Dual-mode steering system with two-stage primary and secondary steering and driving method

Abstract

The application relates to a double-mode steering system with two-stage main and auxiliary steering of an angle module and a driving method. A suspension is used for connecting a vehicle frame and a wheel hub; a main driving mechanism is fixed on the suspension, a main transmission mechanism is used for being connected with the wheel hub, and the main driving mechanism is used for driving the wheel hub to rotate within a first angle range through the main transmission mechanism; an auxiliary steering driving part comprises an auxiliary driving mechanism and an auxiliary transmission mechanism connected with the auxiliary driving mechanism, the auxiliary driving mechanism is used for being fixed on the vehicle frame, the auxiliary transmission mechanism is connected with the suspension, and the auxiliary driving mechanism is used for driving the suspension and the wheel hub to rotate within a second angle range through the auxiliary transmission mechanism. When parking or turning at a low speed is required, the main steering driving part and the auxiliary steering driving part are simultaneously controlled, the total rotation angle of the wheel hub is the sum of the first angle range and the second angle range, the rotation angle of the wheel hub is greatly increased, and the stability of the wheel during high-speed driving can be ensured.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of angle module, in particular to an angle module dual-mode steering system with two-stage main and auxiliary steering and a driving method. BACKGROUND

[0002] With the development of vehicle intelligence, in order to realize the steering of the vehicle in a narrow space, it is required to increase the rotation angle of the wheel hub as much as possible.

[0003] In the related art, the angle module includes a fixed rod, a rotating installation rod and a steering arm. The rotating installation rod is installed at the lower end of the fixed rod, and the steering arm is installed outside the rotating installation rod. When steering, the rotating installation rod can rotate in the range of 0~90 degrees around the fixed rod to drive the steering arm to rotate, so that the wheel installed on the steering arm is steered. By setting a locking mechanism and a buffer mechanism, the wheel can be fixed and locked after steering 90 degrees, and the impact caused by the excessive steering stroke of the steering arm is prevented.

[0004] However, after using the above angle module, when the vehicle is running at high speed, the steering stability of the vehicle is poor. SUMMARY

[0005] Therefore, it is necessary to provide an angle module dual-mode steering system with two-stage main and auxiliary steering and a driving method to solve the problem of poor steering stability of the vehicle when the vehicle is running at high speed.

[0006] An angle module dual-mode steering system with two-stage main and auxiliary steering, the angle module dual-mode steering system comprising:

[0007] a suspension for connecting a vehicle frame and a wheel hub;

[0008] a main steering driving component including a main driving mechanism and a main transmission mechanism connected with the main driving mechanism, the main driving mechanism being fixed on the suspension, the main transmission mechanism being used for connecting with the wheel hub, the main driving mechanism being used for driving the main transmission mechanism to move, so that the main transmission mechanism drives the wheel hub to rotate relative to the suspension within a first angle range;

[0009] an auxiliary steering driving component including an auxiliary driving mechanism and an auxiliary transmission mechanism connected with the auxiliary driving mechanism, the auxiliary driving mechanism being used for being fixed on the vehicle frame, the auxiliary transmission mechanism being connected with the suspension, the auxiliary driving mechanism being used for driving the auxiliary transmission mechanism to move, so that the auxiliary transmission mechanism drives the suspension and the wheel hub to rotate together within a second angle range.

[0010] In one of the embodiments, the suspension and the main transmission mechanism are respectively spherically articulated with the wheel hub;

[0011] The suspension has a virtual kingpin shaft rotatably connected with the hub, and the main transmission mechanism is used to drive the hub to rotate around the virtual kingpin shaft.

[0012] In one of the embodiments, the main transmission mechanism comprises a main rocker arm and a main connecting rod connected in sequence, the main rocker arm is connected with the main driving mechanism at one end away from the main connecting rod, and the main connecting rod is connected with the hub at one end away from the main rocker arm.

[0013] In one of the embodiments, the length of the main connecting rod is adjustable.

[0014] In one of the embodiments, the suspension has a first connecting part and a second connecting part, the first connecting part and the second connecting part are respectively connected with the frame in a spherical manner, and the line connecting the first connecting part and the second connecting part forms a virtual pin shaft, and the secondary transmission mechanism is used to drive the suspension to rotate around the virtual pin shaft.

[0015] In one of the embodiments, the first connecting part is located at one end of the suspension in the vertical direction, the second connecting part is located at the other end of the suspension in the vertical direction, and the secondary transmission mechanism is located between the first connecting part and the second connecting part in the vertical direction.

[0016] In one of the embodiments, the secondary transmission mechanism is arranged on the side of the suspension away from the hub.

[0017] In one of the embodiments, the secondary transmission mechanism comprises a secondary rocker arm and a secondary connecting rod connected in sequence, the secondary rocker arm is connected with the secondary driving mechanism at one end away from the secondary connecting rod, and the secondary connecting rod is connected with the suspension at one end away from the secondary rocker arm.

[0018] In one of the embodiments, the length of the secondary connecting rod is adjustable.

[0019] In one of the embodiments, the secondary transmission mechanism has a locking state, and when the secondary transmission mechanism is in the locking state, the rotation center of the secondary driving mechanism, the connection point of the secondary rocker arm and the secondary connecting rod, and the connection point of the secondary connecting rod and the suspension are located on the same straight line.

[0020] In one of the embodiments, the first angle range is -45°~+45°, and the second angle range is -45°~+45°.

[0021] A vehicle comprises a frame, an angular module double-mode steering system, and a hub, the suspension is rotatably arranged on the frame, and the hub is rotatably arranged on the suspension.

[0022] The application discloses a driving method of an angular module dual-mode steering system with two-stage main and auxiliary steering.

[0023] In the first use state of the angular module dual-mode steering system, the driving method comprises the following steps: the main driving mechanism drives the main transmission mechanism to move, and the main transmission mechanism drives the wheel hub to rotate in a first angle range.

[0024] In the second use state of the angular module dual-mode steering system, the driving method comprises the following steps: the main driving mechanism drives the main transmission mechanism to move, and the main transmission mechanism drives the wheel hub to rotate in a first angle range; the auxiliary driving mechanism drives the auxiliary transmission mechanism to move, and the auxiliary transmission mechanism drives the suspension and the wheel hub to rotate in a second angle range.

[0025] The angular module dual-mode steering system with two-stage main and auxiliary steering and the driving method thereof can simultaneously control the main steering driving part and the auxiliary steering driving part when parking or turning at low speed, and at this time, the main driving mechanism drives the wheel hub to rotate in a first angle range through the main transmission mechanism, and the auxiliary driving mechanism drives the suspension and the wheel hub to rotate in a second angle range through the auxiliary transmission mechanism, so that the total rotation range of the wheel hub is the sum of the first angle range and the second angle range, and the rotation angle range of the wheel hub is greatly increased. When the vehicle is running at medium or high speed or normal steering is required, only the main steering driving part is operated at this time, and the main steering driving part is used to drive the wheel hub to rotate in a small angle range (i.e. the first angle range), so as to adapt to the high-speed working condition of the vehicle. At this time, the rotation range of the wheel hub is small, so that the steering stability of the vehicle running at high speed can be ensured. That is, the application can ensure the steering stability of the wheel running at high speed and realize large-angle rotation of the wheel at low speed. BRIEF DESCRIPTION OF DRAWINGS

[0026] Figure 1 FIG. 1 is a planar structural schematic diagram of an angular module dual-mode steering system with two-stage main and auxiliary steering in an embodiment.

[0027] Figure 2 FIG. 2 is a three-dimensional structural schematic diagram of the angular module dual-mode steering system with two-stage main and auxiliary steering in the embodiment.

[0028] 100, suspension; 111, upper transverse arm; 112, first lower transverse arm; 113, second lower transverse arm; 114, first connecting part; 115, second connecting part;

[0029] 210, main driving mechanism; 220, main transmission mechanism; 221, main rocker arm; 222, main connecting rod;

[0030] 310, sub driving mechanism; 320, sub transmission mechanism; 321, sub rocker arm; 322, sub connecting rod;

[0031] 400, wheel hub. DETAILED DESCRIPTION

[0032] In order to make the above objectives, features and advantages of the present application more apparent, specific embodiments of the present application will be described in detail below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. It will be apparent, however, to one skilled in the art that the present application can be practiced in a variety of ways beyond the specific embodiments described herein without departing from the spirit of the present application, and that the present application is not limited to the specific embodiments disclosed below.

[0033] In the description of the present application, it should be understood that, if there are terms such as "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the purpose of facilitating the description of the present application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application.

[0034] In addition, if the terms "first", "second" appear, these terms are only for the purpose of description, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features referred to. Therefore, the features defined as "first", "second" can explicitly or implicitly include at least one of the features. In the description of the present application, if the term "multiple" appears, the meaning of "multiple" is at least two, such as two, three, etc., unless otherwise specifically limited.

[0035] In the present application, unless otherwise specifically defined and limited, if the terms "mounting", "connecting", "connecting", "fixing" and the like appear, these terms should be interpreted broadly. For example, it can be fixedly connected, or it can be detachably connected, or it can be integrated; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the internal communication of two elements or the interaction relationship between two elements, unless otherwise specifically limited. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0036] In the present application, unless specifically defined and limited otherwise, if there is a description of a first feature "on" or "under" a second feature, etc., it can mean that the first and second features are in direct contact, or the first and second features are indirectly in contact through an intermediate medium. Moreover, the first feature "over", "above" and "on" the second feature can be that the first feature is directly above or obliquely above the second feature, or only indicates that the horizontal height of the first feature is higher than that of the second feature. The first feature "under", "below" and "under" the second feature can be that the first feature is directly below or obliquely below the second feature, or only indicates that the horizontal height of the first feature is less than that of the second feature.

[0037] It should be noted that if an element is referred to as being "fixed" or "disposed" on another element, it can be directly on the other element or there can be an intermediate element. If an element is considered to be "connected" to another element, it can be directly connected to the other element or there can be an intermediate element. If present, the terms "vertical", "horizontal", "up", "down", "left", "right" and similar expressions used in the present application are only for illustrative purposes and do not represent the only implementation.

[0038] Referring to Figure 1 and Figure 2 , an embodiment of the present application provides an angular module double-mode steering system with two-stage main and auxiliary steering, which comprises a suspension 100, a main steering driving part and an auxiliary steering driving part. The suspension 100 is used to connect an automobile frame and a wheel hub 400; the main steering driving part comprises a main driving mechanism 210 and a main transmission mechanism 220 connected with the main driving mechanism 210, the main driving mechanism 210 is fixed on the suspension 100, the main transmission mechanism 220 is used to be connected with the wheel hub 400, and the main driving mechanism 210 is used to drive the main transmission mechanism 220 to move, so that the main transmission mechanism 220 drives the wheel hub 400 to rotate relative to the suspension within a first angle range; the auxiliary steering driving part comprises an auxiliary driving mechanism 310 and an auxiliary transmission mechanism 320 connected with the auxiliary driving mechanism 310, the auxiliary driving mechanism 310 is used to be fixed on the automobile frame, the auxiliary transmission mechanism 320 is connected with the suspension 100, and the auxiliary driving mechanism 310 is used to drive the suspension 100 and the wheel hub 400 to rotate together within a second angle range through the auxiliary transmission mechanism 320.

[0039] In the present embodiment, when parking or turning at low speed is needed, the main steering driving part and the auxiliary steering driving part are controlled at the same time, at this time, the main driving mechanism 210 drives the wheel hub 400 to rotate within the first angle range through the main transmission mechanism 220, and at the same time, the auxiliary driving mechanism 310 drives the suspension 100 and the wheel hub 400 to rotate within the second angle range through the auxiliary transmission mechanism 320, that is, the total rotation range of the wheel hub 400 is the sum of the first angle range and the second angle range, which greatly increases the rotation angle range of the wheel hub 400.

[0040] When the vehicle is running at high speed or regular steering demand, at this time only the main steering driving part is operated, the main steering driving part is used to drive the wheel hub 400 to rotate in a small angle range (i.e. the first angle range) to adapt to the high speed working condition of the vehicle. At this time, since the rotation range of the wheel hub 400 is small, the steering stability of the vehicle when running at high speed is facilitated. That is, the present application not only ensures the steering stability of the wheel when running at high speed, but also realizes the large angle rotation of the wheel at low speed.

[0041] In addition, the main transmission mechanism 220 and the auxiliary transmission mechanism 320 are independently arranged, that is, the main steering driving part and the auxiliary steering driving part are mechanically decoupled, when one of them fails, the other can drive the wheel hub 400 to rotate normally, thereby increasing the redundancy of the steer-by-wire and improving the steering reliability.

[0042] In some embodiments, the first angle range is -45°~+45°, and the second angle range is -45°~+45°.

[0043] In the present embodiment, the first angle range and the second angle range are both -45°~+45°, that is, when the main steering driving part and the auxiliary steering driving part drive the wheel hub 400 to rotate at the same time, the total steering angle range of the wheel hub 400 is -90°~+90°, when parking, the wheel hub 400 rotates 90°, and the vehicle can move laterally to realize rapid parking.

[0044] In some other embodiments, the first angle range is -30°~+30°, and the second angle range is -60°~+60°. When the main steering driving part and the auxiliary steering driving part drive the wheel hub 400 to rotate at the same time, the total steering angle range of the wheel hub 400 is also -90°~+90°. That is, the first angle range and the second angle range can adopt different combinations.

[0045] Of course, in some special working conditions, the total rotation angle can also be greater than 90° by adjusting the steering driving part or the auxiliary steering driving part.

[0046] In some embodiments, the suspension 100 and the main transmission mechanism 220 are respectively spherically articulated with the wheel hub 400; the suspension 100 has a virtual kingpin axis P rotationally connected with the wheel hub 400, and the main transmission mechanism 220 is used to drive the wheel hub 400 to rotate around the virtual kingpin axis P.

[0047] The suspension 100 has an upper transverse arm 111, a first lower transverse arm 112 and a second lower transverse arm 113. The upper transverse arm 111 is connected to the upper part of the wheel hub 400 in a spherical hinge. The first lower transverse arm 112 and the second lower transverse arm 113 are respectively connected to the bottom part of the wheel hub 400 in a spherical hinge. The extension lines of the first lower transverse arm 112 and the second lower transverse arm 113 form an intersection point. The virtual kingpin axis P passes through the intersection point and the spherical hinge connecting the upper transverse arm 111 to the upper part of the wheel hub 400.

[0048] The virtual kingpin axis P is an important parameter in the suspension system of the automobile chassis. The method for determining the virtual kingpin axis P is known in the art and will not be described in detail.

[0049] In the embodiment, the wheel hub 400 is connected to the suspension 100 in a spherical hinge. The suspension 100 can ensure that the tire ground surface and the suspension 100 system form stable mechanical support. On this basis, the main transmission mechanism 220 is connected to the wheel hub 400 in a spherical hinge. Thus, the main transmission mechanism 220 drives the wheel hub 400 to rotate around the virtual kingpin axis P, which can ensure the stable steering of the wheel hub 400.

[0050] For example, a four-wheeled vehicle has two front wheels and two rear wheels. The inner side of the two front wheels or the two rear wheels close to each other is the inner side. The suspension 100 is arranged on the inner side of the wheel hub 400.

[0051] Of course, in other embodiments, the angular module dual-mode steering system with two levels of main and auxiliary steering of the application can also be applied to two-wheeled, three-wheeled, five-wheeled and other multi-wheeled vehicles.

[0052] In some embodiments, the main transmission mechanism 220 includes a main rocker arm 221 and a main connecting rod 222 connected in sequence. The end of the main rocker arm 221 away from the main connecting rod 222 is connected to the main driving mechanism 210. The end of the main connecting rod 222 away from the main rocker arm 221 is connected to the wheel hub 400 in a spherical hinge.

[0053] In some embodiments, the first driving mechanism is an electric motor. The electric motor is arranged on the suspension 100. The electric motor is used to drive the main rocker arm 221 to swing in the horizontal plane, so as to drive the main connecting rod 222 to swing through the main rocker arm 221, and then drive the wheel hub 400 to rotate around the virtual kingpin axis P. The rotation form of the main rocker arm 221 and the main connecting rod 222 of the main transmission mechanism 220 can optimize the steering stress and comprehensively improve the high-speed steering stability.

[0054] In other embodiments, the main driving mechanism is a gas cylinder, and the main transmission mechanism is a telescopic rod. The extension and retraction of the telescopic rod can directly drive the wheel hub to rotate around the virtual kingpin axis P.

[0055] Further, the length of the main connecting rod 222 can be adjusted.

[0056] In the embodiment, the initial phase angle of the main driving mechanism 210 is changed by adjusting the length of the main connecting rod 222, i.e., the first angle range is changed, for example, the first angle range is changed from -45°~+45° to -40°~+50°, so as to adapt to the installation requirements of different vehicles.

[0057] In some embodiments, the suspension 100 has a first connecting part 114 and a second connecting part 115, which are respectively used for being spherically connected with the vehicle frame, and the connecting line of the first connecting part 114 and the second connecting part 115 forms a virtual secondary pin shaft Q, and the secondary driving mechanism 320 is used for driving the suspension 100 to rotate around the virtual secondary pin shaft Q.

[0058] Wherein, the virtual primary pin shaft P needs to satisfy that when the wheel hub presents a 90° rotation angle, the wheel hub is just perpendicular to the bottom surface. After the position of the virtual primary pin shaft P is determined, firstly, the axis set solution meeting the condition is determined by the rotation shaft matrix calculation method according to the mountable range of the first connecting part and the second connecting part (the mountable range is limited by the space of the vehicle frame), and then whether the axis actually modeled meets the set condition is measured and calculated according to the Adams software, if the set condition is met, the position of the virtual secondary pin shaft Q is obtained, and finally the specific positions of the first connecting part and the second connecting part are determined according to the position of the virtual secondary pin shaft Q.

[0059] In the embodiment, the secondary driving mechanism 310 is fixed on the vehicle frame, and the secondary driving mechanism 310 is used for driving the suspension 100 to rotate around the virtual secondary pin shaft Q through the secondary driving mechanism 320, so as to further increase the rotation angle range of the wheel hub 400 on the basis of the wheel hub 400 being driven to rotate by the main driving mechanism 220.

[0060] In some embodiments, the first connecting part 114 is located at one end of the suspension 100 along the vertical direction, the second connecting part 115 is located at the other end of the suspension 100 along the vertical direction, and along the vertical direction, the secondary driving mechanism 320 is located between the first connecting part 114 and the second connecting part 115.

[0061] In the embodiment, the upper part of the suspension 100 is spherically connected with the vehicle frame through the first connecting part 114, and the bottom part of the suspension 100 is spherically connected with the vehicle frame through the second connecting part 115, so as to improve the stability of the connection between the suspension 100 and the vehicle frame. On this basis, the secondary driving mechanism 320 is located between the first connecting part 114 and the second connecting part 115 along the vertical direction, so as to effectively improve the driving stability of the secondary steering driving part.

[0062] In some embodiments, the secondary driving mechanism 320 is arranged on the side of the suspension 100 away from the wheel hub 400. That is, the secondary driving mechanism 320 is installed in the space between the two front wheels or the two rear wheels, so as to effectively utilize the space between the two wheel hubs, and the structure is compact.

[0063] Specifically, the sub-transmission mechanism 320 comprises a sub-rocker arm 321 and a sub-link 322 connected in sequence, the sub-rocker arm 321 is connected with the sub-driving mechanism 310 at one end away from the sub-link 322, and the sub-link 322 is connected with the suspension 100 at one end away from the sub-rocker arm 321.

[0064] In one embodiment, the sub-driving mechanism 310 is an electric motor fixed on the vehicle frame, when the electric motor rotates, it can drive the sub-rocker arm 321 to swing in the horizontal plane, and further drive the sub-link 322 to swing relative to the suspension 100, so that the suspension 100 and the hub 400 can rotate around the virtual sub-pin shaft Q.

[0065] In some other embodiments, the sub-driving mechanism is a pneumatic cylinder, and the sub-transmission mechanism is a telescopic rod, the telescopic rod can directly drive the suspension to rotate around the virtual sub-pin shaft Q through telescoping.

[0066] Further, in combination with Figure 1 , the sub-transmission mechanism 320 has a locking state, when the sub-transmission mechanism 320 is in the locking state, the rotation center of the sub-driving mechanism 310, the connection point of the sub-rocker arm 321 and the sub-link 322, and the connection point of the sub-link 322 and the suspension are located on the same straight line L.

[0067] In this embodiment, when the vehicle is in a high-speed driving state, the sub-steering driving component is not needed at this time, and the sub-transmission mechanism 320 is locked. Specifically, when the sub-transmission mechanism 320 is in the locking state, the rotation center of the sub-driving mechanism 310, the connection point of the sub-rocker arm 321 and the sub-link 322, and the connection point of the sub-link 322 and the suspension are located on the same straight line, at this time, the road surface force transmitted by the main link 222 will not generate additional torque on the sub-driving mechanism 310. And the self-locking of the sub-transmission mechanism 320 does not affect the execution of the main transmission mechanism 220, so as to achieve the purpose of decoupling the main steering driving component and the sub-steering driving component, thereby further increasing the stability during high-speed driving and normal steering.

[0068] In some embodiments, the length of the sub-link 322 can be adjusted.

[0069] In this embodiment, the length of the sub-link 322 is adjusted to change the initial phase angle of the sub-driving mechanism 310, that is, to change the second angle range, for example, to change the second angle range from -45°~+45° to -40°~+50°, so as to adapt to the installation requirements of different vehicles.

[0070] The embodiment of the present application also provides a vehicle, which comprises a frame, an angular module double-mode steering system with two-stage main and auxiliary steering and a wheel hub 400, a suspension 100 is rotatably arranged on the frame, and the wheel hub 400 is rotatably arranged on the suspension 100. Meanwhile, a main driving mechanism 210 is fixed on the suspension 100, a main transmission mechanism 220 is used for being connected with the wheel hub 400, the main driving mechanism 210 is used for driving the wheel hub 400 to rotate in a first angle range through the main transmission mechanism 220; an auxiliary driving mechanism 310 is used for being fixed on the frame, an auxiliary transmission mechanism 320 is connected with the suspension 100, and the auxiliary driving mechanism 310 is used for driving the suspension 100 and the wheel hub 400 to rotate in a second angle range through the auxiliary transmission mechanism 320.

[0071] The embodiment of the present application also provides a driving method of the angular module double-mode steering system with two-stage main and auxiliary steering.

[0072] When the angular module double-mode steering system is in the first use state, the driving method comprises the following steps: the main driving mechanism 210 drives the main transmission mechanism 220 to move, and the main transmission mechanism 220 drives the wheel hub 400 to rotate in the first angle range. The first use state can be when the vehicle is parking or turning at low speed.

[0073] When the angular module double-mode steering system is in the second use state, the driving method comprises the following steps: the main driving mechanism 210 drives the main transmission mechanism 220 to move, and the main transmission mechanism 220 drives the wheel hub 400 to rotate in the first angle range; the auxiliary driving mechanism 310 drives the auxiliary transmission mechanism 320 to move, and the auxiliary transmission mechanism 320 drives the suspension 100 and the wheel hub 400 to rotate in the second angle range at the same time. The second use state can be when the vehicle is driving at medium or high speed or needs normal steering.

[0074] In the embodiment, when it is needed to park or turn at low speed, the main steering driving part and the auxiliary steering driving part are controlled at the same time, at this time, the main driving mechanism 210 drives the wheel hub 400 to rotate in the first angle range through the main transmission mechanism 220, and the auxiliary driving mechanism 310 drives the suspension 100 and the wheel hub 400 to rotate in the second angle range through the auxiliary transmission mechanism 320, that is, the total rotation angle of the wheel hub 400 is the sum of the first angle range and the second angle range, which greatly increases the rotation angle of the wheel hub 400, and also ensures the stability of the wheel hub 400.

[0075] The technical features of the above-described embodiments can be combined in any manner. To make the description concise, all possible combinations of the technical features in the above-described embodiments are not described, however, as long as the combinations of the technical features do not exist contradictions, they should be considered as the scope of the present application.

[0076] The above-described embodiments are merely illustrative of several embodiments of the present application, which are described in more detail and in a more specific and detailed manner, but should not be construed as limiting the scope of the patent application. It should be noted that, for those of ordinary skill in the art, several modifications and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application should be subject to the appended claims.

Claims

1. An angular module dual-mode steering system with two-stage primary and secondary steering, characterized in that, The angle module dual-mode steering system comprises: a suspension for connecting a vehicle frame with a wheel hub; a main steering driving component comprising a main driving mechanism fixed on the suspension and a main transmission mechanism connected with the main driving mechanism, the main transmission mechanism being used for connecting with the wheel hub, the main driving mechanism being used for driving the main transmission mechanism to move so as to drive the wheel hub to rotate relative to the suspension within a first angle range; a secondary steering driving component comprising a secondary driving mechanism fixed on the vehicle frame and a secondary transmission mechanism connected with the secondary driving mechanism, the secondary transmission mechanism being connected with the suspension, the secondary driving mechanism being used for driving the secondary transmission mechanism to move so as to drive the suspension and the wheel hub to rotate together within a second angle range; the secondary transmission mechanism comprising a secondary rocker arm and a secondary connecting rod connected in sequence, the secondary rocker arm being connected with the secondary driving mechanism at an end away from the secondary connecting rod, the secondary connecting rod being connected with the suspension at an end away from the secondary rocker arm, the secondary transmission mechanism having a locking state, when the secondary transmission mechanism is in the locking state, the rotation center of the secondary driving mechanism, the connection point of the secondary rocker arm and the secondary connecting rod and the connection point of the secondary connecting rod and the suspension being located on the same straight line.

2. The angular module dual mode steering system with two-stage primary and secondary steering according to claim 1, characterized in that, the suspension and the main transmission mechanism are respectively connected with the wheel hub in a spherical manner; the suspension has a virtual main kingpin axis connected with the wheel hub in a rotating manner, the main transmission mechanism being used for driving the wheel hub to rotate around the virtual main kingpin axis.

3. The angular module dual mode steering system with two-stage primary and secondary steering according to claim 2, characterized in that, the main transmission mechanism comprises a main rocker arm and a main connecting rod connected in sequence, the main rocker arm being connected with the main driving mechanism at an end away from the main connecting rod, the main connecting rod being connected with the wheel hub at an end away from the main rocker arm.

4. The angular module dual mode steering system with two-stage primary and secondary steering according to claim 1, wherein, the suspension has a first connecting part and a second connecting part, the first connecting part and the second connecting part being respectively used for being connected with the vehicle frame in a spherical manner, a line connecting the first connecting part and the second connecting part configuring a virtual secondary kingpin axis, the secondary transmission mechanism being used for driving the suspension and the wheel hub to rotate around the virtual secondary kingpin axis simultaneously.

5. The angular module dual mode steering system with two-stage primary and secondary steering according to claim 4, characterized in that, the first connecting part is located at one end of the suspension along a vertical direction, the second connecting part is located at the other end of the suspension along the vertical direction, and along the vertical direction, the secondary transmission mechanism is located between the first connecting part and the second connecting part.

6. The angular module dual mode steering system with two-stage primary and secondary steering according to claim 4, characterized in that, the secondary transmission mechanism is arranged on the side of the suspension away from the wheel hub.

7. The angular module dual mode steering system with two-stage primary and secondary steering according to claim 1, wherein, the first angle range is -45°~+45°, and the second angle range is -45°~+45°.

8. A driving method of the angle module dual-mode steering system with two-stage main and secondary steering according to any one of claims 1-7, the angle module dual-mode steering system having a first use state and a second use state, characterized in that, when the angle module dual-mode steering system is in the first use state, the driving method comprises the following steps: the main driving mechanism drives the main transmission mechanism to move, and the main transmission mechanism drives the wheel hub to rotate within the first angle range. The angle module double-mode steering system in the second use state, the driving method comprises the following steps: the main drive mechanism drives the main transmission mechanism to move, the main transmission mechanism drives the wheel hub to rotate in the first angle range; the auxiliary drive mechanism drives the auxiliary transmission mechanism to move, the auxiliary transmission mechanism drives the suspension and the wheel hub to rotate in the second angle range simultaneously.

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