Double-kingpin steering type double-wishbone hub motor self-stabilization high-integration running unit

Abstract

The invention discloses a double-kingpin steering type double-wishbone hub motor self-stabilization high-integration traveling unit which comprises a wheel assembly, a first steering system, a second steering system and a suspension system. The running unit integrates a driving system, a braking system, a rotating system and a suspending system, wherein the driving system and the braking system are integrated on the wheel assembly. The first steering system is a main steering system and has a main pin positioning parameter meeting the operation stability requirement of the vehicle; the second steering system is an auxiliary steering system and is a backup system of the main steering system, and a main pin of the second steering system is perpendicular to the wheel ground plane. When the speed of a vehicle applying the plurality of driving units is in a shimmy dangerous interval, the driving units actively reduce a kingpin caster angle, increase a kingpin inclination angle and a wheel camber angle by controlling the mutual cooperation of the first steering system and the second steering system on the premise of ensuring that the target wheel rotation angle is not changed, so that the shimmy effect of the vehicle is improved. The active suppression of the wheel swing amplitude is realized, and the driving safety of the vehicle is ensured.

Description

Technical Field

[0001] The present invention relates to the field of intelligent steer-by-wire chassis for electric vehicles, and particularly to a double kingpin steering type double-wishbone in-wheel motor self-stabilizing highly integrated driving unit. Background Art

[0002] The chassis of modern vehicles can be divided into four major systems: drive, brake, steering, and suspension since its inception. These four systems often adopt a centralized layout form at the initial design stage. However, with the progress of the automotive industry, each system has started to develop towards a distributed form. For example, the drive system has evolved from initially using only one engine to drive the whole vehicle, to the current dual-motor drive with one drive motor on each of the front and rear axles in electric vehicles, and then to the future in-wheel motor drive form, which is a typical development from centralized to distributed. The current steering system is also going through this stage. The initial steering system could only achieve the steering of two front wheels. Subsequently, the mechanical four-wheel steering technology was developed to enable the steering movement of all four wheels to be controlled simultaneously through the steering wheel. Then, the emergence of the active rear-wheel steering technology has decoupled the movement of the front and rear wheels. However, even until now, the rotation of the left and right wheels of the vehicle is still coupled. Therefore, to solve this problem, the four-wheel independent steering technology has emerged. Due to the fact that the rotation of the four wheels in the four-wheel independent steering technology is no longer coupled, it has obtained a very high degree of freedom that traditional vehicles cannot achieve. Therefore, the research on the four-wheel independent steering technology will be the focus of future research.

[0003] 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. Therefore, vehicles using four-wheel independent 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. This is contrary to the current development goals of vehicle lightweight and integration. Therefore, the redundant steering system of the vehicle should not simply be idle as a backup mechanism of the vehicle, but should undertake more functions. Compared with non-independent steering vehicles that connect the left and right through steering tie rods as a single whole, the wheels using an independent steering system are more likely to be affected by external disturbances and generate shimmy phenomena. Currently, the academic community points out that the generation of shimmy phenomena can be suppressed by adjusting the wheel alignment parameters, specifically by reducing the caster angle, increasing the kingpin inclination angle and the camber angle of the wheel to reduce the shimmy amplitude. However, this often conflicts with the handling stability requirements of the vehicle. Therefore, to solve this problem, the vehicle needs to have the function of actively adjusting the wheel alignment parameters. However, the current active variable alignment parameters can often only adjust a single parameter such as the camber angle of the wheel, and cannot be changed uniformly. At the same time, its implementation principle mostly relies on installing new actuators, which makes the already limited wheel-side space of the highly integrated form unit even more tense. Therefore, there is an urgent need for a highly integrated form unit that has a high degree of integration and can simultaneously achieve the adjustment of multiple alignment parameters and the steering hardware fault tolerance function. Summary of the Invention

[0004] On the premise of ensuring the wheel-end integration, the present invention proposes a double kingpin steering double-wishbone hub motor self-stabilizing high-integration driving unit to achieve the active shimmy suppression function and the steering fault tolerance function. It is characterized by including:

[0005] A wheel assembly (100) for carrying the vehicle load and driving or braking the vehicle. The driving system and the braking system for vehicle longitudinal control are integrated inside the wheel assembly. The driving system adopts the driving form of a hub motor, and the braking system adopts the form of wire control braking;

[0006] A first steering system (200) adopting the form of kingpin steering and serving as the main steering system; it includes a first steering knuckle (201), a ball joint (202), and a first steering motor assembly (203). The first steering knuckle and the ball joint jointly determine the first kingpin axis (K1); the first steering system is connected to the wheel assembly through the first steering knuckle;

[0007] A second steering system (300) adopting the form of kingpin steering and serving as the auxiliary steering system, including a second steering knuckle (301), a steering motor seat (302), and a second steering motor assembly (303). The second steering knuckle and the ball joint of the first steering system jointly determine the second kingpin axis (K2); the second steering knuckle is fixedly connected to the first steering motor assembly through bolts; the second steering system can be used as a backup system after the main steering system fails. At the same time, it can cooperate with the first steering system to actively change the wheel alignment parameters in a non-dangerous area, or achieve the active shimmy suppression function in a dangerous area, and it can also work independently to achieve the active toe adjustment function;

[0008] A suspension system (400) for buffering and damping the wheels, which is an unequal-length double-wishbone suspension, including upper and lower control arms, a shock absorber bracket, and a shock absorber spring assembly; the lower control arm is connected to the ball joint of the first steering system, and the upper control arm is connected to the steering motor seat of the second steering system through a pin shaft; the suspension system is used to relieve road surface impacts and restrict the movement of the guiding wheel assembly to ensure vehicle ride comfort and handling performance;

[0009] The first kingpin axis (K1) should have a non-zero kingpin inclination angle and kingpin caster angle that meet the vehicle handling stability;

[0010] The second kingpin axis (K2) should be perpendicular to the wheel ground plane, and both the kingpin inclination angle and the kingpin caster angle are zero;

[0011] Both the first kingpin axis and the second kingpin axis pass through the center point of the ball joint pin. Therefore, the first kingpin axis should have a non - negative ground lateral offset distance to ensure that, on the premise of vehicle handling stability, the second kingpin axis also has an appropriate lateral offset distance.

[0012] Preferably, the active wheel alignment parameter function and the active shimmy suppression function are characterized in that:

[0013] The realization of both the active wheel alignment parameter function and the active shimmy suppression function depends on the coordinated rotation of the first and second steering systems, so as to achieve the active adjustment of the caster angle, the kingpin inclination angle, and the wheel camber angle on the premise that the target wheel angle remains unchanged.

[0014] The difference between the active wheel alignment parameter function and the active shimmy suppression function is that the active shimmy suppression function only works on the premise that the vehicle speed is in the shimmy dangerous range, and the adjustment direction must be to reduce the caster angle, increase the kingpin inclination angle, and increase the wheel camber angle to reduce the wheel shimmy amplitude, while the active wheel alignment parameter function has no restricted range and direction.

[0015] The shimmy dangerous range is the vehicle speed range in which the wheels are prone to be disturbed or self - excited yaw vibration, which is calculated or obtained through experiments in advance for the vehicle.

[0016] Preferably, the wheel assembly (100) is characterized by including:

[0017] The wheel hub (102) is integrally divided into a rim and a spoke. The rim is annular and is used to install the tire (101). Outer edges are provided on both sides to prevent the tire from falling off. The rim is composed of multiple spokes. A through - hole for an end nut is provided at the center of the spoke connection, and a plurality of through - holes for a brake disc are provided around the through - hole for the end nut. All the through - holes are counterbored holes.

[0018] The brake disc (103) is provided with a through - hole for a drive shaft at the center, which is coaxial with the through - hole for the end nut of the wheel hub. Flange through - holes are provided around it and are connected and fixed to the through - holes for the brake disc of the wheel hub through flange bolts.

[0019] The wheel hub flange (104) is provided with a spline groove through - hole at the center and a plurality of threaded through - holes on the flange. It is connected to the through - holes for the brake disc of the wheel hub and the flange through - holes of the brake disc through flange bolts. The outer surface of the end should have a well - machined surface that meets the requirements for fitting with the wheel hub bearing.

[0020] The wheel hub bearing (105) uses a tapered roller bearing and is installed between the outer diameter of the end of the wheel hub flange and the first steering knuckle of the first steering system (200) to reduce the frictional loss during the rotation of the wheel and bear the radial and axial loads during the operation of the vehicle.

[0021] The brake caliper (106) is of the by-wire floating caliper type, is clamped at the outer edge of the brake disc, and has an appropriate braking gap left.

[0022] The drive system assembly (107) includes a drive motor and a drive system reducer. At the center, there is an output shaft of the drive system assembly, which is provided with splines and threads and is connected to the spline groove through-hole of the wheel hub flange and the end nut through-hole of the wheel hub by splines and end nuts respectively.

[0023] Preferably, the drive system assembly (107) is characterized in that:

[0024] An internal rotor drive motor and a coaxially arranged drive system reducer are integrated inside. The drive system reducer adopts a planetary gear reduction mechanism; after the output torque of the internal rotor drive motor is reduced by the drive system reducer, it is output from the output end of the drive system reducer, that is, the output shaft of the drive system assembly; on the end face of the drive system assembly facing the wheel side, there are a plurality of mounting threaded holes, which are fixedly connected to the first steering knuckle of the first steering system (200) and move integrally with the deflection of the first steering knuckle.

[0025] If the power density of the drive motor can meet the vehicle requirements, the form of direct drive by an outer rotor in-wheel motor can also be adopted, that is, the drive system reducer is not used.

[0026] Preferably, the first steering system (200) is characterized by including:

[0027] The first steering knuckle (201) is in the shape of an irregular plate as a whole. There is an output shaft through-hole at the center for passing through the output shaft of the drive motor assembly. There are also drive system through-holes around, which are connected to the mounting threaded holes of the drive motor assembly by screws. On the wheel side surface, there is an inner hole boss, and the inner hole of the boss is matched with the wheel hub bearing; on the body side, there is a circular groove for radially positioning the drive motor assembly; on the upper and lower surfaces, there are two "L"-shaped arms, where the upper arm bends towards the body side and there are a spline groove through-hole and a thrust bearing groove at the top, the lower arm bends towards the wheel side and there is a ball joint mounting hole at the bottom, and a ball joint (202) is installed; the axis of the upper through-hole and the center line of the ball joint determine the first kingpin axis (K1); on the front side of the first steering knuckle, there is a pair of brake caliper lugs for installing the brake caliper; there is an appropriate space left when the first steering knuckle is installed as a whole with the wheel hub flange.

[0028] The first steering motor assembly (203) includes a first steering motor assembly housing, a first steering motor, a first steering reducer, and a first clutch inside. A first steering motor assembly output shaft is provided at the bottom. External splines and external threads are provided on the output shaft, which are respectively mated with the spline groove through-hole of the first steering knuckle through splines and end nuts and axially limited. A pair of mounting lugs are provided on both sides of the output shaft. The first clutch is used to lock the first steering system in case of a steering failure.

[0029] Preferably, the second steering system (300) is characterized by including:

[0030] The second steering knuckle (301) is integrally in a "C" shape and has upper and lower arms. A through-hole is drilled at the head of the lower arm for passing the output shaft of the first steering motor assembly. Its axis coincides with the axis of the first kingpin (K1). First steering motor lugs are provided on both sides of the through-hole and are connected to the mounting lugs of the first steering motor through bolts. A lower thrust bearing groove is provided on the bottom surface of the lower arm and is installed at the thrust bearing groove of the first steering knuckle through a thrust bearing. A spline groove through-hole is provided at the head of the upper arm. The center of the spline groove and the center point of the ball joint of the first steering system together form the axis of the second kingpin (K2). An upper thrust bearing groove is further provided on the top surface of the upper arm. The outer shape design of the second steering knuckle should avoid movement interference with other parts during the wheel steering process, the process of actively changing the wheel alignment parameters, and the process of actively suppressing shimmy.

[0031] The steering motor base (302) is integrally plate-shaped and has a through-hole between the top surface and the bottom surface. A thrust bearing groove is further provided on the bottom surface and is installed at the upper thrust bearing groove of the second steering knuckle through a thrust bearing. Steering motor mounting lugs are provided on the front and rear end faces of the steering motor base. A pin shaft lug is further provided on the vehicle body side, and a pin shaft through-hole is provided thereon.

[0032] The second steering motor assembly (303) includes a second steering motor assembly housing, a second steering motor, a second steering reducer, and a second clutch inside. A second steering motor assembly output shaft is provided at the bottom. External splines and external threads are provided on the output shaft, which are respectively mated with the spline groove through-hole of the second steering knuckle through splines and end nuts and axially limited. A pair of mounting lugs are provided on both sides of the output shaft and are installed at the steering motor mounting lugs of the steering motor base through bolts. The second clutch is used to lock the second steering system during normal vehicle steering.

[0033] Preferably, the first steering motor assembly (203) and the second steering motor assembly (303) are characterized in that:

[0034] The first steering motor assembly (203) includes a first steering motor assembly housing, a first steering motor, a first steering speed reducer, and a first clutch.

[0035] Among them, the first steering motor assembly housing is integrally cylindrical, with a boss having a through hole at the bottom. Inside the first steering motor assembly housing, there is a support frame for fixing the first steering motor, the first steering speed reducer, and the first clutch. The first steering motor is a permanent magnet synchronous motor, whose stator is fixed on the support frame of the first steering motor housing, and the rotor is connected to the input shaft of the first steering speed reducer through a flat key. The output shaft and the input shaft of the first steering speed reducer are on the same axis, and are used to amplify the output torque of the first steering motor. Its output shaft is the output shaft of the first steering motor assembly, and the head is provided with a spline groove and a thread. The first clutch is a normally open electromagnetic clutch, the active part of which is fixed to the first steering motor assembly housing, and the driven part is fixed to the output shaft of the first steering motor.

[0036] The second steering motor assembly (303) has a structure similar to that of the first steering motor assembly inside. The only difference is that the second clutch adopts a normally closed clutch to reduce energy consumption.

[0037] Preferably, the suspension system (400) is characterized by including:

[0038] The lower control arm (401) is integrally "A"-shaped, with two cross swing arms and a cross arm. A ball pin support is provided at the intersection of the swing arms, which is connected to the ball head pin of the first steering system. The center of the ball pin forms the lower end points of the first kingpin axis (K1) and the second kingpin axis (K2). On both sides of the body of the two swing arms, there are boss through holes for connecting to the body or the subframe through a pin shaft. On the top surface of the middle part of the cross arm, there is a shock absorber lug.

[0039] The shock absorber bracket (402) is provided with a shock absorber mounting hole at the top and a threaded lug for adjusting the diameter of the mounting hole. At the bottom, there are two arc-shaped arms, and the bottom of the arms is provided with a lower control arm lug, which is connected to the shock absorber lug of the lower control arm through a pin shaft.

[0040] The shock absorber spring assembly (403) integrates a shock absorber and a coil spring inside, and the two are arranged coaxially. At the top, there is a lug connected to the body or the subframe through a pin shaft. At the bottom, there is a support rod installed in the mounting hole of the shock absorber bracket. The shock absorber can adopt a passive hydraulic shock absorber, an adjustable damping shock absorber, or even an electric shock absorber for an active suspension.

[0041] The upper control arm (404) consists of two cross swing arms. A pin shaft hole is provided at the intersection of the swing arms and is connected to the pin shaft through hole of the steering motor base of the second steering system by a pin shaft; through holes with bosses are provided at the tails of both swing arms for connecting to the vehicle body or the subframe through a pin shaft.

[0042] Preferably, the control method of the driving unit includes:

[0043] S0: Start;

[0044] S1: The calculation unit of the driving unit detects whether the first steering system fails. If no failure occurs, S2 is executed. If a failure occurs, S4 is executed;

[0045] S2: The calculation unit determines whether the vehicle reaches the dangerous vehicle speed range according to the current vehicle speed. If it does not reach the dangerous vehicle speed range, S3 is executed. If it reaches the dangerous vehicle speed range, S5 is executed;

[0046] S3: The calculation unit determines whether the vehicle needs to actively adjust the wheel alignment parameters. If no active adjustment is required, S6 is executed. If active adjustment is required, S7 is executed;

[0047] S4: The calculation unit issues a signal to enable the steering failure mode to the first and second steering system control units and executes S8;

[0048] S5: The calculation unit issues a signal to enable the shimmy active suppression mode to the first and second steering system control units and executes S9;

[0049] S6: The calculation unit issues a signal to enable the conventional steering to the first and second steering system control units and executes S10;

[0050] S7: The calculation unit issues a signal to enable the active wheel alignment parameter change mode to the first and second steering system control units and executes S11;

[0051] S8: The calculation unit calculates the required wheel angle of the second steering system according to the current vehicle state and sends it to the second steering system control unit and executes S12;

[0052] S9: The calculation unit calculates the required wheel angles of the first and second steering systems according to the current vehicle state and sends them to the first and second steering system control units respectively and executes S13;

[0053] S10: The calculation unit calculates the required wheel angle of the first steering system according to the current vehicle state and sends it to the first steering system control unit respectively and executes S14;

[0054] S11: The calculation unit calculates the wheel angles required by the first and second steering systems according to the current vehicle state, and sends them to the first and second steering system control units respectively, and executes S15;

[0055] S12: The first steering system control unit closes the first clutch according to the steering fault mode signal issued by the calculation unit, locks the first steering system, and executes S16;

[0056] S13: The first steering system control unit controls the first steering system to reach the target angle of the first steering system calculated by the calculation unit according to the shimmy active suppression mode signal issued by the calculation unit, and executes S17;

[0057] S14: The first steering system control unit controls the first steering system to reach the target angle of the first steering system calculated by the calculation unit according to the conventional steering mode signal issued by the calculation unit, and executes S18;

[0058] S15: The first steering system control unit controls the first steering system to reach the target angle of the first steering system calculated by the calculation unit according to the active wheel alignment parameter mode signal issued by the calculation unit, and executes S19;

[0059] S16: The second steering system control unit controls the second steering system to reach the target angle of the second steering system calculated by the calculation unit according to the steering fault mode signal issued by the calculation unit, and executes S20;

[0060] S17: The second steering system control unit controls the second steering system to reach the target angle of the second steering system calculated by the calculation unit according to the shimmy active suppression mode signal issued by the calculation unit, and executes S20;

[0061] S18: The second steering system control unit closes the second clutch according to the conventional steering mode signal issued by the calculation unit, locks the second steering system, and executes S20;

[0062] S19: The second steering system control unit controls the second steering system to reach the target angle of the second steering system calculated by the calculation unit according to the active wheel alignment parameter mode signal issued by the calculation unit, and executes S20;

[0063] S20: End.

[0064] Advantages of the present invention:

[0065] 1. The present invention proposes a self-stabilizing and highly integrated driving unit with double kingpin steering and double-wishbone hub motors, which adopts four-wheel independent steering technology, can effectively improve the vehicle freedom degree, expand the vehicle control boundary, and realize special steering technologies that traditional vehicles cannot achieve.

[0066] 2. The present invention proposes a self-stabilizing and highly integrated driving unit with double kingpin steering and double-wishbone hub motors. Based on the four-wheel independent steering technology, a second set of steering backup systems is proposed, which can effectively improve the safety and reliability of four-wheel independent steering vehicles. At the same time, for lightweight design, the second steering system is integrated with other systems to achieve more functions and improve the vehicle integration degree.

[0067] 3. The present invention proposes a self-stabilizing and highly integrated driving unit with double kingpin steering and double-wishbone hub motors. Without adding additional actuators, the function of actively changing wheel alignment parameters is incorporated into it, and the function of actively suppressing shimmy is realized, expanding the vehicle control boundary and improving vehicle driving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0068] Figure 1 is a schematic assembly diagram of the self-stabilizing and highly integrated driving unit with double kingpin steering and double-wishbone hub motors according to the present invention.

[0069] Figure 2 is an exploded view of the parts of the self-stabilizing and highly integrated driving unit with double kingpin steering and double-wishbone hub motors according to the present invention.

[0070] Figure 3 is a schematic diagram of the conventional steering mode of the self-stabilizing and highly integrated driving unit with double kingpin steering and double-wishbone hub motors according to the present invention.

[0071] Figure 4 is a schematic diagram of the active shimmy suppression mode of the self-stabilizing and highly integrated driving unit with double kingpin steering and double-wishbone hub motors according to the present invention.

[0072] Figure 5 is a control flow chart of the self-stabilizing and highly integrated driving unit with double kingpin steering and double-wishbone hub motors according to the present invention. DETAILED IMPLEMENTATION MANNER

[0073] The following further describes the present invention in detail with reference to the drawings, so that those skilled in the art can implement it according to the description in the specification.

[0074] The present invention proposes a self-stabilizing and highly integrated driving unit with double kingpin steering and double-wishbone hub motors, which is characterized by including: a wheel assembly (100), a first steering system (200), a second steering system (300), and a suspension system (400), as Figure 1 shown.

[0075] The wheel assembly (100) includes: a tire (101), a wheel hub (102), a brake disc (103), a wheel hub flange (104), a wheel hub bearing (105), a brake caliper (106), and a drive system assembly (107). The wheel assembly is used to carry the vehicle load and drive or brake the moving vehicle. The drive system and the braking system for longitudinal vehicle control are integrated inside the wheel assembly. The drive system adopts the drive form of in-wheel motors, and the braking system adopts the form of wire-controlled braking;

[0076] The wheel hub (102) is integrally divided into a rim and spokes. The rim is annular and is used to mount the tire (101). Edges are provided on both sides to prevent the tire from falling off. The spokes are composed of multiple spokes. The shape of the spokes should be designed to ensure that there is no movement interference with the internal brake caliper and the first steering motor assembly during the normal rotation of the wheel. A through hole for an end nut is provided at the center of the connection of the spokes. A plurality of through holes for the brake disc are provided around the through hole for the end nut. The through holes for the brake disc should be designed as countersunk holes to ensure good aerodynamics during vehicle driving. The tire can be either a traditional pneumatic tire, a non-pneumatic tire, or other new types of tires;

[0077] The brake disc (103) is provided with a through hole for a drive shaft at the center, which is coaxial with the through hole for the end nut of the wheel hub. Flange through holes are provided around it and are connected and fixed to the through holes for the brake disc of the wheel hub through flange bolts and rotate together with the wheel. The brake disc is integrally made of a material with good wear resistance, and at the same time, a material with good thermal conductivity should be selected to ensure its heat dissipation characteristics;

[0078] The wheel hub flange (104) is provided with a spline groove through hole at the center, and a plurality of threaded through holes are provided on the flange. It is connected to the through holes for the brake disc of the wheel hub and the flange through holes of the brake disc through flange bolts and rotates together with the wheel. The side surface of the wheel is used to transmit the lateral force at the wheel, and the outer surface of the end of the vehicle body side should have a good machined surface that meets the requirements for cooperation with the wheel hub bearing;

[0079] The wheel hub bearing (105) adopts a tapered roller bearing and is installed between the outer diameter of the end of the wheel hub flange and the first steering knuckle of the first steering system (200) to reduce the frictional loss during wheel rotation and bear the radial and axial loads during vehicle operation;

[0080] The brake caliper (106) adopts a wire-controlled floating caliper type, is integrally in a "C" shape, clamps at the outer edge of the brake disc, and leaves a proper braking gap. The brake caliper should adopt a wire-controlled hydraulic actuation method, but in some instances, an electromechanical braking or an electronic wedge braking method can also be adopted;

[0081] Among them, for the said drive system assembly (107), an in-rotor drive motor and a drive system reducer are integrally integrated inside. After the output torque of the in-rotor drive motor is reduced by the drive system reducer, it is output from the output shaft of the drive motor assembly. The output shaft of the in-rotor drive motor and the input end of the drive system reducer should be connected by splines. The output end of the drive system reducer is the output shaft of the drive motor assembly, and the input end and the output end of the drive system reducer should be coaxially arranged. In some instances, a planetary gear or harmonic gear transmission form can be adopted. On the outer end face of the outer shell of the drive system assembly, there are a plurality of mounting threaded holes, and the output shaft of the drive system assembly extends out at the center, on which there are splines and threads, and it is connected to the hub flange through splines and end nuts.

[0082] Among them, for the said first steering system (200), it adopts the form of kingpin steering and is the main steering system; it includes a first steering knuckle (201), a ball joint (202) and a first steering motor assembly (203). Among them, the first steering knuckle and the ball joint jointly determine the first kingpin axis (K1); the first steering system is connected to the wheel assembly through the first steering knuckle.

[0083] Among them, the said first steering knuckle (201) is integrally an irregular plate shape, with an output shaft through-hole in the center for passing through the output shaft of the drive motor assembly, and there are also drive system through-holes around, which are connected to the mounting threaded holes of the drive motor assembly through screws. There is an inner hole boss on the side surface of the wheel, and the inner hole of the boss is matched with the hub bearing; on the body side, there is a circular groove for radially positioning the drive motor assembly; there are two "L"-shaped arms on the upper and lower surfaces. Among them, the upper arm bends towards the body side, and there are a spline groove through-hole and a thrust bearing groove at the top. The lower arm bends towards the wheel side, and there is a ball joint mounting hole at the bottom, and the ball joint (202) is installed; the center connection line of the upper through-hole and the ball joint determines the first kingpin axis (K1); there is a pair of brake caliper lugs on the front side of the first steering knuckle for installing the brake caliper, and there is a boss at the end of the lug to reduce the machining surface; there is an appropriate gap between the whole of the first steering knuckle and the hub flange to avoid contact between the two when the wheel rotates.

[0084] Among them, the said first steering motor assembly (203) internally includes a first steering motor assembly housing, a first steering motor, a first steering reducer and a first clutch. There is a first steering motor assembly output shaft at the bottom. There are external splines and external threads on the output shaft, which are respectively matched with the spline groove through-hole of the first steering knuckle through splines and end nuts and axially limited. There is a pair of mounting lugs on both sides of the output shaft; among them, the first clutch is used to lock the first steering system when a steering failure occurs.

[0085] The overall housing of the first steering motor assembly is cylindrical, with a boss having a through hole at the bottom. Inside the housing of the first steering motor assembly, there is a support frame for fixing the first steering motor, the first steering reducer, and the first clutch. The first steering motor is a permanent magnet synchronous motor, whose stator is fixed on the support frame of the housing of the first steering motor, and the rotor is connected to the input shaft of the first steering reducer through a flat key. The output shaft and the input shaft of the first steering reducer are on the same axis, and are used to amplify the output torque of the first steering motor. Its output shaft is the output shaft of the first steering motor assembly, and its head is provided with a spline groove and a thread. The first clutch is a normally open electromagnetic clutch, with the active part fixed to the housing of the first steering motor assembly and the driven part fixed to the output shaft of the first steering motor.

[0086] The second steering system (300) adopts the form of kingpin steering and is a secondary steering system. It can be used as a backup system after the failure of the primary steering system. At the same time, it can cooperate with the first steering system to actively change the wheel alignment parameters in a non-dangerous range, or actively suppress shimmy in a dangerous range. And it can also work independently to achieve the function of active toe adjustment. The second kingpin axis (K2) is jointly determined by the second steering knuckle and the ball joint of the first steering system. It includes a second steering knuckle (301), a steering motor base (302), and a second steering motor assembly (303). The second steering knuckle is fixedly connected to the first steering motor assembly through bolts.

[0087] The second steering knuckle (301) is overall in a "C" shape, with upper and lower arms. The head of the lower arm is drilled with a through hole for passing through the output shaft of the first steering motor assembly. Its axis coincides with the first kingpin axis (K1). On both sides of the through hole, there are first steering motor lugs, which are connected to the mounting lugs of the first steering motor through bolts. On the bottom surface of the lower arm, there is a lower thrust bearing groove and is installed at the thrust bearing groove of the first steering knuckle through a thrust bearing. The head of the upper arm is provided with a spline groove through hole. The center of the spline groove and the center point of the ball joint of the first steering system jointly form the second kingpin axis (K2). On the top surface of the upper arm, there is also an upper thrust bearing groove. The outer shape design of the second steering knuckle should avoid movement interference with other parts during the wheel steering process, the process of actively changing the wheel alignment parameters, and the process of actively suppressing shimmy.

[0088] The steering motor base (302) is overall plate-shaped, with a through hole between the top surface and the bottom surface. There is also a thrust bearing groove on the bottom surface and is installed at the upper thrust bearing groove of the second steering knuckle through a thrust bearing. The steering motor base is provided with steering motor mounting lugs on the front and rear end faces. On the vehicle body side, there is also a pin lug with a pin through hole.

[0089] The second steering motor assembly (303) includes a second steering motor assembly housing, a second steering motor, a second steering reducer, and a second clutch inside. The bottom is provided with an output shaft of the second steering motor assembly. The output shaft is provided with external splines and external threads, and is respectively fitted with the spline groove through hole of the second steering knuckle through splines and end nuts and axially limited. A pair of mounting lugs are provided on both sides of the output shaft and are mounted at the steering motor mounting lugs of the steering motor seat through bolts. The second clutch is used to lock the second steering system during normal vehicle steering.

[0090] The second steering motor assembly housing is overall cylindrical, and a boss with a through hole is provided at the bottom. A support frame for fixing the second steering motor, the second steering reducer, and the second clutch is provided inside the second steering motor assembly housing. The second steering motor is a permanent magnet synchronous motor, whose stator is fixed on the support frame of the second steering motor housing, and the rotor is connected to the input shaft of the second steering reducer through a flat key. The output shaft and the input shaft of the second steering reducer are on the same axis and are used to amplify the output torque of the second steering motor. Its output shaft is the output shaft of the second steering motor assembly, and the head is provided with a spline groove and a thread. The second clutch is a normally closed electromagnetic clutch, the active part of which is fixed on the second steering motor assembly housing, and the driven part is fixed on the output shaft of the second steering motor.

[0091] In some examples, the second steering system can also be changed from kingpin steering to a tie-rod type steering form similar to the traditional form, that is, the second steering motor and the steering motor seat are cancelled, the upper control arm and the second steering knuckle are connected through a ball joint, and a tie-rod support arm is set on the second steering knuckle to connect the steering tie-rod.

[0092] In some examples, the second steering system can also be changed from kingpin steering to an "L"-type arm steering form, that is, a steerable "L"-type arm is added between the vehicle body or subframe and the wheel assembly, and the second steering system is cancelled, and the deflection movement of the entire wheel assembly is realized through the "L"-type arm.

[0093] The suspension system (400) is used to realize the buffering and vibration reduction of the wheels. It is an unequal-length double-wishbone suspension, including upper and lower control arms, a shock absorber bracket, and a shock absorber spring assembly. The lower control arm is connected to the ball joint of the first steering system, and the upper control arm is connected to the steering motor seat of the second steering system through a pin shaft. The suspension system is used to relieve road impact and improve vehicle ride comfort.

[0094] Among them, the lower control arm (401) is generally in an "A" shape, having 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 ball head pin of the first steering system. The center of the ball pin forms the lower end points of the first kingpin axis (K1) and the second kingpin axis (K2). On both sides of the body of the two swing arms, there are boss through holes for connecting to the vehicle body or subframe through a pin shaft. On the top surface of the middle part of the transverse arm, there is a shock absorber lug. Grooves are opened on the sides of the two swing arms and the transverse arm to reduce the part mass.

[0095] Among them, the shock absorber bracket (402) is provided with a shock absorber mounting hole at the top and threaded lugs for adjusting the diameter of the mounting hole. At the bottom, there are two arc-shaped support arms. At the bottom of the support arms, there are lower control arm lugs that are connected to the shock absorber lugs of the lower control arm through a pin shaft.

[0096] Among them, the shock absorber spring assembly (403) integrates a shock absorber and a coil spring inside, and the two are arranged coaxially. At the top, there is a lug that is connected to the vehicle body or subframe through a pin shaft. At the bottom, there is a support rod that is installed in the mounting hole of the shock absorber bracket. The shock absorber can be a passive hydraulic shock absorber or an active shock absorber. In some instances, the hydraulic shock absorber of the shock absorber spring assembly can be replaced with an adjustable damping shock absorber or a magnetorheological fluid shock absorber, etc., and the coil spring can also be replaced with an air spring or an oil-gas spring, etc.

[0097] Among them, the upper control arm (404) is composed of two cross swing arms. At the intersection of the swing arms, there is a pin shaft hole that is connected to the pin shaft through hole of the steering motor seat of the second steering system through a pin shaft. At the tails of the two swing arms, there are boss through holes for connecting to the vehicle body or subframe through a pin shaft.

[0098] Among them, the first kingpin axis (K1) should have a non-zero kingpin inclination angle and kingpin caster angle that meet the vehicle handling stability, such as Figure 3 ;

[0099] Among them, the second kingpin axis (K2) should be perpendicular to the wheel ground plane, and both the kingpin inclination angle and the kingpin caster angle are zero;

[0100] Among them, both the first kingpin axis and the second kingpin axis pass through the center point of the ball head pin. Therefore, the first kingpin axis should have a small and non-negative lateral offset distance. On the premise of ensuring the vehicle handling stability, the second kingpin axis should also have an appropriate lateral offset distance.

[0101] Among them, the realization of the functions of actively changing the wheel alignment parameters and actively suppressing shimmy both rely on the coordinated rotation of the first and second steering systems, so as to realize the active adjustment of the kingpin caster angle, kingpin inclination angle, and wheel camber angle under the premise that the target wheel angle remains unchanged.

[0102] The difference between the active wheel alignment parameter change function and the active shimmy suppression function is that the active shimmy suppression function only works on the premise that the vehicle speed is within the shimmy danger range, and the adjustment direction must be to reduce the caster angle, increase the kingpin inclination angle, and increase the wheel camber angle, so as to reduce the shimmy amplitude of the wheel. However, the active wheel alignment parameter change function has no restricted range or direction.

[0103] The shimmy danger range is the vehicle speed range in which the wheels are prone to shimmy, which is calculated or obtained through experiments in advance for the vehicle.

[0104] In some examples, when performing active shimmy suppression, the wheel assembly is as Figure 4 shown. The caster angle of the first kingpin axis is reduced by Δγ, the kingpin inclination angle is increased by Δβ, and the wheel camber angle is increased by Δα, so as to achieve the active shimmy suppression function of the wheel.

[0105] The present invention proposes a double kingpin steering type double wishbone hub motor self-stabilizing high-integration driving unit and its control method for the driving unit, as Figure 5 follows:

[0106] S0: Start;

[0107] S1: The calculation unit of the driving unit detects whether the first steering system fails. If there is no failure, execute S2; if there is a failure, execute S4;

[0108] S2: The calculation unit determines whether the vehicle reaches the dangerous vehicle speed range according to the current vehicle speed. If it does not reach the dangerous vehicle speed range, execute S3; if it reaches the dangerous vehicle speed range, execute S5;

[0109] S3: The calculation unit determines whether the vehicle needs to actively adjust the wheel alignment parameters. If no active adjustment is required, execute S6; if active adjustment is required, execute S7;

[0110] S4: The calculation unit issues a signal to enable the steering fault mode to the first and second steering system control units and executes S8;

[0111] S5: The calculation unit issues a signal to enable the active shimmy suppression mode to the first and second steering system control units and executes S9;

[0112] S6: The calculation unit issues a signal to enable normal steering to the first and second steering system control units and executes S10;

[0113] S7: The calculation unit issues a signal to enable the active wheel alignment parameter change mode to the first and second steering system control units and executes S11;

[0114] S8: The calculation unit calculates the wheel rotation angle required by the second steering system according to the current vehicle state, sends it to the second steering system control unit, and executes S12;

[0115] S9: The calculation unit calculates the wheel rotation angles required by the first and second steering systems according to the current vehicle state, sends them to the first and second steering system control units respectively, and executes S13;

[0116] S10: The calculation unit calculates the wheel rotation angle required by the first steering system according to the current vehicle state, sends it to the first steering system control unit respectively, and executes S14;

[0117] S11: The calculation unit calculates the wheel rotation angles required by the first and second steering systems according to the current vehicle state, sends them to the first and second steering system control units respectively, and executes S15;

[0118] S12: The first steering system control unit closes the first clutch according to the steering fault mode signal issued by the calculation unit, locks the first steering system, and executes S16;

[0119] S13: The first steering system control unit controls the first steering system to reach the target rotation angle of the first steering system calculated by the calculation unit according to the shimmy active suppression mode signal issued by the calculation unit, and executes S17;

[0120] S14: The first steering system control unit controls the first steering system to reach the target rotation angle of the first steering system calculated by the calculation unit according to the conventional steering mode signal issued by the calculation unit, and executes S18;

[0121] S15: The first steering system control unit controls the first steering system to reach the target rotation angle of the first steering system calculated by the calculation unit according to the active wheel alignment parameter mode signal issued by the calculation unit, and executes S19;

[0122] S16: The second steering system control unit controls the second steering system to reach the target rotation angle of the second steering system calculated by the calculation unit according to the steering fault mode signal issued by the calculation unit, and executes S20;

[0123] S17: The second steering system control unit controls the second steering system to reach the target rotation angle of the second steering system calculated by the calculation unit according to the shimmy active suppression mode signal issued by the calculation unit, and executes S20;

[0124] S18: According to the normal steering mode signal issued by the calculation unit, the second steering system control unit closes the second clutch, locks the second steering system, and executes S20;

[0125] S19: According to the active wheel alignment parameter mode signal issued by the calculation unit, the second steering system control unit controls the second steering system to reach the target angle of the second steering system calculated by the calculation unit, and executes S20;

[0126] S20: End.

[0127] The working principles of the above-mentioned system assemblies are as follows:

[0128] Drive system: After receiving the drive signal issued by the driver or the decision-making unit, the inner rotor motor outputs a driving torque through the output shaft of the inner rotor motor. This torque is first decelerated and increased in torque by the drive system reducer and then output from the output shaft of the drive system. It is then transmitted to the hub flange through a spline, and then transmitted to the hub through the bolts on the hub flange. Finally, the hub transmits the driving torque to the ground through the tire, thereby driving the vehicle to travel.

[0129] Brake system: After receiving the drive signal issued by the driver or the decision-making unit, the brake system generates a braking force to push the brake caliper to clamp the brake disc, forcing the brake disc to generate a brake torque. The brake disc transmits the brake torque to the hub through the hub through-hole in the center. Finally, the hub transmits the braking torque to the ground through the tire, thereby forcing the vehicle to brake.

[0130] First steering system: After receiving the control signal from the second steering system control unit, the first steering motor generates a corresponding rotational torque. This torque is decelerated and increased in torque by the first steering system reducer and then output from the output shaft of the first steering system and transmitted to the spline groove on the first steering knuckle. The first steering knuckle outputs the rotational torque to the hub flange through the output shaft of the drive system, and then transmits it to the hub through bolts. Finally, the tire realizes the deflection movement around the first steering axis (K1). It should be noted that when the first clutch is closed, the output shaft of the first steering system is fixedly connected to the housing of the first steering system assembly, thereby locking the first steering system.

[0131] Second Steering System: After receiving the control signal from the second steering system control unit, the steering tie rod generates a corresponding deflection torque. This torque is decelerated and increased in torque by the second steering system reducer and then output from the second steering system output shaft and transmitted to the spline groove on the second steering knuckle, thereby driving the second steering knuckle to move around the second steering axis (K2). If the first steering system is not working at this time, the first steering system and the second steering knuckle are fixedly connected as a whole to produce a corresponding rotation, and then it is output to the hub flange through the drive system output shaft, and then transmitted to the hub through bolts, and finally the tire is deflected around the second steering axis. Similarly, when the second clutch is closed, the second steering system output shaft is fixedly connected to the second steering system assembly housing, thereby locking the second steering system.

[0132] Suspension System: During driving, the tire of the wheel system is impacted by an uneven road surface. After passing through the rim and the hub flange, it is transmitted to the first steering knuckle through the hub bearing. The first steering knuckle transmits the road surface impact to the second steering knuckle and the lower control arm through the upper and lower control arms. The second steering knuckle then transmits the road surface impact to the upper control arm through the steering motor seat through the upper control arm. Among them, the lower control arm transmits the road surface impact to the shock absorber bracket through the upper lug and the spindle, and then reaches the role of alleviating the road surface impact after passing through the spring and damper in the shock absorber spring assembly.

[0133] Although the embodiments of the present invention have been disclosed as above, it is not limited to the applications listed in the specification and embodiments. It can be fully applied to various fields suitable for the present invention. For those familiar with the field, additional modifications can be easily made. Therefore, without departing from the general concept defined by the claims and the equivalent scope, the present invention is not limited to the specific details and the illustrations shown and described here.

Claims

1. Dual kingpin steering double wishbone hub motor self-stabilizing high-integration driving unit A dual kingpin steering double wishbone hub motor self-stabilizing high-integration driving unit, characterized in that, Comprising: A wheel assembly (100) for carrying the vehicle load and driving or braking the moving vehicle. A drive system and a braking system for longitudinal control of the vehicle are integrated inside the wheel assembly. The drive system adopts a hub motor drive form, and the braking system adopts a wire control braking form; A first steering system (200) adopting a kingpin steering form as the main steering system, including a first steering knuckle (201), a ball joint (202) and a first steering motor assembly (203). The first steering knuckle and the ball joint together determine a first kingpin axis (K1); the first steering system is connected to the wheel assembly through the first steering knuckle; A second steering system (300) adopting a kingpin steering form as the auxiliary steering system, including a second steering knuckle (301), a steering motor base (302) and a second steering motor assembly (303). The second steering knuckle and the ball joint of the first steering system together determine a second kingpin axis (K2); the second steering knuckle is fixedly connected to the first steering motor assembly by bolts; the second steering system can be used as a backup system after the main steering system fails, and can cooperate with the first steering system to realize the function of actively changing the wheel alignment parameters in a non-dangerous interval, or realize the function of actively suppressing shimmy in a dangerous interval, and it can also work independently to realize the function of actively adjusting the toe-in; A suspension system (400) for buffering and damping the wheels, which is an unequal-length double-wishbone suspension, including upper and lower control arms, a shock absorber bracket and a shock absorber spring assembly; the lower control arm is connected to the ball joint of the first steering system, and the upper control arm is connected to the steering motor base of the second steering system through a pin shaft; the suspension system is used to relieve road surface impacts and restrict the movement of the guiding wheel assembly to ensure vehicle ride comfort and handling performance; The first kingpin axis (K1) should have a non-zero kingpin inclination angle and kingpin caster angle that meet the vehicle handling stability; The second kingpin axis (K2) should be perpendicular to the wheel ground plane, and both the kingpin inclination angle and the kingpin caster angle are zero; Both the first kingpin axis and the second kingpin axis pass through the center point of the ball joint. Therefore, the first kingpin axis should have a non-negative ground lateral offset to ensure that the second kingpin axis also has a suitable lateral offset on the premise of vehicle handling stability.

2. The double kingpin steering double-wishbone hub motor self-stabilizing highly integrated driving unit according to claim 1, wherein The functions of actively changing the wheel alignment parameters and actively suppressing shimmy are characterized in that: The realization of the functions of actively changing the wheel alignment parameters and actively suppressing shimmy both rely on the rotation of the first and second steering systems in cooperation, so as to realize the active adjustment of the kingpin caster angle, kingpin inclination angle and wheel camber angle on the premise that the target wheel angle remains unchanged; The difference between the functions of actively changing the wheel alignment parameters and actively suppressing shimmy is that the function of actively suppressing shimmy only works on the premise that the vehicle speed is in the shimmy dangerous interval, and the adjustment direction must be the direction of reducing the kingpin caster angle, increasing the kingpin inclination angle and the wheel camber angle to reduce the shimmy amplitude of the wheel, while the function of actively changing the wheel alignment parameters has no restricted interval and restricted direction; The flapping danger range is the vehicle speed range in which the wheels are prone to disturbed or self-excited yaw vibration, which is calculated or obtained through experiments in advance by the vehicle.

3. The double kingpin steering double-wishbone hub motor self-stabilizing highly integrated driving unit according to claim 1, wherein, The described wheel assembly (100) is characterized by including: A wheel hub (102), which is integrally divided into a rim and a spoke. The rim is annular and is used for mounting a tire (101). Outer edges are provided on both sides to prevent the tire from falling off. The rim is composed of multiple spokes. A through hole for an end nut is provided at the center of the connection of the spokes. A plurality of brake disc through holes are provided around the through hole for the end nut. All the through holes are countersunk holes. A brake disc (103), with a through hole for a drive shaft provided at the center, which is coaxial with the through hole for the end nut of the wheel hub. Flange through holes are provided around it and are fixedly connected to the brake disc through holes of the wheel hub by flange bolts. A wheel hub flange (104), with a spline groove through hole provided at the center, and a plurality of threaded through holes provided on the flange. It is connected to the brake disc through holes of the wheel hub and the flange through holes of the brake disc by flange bolts. The outer surface of the end should have a well-processed surface that meets the requirements for cooperation with the wheel hub bearing. A wheel hub bearing (105), which adopts a tapered roller bearing and is installed between the outer diameter of the end of the wheel hub flange and the first steering knuckle of the first steering system (200) to reduce the frictional loss during the rotation of the wheel and bear the radial and axial loads during the operation of the vehicle. A brake caliper (106), which adopts a by-wire floating caliper type and clamps at the outer edge of the brake disc with an appropriate braking gap left. A drive system assembly (107), including a drive motor and a drive system reducer. A drive system assembly output shaft is provided at the center, with splines and threads provided thereon, and is connected to the spline groove through hole of the wheel hub flange and the through hole for the end nut of the wheel hub by a spline and an end nut respectively.

4. The wheel assembly (100) according to claim 3, characterized in that, The described drive system assembly (107) is characterized in that: An inner rotor drive motor and a coaxially arranged drive system reducer are integrated inside. The drive system reducer adopts a planetary gear reduction mechanism. After the output torque of the inner rotor drive motor is reduced by the drive system reducer, it is output from the output end of the drive system reducer, that is, the drive system assembly output shaft. A plurality of mounting threaded holes are provided on the end face of the drive system assembly facing the wheel side and are fixedly connected to the first steering knuckle of the first steering system (200) and move integrally with the deflection of the first steering knuckle. If the power density of the drive motor can meet the requirements of the whole vehicle, an outer rotor in-wheel motor direct drive form can also be adopted, that is, the drive system reducer is not used.

5. The double kingpin steering double wishbone hub motor self-stabilizing highly integrated driving unit according to claim 1, wherein The described first steering system (200) is characterized by including: The first knuckle (201) is integrally an irregular plate shape, with an output shaft through-hole provided at the center for passing through the output shaft of the drive motor assembly. There are also drive system through-holes provided around it, which are connected to the mounting threaded holes of the drive motor assembly by screws. The wheel side surface is provided with an inner hole boss, and the inner hole of the boss is fitted with the hub bearing; the body side is provided with a circular groove for radially positioning the drive motor assembly; the upper and lower surfaces are provided with two "L"-shaped arms, where the upper arm bends towards the body side, and a spline groove through-hole and a thrust bearing groove are provided at the top. The lower arm bends towards the wheel side, and a ball joint pin mounting hole is provided at the bottom, and a ball joint pin (202) is installed; the axis of the upper through-hole and the center line of the ball joint pin determine the first kingpin axis (K1); a pair of brake caliper lugs are provided on the front side of the first knuckle for installing the brake caliper; an appropriate space is left when the first knuckle is integrally mounted with the hub flange; The first steering motor assembly (203) internally includes a first steering motor assembly housing, a first steering motor, a first steering reducer, and a first clutch. A first steering motor assembly output shaft is provided at the bottom. External splines and external threads are provided on the output shaft, which are respectively fitted with the spline groove through-hole of the first knuckle by splines and end nuts and axially limited. A pair of mounting lugs are provided on both sides of the output shaft; among them, the first clutch is used to lock the first steering system in case of a steering failure.

6. The double kingpin steering double-wishbone hub motor self-stabilizing highly integrated driving unit according to claim 1, wherein The second steering system (300) is characterized by including: The second knuckle (301) is integrally in a "C" shape and has two upper and lower arms; a through-hole is drilled at the head of the lower arm for passing through the output shaft of the first steering motor assembly, and its axis coincides with the first kingpin axis (K1). First steering motor lugs are provided on both sides of the through-hole and are connected to the mounting lugs of the first steering motor by bolts. A lower thrust bearing groove is provided on the bottom surface of the lower arm and is installed at the thrust bearing groove of the first knuckle through a thrust bearing; a spline groove through-hole is provided at the head of the upper arm, and the center of the spline groove and the center point of the ball joint pin of the first steering system jointly form the second kingpin axis (K2). An upper thrust bearing groove is also provided on the top surface of the upper arm; the external shape design of the second knuckle should avoid movement interference with other parts during the wheel steering process, the process of actively changing the wheel alignment parameters, and the process of actively suppressing shimmy; The steering motor seat (302) is integrally a plate shape, with a through-hole provided between the top surface and the bottom surface, and a thrust bearing groove is also provided on the bottom surface. It is installed at the upper thrust bearing groove of the second knuckle through a thrust bearing; steering motor mounting lugs are provided on the front and rear end faces of the steering motor seat; a pin lug is also provided on the body side, and a pin through-hole is provided thereon; The second steering motor assembly (303) includes a second steering motor assembly housing, a second steering motor, a second steering speed reducer, and a second clutch inside. The bottom is provided with a second steering motor assembly output shaft, and the output shaft is provided with external splines and external threads, which are respectively matched with the spline groove through hole of the second steering knuckle through splines and end nuts and axially limited. A pair of mounting lugs are provided on both sides of the output shaft and are mounted on the steering motor mounting lugs of the steering motor seat through bolts. Among them, the second clutch is used to lock the second steering system during normal vehicle steering.

7. The first steering system (200) and the second steering system (300) according to claims 5 and 6, characterized in that, The first steering motor assembly (203) and the second steering motor assembly (303) are characterized in that: The first steering motor assembly (203) includes a first steering motor assembly housing, a first steering motor, a first steering speed reducer, and a first clutch. Among them, the first steering motor assembly housing is integrally cylindrical, and a boss with a through hole is provided at the bottom. A support frame for fixing the first steering motor, the first steering speed reducer, and the first clutch is provided inside the first steering motor assembly housing. The first steering motor is a permanent magnet synchronous motor, the stator of which is fixed on the support frame of the first steering motor housing, and the rotor is connected to the input shaft of the first steering speed reducer through a flat key. The output shaft and the input shaft of the first steering speed reducer are on the same axis and are used to amplify the output torque of the first steering motor. The output shaft is the output shaft of the first steering motor assembly, and the head is provided with a spline groove and a thread. The first clutch is a normally open electromagnetic clutch, the active part of which is fixed on the first steering motor assembly housing, and the driven part is fixed on the output shaft of the first steering motor. The second steering motor assembly (303) has a structure similar to that of the first steering motor assembly inside, and the only difference is that the second clutch uses a normally closed clutch to reduce energy consumption.

8. The double kingpin steering double-wishbone hub motor self-stabilizing highly integrated driving unit according to claim 1, wherein The suspension system (400) is characterized by including: The lower control arm (401) is integrally "A"-shaped, with two cross swing arms and a cross arm. A ball joint support is provided at the intersection of the swing arms and is connected to the ball joint of the first steering system. The center of the ball joint forms the lower end points of the first kingpin axis (K1) and the second kingpin axis (K2). Through holes are provided on both sides of the body of the two swing arms for connecting to the vehicle body or subframe through a pin shaft. A shock absorber lug is provided on the top surface of the middle part of the cross arm. The shock absorber bracket (402) is provided with a shock absorber mounting hole at the top and a threaded lug for adjusting the diameter of the mounting hole. Two arc-shaped arms are provided at the bottom, and a lower control arm lug is provided at the bottom of the arm and is connected to the shock absorber lug of the lower control arm through a pin shaft. The shock absorber spring assembly (403) integrates a shock absorber and a coil spring inside, and the two are arranged coaxially. A lug is provided at the top and is connected to the vehicle body or subframe through a pin shaft. A support rod is provided at the bottom and is installed in the mounting hole of the shock absorber bracket. The shock absorber can be a passive hydraulic shock absorber, an adjustable damping shock absorber, or even an electric shock absorber for an active suspension. The upper control arm (404) consists of two cross swing arms. A pin shaft hole is provided at the intersection of the swing arms and is connected to the pin shaft through hole of the steering motor seat of the second steering system by a pin shaft. Through holes for bosses are provided at the tails of both swing arms for connection to the vehicle body or subframe by a pin shaft.

9. The double kingpin steering double-wishbone hub motor self-stabilizing highly integrated driving unit according to claim 1, wherein, The control method for the driving unit includes: S0: Start; S1: The calculation unit of the driving unit detects whether the first steering system fails. If no failure occurs, S2 is executed; if a failure occurs, S4 is executed. S2: The calculation unit determines whether the vehicle reaches the dangerous vehicle speed range according to the current vehicle speed. If it does not reach the dangerous vehicle speed range, S3 is executed; if it reaches the dangerous vehicle speed range, S5 is executed. S3: The calculation unit determines whether active adjustment of the wheel alignment parameters of the vehicle is required. If active adjustment is not required, S6 is executed; if active adjustment is required, S7 is executed. S4: The calculation unit issues a signal to enable the steering failure mode to the control units of the first and second steering systems and executes S8. S5: The calculation unit issues a signal to enable the active shimmy suppression mode to the control units of the first and second steering systems and executes S9. S6: The calculation unit issues a signal to enable normal steering to the control units of the first and second steering systems and executes S10. S7: The calculation unit issues a signal to enable the active wheel alignment parameter change mode to the control units of the first and second steering systems and executes S11. S8: The calculation unit calculates the required wheel rotation angle of the second steering system according to the current vehicle state and sends it to the control unit of the second steering system, and executes S12. S9: The calculation unit calculates the required wheel rotation angles of the first and second steering systems according to the current vehicle state and sends them to the control units of the first and second steering systems respectively, and executes S13. S10: The calculation unit calculates the required wheel rotation angle of the first steering system according to the current vehicle state and sends it to the control unit of the first steering system respectively, and executes S14. S11: The calculation unit calculates the required wheel rotation angles of the first and second steering systems according to the current vehicle state and sends them to the control units of the first and second steering systems respectively, and executes S15. S12: The control unit of the first steering system closes the first clutch and locks the first steering system according to the steering failure mode signal issued by the calculation unit, and executes S16. S13: The control unit of the first steering system controls the first steering system to reach the target rotation angle of the first steering system calculated by the calculation unit according to the active shimmy suppression mode signal issued by the calculation unit, and executes S17. S14: The control unit of the first steering system controls the first steering system to reach the target rotation angle of the first steering system calculated by the calculation unit according to the normal steering mode signal issued by the calculation unit, and executes S18. S15: According to the active wheel alignment parameter mode signal issued by the calculation unit, the first steering system control unit controls the first steering system to reach the target angle of the first steering system calculated by the calculation unit, and executes S19; S16: According to the steering fault mode signal issued by the calculation unit, the second steering system control unit controls the second steering system to reach the target angle of the second steering system calculated by the calculation unit, and executes S20; S17: According to the shimmy active suppression mode signal issued by the calculation unit, the second steering system control unit controls the second steering system to reach the target angle of the second steering system calculated by the calculation unit, and executes S20; S18: According to the conventional steering mode signal issued by the calculation unit, the second steering system control unit closes the second clutch, locks the second steering system, and executes S20; S19: According to the active wheel alignment parameter mode signal issued by the calculation unit, the second steering system control unit controls the second steering system to reach the target angle of the second steering system calculated by the calculation unit, and executes S20; S20: End.

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