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

Abstract

This article discloses a kingpin steering and omni-directional steering dual-mode power-reuse electric wheel angle module, which integrates a wheel unit, a suspension system, a vibration reduction system, an electronic mechanical braking system, a supercapacitor, and a steering system. The steering system is a kingpin steering and omni-directional steering dual-mode steering system. In the kingpin steering mode, the wheels turn around the virtual kingpin, which has low steering delay and high-speed driving handling stability; the omni-directional steering mode is a redundant solution for the kingpin steering mode, which can realize full-angle steering of the angle module as a whole relative to the vehicle body, meeting the maneuverability requirements of low-speed vehicles. Kingpin steering and omni-directional steering reuse a set of steering motors and planetary gear reducers, and cooperate with a mode switching mechanism to realize mode switching. The kingpin steering and omni-directional steering dual-mode power-reuse electric wheel angle module also has the ability to self-store energy and quickly disassemble and assemble with the vehicle body. It can be used as a universal component to match the driving requirements of single-bridge wheelset, double-bridge or multi-bridge wheelset independent drive vehicles in various scenarios.

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 electromechanical braking system, a supercapacitor, and a steering system. Background Art

[0002] In 2020, the "New Energy Vehicle Industry Development Plan (2021-2035)" listed the integration of pure electric vehicle chassis 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 full power steering mechanisms must not be installed, which means that the physical decoupling between the steering wheel and the steering gear in the steering system has been allowed at the regulatory level. Compared with traditional steering methods, wire-controlled steering has the advantages of simple structure, fast response speed, and rich functions. However, due to the lack of a mechanical connection between the steering system and the steering wheel, the driving safety of the vehicle is threatened. For this reason, vehicles using wire-controlled steering must consider installing a redundant system to ensure that the vehicle 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, traditional front-wheel steering is no longer sufficient to meet consumer demand. Therefore, vehicles with four-wheel omnidirectional steering, due to their excellent maneuverability, have enormous engineering potential and a broad market. However, one of the key constraints currently limiting four-wheel omnidirectional steering technology is the weight and space occupied by in-wheel motors. Adding an additional omnidirectional steering system to the wheel rim would result in excessive unsprung mass and a complex structure. Therefore, achieving four-wheel omnidirectional steering while minimizing unsprung mass and improving system integration has become a key research focus in this area.

[0004] Furthermore, with the continued expansion of active suspension systems in the global market, demands for suspension performance are rising, with a growing focus on active adjustment and control, as well as active energy feedback. Traditional passive suspension systems with fixed damping stiffness no longer meet these requirements. Furthermore, with the advancement of intelligent and electrified chassis, wheel angle modules, as highly integrated electromechanical systems, provide greater controllable degrees of freedom for vehicle dynamics and body posture control.

[0005] Furthermore, with the frequent starts and stops of urban driving, a single-power vehicle battery requires frequent charging and discharging. This can lead to excessive load fluctuations, reduced efficiency, and ultimately heating and lifespan reduction. One current solution to this problem is to combine supercapacitors with vehicle batteries to form a composite power system. This system leverages the high energy density of vehicle batteries and the high power density of supercapacitors, improving power system efficiency and extending vehicle battery life. The addition of supercapacitors also enables the wheel angle module to self-storage energy, acting as a backup energy source and enhancing vehicle safety in the event of a vehicle battery failure.

[0006] In summary, the current automotive industry urgently needs a highly integrated wheel angle module system that combines safety redundancy with low unsprung mass, and has four-wheel omnidirectional steering function and active suspension 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 with 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 by comprising:

[0009] 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 the vehicle load and to contact the ground to transmit driving or braking force and cornering lateral force;

[0010] Suspension system (2000), which is an unequal length double wishbone suspension, mainly used to transmit forces and moments acting between the wheels and the 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 alleviates 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;

[0013] A steering system (6000) is a dual-mode steering system of kingpin steering and omnidirectional steering. The omnidirectional steering mode serves as a redundant solution for the kingpin steering mode, and the two steering modes reuse the same set of steering motors and planetary gear reducers for operation. When the kingpin steering mode is adopted, the steering motor drives the system, decelerates and increases torque through the planetary gear reducer, and 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 system, decelerates and increases torque through the planetary gear reducer, and the shift motor actuates the shift fork and the lock fork to move upward, thereby driving the shift gear mechanism to disengage from the universal transmission device and engage 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 lock fork drives the lock coupling sleeve to connect with the lock spline hub, and the outer spline of the lock coupling sleeve is connected to 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 vehicle-mounted power battery to provide electrical energy for the operation of the vibration reduction system, the electronic mechanical braking system and the steering system, and can store electrical energy recovered from braking and vibration energy, thereby realizing the self-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 entire vehicle.

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

[0016] Tire (1100), used to carry the entire vehicle load and transmit ground force and torque;

[0017] A rim (1200) having spokes at its ends, an outer portion for mounting the tire (1100), and a through hole in its center;

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

[0019] A hub motor (1400): a low-speed outer rotor hub motor is used, 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. 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 hub motor (1400) via 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 generally A-shaped and has two cross 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 shaft sleeve and a bolt. 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) is provided with a kingpin formed by connecting the center lines of the upper and lower support arm ball pin seats, a through hole is provided in the middle for mounting 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 steering arm 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) via 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 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 lugs that are connected to the boss through-holes of the upper control arm (2200) by matching bushings and bolts. Symmetrical reinforcing ribs are further provided at the L-shaped corners. 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).

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

[0029] The shock absorber bracket (3100) is used to support and position the vibration reduction system (3000), and the two lower arms are provided with boss through holes and connected to the lugs of the lower control arm (2200) via pins;

[0030] The actuator (3200) has a core consisting of a lead screw and nut electromechanical mechanism, 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 impact;

[0032] The vibration reduction motor (3400) is a rotary motor used to actively control the suspension posture and recover 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 to the lug at the bottom end of the steering arm housing (2400) through 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] 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 actuator upper housing (3240) is connected to the flange structure of the actuator upper cover (3210) at the top by bolts, and is provided with a groove on the outside to provide positioning for the vibration damping spring (3300), and is fitted with the outer end of the internal double-row angular contact ball bearing (3220), and a dust cover is provided at the bottom to protect the transmission mechanism;

[0039] The top of the screw (3250) is connected to the constant velocity 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 has a deep hole inside to leave enough space for the screw (3250);

[0042] The actuator lower housing (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 its transmission mechanism, which is used to provide the brake clamping torque;

[0045] A brake caliper (4100) is driven by an electronic mechanical brake actuator to clamp the 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 that 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 for connection with the steering arm (2600);

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

[0050] A thrust bearing (6300) is sleeved on the middle of the angle module output shaft (6200), and is axially positioned by using the outer stepped hole of the steering arm (2600). The thrust bearing 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), thereby ensuring 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 is connected to the output end of the steering motor (6100) through a spline, and the lower end is connected to the shift gear mechanism in the shift gear box (6700) through a spline.

[0052] A gear shift 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] The reducer housing (6410) is used to position and protect the various 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 installing 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 in 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 portion 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 upper end of the secondary planet carrier is connected to the output spline shaft (6450) via a flat key;

[0059] The output spline shaft (6450) has an upper end connected to the secondary planetary 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 shift mechanism (6500) is characterized by comprising:

[0061] The shift motor (6510) is a linear motor that provides the actuating power for switching between the kingpin steering and omnidirectional steering modes. It 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;

[0062] The gear shift stepped shaft (6520) is a stepped shaft design, 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 stepped 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 the first constant velocity universal joint input end spline of the universal transmission device (6600) and used to realize a locking function of the steering knuckle (2300) relative to the steering arm housing (2400) when the system is in omnidirectional steering mode or is switching to 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 is inserted into the locking coupling 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 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 upward by the locking fork (6550) and connected to the locking spline hub (6540) through the internal spline provided therein, thereby realizing 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 on the bottom of the steering arm housing (2400);

[0069] The upper cover (6720) of the gear shift box is provided with a through hole and is connected to the threaded hole on the top of the gear shift 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). At the same time, sufficient axial displacement space is reserved for shifting operation. The lower end is provided with a spline hole. When the system is in the kingpin steering mode, it is controlled by the shift operating mechanism (6500) to move downward and connect to the universal transmission device (6600). When the system is in the omnidirectional steering mode, it is controlled by the shift operating mechanism (6500) to move upward and disengage from the universal transmission device (6600).

[0071] The omnidirectional steering input gear (6740) is positioned in conjunction with a shaft sleeve through a positioning pin and a boss of a shift gear box housing (6710) to transmit 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 operating mechanism (6500) controls the shift gear mechanism (6730) to move downward, 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 operating mechanism (6500) controls the shift gear mechanism (6730) to move upward, so that the shift gear of the shift gear mechanism (6730) is staggered with the omnidirectional steering input gear (6740), thereby canceling the connection.

[0072] The omnidirectional steering output gear (6750) is connected to the angle module output shaft (6200) via a flat key and is axially positioned with a retaining ring, 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 omnidirectional steering mode reuse the same steering motor (6100) and planetary gear reducer (6400) to operate;

[0075] In the kingpin steering mode, the shift motor (6510) is extended and is in the "down" gear position, the shift fork (6530) and the locking fork (6550) are synchronously moved downward, 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) is moved downward and disengaged from the locking spline hub (6540), canceling the lock. 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 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 omnidirectional steering dual-mode power multiplexing electric wheel angle module actively controlling the wheel unit (1000) according to the steering wheel rotation signal to achieve conventional steering movement around the kingpin;

[0076] In the omnidirectional steering mode, the shift motor (6510) is retracted and is in the "up" gear position. The shift fork (6530) and the locking fork (6550) are moved upward synchronously, so that the shift shaft sleeve of the shift gear mechanism (6730) is disengaged from the universal transmission device (6600), and the shift gear is engaged with the omnidirectional steering input gear (6740). At the same time, the locking coupling sleeve (6560) is moved upward and connected to 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). 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;

[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 serves 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, the omnidirectional steering mode is automatically switched to operate.

[0079] Active control: When steering is not required 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 dual-mode power-multiplexed electric wheel angle module with kingpin steering and omnidirectional steering, integrating the wheel unit, suspension system, vibration reduction system, electronic mechanical braking system, and steering system. This achieves a highly integrated electric vehicle chassis, improves the modularity of the wheel-end system, and can be used with various types of vehicles with different numbers of drive axles, reducing vehicle development costs. Different types of vehicle angle modules can also be combined according to scenario requirements to achieve personalized needs for multiple uses of one vehicle.

[0082] 2. The present invention provides a dual-mode power-reuse electric wheel angle module for kingpin steering and omnidirectional steering. This module features a dual-mode steering solution with redundant and complementary functions. The module can also be combined with the differential action of in-wheel motors to form three complementary steering systems, significantly enhancing vehicle maneuverability. Furthermore, the dual-modes utilize the same steering motor and planetary gear reducer, significantly reducing vehicle mass and the use of actuators, thus saving costs. The steering motor and planetary gear reducer are both located on the sprung mass, contributing to improved ride comfort and handling performance.

[0083] 3. This invention provides a dual-mode power-multiplexed electric wheel angle module for kingpin steering and omnidirectional steering. The vibration reduction system can suppress suspension vibration through active control of the vibration reduction motor, improving ride smoothness while also increasing vehicle energy efficiency through vibration energy recovery. Furthermore, the four vibration reduction systems can cooperate with each other to perform active energy recovery operations on the suspension, achieving a cross-linked suspension-like linked control function for left and right or front and rear suspensions. This can actively increase the vehicle's roll or pitch stiffness during steering or rapid acceleration and deceleration, thereby effectively controlling the vehicle's body posture.

[0084] 4. The present invention provides a kingpin steering and omni-directional steering dual-mode power-reuse electric wheel angle module. The supercapacitor will work in conjunction with the on-board power battery to form a composite power supply system, providing and storing energy for each system in the kingpin steering and omni-directional steering dual-mode power-reuse electric wheel angle module, which can reduce the surge load of the on-board power battery caused by frequent starting and stopping under urban conditions, and at the same time avoid the problem of overflow of energy recovered by regenerative braking and regenerative vibration due to insufficient remaining capacity of the on-board power battery, which can effectively extend 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, which can be used as an energy backup solution for the entire vehicle. When the on-board power battery fails, 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-mode power-multiplexed electric wheel angle module, and introduces in detail its passive control and active control schemes from the perspectives of safety redundancy and scenario-driven respectively. This method has certain versatility 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 This is an axonometric view of the kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module of the present invention;

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

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

[0089] Figure 4 This 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 of the kingpin steering and omni-steering dual-mode power multiplexing electric wheel angle module of the present invention (kingpin steering mode);

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

[0092] Figure 7This is a block diagram of the kingpin steering and omni-directional steering dual-mode switching control flow 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 will be described in further detail below in conjunction with the accompanying drawings so that those skilled in the art can implement the invention with reference to the description.

[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 supercapacitor (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 transmit driving or braking force and cornering lateral force through contact with the ground. The wheel unit mainly comprises 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 its 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 its interior for the positioning pin of the outer rotor 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 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) via bolts, the outer rotor is connected to the wheel rim (1200) and the wheel 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) via bolts, and a brake gap 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 shaft sleeve and a bolt. A lug is provided on the top surface of the transverse arm and is connected to the shock absorber bracket in the vibration reduction 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 upper 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 shaft sleeve and a bolt. In the steering knuckle (2300), the center line of the upper and lower support arm ball pin seats forms a king pin. A through hole is provided in the middle for mounting the stator of the hub motor (1400). A lug is provided on the left side of the steering knuckle and is connected to 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 its upper end and a through hole at its 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 its top and connected to the corner module output shaft of the steering system (6000) at its 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 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 a lug that is 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).

[0099] wherein 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 wheel vibration energy through the vibration damping motor, and alleviates road impact through the vibration damping spring. It mainly includes: a shock absorber bracket (3100), an actuator (3200), a vibration damping spring (3300), a vibration damping motor (3400), and a vibration damping motor output shaft (3500).

[0100] The shock absorber bracket (3100) is used to support and position the shock absorber system (3000), and the two lower arms are provided with boss through holes and connected to the boss of the lower control arm (2100) through a pin shaft; the actuator (3200) has a core of a lead screw nut electromechanical mechanism and is fixed to the upper mounting hole of the shock absorber bracket (3100) through a bolt; the shock absorber spring (3300) is coaxially arranged with the actuator (3200) to play a role in supporting and mitigating impact; the shock absorber motor (3400) is a rotary motor used to actively control the suspension posture and recover wheel vibration energy; the shock absorber motor output shaft (3500) is used to transmit the output torque of the shock absorber motor (3400) to the actuator (3200), the top end of which is connected to the output end of the shock absorber 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 housing (3240), a lead screw (3250), a ball nut (3260), an actuator connecting sleeve (3270), and an actuator lower housing (3280).

[0102] The actuator upper cover (3210) is provided with a lug on 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) is matched with the vibration reduction motor output shaft (3500); the vibration reduction system constant velocity universal joint (3230) is connected to the bottom end of the vibration reduction motor output shaft (3500) through a pin, and provides axial positioning for the double-row angular contact ball bearing (3220); the actuator upper housing (3240) is connected to the flange structure of the actuator upper cover (3210) through bolts, and a groove is provided on the outside to provide positioning for the vibration reduction spring (3300). The inner double-row angular contact ball bearing (3220) is connected to the outer end of the vibration reduction motor output shaft (3500). The ends of the actuator are matched, and a dust cover is provided at 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 top of the actuator connecting sleeve (3270) is fixedly connected to the ball nut (3260) through a pin, and a deep hole is provided inside to leave enough space for the lead screw (3250); 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. The electronic mechanical braking system (4000) 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, for providing 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 the internal devices of the electronic mechanical brake system (4000), and is provided with lugs on both sides that are connected to the left lug of the steering knuckle (2300) by bolts.

[0105] wherein 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 motor and planetary gear reducer 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 lock 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, 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 at the same time, the outer spline of the locking coupling sleeve is connected to the steering arm housing of the suspension system, thereby realizing the locking function of the steering knuckle relative to the steering arm housing. The steering knuckle 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 is provided with a lug on the top thereof for connection with the steering arm (2600); the shift gear box (6700) is an integrated device for the shift and transmission device of the kingpin steering and omnidirectional steering dual-mode steering system, and is fixed at the bottom thereof 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 thereof by a cylindrical pin, and is connected to the shift gear box (6700) at the bottom thereof; the thrust bearing (6300) is sleeved on the middle portion 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). It is used 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 deceleration and torque increase, the upper end of which is connected to the output end of the steering motor (6100) via a spline, and the lower end of which is connected to the shift gear mechanism in the shift gear box (6700) via a spline; wherein the shift operating mechanism (6500) is used for switching between the kingpin steering and omnidirectional steering dual modes; wherein the universal transmission device (6600) includes 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) 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.

[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 various transmission devices inside the planetary gear reducer (6400), and is provided with 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 its upper end passing through the 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 portion is provided by a rack structure provided inside the reducer housing (6410), the first-stage sun gear is connected to the input spline shaft (6430) via a flat key, the first-stage planet carrier is connected to the second-stage sun gear via a flat key, and the bottom end of the second-stage planet carrier is provided with a flat key; and is connected to the upper end of the output spline shaft (6450) via a flat key; wherein the upper end of the output spline shaft (6450) is connected to the second-stage planet carrier in the second-stage planetary gear train (6440) via a flat key, and the lower end is connected to the shift gear mechanism in the shift gear box (6700) via 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 that provides 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; the shift fork (6530) is U-shaped as a whole, with a through hole on one side being axially positioned through the upper shaft shoulder of the shift stepped 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); 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 ( 2300) has a locking function relative to the steering arm housing (2400); wherein the locking fork (6550) is U-shaped as a whole, and one side is provided with a through hole for axial positioning through the lower shoulder of the shift step shaft (6520), and is fixed with a set nut, and the other side is inserted into the locking engagement sleeve of the shift operating mechanism (6500) for connection; wherein the locking engagement 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, thereby realizing 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 has 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 conjunction 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 and 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 its downward movement and connects to the universal transmission device (6600). When the system is in the omnidirectional steering mode, the shift operating mechanism (6500) controls its upward movement. The omnidirectional steering input gear (6740) is positioned with the shaft sleeve through the positioning pin and 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 staggered with the omnidirectional steering input gear (6740), and the connection is cancelled; wherein the omnidirectional steering output gear (6750) is connected to the output shaft of the angle module (6200) through a flat key, and is axially positioned with a retaining ring, and is constantly 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 vehicle-mounted power battery to provide electrical energy for the suspension system's wheel hub motor, vibration reduction system, electronic mechanical braking system and 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 reuse electric wheel angle module and the energy redundancy safety design of the entire 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 omnidirectional steering mode reuse the same steering motor (6100) and planetary gear reducer (6400) to operate;

[0116] In the kingpin steering mode, the shift motor (6510) is extended and is in the "down" gear position, and the shift fork (6530) and the locking fork (6550) are synchronously moved downward, so that the shift shaft sleeve of the shift gear mechanism (6730) is connected to the universal transmission device (6600). At the same time, the locking coupling sleeve (6560) is moved downward and disengaged from the locking spline hub (6540), canceling the lock. 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 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 omnidirectional steering dual-mode power multiplexing electric wheel angle module actively controlling the wheel unit (1000) according to the steering wheel rotation signal to achieve conventional steering movement around the kingpin.

[0117] In the omnidirectional steering mode, the shift motor (6510) is retracted and is in the "up" gear position. The shift fork (6530) and the locking fork (6550) are moved upward synchronously, so that the shift shaft sleeve of the shift gear mechanism (6730) is disengaged from the universal transmission device (6600), and the shift gear is engaged with the omnidirectional steering input gear (6740). At the same time, the locking coupling sleeve (6560) is moved upward and connected to 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). 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 is 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 its entirety 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. Its control methods include:

[0119] Passive control: The omnidirectional steering mode serves 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, the omnidirectional steering mode is automatically switched to operate.

[0120] Active control: When steering is not required 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.

[0121] First, it is determined 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, it is automatically switched to the omni-directional steering mode as a safety redundancy solution. If the kingpin steering mode is operating normally, it is further determined whether the target angle is higher than the threshold. If the target angle is lower than the threshold, the kingpin steering mode is selected for operation. If the target angle is higher than the threshold, it is switched to the omni-directional steering mode. After confirming that the locking function of the steering knuckle (2300) relative to the steering arm housing (2400) has been completed, the omni-directional steering mode is officially operated. 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, go to step 2; if not, go to step 5.

[0125] Step 2: Determine whether the target angle exceeds the threshold. If so, go to step 5; if not, 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, go to step 9; if not, go to step 3.

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

[0129] Step 6: Determine whether the locking is completed. If so, go to step 7. If not, 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 completed. 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 above, they are not limited to the applications listed in the description and the embodiments. They can be applied to various fields suitable for the present invention. For those familiar with the art, further modifications can be easily implemented. Therefore, without departing from the general concept defined by the claims and the scope of equivalents, the present invention is not limited to the specific details and the illustrations shown and described here. Although the embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the description and the embodiments. They can be applied to various fields suitable for the present invention. For those familiar with the art, further modifications can be easily implemented. Therefore, without departing from the general concept defined by the claims and the scope of equivalents, the present invention is not limited to the specific details and the illustrations shown and described here.

Claims

1. Kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module, characterized by: include: 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 the vehicle load and to contact the ground to transmit driving or braking force and cornering lateral force; Suspension system (2000), which is an unequal length double wishbone suspension, mainly used to transmit forces and moments acting between the wheels and the 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 alleviates 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; A steering system (6000) is a dual-mode steering system for kingpin steering and omnidirectional steering. The omnidirectional steering mode serves as a redundant solution for the kingpin steering mode. The two steering modes reuse the same steering motor and planetary gear reducer for operation. When the kingpin steering mode is adopted, the steering motor is driven, the planetary gear reducer reduces speed and increases torque, and the system 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 gearshift fork and the locking fork to move upward after the planetary gear reducer reduces speed and increases torque. The gearshift motor then drives the gearshift gear mechanism to disengage from the universal transmission device and engage 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. At the same time, the angle module quick interface is connected to the vehicle body to achieve omnidirectional steering. In addition, the upward movement of the locking fork drives the locking coupling sleeve to connect with the locking spline hub. At the same time, the outer spline of the locking coupling sleeve is connected to the steering arm housing of the suspension system, thereby achieving 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 vehicle-mounted power battery to provide electrical energy for the operation of the vibration reduction system, the electronic mechanical braking system and the steering system, and can store electrical energy recovered from braking and vibration energy, thereby realizing the self-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 entire 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 unit (1000) is characterized by comprising: Tire (1100), used to carry the entire vehicle load and transmit ground force and torque; A rim (1200) having spokes at its ends, an outer portion for mounting the tire (1100), and a through hole in its center; A hub flange (1300) is provided with a through hole inside for the outer rotor positioning pin of the hub motor (1400) to pass through for positioning, and is connected to the spokes of the rim (1200) via a flange nut; A hub motor (1400): a low-speed outer rotor hub motor is used, 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. 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 hub motor (1400) via 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, characterized in that: The suspension system (2000) is characterized by comprising: The lower control arm (2100) is generally A-shaped and has two cross 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 shaft sleeve and a bolt. 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) is provided with a kingpin formed by connecting the center lines of the upper and lower support arm ball pin seats, a through hole is provided in the middle for mounting 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 steering arm 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) via 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 lugs that are connected to the boss through-holes of the upper control arm (2200) by matching bushings and bolts. Symmetrical reinforcing ribs are further provided at the L-shaped corners. 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).

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 to support and position the vibration reduction system (3000), and the two lower arms are provided with boss through holes and connected to the lugs of the lower control arm (2100) via pins; The actuator (3200) has a core consisting of a lead screw and nut electromechanical mechanism, 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 impact; The vibration reduction motor (3400) is a rotary motor used to actively control the suspension posture and recover 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 the shaft being connected to the output end of the vibration reduction motor (3400) via a spline, and the bottom end of the shaft being 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 to the lug at the bottom end of the steering arm housing (2400) through 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; 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 constant velocity universal joint (3230) of the vibration reduction system is connected to the bottom end of the vibration reduction motor output shaft (3500) through a pin, and provides axial positioning for the double row angular contact ball bearing (3220); The actuator upper housing (3240) is connected to the flange structure of the actuator upper cover (3210) at the top by bolts, and is provided with a groove on the outside to provide positioning for the vibration damping spring (3300), and is fitted with the outer end of the internal double-row angular contact ball bearing (3220), and a dust cover is provided at 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 has a deep hole inside to leave enough space for the screw (3250); The actuator lower housing (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, 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 its transmission mechanism, which is used to provide the brake clamping torque; A brake caliper (4100) is driven by an 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 the internal devices of the electronic mechanical brake system (4000), and is provided with lugs on both sides that 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, 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 for connection with the steering arm (2600); A shift gearbox (6700) is an integrated device for the shift and transmission device of a dual-mode steering system with kingpin steering and omnidirectional steering, the bottom of which is fixed by a positioning groove provided in a steering arm housing (2400); an angle module output shaft (6200), the top of which is connected to the angle module quick interface (2500) via a cylindrical pin, and the bottom of which is connected to the shift gearbox (6700); A thrust bearing (6300) is sleeved on the middle of the angle module output shaft (6200), and is axially positioned by using the outer stepped hole of the steering arm (2600). The thrust bearing 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), thereby ensuring 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 is connected to the output end of the steering motor (6100) through a spline, and the lower end is connected to the shift gear mechanism in the shift gear box (6700) through a spline. A gear shift 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 kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module according to claim 6, characterized in that: The planetary gear reducer (6400) is characterized by comprising: The reducer housing (6410) is used to position and protect the various 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 installing 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 in 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 portion 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 upper end of the secondary planet carrier is connected to the output spline shaft (6450) via a flat key; The output spline shaft (6450) has an upper end connected to the secondary planetary 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 kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module 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 that provides the actuating power for switching between the kingpin steering and omnidirectional steering modes. It 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; The gear shift stepped shaft (6520) is a stepped shaft design, 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 stepped 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 the first constant velocity universal joint input end spline of the universal transmission device (6600) and used to realize a locking function of the steering knuckle (2300) relative to the steering arm housing (2400) when the system is in omnidirectional steering mode or is switching to 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 is inserted into the locking coupling 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 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 upward by the locking fork (6550) and connected to the locking spline hub (6540) through the internal spline provided therein, thereby realizing the locking function of the steering knuckle (2300) relative to the steering arm housing (2400).

9. The kingpin steering and omni-directional steering dual-mode power multiplexing electric wheel angle module 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 on the bottom of the steering arm housing (2400); The upper cover (6720) of the gear shift box is provided with a through hole and is connected to the threaded hole on the top of the gear shift 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). At the same time, sufficient axial displacement space is reserved for shifting operation. The lower end is provided with a spline hole. When the system is in the kingpin steering mode, it is controlled by the shift operating mechanism (6500) to move downward and connect to the universal transmission device (6600). When the system is in the omnidirectional steering mode, it is controlled by the shift operating mechanism (6500) to move upward and disengage from the universal transmission device (6600). The omnidirectional steering input gear (6740) is positioned in conjunction with a shaft sleeve through a positioning pin and a boss of a shift gear box housing (6710) to transmit 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 operating mechanism (6500) controls the shift gear mechanism (6730) to move downward, 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 operating mechanism (6500) controls the shift gear mechanism (6730) to move upward, so that the shift gear of the shift gear mechanism (6730) is staggered with the omnidirectional steering input gear (6740), thereby canceling the connection. The omnidirectional steering output gear (6750) is connected to the angle module output shaft (6200) via a flat key and is axially positioned with a retaining ring, 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 omnidirectional steering mode reuse the same steering motor (6100) and planetary gear reducer (6400) to operate; 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) are synchronously moved downward, 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) is moved downward and disengaged from the locking spline hub (6540), canceling the lock. 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 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 omnidirectional steering dual-mode power multiplexing electric wheel angle module actively controlling the wheel unit (1000) according to the steering wheel rotation signal to achieve 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 engaged 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 the steering torque is provided by the steering motor (6100). 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; Kingpin steering and omnidirectional steering dual-mode switching control is mainly divided into passive control and active control, including: Passive control: The omnidirectional steering mode serves 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, the omnidirectional steering mode is automatically switched to operate. Active control: When steering is not required 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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