside for the outer rotor positioning pin of the wheel hub motor (1400) to pass through for positioning, and is connected to the wheel spoke of the wheel rim (1200) via a flange nut;

[0019] The hub motor (1400) is a low-speed outer rotor hub motor, wherein the stator is connected to the middle through hole of the steering knuckle (2300) via bolts, and the outer rotor is connected to the rim (1200) and the hub flange (1300) via rim bolts, and the outer ring of the outer rotor is provided with a threaded hole for mounting a brake disc (1500);

[0020] The brake disc (1500) is connected to the outer rotor of the wheel hub motor (1400) by bolts, and has a brake gap with the brake caliper in the electronic mechanical brake system (4000).

[0021] Preferably, the suspension system (2000) is characterized by comprising:

[0022] The lower control arm (2100) is A-shaped as a whole, and has two crossed swing arms and a transverse arm. A ball pin support is provided at the intersection of the swing arms and is connected to the lower ball pin support of the steering knuckle (2300) through a ball pin. A boss through hole is provided at the other end of the swing arm, and is connected to the steering arm (2600) with a matching shaft sleeve and bolts. A lug is provided on the top surface of the transverse arm and is connected to the shock absorber bracket in the shock absorption system (3000) through a pin shaft.

[0023] The upper control arm (2200) is V-shaped as a whole and consists of two crossed swing arms. A ball pin support is provided at the intersection of the swing arms and is connected to the ball pin support on the steering knuckle (2300) through a ball pin. A boss through hole is provided at the other end of the swing arm and is connected to the steering arm (2600) with a shaft sleeve and bolts.

[0024] A steering knuckle (2300), a center line connecting the upper and lower arm ball pin seats forms a kingpin, a through hole is provided in the middle for installing the stator of the hub motor (1400), and a lug is provided on the left side of the steering knuckle for bolt connection with the electronic mechanical brake system (4000);

[0025] The steering arm housing (2400) is mainly used to arrange and position various system components and protect them from damage. The upper end of the housing is provided with a bolt hole, the bottom is provided with a through hole, and the inner side of the through hole is provided with a sliding spline;

[0026] Angle module quick interface (2500), the top of which is connected to the vehicle body, and the bottom of which is connected to the angle module output shaft of the steering system (6000) through a cylindrical pin;

[0027] The steering arm (2600) is an L-shaped bracket as a whole, wherein the two sides of the lower end are connected with the boss through holes of the lower control arm (2100) by matching bushings and bolts, and the inner side of the middle part is provided with lugs that are connected with the boss through holes of the upper control arm (2200) by matching bushings and bolts, and symmetrical reinforcing ribs are provided at the L-shaped corners. The upper end of the steering arm is provided with a threaded hole for installing the steering motor of the steering system (6000), and the outer edge of the top of the steering arm (2600) is provided with a bolt hole for installing the steering arm housing (2400).

[0028] Preferably, the vibration reduction system (3000) is characterized by comprising:

[0029] The shock absorber bracket (3100) is used for supporting and positioning the shock absorbing system (3000), and the two lower arms are provided with boss through holes and connected with the boss of the lower control arm (2200) through a pin shaft;

[0030] The actuator (3200) has a screw-nut electromechanical mechanism as its core and is fixedly connected to the upper mounting hole of the shock absorber bracket (3100) by bolts;

[0031] The damping spring (3300) is coaxially arranged with the actuator (3200) to support and mitigate the impact;

[0032] The vibration reduction motor (3400) is a rotary motor used to actively control the suspension posture and recover the wheel vibration energy;

[0033] The damping motor output shaft (3500) is used to transmit the output torque of the damping motor (3400) to the actuator (3200), the top end of which is connected to the output end of the damping motor (3400) via a spline, and the bottom end of which is connected to the actuator (3200) via a pin.

[0034] Preferably, the actuator (3200) is characterized by comprising:

[0035] The actuator upper cover (3210) has a lug on the top for connecting with the lug at the bottom end of the steering arm housing (2400) by bolts, and a flange structure at the bottom with a through hole in the center for the output shaft (3500) of the vibration reduction motor to pass through;

[0036] A double-row angular contact ball bearing (3220), the inner end of which is matched with the output shaft (3500) of the vibration reduction motor;

[0037] The top of the vibration reduction system constant velocity universal joint (3230) is connected to the bottom of the vibration reduction motor output shaft (3500) through a pin, and at the same time provides axial positioning for the double row angular contact ball bearing (3220);

[0038] The top of the actuator upper housing (3240) is connected to the flange structure of the actuator upper cover (3210) by bolts, and a groove is provided on the outside to provide positioning for the damping spring (3300), the outer end of the internal double-row angular contact ball bearing (3220) is matched, and a dust cover is provided on the bottom to protect the transmission mechanism;

[0039] The top of the lead screw (3250) is connected to the constant velocity universal joint (3230) of the vibration reduction system through a spline

[0040] The ball nut (3260) cooperates with the lead screw (3250) to convert the rotational motion of the lead screw (3250) into the linear motion of the ball nut (3260);

[0041] The actuator connecting sleeve (3270) is fixedly connected to the ball nut (3260) through a pin at the top, and a deep hole is provided inside to leave enough space for the lead screw (3250);

[0042] The actuator lower shell (3280) cooperates with the actuator connecting sleeve (3270) internally and is connected by bolts. A groove is provided on the outside to provide positioning for the shock-absorbing spring (3300). A support rod is provided at the bottom to connect with the shock-absorbing bracket (3100).

[0043] Preferably, the electronic mechanical braking system (4000) is characterized by comprising:

[0044] The electromechanical brake actuator mainly includes an electromechanical brake actuator motor, an electromechanical brake reducer and a transmission mechanism thereof, which are used to provide a brake clamping torque;

[0045] A brake caliper (4100) is driven by an electronic mechanical brake actuator to clamp a brake disc (1500) to achieve a braking function;

[0046] The brake system housing (4200) is used to protect and position the internal devices of the electronic mechanical brake system (4000), and is provided with lugs on both sides which are connected to the left lug of the steering knuckle (2300) by bolts.

[0047] Preferably, the steering system (6000) is characterized by comprising:

[0048] The steering motor (6100) is a rotary motor with a lug on the top connected to the steering arm (2600);

[0049] A shift gear box (6700) is an integrated device of a shift and transmission device of a dual-mode steering system of kingpin steering and omni-directional steering, and the bottom is fixed by a positioning groove provided in a steering arm housing (2400); an angle module output shaft (6200), the top is connected to the angle module quick interface (2500) by a cylindrical pin, and the bottom is connected to the shift gear box (6700);

[0050] A thrust bearing (6300) is sleeved in the middle of the angle module output shaft (6200), and is axially positioned by using the outer stepped hole of the steering arm (2600), and cooperates with a deep groove ball bearing to support the angle module output shaft (6200) in the outer stepped hole of the steering arm (2600), so as to ensure the positioning of the angle module output shaft (6200) relative to the steering arm (2600);

[0051] The planetary gear reducer (6400) plays the role of reducing speed and increasing torque, the upper end of which is connected to the output end of the steering motor (6100) through a spline, and the lower end of which is connected to the shift gear mechanism in the shift gear box (6700) through a spline;

[0052] A gear shift control mechanism (6500) for switching between kingpin steering and omnidirectional steering modes;

[0053] The universal transmission device (6600) comprises two constant velocity universal joints, wherein the input end of the first constant velocity universal joint is connected to the shift gear mechanism in the shift gear box (6700) via a spline, the output end of the first constant velocity universal joint is connected to the input end of the second constant velocity universal joint via a spline, and the output end of the second constant velocity universal joint is connected to the spline inner hole at the top of the steering knuckle (2300) via a spline.

[0054] Preferably, the planetary gear reducer (6400) is characterized by comprising:

[0055] A reducer housing (6410) is used to position and protect the transmission devices inside the planetary gear reducer (6400), and has a rack structure inside and a lug and a positioning groove on one side for mounting the shift motor of the shift control mechanism (6500);

[0056] The reducer upper cover (6420) is connected to the top of the reducer housing (6410) by screws;

[0057] An input spline shaft (6430), the upper end of which passes through a through hole provided at the center of the reducer upper cover (6420) and is connected to the output end of the steering motor (6100) via a spline;

[0058] The secondary planetary gear train (6440) comprises two sets of planetary gear mechanisms, wherein the rack part is provided by a rack structure provided inside the reducer housing (6410), the primary sun gear is connected to the input spline shaft (6430) via a flat key, the primary planet carrier is connected to the secondary sun gear via a flat key, and the bottom end of the secondary planet carrier is provided with a flat key; and the secondary planet carrier is connected to the upper end of the output spline shaft (6450) via a flat key;

[0059] The output spline shaft (6450) has an upper end connected to the secondary planet carrier in the secondary planetary gear train (6440) via a flat key, and a lower end connected to the shift gear mechanism in the shift gear box (6700) via a spline.

[0060] Preferably, the gear shifting mechanism (6500) is characterized by comprising:

[0061] The shift motor (6510) is a linear motor, which provides the actuating power for switching between the kingpin steering and omnidirectional steering modes, and is divided into two gear positions, "up" and "down", corresponding to the omnidirectional steering and kingpin steering modes respectively. At the same time, the upper end of the shift motor is fixedly connected to the outer lug and positioning groove of the reducer housing (6410) by bolts;

[0062] The gear shift stepped shaft (6520) is designed as a stepped shaft, the upper end of which is connected to the output end of the gear shift motor (6510) and is provided with upper and lower shaft shoulders;

[0063] The shift fork (6530) is U-shaped as a whole, with a through hole on one side for axial positioning through the upper shoulder of the shift step shaft (6520) and fixed with a set nut, and the other side is connected to the shift gear mechanism in the shift gear box (6700);

[0064] A locking spline hub (6540) having an internal spline connected to a first constant velocity universal joint input end spline of the universal transmission device (6600) for realizing a locking function of the steering knuckle (2300) relative to the steering arm housing (2400) when the system is in an omnidirectional steering mode or is switching to an omnidirectional steering mode;

[0065] The locking fork (6550) is U-shaped as a whole, with a through hole on one side passing through the lower shoulder of the shift step shaft (6520) for axial positioning and being fixed with a set nut, and the other side being inserted into the locking sleeve of the shift operating mechanism (6500) for connection;

[0066] The locking coupling sleeve (6560) is provided with an external spline connected to the sliding spline of the bottom through hole of the steering arm housing (2400), and is provided with a fork groove connected to the locking fork (6550). When the system is in the omnidirectional steering mode or is switching to the omnidirectional steering mode, it is driven by the locking fork (6550) to move upward, and is connected to the locking spline hub (6540) through the internal spline provided therein, so as to realize the locking function of the steering knuckle (2300) relative to the steering arm housing (2400).

[0067] Preferably, the shift gear box (6700) is characterized by comprising:

[0068] The shift gear box housing (6710) is used to position and protect the shift transmission devices inside the shift gear box (6700), with a threaded hole on the top and fixed at the bottom through a positioning groove at the bottom of the steering arm housing (2400);

[0069] The upper cover (6720) of the gear shifting box is provided with a through hole and connected to the threaded hole at the top of the gear shifting box housing (6710) by screws;

[0070] The shift gear mechanism (6730) is composed of a shift gear and a shift shaft sleeve, which are connected by a flat key. The shift gear cooperates with the shift shaft sleeve shoulder for positioning. The shift shaft sleeve is provided with a shift fork groove and is connected to the shift fork (6530). The upper end is provided with a spline hole and is normally connected to the output spline shaft (6450). Sufficient axial displacement space is reserved for the shift operation. The lower end is provided with a spline hole. When the system is in the kingpin steering mode, it is controlled to move downward by the shift operating mechanism (6500) and connected to the universal transmission device (6600). When the system is in the omnidirectional steering mode, it is controlled to move upward by the shift operating mechanism (6500) and is disengaged from the universal transmission device (6600).

[0071] The omnidirectional steering input gear (6740) cooperates with the shaft sleeve to be positioned through the positioning pin shaft and the boss of the shift gear box housing (6710) to transmit the steering torque while ensuring that the target steering direction of the omnidirectional steering mode is the same as that of the kingpin steering mode. When the system is in the kingpin steering mode, the shift gear mechanism (6730) is controlled to move downward through the shift operating mechanism (6500) so that the shift gear of the shift gear mechanism (6730) is connected to the omnidirectional steering input gear (6740). When the system is in the omnidirectional steering mode, the shift gear mechanism (6730) is controlled to move upward through the shift operating mechanism (6500) so that the shift gear of the shift gear mechanism (6730) is staggered with the omnidirectional steering input gear (6740) and the connection is cancelled.

[0072] The omnidirectional steering output gear (6750) is connected to the angle module output shaft (6200) via a flat key and cooperates with a retaining ring for axial positioning, and is constantly meshed with the omnidirectional steering input gear (6740).

[0073] Preferably, the steering system (6000) is a dual-mode steering system of kingpin steering and omnidirectional steering, and its working mode and control method include:

[0074] The kingpin steering mode and the omnidirectional steering mode reuse the same set of steering motor (6100) and planetary gear reducer (6400) to work;

[0075] In the kingpin steering mode, the shift motor (6510) is extended and in the "down" gear position, the shift fork (6530) and the locking fork (6550) move downward synchronously, so that the shift shaft sleeve of the shift gear mechanism (6730) is connected to the universal transmission device (6600), and at the same time, the locking coupling sleeve (6560) moves downward and disengages from the locking spline hub (6540), canceling the lock. At this time, the steering torque of the kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module is provided by the steering motor (6100), and after being decelerated and torque-increased by the planetary gear reducer (6400), it is transmitted to the steering knuckle (2300) through the universal transmission device (6600), thereby realizing that the kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module actively controls the wheel (1000) according to the steering wheel rotation signal to realize the conventional steering movement around the kingpin;

[0076] In the omnidirectional steering mode, the shift motor (6510) is retracted and in the "up" gear position, the shift fork (6530) and the locking fork (6550) are synchronously moved upward, so that the shift shaft sleeve of the shift gear mechanism (6730) is disengaged from the universal transmission device (6600), the shift gear is meshed with the omnidirectional steering input gear (6740), and at the same time the locking coupling sleeve (6560) is moved upward to connect with the locking spline hub (6540) to achieve locking. At this time, the steering torque of the kingpin steering and omnidirectional steering dual-mode power multiplexing electric wheel angle module is provided by the steering motor (6100), and after After the planetary gear reducer (6400) performs deceleration and torque increase, the gear is finally transmitted to the angle module output shaft (6200) and the angle module quick interface (2500) for output through the meshing relationship between the gear shifting gear of the gear shifting mechanism (6730) and the omnidirectional steering input gear (6740) and the omnidirectional steering output gear (6750), and then transmitted to the steering knuckle (2300) through the universal transmission device (6600), thereby realizing the kingpin steering and omnidirectional steering dual-mode power multiplexing electric wheel angle module, which actively controls the whole to realize omnidirectional steering relative to the vehicle body according to the steering wheel rotation signal;

[0077] The dual-mode switching control of kingpin steering and omnidirectional steering is mainly divided into two parts: passive control and active control, including:

[0078] Passive control: The omnidirectional steering mode is used as a steering redundancy solution for the kingpin steering mode. When the kingpin steering mode operates normally, the kingpin steering mode is used for operation; when the kingpin steering mode fails to operate, it will automatically switch to the omnidirectional steering mode for operation;

[0079] Active control: When steering is not needed or only required at an angle below the threshold, that is, no steering or small-angle steering conditions, the kingpin steering mode is adopted. This mode is usually used for steering conditions at medium and high vehicle speeds; when steering is required at an angle above the threshold, that is, large-angle or full-angle steering conditions, the omnidirectional steering mode is adopted. This mode is usually used for high-maneuverability steering conditions at low speeds.

[0080] Beneficial effects of the present invention:

[0081] 1. The present invention provides a kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module, which integrates the wheel unit, suspension system, vibration reduction system, electronic mechanical braking system, and steering system, thereby realizing high integration of the electric vehicle chassis, improving the modularity of the wheel-end system, matching various types of vehicles with different numbers of drive axles, and reducing the development cost of the entire vehicle. Different types of vehicle angle modules can also be matched according to scene requirements to achieve personalized needs for multiple uses of one vehicle.

[0082] 2. The present invention provides a kingpin steering and omni-directional steering dual-mode power-reusing electric wheel angle module, which has a kingpin steering and omni-directional steering dual-mode steering scheme. The two are redundant and complementary to each other, and can also cooperate with the differential action of the hub motor to form three sets of complementary steering systems, which greatly improves the maneuverability of the whole vehicle. In addition, the kingpin steering and omni-directional steering dual-mode reuse the same set of steering motors and planetary gear reducers, which can significantly reduce the weight of the whole vehicle, reduce the use of actuators, and save costs. At the same time, the steering motors and planetary gear reducers are distributed on the sprung mass, which is beneficial to improving the driving comfort and handling performance of the vehicle.

[0083] 3. The present invention provides a kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module. The vibration reduction system can suppress the suspension vibration through the active control of the vibration reduction motor, thereby improving the driving smoothness and improving the energy utilization rate of the whole vehicle by recovering vibration energy. In addition, the four vibration reduction systems can cooperate with each other to perform active energy feeding operation of the suspension, and realize the left and right or front and rear suspension correlation control function similar to the cross-linked suspension, which can actively increase the roll or pitch stiffness of the vehicle when the vehicle is turning or accelerating or decelerating suddenly, thereby effectively controlling the body posture.

[0084] 4. The present invention provides a kingpin steering and omni-directional steering dual-mode power reuse electric wheel angle module, and the supercapacitor will work in coordination with the on-board power battery to form a composite power supply system to provide and store energy for each system in the kingpin steering and omni-directional steering dual-mode power reuse electric wheel angle module, thereby reducing the surge load caused by the frequent start and stop of the on-board power battery under urban conditions, and at the same time avoiding the problem of overflow of energy recovered by regenerative braking and regenerative vibration due to insufficient remaining capacity of the on-board power battery, thereby effectively extending the life of the on-board power battery. In addition, the supercapacitor can enable the kingpin steering and omni-directional steering dual-mode power reuse electric wheel angle module to have a self-energy storage function, and can be used as an energy backup solution for the entire vehicle. When the on-board power battery fails to operate, the energy stored in the supercapacitor can provide the kingpin steering and omni-directional steering dual-mode power reuse electric wheel angle module to complete emergency actions until the vehicle stops safely.

[0085] 5. The present invention also provides a control method for switching between the kingpin steering and omni-directional steering dual-modes of the power-multiplexing electric wheel angle module, and introduces in detail its passive control and active control schemes from the perspectives of safety redundancy and scenario drive, respectively. The method has certain universality and reference significance, and can play the same role in other integrated angle module systems with similar structural schemes. BRIEF DESCRIPTION OF THE DRAWINGS

[0086] Figure 1 It is an axonometric diagram of the kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module of the present invention;

[0087] Figure 2 It is a side view of the kingpin steering and omni-steering dual-mode power multiplexing electric wheel angle module of the present invention;

[0088] Figure 3 It is a cross-sectional view of the vibration reduction system of the kingpin steering and omni-steering dual-mode power multiplexing electric wheel angle module of the present invention;

[0089] Figure 4 It is an axonometric diagram of the steering system of the kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module of the present invention;

[0090] Figure 5 The steering system torque transmission route diagram (kingpin steering mode) of the kingpin steering and omni-steering dual-mode power multiplexing electric wheel angle module of the present invention;

[0091] Figure 6 The steering system torque transmission route map (omnidirectional steering mode) of the kingpin steering and omnidirectional steering dual-mode power multiplexing electric wheel angle module of the present invention;

[0092] Figure 7This is a control flow chart of the kingpin steering and omni-directional steering dual-mode switching of the kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module described in the present invention. DETAILED DESCRIPTION

[0093] The present invention is further described in detail below in conjunction with the accompanying drawings so that those skilled in the art can implement the invention with reference to the description.

[0094] The present invention proposes a kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module, such as Figure 1 and Figure 2 , which mainly includes: a wheel unit (1000), a suspension system (2000), a vibration reduction system (3000), an electronic mechanical braking system (4000), a super capacitor (5000), and a steering system (6000).

[0095] The wheel unit (1000) is connected to the steering knuckle in the suspension system via a wheel hub bearing and has an integrated wheel hub motor. The wheel unit is used to support vehicle load and to contact the ground to transmit driving or braking force and turning lateral force. It mainly includes: a tire (1100), a wheel rim (1200), a wheel hub flange (1300), a wheel hub motor (1400), and a brake disc (1500).

[0096] The tire (1100) is used to carry the load of the entire vehicle and transmit ground force and torque; the wheel rim (1200) is provided with spokes at the end, the outer portion of which is used to mount the tire (1100), and a through hole is left in the center; the wheel hub flange (1300) is provided with a through hole in the inner portion for the positioning pin of the outer rotor of the wheel hub motor (1400) to pass through for positioning, and is connected to the spoke of the wheel rim (1200) through a flange nut; the wheel hub motor (1400) is a low-speed outer rotor wheel hub motor, the stator of which is connected to the middle through hole of the steering knuckle (2300) by bolts, the outer rotor is connected to the wheel rim (1200) and the wheel hub flange (1300) by rim bolts, and the outer ring of the outer rotor is provided with a threaded hole for mounting a brake disc (1500); the brake disc (1500) is connected to the outer rotor of the wheel hub motor (1400) by bolts, and a brake clearance is left with the brake caliper in the electronic mechanical brake system (4000).

[0097] The suspension system (2000) is an unequal length double wishbone suspension, which is mainly used to transmit the force and torque acting between the wheel and the vehicle body, connect various system components, and determine the wheel alignment parameters. It mainly includes: a lower control arm (2100), an upper control arm (2200), a steering knuckle (2300), a steering arm housing (2400), a corner module quick interface (2500), and a steering arm (2600).

[0098] The lower control arm (2100) is A-shaped as a whole, and has two crossed swing arms and a transverse arm. A ball pin support is provided at the intersection of the swing arms and is connected to the lower ball pin support of the steering knuckle (2300) through a ball pin. A boss through hole is provided at the other end of the swing arm, and is connected to the steering arm (2600) with a matching shaft sleeve and bolts. A lug is provided on the top surface of the transverse arm and is connected to the shock absorber bracket in the shock absorbing system (3000) through a pin shaft. The upper control arm (2200) The whole is V-shaped and consists of two crossed swing arms. A ball pin support is provided at the intersection of the swing arms and is connected to the ball pin support on the steering knuckle (2300) through a ball pin. A boss through hole is provided at the other end of the swing arm, which is connected to the steering arm (2600) with a shaft sleeve and a bolt. The steering knuckle (2300) and the center line of the ball pin seats of the upper and lower arms form a kingpin. A through hole is provided in the middle for installing the stator of the wheel hub motor (1400). A lug is provided on the left side of the steering knuckle to connect with the electronic mechanical system. The steering arm housing (2400) is mainly used for arranging and positioning various system components and protecting them from damage, and is provided with a bolt hole at the upper end and a through hole at the bottom, and a sliding spline is provided on the inner side of the through hole; the corner module quick interface (2500) is connected to the vehicle body at the top, and is connected to the corner module output shaft of the steering system (6000) at the bottom through a cylindrical pin; the steering arm (2600) is an L-shaped bracket as a whole, wherein the two sides of the lower end are connected to the boss through holes of the lower control arm (2100) by matching bushings and bolts, and the inner side of the middle part is provided with a lug that matches bushings and bolts to connect to the boss through holes of the upper control arm (2200), and symmetrical reinforcing ribs are provided at the L-shaped corners, and a threaded hole is provided at the upper end of the steering arm for installing the steering motor of the steering system (6000), and a bolt hole is provided on the outer edge of the top of the steering arm (2600) for installing the steering arm housing (2400).

[0099] The vibration reduction system (3000) is as follows: Figure 3 , connected to the lower end of the housing of the lower control arm and the steering arm of the suspension system, actively controls the suspension posture and recovers the wheel vibration energy through the damping motor, and alleviates the road impact through the damping spring, which mainly includes: a damper bracket (3100), an actuator (3200), a damping spring (3300), a damping motor (3400), and a damping motor output shaft (3500).

[0100] The shock absorber bracket (3100) is used for supporting and positioning the shock absorbing system (3000), and the two lower arms are provided with boss through holes and connected to the bosses of the lower control arm (2200) through pins; the actuator (3200) has a core of a lead screw nut electromechanical mechanism and is fixedly connected to the upper mounting hole of the shock absorber bracket (3100) through bolts; the shock absorbing spring (3300) is coaxially arranged with the actuator (3200) to play a role in supporting and mitigating impact; the shock absorbing motor (3400) is a rotary motor used to actively control the suspension posture and recover wheel vibration energy; the shock absorbing motor output shaft (3500) is used to transmit the output torque of the shock absorbing motor (3400) to the actuator (3200), the top end is connected to the output end of the shock absorbing motor (3400) through a spline, and the bottom end is connected to the actuator (3200) through a pin.

[0101] The actuator (3200) mainly comprises: an actuator upper cover (3210), a double-row angular contact ball bearing (3220), a vibration reduction system constant velocity universal joint (3230), an actuator upper shell (3240), a lead screw (3250), a ball nut (3260), an actuator connecting sleeve (3270), and an actuator lower shell (3280).

[0102] The actuator upper cover (3210) is provided with a lug at the top for bolt connection with the lug at the bottom end of the steering arm housing (2400), and the bottom is a flange structure with a through hole in the center for the vibration reduction motor output shaft (3500) to pass through; the inner end of the double-row angular contact ball bearing (3220) cooperates with the vibration reduction motor output shaft (3500); the top of the vibration reduction system constant velocity joint (3230) is connected to the bottom end of the vibration reduction motor output shaft (3500) by a pin, and axial positioning is provided for the double-row angular contact ball bearing (3220); the top of the actuator upper housing (3240) is connected to the flange structure of the actuator upper cover (3210) by bolt connection, and a groove is provided on the outside to provide positioning for the vibration reduction spring (3300), and the inner double-row angular contact ball bearing (3220) is provided on the outside. The ends of the actuator (3250) are matched, and a dust cover is provided at the bottom to protect the transmission mechanism; wherein the top of the lead screw (3250) is connected to the constant velocity joint (3230) of the vibration reduction system through a spline; wherein the ball nut (3260) cooperates with the lead screw (3250) to convert the rotational motion of the lead screw (3250) into the linear motion of the ball nut (3260); wherein the actuator connecting sleeve (3270) is fixedly connected to the ball nut (3260) through a pin at the top, and a deep hole is provided inside to leave enough space for the lead screw (3250); wherein the actuator lower housing (3280) cooperates with the actuator connecting sleeve (3270) inside and is connected by bolts, and a groove is provided on the outside to provide positioning for the vibration reduction spring (3300), and a support rod is provided at the bottom to connect with the vibration reduction bracket (3100).

[0103] The electronic mechanical braking system (4000) is connected to the left lug of the steering knuckle in the suspension system via bolts and is used to provide a braking torque for the vehicle to travel. It mainly comprises: an electronic mechanical braking actuator, a brake caliper (4100), and a braking system housing (4200).

[0104] The electronic mechanical brake actuator mainly comprises an electronic mechanical brake actuator motor, an electronic mechanical brake reducer and a transmission mechanism thereof, which are used to provide a brake clamping torque; the brake caliper (4100) is driven by the electronic mechanical brake actuator to clamp the brake disc (1500) to achieve a braking function; the brake system housing (4200) is used to protect and position various devices inside the electronic mechanical brake system (4000), and lugs are provided on both sides and connected to the left lug of the steering knuckle (2300) through bolts.

[0105] The steering system (6000) is as follows: Figure 2 and 4The system is a dual-mode steering system of kingpin steering and omnidirectional steering. The omnidirectional steering mode is a redundant solution for the kingpin steering mode. The two steering modes reuse the same set of steering motors and planetary gear reducers to work. When the kingpin steering mode is adopted, it is driven by the steering motor, which is decelerated and increased in torque through the planetary gear reducer, and is connected to the steering knuckle of the suspension system through the universal transmission device, thereby transmitting the steering torque; when the omnidirectional steering mode is adopted, it is driven by the steering motor, which is decelerated and increased in torque through the planetary gear reducer, and the shift fork and the locking fork are actuated by the shift motor to move up, thereby driving the shift gear mechanism to disengage from the universal transmission device and mesh with the omnidirectional steering input gear. Finally, the steering torque output by the steering motor is output by the angle module output shaft, and the angle module quick interface is connected to the vehicle body to realize omnidirectional steering; in addition, the upward movement of the locking fork will drive the locking coupling sleeve to connect with the locking spline hub, and the outer spline of the locking coupling sleeve is connected to the steering arm housing of the suspension system, so as to realize the locking function of the steering knuckle relative to the steering arm housing. It mainly includes: a steering motor (6100), an angle module output shaft (6200), a thrust bearing (6300), a planetary gear reducer (6400), a shift operating mechanism (6500), a universal transmission device (6600), and a shift gear box (6700).

[0106] The steering motor (6100) is a rotary motor, and a lug is provided on the top to connect with the steering arm (2600); the shift gear box (6700) is an integrated device of the shift and transmission device of the dual-mode steering system of kingpin steering and omnidirectional steering, and the bottom is fixed by a positioning groove provided in the steering arm housing (2400); the corner module output shaft (6200) is connected to the corner module quick interface (2500) at the top by a cylindrical pin, and is connected to the shift gear box (6700) at the bottom; the thrust bearing (6300) is sleeved in the middle of the corner module output shaft (6200), and is axially positioned by using the outer stepped hole of the steering arm (2600), and cooperates with a deep groove ball bearing to support the corner module output shaft (6200) in the outer stepped hole of the steering arm (2600). To ensure the positioning of the output shaft (6200) of the angle module relative to the steering arm (2600); wherein the planetary gear reducer (6400) plays the role of reducing speed and increasing torque, the upper end of which is connected to the output end of the steering motor (6100) by a spline, and the lower end of which is connected to the shift gear mechanism in the shift gear box (6700) by a spline; wherein the shift operating mechanism (6500) is used for switching between kingpin steering and omnidirectional steering dual modes; wherein the universal transmission device (6600) comprises two constant velocity universal joints, the input end of the first constant velocity universal joint is connected to the shift gear mechanism in the shift gear box (6700) by a spline, the output end of the first constant velocity universal joint is connected to the input end of the second constant velocity universal joint by a spline, and the output end of the second constant velocity universal joint is connected to the spline inner hole at the top of the steering knuckle (2300) by a spline.

[0107] The planetary gear reducer (6400) mainly comprises: a reducer housing (6410), a reducer upper cover (6420), an input spline shaft (6430), a secondary planetary gear train (6440), and an output spline shaft (6450).

[0108] The reducer housing (6410) is used to position and protect the transmission devices inside the planetary gear reducer (6400), and has a rack structure inside, and a lug and a positioning groove on one side for mounting the shift motor of the shift control mechanism (6500); the reducer upper cover (6420) is connected to the top of the reducer housing (6410) by screws; the input spline shaft (6430) has an upper end passing through a through hole provided in the center of the reducer upper cover (6420) and is connected to the output end of the steering motor (6100) by a spline; the secondary planetary gear train (6 440), comprising two sets of planetary gear mechanisms, wherein the rack part is provided by a rack structure provided inside the reducer housing (6410), the primary sun gear is connected to the input spline shaft (6430) through a flat key, the primary planet carrier is connected to the secondary sun gear through a flat key, and the bottom end of the secondary planet carrier is provided with a flat key; and the upper end of the secondary planet carrier is connected to the output spline shaft (6450) through a flat key; wherein the output spline shaft (6450) has its upper end connected to the secondary planet carrier in the secondary planetary gear train (6440) through a flat key, and its lower end is connected to the shift gear mechanism in the shift gear box (6700) through a spline.

[0109] The gear shift operating mechanism (6500) mainly comprises: a gear shift motor (6510), a gear shift stepped shaft (6520), a gear shift fork (6530), a locking spline hub (6540), a locking fork (6550), and a locking coupling sleeve (6560).

[0110] The shift motor (6510) is a linear motor, which provides the actuating power for switching between the kingpin steering and omnidirectional steering modes, and is divided into two gears, "up" and "down", corresponding to the omnidirectional steering and kingpin steering modes respectively. At the same time, its upper end is fixedly connected to the outer lug and positioning groove of the reducer housing (6410) by bolts; wherein the shift fork (6530) is U-shaped as a whole, and one side is provided with a through hole for axial positioning through the upper shaft shoulder of the shift step shaft (6520), and is fixed with a locking nut, and the other side is connected to the shift gear mechanism in the shift gear box (6700); wherein the locking spline hub (6540) is provided with an internal spline connected to the first constant velocity universal joint input end spline of the universal transmission device (6600), so as to realize that when the system is in the omnidirectional steering mode or is switching to the omnidirectional steering mode, the steering knuckle (2 300) has a locking function relative to the steering arm housing (2400); wherein the locking fork (6550) is U-shaped as a whole, one side of which is provided with a through hole to pass through the lower shoulder of the shift step shaft (6520) for axial positioning, and is fixed with a set nut, and the other side is inserted into the locking sleeve of the shift operating mechanism (6500) for connection; wherein the locking sleeve (6560) is provided with an external spline connected to the sliding spline of the through hole at the bottom of the steering arm housing (2400), and is provided with a fork groove connected to the locking fork (6550). When the system is in the omnidirectional steering mode or is switching to the omnidirectional steering mode, it is driven by the locking fork (6550) to move upward, and is connected to the locking spline hub (6540) through the internal spline provided therein, so as to realize the locking function of the steering knuckle (2300) relative to the steering arm housing (2400).

[0111] The shift gear box (6700) mainly comprises: a shift gear box housing (6710), a shift gear box upper cover (6720), a shift gear mechanism (6730), a shift gear mechanism (6730), an omnidirectional steering input gear (6740), and an omnidirectional steering output gear (6750).

[0112] The shift gear box housing (6710) is used to position and protect the shift transmission devices inside the shift gear box (6700), and is provided with a threaded hole on the top, and is fixed at the bottom through a positioning groove at the bottom of the steering arm housing (2400); the shift gear box upper cover (6720) is provided with a through hole, and is connected to the threaded hole on the top of the shift gear box housing (6710) by screws; the shift gear mechanism (6730) is composed of a shift gear and a shift shaft sleeve, which are connected by a flat key. The gear is positioned in cooperation with the shift shaft sleeve shoulder. The shift shaft sleeve is provided with a shift fork groove connected to the shift fork (6530). The upper end is provided with a spline hole which is normally connected to the output spline shaft (6450). At the same time, sufficient axial displacement space is reserved for the shift operation. The lower end is provided with a spline hole. When the system is in the kingpin steering mode, the shift operating mechanism (6500) controls the downward movement of the shift shaft sleeve to connect to the universal transmission device (6600). When the system is in the omnidirectional steering mode, the shift operating mechanism (6500) controls the upward movement of the shift shaft sleeve to connect to the universal transmission device (6600). The omnidirectional steering input gear (6740) is positioned with the shaft sleeve through the positioning pin and the boss of the shift gear box housing (6710) to transmit the steering torque while ensuring that the target steering direction of the omnidirectional steering mode is the same as that of the kingpin steering mode. When the system is in the kingpin steering mode, the shift gear mechanism (6730) is controlled to move downward through the shift operating mechanism (6500) so that the shift gear of the shift gear mechanism (6730) is aligned with the omnidirectional steering mode. The input gear (6740) is connected, and when the system is in the omnidirectional steering mode, the shift gear mechanism (6730) is controlled to move upward through the shift operating mechanism (6500), so that the shift gear of the shift gear mechanism (6730) is offset from the omnidirectional steering input gear (6740), and the connection is cancelled; wherein the omnidirectional steering output gear (6750) is connected to the angle module output shaft (6200) through a flat key, and cooperates with a retaining ring for axial positioning, and is always meshed with the omnidirectional steering input gear (6740).

[0113] The supercapacitor (5000) is installed inside the steering arm housing of the suspension system and cooperates with the on-board power battery to provide electrical energy for the hub motor, vibration reduction system, electronic mechanical braking system and steering system of the suspension system when they are working, and can store electrical energy recovered from braking and vibration energy, thereby realizing the self-energy storage of the kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module and the energy redundancy safety design of the whole vehicle.

[0114] The present invention also proposes a control method for the kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module, wherein the steering system (6000) is a kingpin steering and omni-directional steering dual-mode steering system, wherein the kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module has a torque transmission route diagram for the kingpin steering and omni-directional steering dual-mode steering as shown in FIG. Figure 5 and 6 , its working modes include:

[0115] The kingpin steering mode and the omnidirectional steering mode reuse the same set of steering motor (6100) and planetary gear reducer (6400) to work;

[0116] In the kingpin steering mode, the shift motor (6510) is extended and in the "down" gear position, the shift fork (6530) and the locking fork (6550) move downward synchronously, so that the shift shaft sleeve of the shift gear mechanism (6730) is connected to the universal transmission device (6600), and at the same time the locking coupling sleeve (6560) moves downward and disengages from the locking spline hub (6540), canceling the lock. At this time, the steering torque of the kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module is provided by the steering motor (6100), and after being decelerated and torque-increased by the planetary gear reducer (6400), it is transmitted to the steering knuckle (2300) through the universal transmission device (6600), thereby realizing the kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module actively controlling the wheel (1000) according to the steering wheel rotation signal to realize the conventional steering movement around the kingpin.

[0117] In the omnidirectional steering mode, the shift motor (6510) is retracted and in the "up" gear position, the shift fork (6530) and the locking fork (6550) are synchronously moved upward, so that the shift shaft sleeve of the shift gear mechanism (6730) is disengaged from the universal transmission device (6600), the shift gear is meshed with the omnidirectional steering input gear (6740), and at the same time the locking coupling sleeve (6560) is moved upward to connect with the locking spline hub (6540) to achieve locking. At this time, the steering torque of the kingpin steering and omnidirectional steering dual-mode power multiplexing electric wheel angle module is provided by the steering motor (6100), and after After the planetary gear reducer (6400) performs deceleration and torque increase, the gear is finally transmitted to the angle module output shaft (6200) and the angle module quick interface (2500) for output through the meshing relationship between the shift gear of the shift gear mechanism (6730) and the omnidirectional steering input gear (6740) and the omnidirectional steering output gear (6750), and then transmitted to the steering knuckle (2300) through the universal transmission device (6600), thereby realizing the kingpin steering and omnidirectional steering dual-mode power multiplexing electric wheel angle module, which actively controls the entire module according to the steering wheel rotation signal to achieve omnidirectional steering relative to the vehicle body.

[0118] The dual-mode switching control of kingpin steering and omnidirectional steering is mainly divided into two parts: passive control and active control. The control methods include:

[0119] Passive control: The omnidirectional steering mode is used as a steering redundancy solution for the kingpin steering mode. When the kingpin steering mode operates normally, the kingpin steering mode is used for operation; when the kingpin steering mode fails to operate, it will automatically switch to the omnidirectional steering mode for operation;

[0120] Active control: When steering is not needed or only required at an angle below the threshold angle, that is, no steering or small-angle steering conditions, the kingpin steering mode is adopted. This mode is usually used for steering conditions at medium and high vehicle speeds; when steering is required at an angle above the threshold angle, that is, large-angle or full-angle steering conditions, the omnidirectional steering mode is adopted. This mode is usually used for high-maneuverability steering conditions at low speeds.

[0121] First, determine whether the kingpin steering mode of the kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module is operating normally. If a failure occurs during operation, automatically switch to the omni-directional steering mode as a safety redundancy solution. If the kingpin steering mode is operating normally, further determine whether the target angle is higher than a threshold. If the target angle is lower than the threshold, select the kingpin steering mode to operate. If the target angle is higher than the threshold, switch to the omni-directional steering mode, and confirm that the locking function of the steering knuckle (2300) relative to the steering arm housing (2400) has been completed. The omni-directional steering mode officially operates. In addition, after the steering command is completed, the wheel will automatically return to the center.

[0122] The specific process of the control method is as follows: Figure 7 , the specific steps are as follows:

[0123] Step 0: Start;

[0124] Step 1: Determine whether the kingpin steering mode is operating normally. If so, proceed to step 2; if not, proceed to step 5;

[0125] Step 2: Determine whether the target angle exceeds the threshold, if yes, go to step 5, if no, go to step 3;

[0126] Step 3: Select the kingpin steering mode and proceed to step 4;

[0127] Step 4: Determine whether the steering instruction is completed, if so, execute step 9, if not, execute step 3;

[0128] Step 5: Switch to omnidirectional steering mode and proceed to step 6;

[0129] Step 6: Determine whether locking is completed, if yes, go to step 7, if no, go to step 5;

[0130] Step 7: Select omnidirectional steering mode and proceed to step 8;

[0131] Step 8: Determine whether the steering instruction is completed, if so, execute step 9, if not, execute step 7;

[0132] Step 9: Return the wheel to the correct position and proceed to step 10;

[0133] Step 10: Determine whether the driving behavior is finished, if so, execute step 11, if not, execute step 1;

[0134] Step 11: End.

[0135] Although the embodiments of the present invention have been disclosed as above, they are not limited to the applications listed in the specification and the implementation mode, and 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, so 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 the legends shown and described here. Although the embodiments of the present invention have been disclosed as above, they are not limited to the applications listed in the specification and the implementation mode, and 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, so 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 the legends shown and described here.

Claims

1. Kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module, characterized by: include: A wheel unit (1000) is connected to the steering knuckle in the suspension system via a wheel hub bearing and has an integrated wheel hub motor; the wheel unit is used to support the vehicle load and to contact the ground to transmit driving or braking force and turning lateral force; Suspension system (2000), which is an unequal length double wishbone suspension, mainly used to transfer forces and moments between the wheels and the vehicle body, connect various system components, and determine wheel alignment parameters; A vibration reduction system (3000) is connected to the lower end of the housing of the lower control arm and the steering arm of the suspension system, actively controls the suspension posture and recovers wheel vibration energy through a vibration reduction motor, and mitigates road impact through a vibration reduction spring; An electronic mechanical braking system (4000) is connected to the left lug of the steering knuckle in the suspension system via bolts, and is used to provide a braking torque for the vehicle to travel; A steering system (6000) is a dual-mode steering system of kingpin steering and omnidirectional steering. The omnidirectional steering mode is a redundant solution for the kingpin steering mode. The two steering modes reuse the same set of steering motor and planetary gear reducer to work. When the kingpin steering mode is adopted, the steering motor is driven, the planetary gear reducer is used to reduce speed and increase torque, and the steering motor is connected to the steering knuckle of the suspension system through a universal transmission device, thereby transmitting steering torque. When the omnidirectional steering mode is adopted, the steering motor drives the gear shift fork and the locking fork to move upward after the planetary gear reducer reduces speed and increases torque, thereby driving the gear shift gear mechanism to disengage from the universal transmission device and mesh with the omnidirectional steering input gear. Finally, the steering torque output by the steering motor is output by the angle module output shaft, and the angle module quick interface is connected to the vehicle body to realize omnidirectional steering. In addition, the upward movement of the locking fork will drive the locking coupling sleeve to connect with the locking spline hub, and the outer spline of the locking coupling sleeve is connected to the steering arm housing of the suspension system, so as to realize the locking function of the steering knuckle relative to the steering arm housing. Supercapacitor (5000): installed inside the steering arm housing of the suspension system, and cooperates with the on-board power battery to provide electrical energy for the vibration reduction system, the electronic mechanical braking system and the steering system when they are working, and can store electrical energy recovered from braking and vibration energy, thereby realizing the self-energy storage of the kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module and the energy redundancy safety design of the whole vehicle.

2. The kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module according to claim 1 is characterized in that: The wheel assembly (1000) is characterized by comprising: Tire (1100), used to bear the load of the whole vehicle and transmit ground force and torque; A rim (1200) having spokes at the end, an outer portion thereof being used for mounting the tire (1100), and a through hole being left in the center thereof; A wheel hub flange (1300) is provided with a through hole inside for the outer rotor positioning pin of the wheel hub motor (1400) to pass through for positioning, and is connected to the wheel spoke of the wheel rim (1200) via a flange nut; The hub motor (1400) is a low-speed outer rotor hub motor, wherein the stator is connected to the middle through hole of the steering knuckle (2300) via bolts, and the outer rotor is connected to the rim (1200) and the hub flange (1300) via rim bolts, and the outer ring of the outer rotor is provided with a threaded hole for mounting a brake disc (1500); The brake disc (1500) is connected to the outer rotor of the wheel hub motor (1400) by bolts, and has a brake gap with the brake caliper in the electronic mechanical brake system (4000).

3. The kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module according to claim 1 is characterized in that: The suspension system (2000) is characterized by comprising: The lower control arm (2100) is A-shaped as a whole, and has two crossed swing arms and a transverse arm. A ball pin support is provided at the intersection of the swing arms and is connected to the lower ball pin support of the steering knuckle (2300) through a ball pin. A boss through hole is provided at the other end of the swing arm, and is connected to the steering arm (2600) with a matching shaft sleeve and bolts. A lug is provided on the top surface of the transverse arm and is connected to the shock absorber bracket in the shock absorption system (3000) through a pin shaft. The upper control arm (2200) is V-shaped as a whole and consists of two crossed swing arms. A ball pin support is provided at the intersection of the swing arms and is connected to the ball pin support on the steering knuckle (2300) through a ball pin. A boss through hole is provided at the other end of the swing arm and is connected to the steering arm (2600) with a shaft sleeve and bolts. A steering knuckle (2300), a center line connecting the upper and lower arm ball pin seats forms a kingpin, a through hole is provided in the middle for installing the stator of the hub motor (1400), and a lug is provided on the left side of the steering knuckle for bolt connection with the electronic mechanical brake system (4000); The steering arm housing (2400) is mainly used to arrange and position various system components and protect them from damage. The upper end of the housing is provided with a bolt hole, the bottom is provided with a through hole, and the inner side of the through hole is provided with a sliding spline; Angle module quick interface (2500), the top of which is connected to the vehicle body, and the bottom of which is connected to the angle module output shaft of the steering system (6000) through a cylindrical pin; The steering arm (2600) is an L-shaped bracket as a whole, wherein the two sides of the lower end are connected with the boss through holes of the lower control arm (2100) by matching bushings and bolts, and the inner side of the middle part is provided with lugs that are connected with the boss through holes of the upper control arm (2200) by matching bushings and bolts, and symmetrical reinforcing ribs are provided at the L-shaped corners. The upper end of the steering arm is provided with a threaded hole for installing the steering motor of the steering system (6000), and the outer edge of the top of the steering arm (2600) is provided with a bolt hole for installing the steering arm housing (2400).

4. The kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module according to claim 3 is characterized in that: The vibration reduction system (3000) is characterized by comprising: The shock absorber bracket (3100) is used for supporting and positioning the shock absorbing system (3000), and the two lower arms are provided with boss through holes and connected with the boss of the lower control arm (2200) through a pin shaft; The actuator (3200) has a screw-nut electromechanical mechanism as its core and is fixedly connected to the upper mounting hole of the shock absorber bracket (3100) by bolts; The damping spring (3300) is coaxially arranged with the actuator (3200) to support and mitigate the impact; The vibration reduction motor (3400) is a rotary motor used to actively control the suspension posture and recover the wheel vibration energy; A vibration reduction motor output shaft (3500) is used to transmit the output torque of the vibration reduction motor (3400) to the actuator (3200), the top end of which is connected to the output end of the vibration reduction motor (3400) via a spline, and the bottom end of which is connected to the actuator (3200) via a pin; The actuator (3200) is characterized by comprising: The actuator upper cover (3210) has a lug on the top for connecting with the lug at the bottom end of the steering arm housing (2400) by bolts, and a flange structure at the bottom with a through hole in the center for the output shaft (3500) of the vibration reduction motor to pass through; A double-row angular contact ball bearing (3220), the inner end of which is matched with the output shaft (3500) of the vibration reduction motor; The top of the vibration reduction system constant velocity universal joint (3230) is connected to the bottom of the vibration reduction motor output shaft (3500) through a pin, and at the same time provides axial positioning for the double row angular contact ball bearing (3220); The top of the actuator upper housing (3240) is connected to the flange structure of the actuator upper cover (3210) by bolts, and a groove is provided on the outside to provide positioning for the damping spring (3300), the outer end of the internal double-row angular contact ball bearing (3220) is matched, and a dust cover is provided on the bottom to protect the transmission mechanism; The top of the lead screw (3250) is connected to the constant velocity universal joint (3230) of the vibration reduction system through a spline; The ball nut (3260) cooperates with the lead screw (3250) to convert the rotational motion of the lead screw (3250) into the linear motion of the ball nut (3260); The actuator connecting sleeve (3270) is fixedly connected to the ball nut (3260) through a pin at the top, and a deep hole is provided inside to leave enough space for the lead screw (3250); The actuator lower shell (3280) cooperates with the actuator connecting sleeve (3270) internally and is connected by bolts. A groove is provided on the outside to provide positioning for the shock-absorbing spring (3300). A support rod is provided at the bottom to connect with the shock-absorbing bracket (3100).

5. The kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module according to claim 3 is characterized in that: The electronic mechanical braking system (4000) is characterized by comprising: The electromechanical brake actuator mainly includes an electromechanical brake actuator motor, an electromechanical brake reducer and a transmission mechanism thereof, which are used to provide a brake clamping torque; A brake caliper (4100) is driven by an electronic mechanical brake actuator to clamp a brake disc (1500) to achieve a braking function; The brake system housing (4200) is used to protect and position the internal devices of the electronic mechanical brake system (4000), and is provided with lugs on both sides which are connected to the left lug of the steering knuckle (2300) by bolts.

6. The kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module according to claim 3 is characterized in that: The steering system (6000) is characterized by comprising: The steering motor (6100) is a rotary motor with a lug on the top connected to the steering arm (2600); A shift gear box (6700) is an integrated device of a shift and transmission device of a dual-mode steering system of kingpin steering and omni-directional steering, and the bottom is fixed by a positioning groove provided in a steering arm housing (2400); an angle module output shaft (6200), the top is connected to the angle module quick interface (2500) by a cylindrical pin, and the bottom is connected to the shift gear box (6700); A thrust bearing (6300) is sleeved in the middle of the angle module output shaft (6200), and is axially positioned by using the outer stepped hole of the steering arm (2600), and cooperates with a deep groove ball bearing to support the angle module output shaft (6200) in the outer stepped hole of the steering arm (2600), so as to ensure the positioning of the angle module output shaft (6200) relative to the steering arm (2600); The planetary gear reducer (6400) plays the role of reducing speed and increasing torque, the upper end of which is connected to the output end of the steering motor (6100) through a spline, and the lower end of which is connected to the shift gear mechanism in the shift gear box (6700) through a spline; A gear shift control mechanism (6500) for switching between kingpin steering and omnidirectional steering modes; The universal transmission device (6600) comprises two constant velocity universal joints, wherein the input end of the first constant velocity universal joint is connected to the shift gear mechanism in the shift gear box (6700) via a spline, the output end of the first constant velocity universal joint is connected to the input end of the second constant velocity universal joint via a spline, and the output end of the second constant velocity universal joint is connected to the spline inner hole at the top of the steering knuckle (2300) via a spline.

7. The steering system (6000) according to claim 6, characterized in that: The planetary gear reducer (6400) is characterized by comprising: A reducer housing (6410) is used to position and protect the transmission devices inside the planetary gear reducer (6400), and has a rack structure inside and a lug and a positioning groove on one side for mounting the shift motor of the shift control mechanism (6500); The reducer upper cover (6420) is connected to the top of the reducer housing (6410) by screws; An input spline shaft (6430), the upper end of which passes through a through hole provided at the center of the reducer upper cover (6420) and is connected to the output end of the steering motor (6100) via a spline; The secondary planetary gear train (6440) comprises two sets of planetary gear mechanisms, wherein the rack part is provided by a rack structure provided inside the reducer housing (6410), the primary sun gear is connected to the input spline shaft (6430) via a flat key, the primary planet carrier is connected to the secondary sun gear via a flat key, and the bottom end of the secondary planet carrier is provided with a flat key; and the secondary planet carrier is connected to the upper end of the output spline shaft (6450) via a flat key; The output spline shaft (6450) has an upper end connected to the secondary planet carrier in the secondary planetary gear train (6440) via a flat key, and a lower end connected to the shift gear mechanism in the shift gear box (6700) via a spline.

8. The steering system (6000) according to claim 7, characterized in that: The gear shift operating mechanism (6500) is characterized by comprising: The shift motor (6510) is a linear motor, which provides the actuating power for switching between the kingpin steering and omnidirectional steering modes, and is divided into two gear positions, "up" and "down", corresponding to the omnidirectional steering and kingpin steering modes respectively. At the same time, the upper end of the shift motor is fixedly connected to the outer lug and positioning groove of the reducer housing (6410) by bolts; The gear shift stepped shaft (6520) is designed as a stepped shaft, the upper end of which is connected to the output end of the gear shift motor (6510) and is provided with upper and lower shaft shoulders; The shift fork (6530) is U-shaped as a whole, with a through hole on one side for axial positioning through the upper shoulder of the shift step shaft (6520) and fixed with a set nut, and the other side is connected to the shift gear mechanism in the shift gear box (6700); A locking spline hub (6540) having an internal spline connected to a first constant velocity universal joint input end spline of the universal transmission device (6600) for realizing a locking function of the steering knuckle (2300) relative to the steering arm housing (2400) when the system is in an omnidirectional steering mode or is switching to an omnidirectional steering mode; The locking fork (6550) is U-shaped as a whole, with a through hole on one side passing through the lower shoulder of the shift step shaft (6520) for axial positioning and being fixed with a set nut, and the other side being inserted into the locking sleeve of the shift operating mechanism (6500) for connection; The locking coupling sleeve (6560) is provided with an external spline connected to the sliding spline of the bottom through hole of the steering arm housing (2400), and is provided with a fork groove connected to the locking fork (6550). When the system is in the omnidirectional steering mode or is switching to the omnidirectional steering mode, it is driven by the locking fork (6550) to move upward, and is connected to the locking spline hub (6540) through the internal spline provided therein, so as to realize the locking function of the steering knuckle (2300) relative to the steering arm housing (2400).

9. The steering system (6000) according to claim 8, characterized in that: The shift gear box (6700) is characterized by comprising: The shift gear box housing (6710) is used to position and protect the shift transmission devices inside the shift gear box (6700), with a threaded hole on the top and fixed at the bottom through a positioning groove at the bottom of the steering arm housing (2400); The upper cover (6720) of the gear shifting box is provided with a through hole and connected to the threaded hole at the top of the gear shifting box housing (6710) by screws; The shift gear mechanism (6730) is composed of a shift gear and a shift shaft sleeve, which are connected by a flat key. The shift gear cooperates with the shift shaft sleeve shoulder for positioning. The shift shaft sleeve is provided with a shift fork groove and is connected to the shift fork (6530). The upper end is provided with a spline hole and is normally connected to the output spline shaft (6450). Sufficient axial displacement space is reserved for the shift operation. The lower end is provided with a spline hole. When the system is in the kingpin steering mode, it is controlled to move downward by the shift operating mechanism (6500) and connected to the universal transmission device (6600). When the system is in the omnidirectional steering mode, it is controlled to move upward by the shift operating mechanism (6500) and is disengaged from the universal transmission device (6600). The omnidirectional steering input gear (6740) cooperates with the shaft sleeve to be positioned through the positioning pin shaft and the boss of the shift gear box housing (6710) to transmit the steering torque while ensuring that the target steering direction of the omnidirectional steering mode is the same as that of the kingpin steering mode. When the system is in the kingpin steering mode, the shift gear mechanism (6730) is controlled to move downward through the shift operating mechanism (6500) so that the shift gear of the shift gear mechanism (6730) is connected to the omnidirectional steering input gear (6740). When the system is in the omnidirectional steering mode, the shift gear mechanism (6730) is controlled to move upward through the shift operating mechanism (6500) so that the shift gear of the shift gear mechanism (6730) is staggered with the omnidirectional steering input gear (6740) and the connection is cancelled. The omnidirectional steering output gear (6750) is connected to the angle module output shaft (6200) via a flat key and cooperates with a retaining ring for axial positioning, and is constantly meshed with the omnidirectional steering input gear (6740).

10. The kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module according to claim 9, characterized in that: The steering system (6000) is a dual-mode steering system of kingpin steering and omnidirectional steering, and its working mode and control method include: The kingpin steering mode and the omnidirectional steering mode reuse the same set of steering motor (6100) and planetary gear reducer (6400) to work; In the kingpin steering mode, the shift motor (6510) is extended and in the "down" gear position, the shift fork (6530) and the locking fork (6550) move downward synchronously, so that the shift shaft sleeve of the shift gear mechanism (6730) is connected to the universal transmission device (6600), and at the same time, the locking coupling sleeve (6560) moves downward and disengages from the locking spline hub (6540), canceling the lock. At this time, the steering torque of the kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module is provided by the steering motor (6100), and after being decelerated and torque-increased by the planetary gear reducer (6400), it is transmitted to the steering knuckle (2300) through the universal transmission device (6600), thereby realizing that the kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module actively controls the wheel (1000) according to the steering wheel rotation signal to realize the conventional steering movement around the kingpin; In the omnidirectional steering mode, the shift motor (6510) is retracted and in the "up" gear position, the shift fork (6530) and the locking fork (6550) are synchronously moved upward, so that the shift shaft sleeve of the shift gear mechanism (6730) is disengaged from the universal transmission device (6600), the shift gear is meshed with the omnidirectional steering input gear (6740), and at the same time the locking coupling sleeve (6560) is moved upward to connect with the locking spline hub (6540) to achieve locking. At this time, the steering torque of the kingpin steering and omnidirectional steering dual-mode power multiplexing electric wheel angle module is provided by the steering motor (6100), and after After the planetary gear reducer (6400) performs deceleration and torque increase, the gear is finally transmitted to the angle module output shaft (6200) and the angle module quick interface (2500) for output through the meshing relationship between the gear shifting gear of the gear shifting mechanism (6730) and the omnidirectional steering input gear (6740) and the omnidirectional steering output gear (6750), and then transmitted to the steering knuckle (2300) through the universal transmission device (6600), thereby realizing the kingpin steering and omnidirectional steering dual-mode power multiplexing electric wheel angle module, which actively controls the whole to realize omnidirectional steering relative to the vehicle body according to the steering wheel rotation signal; The dual-mode switching control of kingpin steering and omnidirectional steering is mainly divided into two parts: passive control and active control, including: Passive control: The omnidirectional steering mode is used as a steering redundancy solution for the kingpin steering mode. When the kingpin steering mode operates normally, the kingpin steering mode is used for operation; when the kingpin steering mode fails to operate, it will automatically switch to the omnidirectional steering mode for operation; Active control: When steering is not needed or only required at an angle below the threshold, that is, no steering or small-angle steering conditions, the kingpin steering mode is adopted. This mode is usually used for steering conditions at medium and high vehicle speeds; when steering is required at an angle above the threshold, that is, large-angle or full-angle steering conditions, the omnidirectional steering mode is adopted. This mode is usually used for high-maneuverability steering conditions at low speeds.

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