An angle module and a reconfigurable all-wheel independent steering steer-by-wire chassis

Abstract

This invention relates to a corner module and a reconfigurable all-wheel independent steering steer-by-wire chassis. The corner module includes a corner module frame, a steering motor and its controller, a ball joint, a steering arm, a hub motor and its controller, a suspension unit, a braking unit, and a battery. The corner module frame is constructed from profiles. The output shaft of the steering motor is connected to the steering arm via the ball joint, and the steering arm is connected to the hub motor. The suspension unit includes upper and lower control arms and damping springs. The steering motor is connected to the upper control arm, which is rotatably connected to the upper profile of the corner module frame. The lower control arm is connected to the steering arm via a ball joint and is rotatably connected to the lower profile of the corner module frame. The upper and lower ends of the damping springs are rotatably connected to the corner module frame and the lower control arm, respectively. The steer-by-wire chassis is formed by splicing the corner module and connecting modules. This corner module and steer-by-wire chassis adopt a modular design, enabling all-wheel independent steering and allowing flexible adjustment of the chassis size, configuration, and dynamic performance.

Description

Technical Field

[0001] This invention relates to the field of drive-by-wire chassis technology, specifically to an angle module and a reconfigurable all-wheel independent steering drive-by-wire chassis. Background Technology

[0002] As a key technology in the field of new energy vehicles, drive-by-wire chassis technology replaces traditional mechanical and hydraulic connections with electrical interaction and highly integrates the actuators within the chassis, achieving higher speeds and lighter vehicle weight. Building upon this, the concept of modular design has been introduced into the design of drive-by-wire chassis. From the control system to the mechanical structure, the various functional modules of the chassis have gradually achieved a certain degree of decoupling, enhancing the chassis's flexibility and enabling modular expansion. This provides more design interfaces and allows for a richer combination of drive, braking, and steering modes, comprehensively improving the vehicle's maneuverability.

[0003] Existing technical solutions propose using corner modules, single-axis modules, or two-axis modules as the basic functional modules of the chassis. These modules are mechanically connected to form a complete drive-by-wire chassis. By increasing or decreasing the number of basic modules used, the chassis configuration can be changed. However, these technical solutions still have shortcomings. Some solutions (such as Chinese patents with publication numbers CN 114954656 A, CN 116476623 A, and CN 118220183 A) only contain one or two basic modules with fixed structures and functions. They can only expand the longitudinal dimensions of the drive-by-wire chassis, resulting in a limited range of chassis configuration changes. The dynamic performance is determined by the number and structure of the modules and cannot be adjusted, leading to minimal improvement in adaptability. Other technical solutions (such as Chinese patents with publication numbers CN108995711 A, CN 118769778 A, CN 117901945 A, and CN 106741142 A) propose corner modules that can change configuration to a certain extent. By fixing the four corner modules to an integrated frame, a four-wheel drive chassis is formed. However, the corner module is only a design module and still requires an integrated chassis frame as the main body for installation. It is difficult to expand as an independent structural module. Such drive chassis are only modularly designed. The certain degree of variability of the chassis configuration comes from the adjustment mechanism inside the corner module. The dynamic performance adjustment capability is weak, the structural decoupling degree is low, and the chassis itself does not have the ability to be modularly expanded and extended. Summary of the Invention

[0004] The purpose of this invention is to provide an angle module and a reconfigurable all-wheel independent steering steer-by-wire chassis. The angle module and steer-by-wire chassis adopt a modular design, which can realize all-wheel independent steering and can flexibly adjust the chassis size, configuration and dynamic performance.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows: a corner module, comprising a corner module frame, a steering motor and its controller, a ball joint, a steering arm, a hub motor and its controller, a suspension unit, a braking unit, and a battery. The corner module frame is constructed from profiles. The output shaft of the steering motor is connected to the steering arm via the ball joint. The steering arm is connected to the hub motor to transmit the torque output by the steering motor to the steering arm via the ball joint, causing the wheel to rotate around the kingpin axis. The suspension unit includes an upper control arm, a lower control arm, and a shock absorber spring. The steering motor is rigidly connected to the upper control arm. The upper control arm is rotatably connected to the upper profile of the corner module frame via a hanger. The lower control arm is connected to the steering arm via a ball joint. The lower control arm is rotatably connected to the lower profile of the corner module frame via a hanger. The upper and lower ends of the shock absorber spring are rotatably connected to the corner module frame and the lower control arm respectively via hangers.

[0006] Furthermore, both the upper and lower control arms are U-shaped structures; the middle part of the upper control arm is fixedly connected to the steering motor, and the left and right ends of the upper control arm are rotatably connected to a lifting lug, with the two lifting lugs respectively connected to the same profile on the upper part of the corner module frame by T-bolts; a ball joint connector is connected to the lower part of the steering arm, and the middle part of the lower control arm is hinged to the ball joint connector, with the left and right ends of the lower control arm rotatably connected to a lifting lug, with the two lifting lugs respectively connected to the same profile on the lower part of the corner module frame by T-bolts; the upper and lower ends of the shock-absorbing spring are rotatably connected to a lifting lug, with the two lifting lugs respectively connected to the upper profile of the corner module frame and the lower control arm by T-bolts.

[0007] Furthermore, the corner module frame is a cuboid structure constructed from profiles with grooves on all four sides. At the top and bottom of the corner module frame, the ends of crossbeams arranged along the front-to-back direction are installed in the grooves of crossbeams arranged along the left-to-right direction and can slide left and right. This allows the relative positions of the upper and lower swing arms to be changed by the left-to-right sliding of the crossbeams, thereby adjusting the inclination angle of the kingpin. The lugs connected to the upper swing arm, lower swing arm, and upper end of the shock absorber spring are connected to the grooves of the corresponding profiles via T-bolts. After the T-bolts are unlocked, the lugs can move back and forth, thereby changing the front-to-back installation positions of the lugs, upper swing arm, lower swing arm, and shock absorber spring, and thus adjusting the backward tilt angle of the kingpin.

[0008] Furthermore, the braking unit includes a brake disc, a brake caliper, and a caliper controller. The brake disc is fixedly connected to the hub motor, and the brake caliper is mounted on the steering arm and cooperates with the brake disc to brake the brake disc. The caliper controller is mounted on the corner module frame.

[0009] Furthermore, the steering motor and its controller are an integrated structure, fixedly mounted on the upper control arm; the hub motor controller and battery are mounted on the base of the corner module frame.

[0010] Furthermore, the system includes wheel speed sensors and angle sensors. The wheel speed sensor collects the wheel rotation speed signal, and the angle sensor collects the wheel steering angle signal. The hub motor controller and steering motor controller receive the feedback wheel speed and steering angle signals to achieve closed-loop control of wheel speed and angle. The wheel speed sensor is fixedly mounted on the steering arm, and the brake disc of the braking unit is rigidly connected to the hub motor. The measuring head of the wheel speed sensor is close to the gear ring of the brake disc to measure the rotation speed of the brake disc. The outer ring of the angle sensor is rigidly connected to the lower end of the steering motor, and the inner ring is connected to the output shaft of the steering motor through a keyway structure. When the steering motor rotates, the inner and outer rings of the angle sensor rotate accordingly to measure the steering angle.

[0011] The present invention also provides a reconfigurable all-wheel independent steering steer-by-wire chassis based on the above-mentioned corner modules, including at least two corner module intermediate connecting modules, at least two pairs of corner modules, and at least one inter-axle connecting module; the corner module intermediate connecting modules and the inter-axle connecting modules are all constructed from profiles; each pair of corner modules includes two mirror-structured corner modules, and the end faces of the two mirror-structured corner modules away from the wheel are respectively connected to the left and right end faces of a corner module intermediate connecting module, splicing them together to form a single-axle drive module with independent movement capability; at least two single-axle drive modules are formed by splicing at least two corner module intermediate connecting modules and at least two pairs of corner modules, and the two single-axle drive modules are respectively connected to the front and rear end faces of an inter-axle connecting module, splicing them together to form a two-axle steer-by-wire chassis.

[0012] Furthermore, several two-axis drive-by-wire chassis can be spliced ​​together front and back, or a two-axis drive-by-wire chassis can be spliced ​​together with a single-axis drive module to form a multi-axis drive-by-wire chassis.

[0013] Furthermore, right-angle pieces and T-bolts are used to connect the profiles between the corner modules and the intermediate connection modules of the corner modules, as well as between the single-axis drive module and the inter-axis connection module, thereby realizing the connection between the corner modules and the intermediate connection modules of the corner modules, and the connection between the single-axis drive module and the inter-axis connection module.

[0014] Compared with the prior art, the present invention has the following beneficial effects: The present invention provides a corner module and a reconfigurable all-wheel independent steering steer-by-wire chassis composed of it. Each corner module of the chassis has an independent and complete steering system, and the steering systems are highly decoupled, which can realize the independent steering of all wheels in the chassis, so that the steer-by-wire chassis has the ability to independently steer all wheels. In addition, the present invention can achieve flexible adjustment of chassis size, configuration and dynamic performance by changing the connection position of the upper and lower control arms of the corner module and constructing steer-by-wire chassis with different configurations. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the corner module in an embodiment of the present invention;

[0016] Figure 2 This is a schematic diagram of the main pin adjustment mechanism in an embodiment of the present invention;

[0017] Figure 3 This is a schematic diagram of the connection structure of the steering motor, ball joint, and steering arm in an embodiment of the present invention;

[0018] Figure 4 This is a structural schematic diagram of the corner module intermediate connection module in an embodiment of the present invention;

[0019] Figure 5 This is a structural schematic diagram of the inter-shaft connection module in an embodiment of the present invention;

[0020] Figure 6 This is a schematic diagram of the structure of the single-axis drive module in an embodiment of the present invention;

[0021] Figure 7 This is a schematic diagram of the structure of the two-axis wire-controlled chassis in an embodiment of the present invention;

[0022] Figure 8 This is a schematic diagram of the multi-axis configuration of the wire-controlled chassis in an embodiment of the present invention.

[0023] In the diagram: 1-Battery; 2-Corner module frame; 3-Brake caliper; 4-Upper control arm; 5-Steering motor; 6-CV joint; 7-Wheel speed sensor; 8-Steering arm; 9-Wheel hub motor; 10-Brake disc; 11-Lower control arm; 12-Shock absorber spring; 13-Wheel hub motor controller; 14-Caliper controller. Detailed Implementation

[0024] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0025] It should be noted that the following detailed descriptions are exemplary and intended to provide further explanation of this application. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains.

[0026] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0027] like Figure 1-3As shown, this embodiment provides a corner module, including a corner module frame 2, a steering motor and its controller, a ball joint 6, a steering arm 8, a hub motor 9 and a hub motor controller 13, a suspension unit, a braking unit, and a battery 1. The corner module frame 2 is constructed from profiles. The output shaft of the steering motor 5 is connected to the ball joint 6, which is then fixedly connected to the steering arm 8. The steering arm 8 is connected to the hub motor 9 to transmit the torque output by the steering motor 5 to the ball joint 6. The steering arm 8 causes the wheel to rotate around the kingpin axis. The suspension unit includes an upper control arm 4, a lower control arm 11, and a shock absorber spring 12. The steering motor 5 is rigidly connected to the upper control arm 4. The upper control arm 4 is rotatably connected to the upper profile of the corner module frame 2 via a hanger. The lower control arm 11 is connected to the steering arm 8 via a ball joint. The lower control arm 11 is rotatably connected to the lower profile of the corner module frame 2 via a hanger. The upper and lower ends of the shock absorber spring 12 are rotatably connected to the corner module frame 2 and the lower control arm 11 via hangers, respectively.

[0028] A major innovation of this invention lies in the use of a ball joint to connect the steering motor 5 and the steering arm 8, and a ball joint to connect the lower control arm 11 and the steering arm 8, thus achieving adjustable kingpin steering and kingpin inclination angle. Based on this, the kingpin inclination angle can be changed by altering the relative mounting positions of the upper control arm, lower control arm, and shock absorber spring on the corner module frame. It should be noted that the kingpin refers to the pin structure formed by the line connecting the connecting pin of the steering arm 8 and the ball joint 6 with the connecting pin of the steering arm 8 and the ball joint.

[0029] The upper control arm 4 and lower control arm 11 are both U-shaped structures. The middle part of the upper control arm 4 is fixedly connected to the steering motor 5, and the left and right ends of the upper control arm 4 are rotatably connected to a lifting lug. The two lifting lugs are respectively connected to the same profile of the upper part of the corner module frame 2 by T-bolts. The lower part of the steering arm 8 is connected to a ball joint connector, and the middle part of the lower control arm 11 is hinged to the ball joint connector. The left and right ends of the lower control arm 11 are rotatably connected to a lifting lug. The two lifting lugs are respectively connected to the same profile of the lower part of the corner module frame 2 by T-bolts. The upper and lower ends of the shock-absorbing spring 12 are rotatably connected to a lifting lug. The two lifting lugs are respectively connected to the upper profile of the corner module frame 2 and the lower control arm 11 by T-bolts.

[0030] This embodiment implements a master pin adjustment mechanism. For example... Figure 2As shown, the corner module frame 2 is a cuboid structure constructed from profiles with grooves on all four sides. In this embodiment, at the lower part of the corner module frame, the two ends of a crossbeam arranged in the front-to-back direction are installed in the grooves of a crossbeam arranged in the left-to-right direction and can slide left and right. By sliding the crossbeam in the front-to-back direction left and right, the relative position of the lower swing arm is changed, thereby adjusting the inclination angle of the kingpin. Furthermore, at the upper and lower parts of the corner module frame, the two ends of a crossbeam arranged in the front-to-back direction are both installed in the grooves of a crossbeam arranged in the left-to-right direction and can slide left and right. By sliding the crossbeam in the front-to-back direction left and right, the relative position of the upper and lower swing arms is changed, thereby maximizing the adjustment of the inclination angle of the kingpin. The lugs connected to the upper ends of the upper swing arm 4, lower swing arm 11, and shock absorber spring 12 are connected to the grooves of the corresponding profiles by T-bolts. After the T-bolts are unlocked, the lugs can move back and forth, thereby changing the front-to-back installation position of the lugs, upper swing arm, lower swing arm, and shock absorber spring, and thus adjusting the backward inclination angle of the kingpin.

[0031] The braking unit includes a brake disc 10, a brake caliper 3, and a caliper controller 14. The brake disc 10 is fixedly connected to the hub motor 9. The brake caliper 3 is mounted on the steering arm 8 and cooperates with the brake disc 10 to brake the brake disc. The caliper controller 14 is mounted on the corner module frame 2.

[0032] In this embodiment, the steering motor and its controller are an integrated structure, fixedly mounted on the upper control arm 4. The hub motor controller 13 and the battery 1 are mounted on the base of the corner module frame 2.

[0033] In this embodiment, the angle module is further equipped with a wheel speed sensor 7 and an angle sensor. The wheel speed sensor collects the wheel rotation speed signal, and the angle sensor collects the wheel turning angle signal. The hub motor controller and steering motor controller receive the feedback wheel speed and turning angle signals to achieve closed-loop control of wheel speed and angle. The wheel speed sensor 7 is fixedly mounted on the steering arm 8 with bolts. The brake disc 10 of the braking unit is rigidly connected to the hub motor 9. The measuring head of the wheel speed sensor 7 is close to the gear ring of the brake disc to measure the rotation speed of the brake disc. The outer ring of the angle sensor is rigidly connected to the lower end of the steering motor with bolts, and the inner ring is connected to the output shaft of the steering motor through a keyway structure. When the steering motor rotates, the inner and outer rings of the angle sensor rotate accordingly to measure the turning angle.

[0034] This embodiment also provides a reconfigurable all-wheel independent steering steer-by-wire chassis based on the aforementioned corner modules, including at least two corner module intermediate connection modules, at least two opposite corner modules, and at least one inter-axle connection module. The corner module intermediate connection modules and the inter-axle connection modules are both constructed from profiles, and their structures are as follows: Figure 4 , 5As shown. Each pair of diagonal modules includes two mirror-structured corner modules. The end faces of the two mirror-structured corner modules away from the wheel are respectively connected to the left and right end faces of the middle connecting module of one corner module, splicing them together to form a single-axis drive module with independent movement capability, as shown. Figure 6 As shown. At least two single-axis drive modules are formed by splicing together at least two corner modules, a middle connecting module, and at least two diagonal modules. Each of the two single-axis drive modules is connected to the front and rear ends of an inter-axis connecting module, respectively, forming a two-axis drive-by-wire chassis. Figure 7 As shown.

[0035] In this embodiment, right-angle pieces and T-bolts are used to connect the profiles between the corner modules and the intermediate connection modules of the corner modules, as well as between the single-axis drive module and the inter-axis connection module, thereby realizing the connection between the corner modules and the intermediate connection modules of the corner modules, and the connection between the single-axis drive module and the inter-axis connection module.

[0036] Furthermore, several two-axis drive-by-wire chassis can be spliced ​​together front and rear, or a two-axis drive-by-wire chassis can be spliced ​​together with a single-axis drive module to form a multi-axis drive-by-wire chassis, such as... Figure 8 As shown.

[0037] The innovative design and technical advantages of the corner module and reconfigurable all-wheel independent steering steer-by-wire chassis proposed in this invention are as follows:

[0038] (1) A reconfigurable all-wheel independent steering steer-by-wire chassis architecture has been realized. The basic functional module of the chassis is an angle module that integrates a complete drive system, braking system, steering system, and suspension system. The specific functional components of each system in the module can be changed according to requirements. The angle module has an independent steering system that can achieve independent steering. The steering motor is fixedly connected to the upper control arm, and the ball joint connects the output shaft of the steering motor and the upper end of the steering arm to form a kingpin steering mechanism, which can achieve large-angle steering of more than ±90°, and retains the degree of freedom of the steering mechanism through the ball joint. The angle module adopts a double wishbone independent suspension system. The module frame is built with profiles, and each component is connected to the profile frame by T-bolts. By adjusting the T-bolts along the slide, the relative position between the profiles can be adjusted, as well as the relative position of the upper control arm and the lower control arm, thereby adjusting the kingpin inclination angle and realizing the reconfiguration of the module's dynamic performance. The chassis architecture also includes two basic structural blocks: corner module intermediate connection modules and inter-axle connection modules. A single-axle drive module can be formed by splicing two corner modules together, or by splicing two corner modules connected in parallel with a corner module intermediate connection module. Multiple single-axle drive modules can be spliced ​​continuously, or inter-axle connection modules can be inserted in the middle, thus forming more diverse chassis configurations. By changing the size of the corner module intermediate connection module, the lateral dimensions of the chassis can be adjusted; by changing the size of the inter-axle connection module, the longitudinal dimensions of the chassis can be adjusted. By adjusting the kingpin inclination angle, adjusting the lateral and longitudinal dimensions of the chassis, and changing the combination of basic modules with different specifications and functions, a comprehensive reconstruction of the chassis's functions, structure, and dynamic performance can be achieved.

[0039] (2) A modular chassis function allocation architecture has been implemented. The single-axle drive module assembled from corner modules has independent motion capability. The drive-by-wire chassis composed of multiple single-axle drive modules has the feature of functional redundancy. The chassis function allocation can be reconstructed by adding or removing functional components in different corner modules or replacing functional components with different performance. By combining basic functional modules with different driving, braking and steering performance, the chassis mobility performance can be improved and adapted to diverse application scenarios.

[0040] (3) A variable configuration independent steering angle module was implemented. The corner module is a basic functional module of the chassis, with complete drive, braking, steering, and suspension systems. The steering motor is rigidly connected to the upper control arm, and the motor output shaft is connected to the steering arm through a ball cage universal joint to form a kingpin steering mechanism, which has the ability to independently steering at large angles. The lower control arm ball joint and the ball cage universal joint retain more degrees of freedom of the steering mechanism. By changing the installation position of the upper and lower control arms, the kingpin inclination angle can be adjusted. The corner module is composed of a profile frame. By increasing or decreasing the number or length of the profiles that make up the corner module, the size of the corner module can be adjusted. The upper end of the shock absorber spring of the suspension system in the corner module is connected to the corner module frame through a hanger and a T-bolt. This connection method utilizes the sliding groove of the profile. By changing the sliding groove connected to the hanger, the shape of the corner module suspension can be changed, and the bottom height and center of gravity position of the module can be adjusted. By adjusting the kingpin inclination angle, size, height, and center of gravity position of the corner module, a high degree of reconstruction of the structure and performance of the corner module can be achieved.

[0041] (4) An all-wheel independent steering mechanism was implemented. The corner modules constituting the chassis are highly decoupled, and each steering system has the ability to operate independently. The steering mechanism in each corner module adopts the kingpin steering mode. The motor is rigidly connected to the upper control arm, and the output shaft of the motor is connected to the steering arm through a ball joint. This steering mechanism has the ability to turn at large angles with a cantilever suspension, and overcomes the reduction of the degree of freedom of the ball joint of the control arm in the existing kingpin steering scheme. While improving the flexibility of the steering mechanism, the kingpin inclination angle can be adjusted to adjust the dynamic performance of the chassis. The steering motor in the steering mechanism can adopt different transmission mechanisms to match different lateral and longitudinal dimensions of the suspension space, which is conducive to the reconstruction of the suspension space.

[0042] (5) A chassis dynamics performance adjustment mechanism was implemented. By adjusting the configuration of the sliding groove adjustment module, the relative position of the upper and lower control arms can be adjusted, thereby achieving the adjustment of the kingpin inclination angle; by fixing the T-bolts of the upper end of the shock absorber spring to the sliding grooves at different positions, the suspension shape can be adjusted, thereby adjusting the chassis height and center of gravity position. By adjusting the chassis center of gravity position and kingpin inclination angle, the dynamic performance of the chassis can be adjusted.

[0043] (6) A chassis size quick adjustment mechanism was implemented. The chassis consists of one basic functional module and two basic structural modules. By aligning the corresponding end faces of each module and connecting adjacent profiles in parallel using right-angle fittings, the modules form a complete chassis. By increasing or decreasing the number or length of the profiles constituting the basic structural modules, the longitudinal and transverse dimensions of the chassis can be quickly adjusted. By combining basic structural modules of different sizes and specifications, chassis configurations with variable wheelbase and variable track can be achieved.

[0044] (7) A closed-loop drive and steering system with integrated sensors has been realized. A wheel speed sensor is set on the steering arm to provide real-time feedback on the rotational speed of the brake disc, and an angle sensor is set at the output shaft of the steering motor to provide real-time feedback on the steering angle. The wheel speed and steering angle signals measured by the sensors are fed back to the corresponding controllers to realize closed-loop control of the wheel speed and steering angle of each wheel of the chassis.

[0045] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention in any other way. Any person skilled in the art may make changes or modifications to the above-disclosed technical content to create equivalent embodiments. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the protection scope of the present invention.

Claims

1. A corner module, characterized in that, The system includes a corner module frame, a steering motor and its controller, a ball joint, a steering arm, a hub motor and its controller, a suspension unit, a braking unit, and a battery. The corner module frame is constructed from profiles. The output shaft of the steering motor is connected to the steering arm via the ball joint. The steering arm is connected to the hub motor to transmit the torque output by the steering motor to the steering arm via the ball joint, causing the wheel to rotate around the kingpin axis. The suspension unit includes an upper control arm, a lower control arm, and a shock absorber spring. The steering motor is rigidly connected to the upper control arm. The upper control arm is rotatably connected to the upper profile of the corner module frame via a hanger. The lower control arm is connected to the steering arm via a ball joint. The lower control arm is rotatably connected to the lower profile of the corner module frame via a hanger. The upper and lower ends of the shock absorber spring are rotatably connected to the corner module frame and the lower control arm via hangers, respectively. The steering motor is fixedly connected to the upper swing arm, and the ball joint connects the output shaft of the steering motor and the upper end of the steering arm to form a kingpin steering mechanism, so as to achieve large-angle steering of more than ±90°, and retain the degree of freedom of the steering mechanism through the ball joint. The angle module also includes a wheel speed sensor and an angle sensor. The wheel speed sensor collects the wheel rotation speed signal, and the angle sensor collects the wheel steering angle signal. The hub motor controller and steering motor controller receive the feedback wheel speed and steering angle signals to achieve closed-loop control of wheel speed and angle. The wheel speed sensor is fixedly mounted on the steering arm, and the brake disc of the braking unit is rigidly connected to the hub motor. The measuring head of the wheel speed sensor is close to the gear ring of the brake disc to measure the rotation speed of the brake disc. The outer ring of the angle sensor is rigidly connected to the lower end of the steering motor, and the inner ring is connected to the output shaft of the steering motor through a keyway structure. When the steering motor rotates, the inner and outer rings of the angle sensor rotate accordingly to measure the steering angle.

2. A corner module according to claim 1, characterized in that, Both the upper and lower control arms are U-shaped structures. The middle part of the upper control arm is fixedly connected to the steering motor, and the left and right ends of the upper control arm are rotatably connected to a lifting lug. The two lifting lugs are respectively connected to the same profile on the upper part of the corner module frame by T-bolts. A ball joint connector is connected to the lower part of the steering arm, and the middle part of the lower control arm is hinged to the ball joint connector. The left and right ends of the lower control arm are rotatably connected to a lifting lug. The two lifting lugs are respectively connected to the same profile on the lower part of the corner module frame by T-bolts. The upper and lower ends of the shock absorber spring are rotatably connected to a lifting lug. The two lifting lugs are respectively connected to the upper profile of the corner module frame and the lower control arm by T-bolts.

3. A corner module according to claim 2, characterized in that, The corner module frame is a cuboid structure constructed from profiles with grooves on all four sides. At the top and bottom of the corner module frame, the ends of crossbeams arranged along the front-to-back direction are installed in the grooves of crossbeams arranged along the left-to-right direction and can slide left and right. This left-to-right sliding of the crossbeams changes the relative position of the upper and lower swing arms, thereby adjusting the inclination angle of the kingpin. The lugs connected to the upper swing arms, lower swing arms, and the upper ends of the shock absorber springs are connected to the grooves of the corresponding profiles via T-bolts. After the T-bolts are unlocked, the lugs can move back and forth, thereby changing the front-to-back installation position of the lugs, upper swing arms, lower swing arms, and shock absorber springs, and thus adjusting the backward tilt angle of the kingpin.

4. A corner module according to claim 1, characterized in that, The braking unit includes a brake disc, a brake caliper, and a caliper controller. The brake disc is fixedly connected to the hub motor. The brake caliper is mounted on the steering arm and cooperates with the brake disc to brake the brake disc. The caliper controller is mounted on the corner module frame.

5. A corner module according to claim 1, characterized in that, The steering motor and its controller are an integrated structure, fixedly mounted on the upper control arm; the hub motor controller and battery are mounted on the base of the corner module frame.

6. A reconfigurable all-wheel independent steering steer-by-wire chassis based on the corner module as described in any one of claims 1-5, characterized in that, It includes at least two corner module intermediate connection modules, at least two diagonal modules, and at least one inter-axle connection module; the corner module intermediate connection modules and the inter-axle connection modules are all constructed from profiles; each diagonal module includes two mirror-structured corner modules, and the end faces of the two mirror-structured corner modules away from the wheel are respectively connected to the left and right end faces of a corner module intermediate connection module, splicing them together to form a single-axle drive module with independent movement capability; at least two single-axle drive modules are formed by splicing at least two corner module intermediate connection modules and at least two diagonal modules, and the two single-axle drive modules are respectively connected to the front and rear end faces of an inter-axle connection module, splicing them together to form a two-axle configuration drive-by-wire chassis.

7. A reconfigurable all-wheel independent steering steer-by-wire chassis according to claim 6, characterized in that, Several two-axis drive-by-wire chassis can be spliced ​​together front and back, or a two-axis drive-by-wire chassis can be spliced ​​together with a single-axis drive module to form a multi-axis drive-by-wire chassis.

8. A reconfigurable all-wheel independent steering steer-by-wire chassis according to claim 6, characterized in that, Right-angle brackets and T-bolts are used to connect the profiles between the corner modules and the intermediate connecting modules, as well as between the single-axis drive module and the inter-axis connecting module, thereby realizing the connection between the corner modules and the intermediate connecting modules, and between the single-axis drive module and the inter-axis connecting module.

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