Electrically-controlled highly-integrated driving unit with adjustable kingpin caster angle

Abstract

The invention discloses an electrically-controlled highly-integrated driving unit with an adjustable kingpin caster angle. The electrically-controlled highly-integrated driving unit comprises a wheel unit, an electronic mechanical braking system, a controllable kingpin integrated system and a suspension system. The kingpin caster angle is closely related to the maneuvering performance and the driving smoothness of a vehicle, and for a distributed driving vehicle adopting a high-integration driving unit, the kingpin caster angle can provide passive additional steering rigidity for a vehicle steering system. The steering aligning torque of the steering motor can be effectively reduced, and the power load caused by active suppression of wheel shimmy can be reduced. The system can actively adjust the kingpin caster angle, and meanwhile, the wheel end posture cannot be obviously changed, so that decoupling control over the kingpin caster angle can be achieved on the premise that other wheel positioning parameters are not changed, and a vehicle can actively change the suspension posture according to a driving scene to obtain better driving performance; the method is of great significance to high-integration variable structure design and modular research of the distributed driving technology.

Description

Technical Field

[0001] The present invention relates to a highly integrated driving unit applied to electric vehicles, and particularly to a highly integrated driving unit that integrates a wheel unit, an electromechanical braking system, a controllable kingpin integrated system, and a suspension system, which can actively decouple and control the caster angle while not causing obvious changes in the wheel end attitude. Background Art

[0002] The intelligent chassis roadmap for passenger car electric vehicles released in 2022 stipulates that the intelligent chassis is developing towards the direction of distributed actuators and integrated control. As a key component of the distributed drive architecture - the highly integrated driving unit, how to reasonably integrate the drive, control, rotation, and suspension systems, and how to broaden the performance boundaries through structural design and control methods have become the focus of industry research.

[0003] Different from the traditional vehicle chassis architecture where the steering movements of the left and right wheels are restricted and need to strictly follow the Ackermann geometry steering, the distributed drive architecture uses four-wheel independent steering, and the wheels are decoupled from each other, greatly broadening the vehicle steering boundary. However, since the mechanical transmission connection between the left and right wheels is cancelled, the steering stiffness of the four-wheel steering system decreases, and wheel shimmy is likely to occur. If the additional steering stiffness is completely provided by actively applying torque to the steering motor, it will lead to an excessive working load of the steering motor, and the requirements for steering stiffness are also different in different functional scenarios, which will make the steering motor control algorithm too complex.

[0004] The caster angle generates a steering return torque, providing passive additional steering stiffness for the vehicle steering system and improving driving stability. If the caster angle is too small, the vehicle will be unstable during driving, but if the caster angle is too large, the vehicle will be too heavy to steer. In traditional vehicles, due to limited chassis space, the caster angle can only be adjusted manually. However, the distributed drive has the characteristic of high integration of wheel end actuators and has the condition to integrate an actuator for controllable caster angle. If the active control of the caster angle can be realized, the appropriate caster angle can be adjusted according to the vehicle function scenario and driving conditions, providing passive additional steering stiffness for the four-wheel steering system, which can effectively reduce the steering return torque of the steering motor and the power load caused by actively suppressing wheel shimmy.

[0005] In addition, since the relative angle between the traditional kingpin and the steering knuckle is fixed, directly adjusting the caster angle will cause changes in the wheel end attitude, changing other wheel alignment parameters, which will affect the vehicle's handling performance and driving smoothness. Therefore, if the decoupled adjustment of the caster angle independent of the wheel end attitude can be realized, it will be more beneficial for the vehicle to actively change the caster angle according to the driving scenario to obtain better performance.

[0006] In summary, the current automotive industry urgently needs a highly integrated driving unit that can decouple and control the caster angle without significantly changing the attitude of the wheel end. Summary of the Invention

[0007] According to the background of the times, this paper designs an integrated drive and brake electric wheel system that integrates a wheel unit, a steering knuckle, a hub motor, a planetary gear reducer, an electronic wedge brake, and an electromagnetic clutch, which can realize the power reuse of the drive and brake systems and has multiple working modes.

[0008] The technical solution of the present invention is: an electronically controllable caster angle highly integrated driving unit, which is characterized by including:

[0009] A wheel unit (1000), including a tire (1100), a wheel rim and spokes (1200), a hub motor (1300), a planetary gear reducer (1400), and a brake disc (1500), which is mainly used to support the vehicle load and transmit driving and braking torques as well as turning lateral forces, and provides space for the highly integrated layout of each system inside;

[0010] An electro-mechanical braking system (2000), which is bolted to the left lug of the controllable kingpin integrated system and is used to provide the braking torque for vehicle driving;

[0011] A controllable kingpin integrated system (3000), including a kingpin (3100), a wheel-end steering knuckle (3200), a kingpin connecting piece (3300), a kingpin connecting piece end cover (3400), a kingpin adjusting mechanism (3500), a steering motor (3600), a steering spline sleeve (3700), a steering motor guiding mechanism (3800), and a main steering knuckle (3900), which simultaneously has the functions of actively adjusting the caster angle and kingpin steering, and is used to connect the wheel unit and the electro-mechanical braking system as well as the suspension system, and determine the positioning parameters of the suspension;

[0012] A suspension system (4000), which is an unequal-length double-wishbone suspension, including a lower control arm (4100), an upper control arm (4200), and a shock absorption system (4300), which is used to transmit the forces and torques between the wheel unit and the vehicle body, buffer impacts, attenuate vibrations, and play a guiding role.

[0013] Preferably, the wheel unit (1000) is characterized by including:

[0014] A tire (1100), which is used to carry the vehicle load and transmit ground forces and torques;

[0015] Rim and spoke (1200), with a positioning through-hole provided in the middle of the spoke for the output positioning pin of the planetary gear reducer (1400) to pass through for positioning and fixed by a flange nut. The circumferential part of the rim is provided with bolt holes for installing the brake disc (1500);

[0016] Hub motor (1300), using an inner rotor motor, is used to provide vehicle driving and electric braking torque. The output end is connected to the input end of the planetary gear reducer (1400) through a spline connection. There are lugs on both sides of the housing for installing on the wheel end steering knuckle of the controllable kingpin integrated system (3000);

[0017] Planetary gear reducer (1400), is used to transmit the driving torque provided by the hub motor (1300) and plays a role in reducing speed and increasing torque;

[0018] Brake disc (1500), adopting an inner ring braking design, the outer edge is bolted to the rim of the rim and spoke (1200), and there is a braking gap with the friction lining in the electromechanical braking system (2000).

[0019] Preferably, it is characterized in that the controllable kingpin integrated system (3000), which is characterized in that it includes:

[0020] Kingpin (3100), the main body is a stepped shaft, with a boss and bolt holes at the bottom for positioning and connecting with the kingpin connecting piece, ball pin threaded holes at both ends for installing ball pins, a shoulder and threads in the middle for positioning each component, and a steering motor spline at the top

[0021] Main steering knuckle (3900), which is the main body part of the controllable kingpin integrated system (3000), mainly used for the bearing and positioning of each component. There are two pairs of lugs on the back, connected to the suspension system (4000) through cylindrical pin shafts. There is a ball pin seat at the lower end and a ball pin guide rail at the upper end for positioning the kingpin (3100) and restricting the movement trajectory of the kingpin (3100) when adjusting the kingpin inclination angle. The two ends of the ball pin guide rail respectively correspond to the kingpin inclination angles of 0° and x° (design values according to functional requirements). At the same time, there is a pair of connecting rod hinge points on the left side at the upper end and a guide groove on the right side for installing the kingpin adjustment mechanism (3500);

[0022] Wheel end steering knuckle (3200), with a positioning groove and bolt holes in the middle, bolted to the hub motor (1300). There is a thick lug on the left side for bolt connection with the electromechanical braking system (2000). There is a stepped hole in the middle and lower part for installing the kingpin connecting piece (3300), the kingpin connecting piece end cover (3400) and the deep groove ball bearing in the middle. There is a support arm structure with a pair of connecting rod hinge points on the right side of the back for installing the kingpin adjustment mechanism (3500);

[0023] The kingpin connecting piece (3300) is installed in the stepped hole in the middle and lower part of the wheel end steering knuckle (3200) through a short shaft at the front side, cooperating with a pair of deep groove ball bearings, so as to decouple the movement between the wheel unit (1000) and the controllable kingpin integrated system (3000), and work with the kingpin adjusting mechanism (3500) to prevent the wheel end attitude from changing significantly due to the change of the kingpin inclination angle. There is a bolt hole at the front end of the short shaft, and the rest mainly bears and positions the kingpin adjusting motor in the kingpin adjusting mechanism (3500) and plays a protective role. There is a positioning groove inside, and there is a bolt hole at the bottom, which is connected to the boss at the bottom of the kingpin (3100) through a bolt, and rotates synchronously with the kingpin (3100) when the vehicle steers;

[0024] The end cover of the kingpin connecting piece (3400) is in the overall structure of an end cover nut, with a thread in the middle, and is connected to the kingpin connecting piece (3300), mainly used to lock the axial positioning of the kingpin connecting piece (3300) relative to the wheel end steering knuckle (3200), and at the same time protect the deep groove ball bearing in the middle;

[0025] The kingpin adjusting mechanism (3500), as the actuator for the kingpin inclination angle adjustment function, includes a kingpin adjusting motor (3510), a lead screw (3520), a lead screw nut (3530), a dust cover (3540), a locking nut (3550), an upper connecting rod (3560), and a lower connecting rod (3570);

[0026] The steering spline sleeve (3700) is installed on the upper part of the kingpin (3100), positioned by a shaft shoulder, with a keyway inside, and is connected to the kingpin (3100) by cooperating with a flat key;

[0027] The steering motor (3600) is a hollow shaft motor, used to provide steering torque. The hollow part allows the upper end of the kingpin (3100) to pass through. The output end is connected to the steering spline sleeve (3700) through a spline, and there are lugs on the outer shell for installing the steering motor guiding mechanism (3800);

[0028] The steering motor guiding mechanism (3800) is used to fix the degree of freedom of the outer shell of the steering motor (3600) rotating around the kingpin (3100), and at the same time does not interfere with and restrict the swing of the steering motor (3600) when adjusting the kingpin inclination angle. There are pin holes at both ends, which are respectively connected to the lugs on the outer shell of the steering motor (3600) and the right side guide groove at the upper end of the main steering knuckle (3900) through pins. It has a guide rod and through hole structure so that the position of the steering motor (3600) can slide freely according to...

[0029] Preferably, it is characterized in that the suspension system (4000), which is characterized in that it includes:

[0030] The lower control arm (4100) is of an overall A shape, having two cross swing arms and a cross arm. Cylindrical pin holes are provided at the intersection of the swing arms. It is connected to the lower lug on the back of the main steering knuckle (3900) by means of a bushing and a bolt. Through holes with bosses are provided at the other ends of the swing arms, and it is connected to the vehicle body by means of a bushing and a bolt. A lug is provided on the top surface of the cross arm and is connected to the shock absorption system (4300) by a pin shaft.

[0031] The upper control arm (4200) is of an overall V shape, having two cross swing arms. Cylindrical pin holes are provided at the intersection of the swing arms. It is connected to the lower lug on the back of the main steering knuckle (3900) by means of a bushing and a bolt. Through holes with bosses are provided at the other ends of the swing arms, and it is connected to the vehicle body by means of a bushing and a bolt.

[0032] The shock absorber (4300) is connected to the lower lug at the bottom of the lower control arm (4100) by a pin shaft and is mainly used to cushion impacts and attenuate vibrations.

[0033] Preferably, the kingpin adjustment mechanism (3500) includes:

[0034] The kingpin adjustment motor (3510) is a hollow shaft motor, which is used to provide the driving torque during the adjustment of the kingpin caster angle. The hollow part allows the kingpin (3100) to pass through from bottom to top during installation. It is integrally installed inside the kingpin connecting member (3300), and its outer shell is positioned and connected through a positioning groove. A spline is provided at the output end.

[0035] The lead screw (3520) has a through hole inside, is installed on the kingpin (3100) by a pair of tapered roller bearings, and is positioned by the shoulder of the kingpin (3100). A spline groove is provided at the bottom and is connected to the output end of the kingpin adjustment motor (3510). The external thread design should ensure that when the lead screw itself does not rotate, the lead screw nut (3530) can still be self-locked on the lead screw under the action of an external force, so as to fix the wheel alignment parameters. Limit structures should be provided at the upper and lower thread ends to limit the maximum axial displacement of the lead screw nut (3530).

[0036] The lead screw nut (3530) is installed on the lead screw (3520). The axial movement of the lead screw nut (3530) can be controlled by controlling the rotational movement of the lead screw (3520). A collar is provided on the outside of its upper end, which can rotate freely relative to the axis of the lead screw nut (3530), but the axial movement of the collar relative to the lead screw nut (3530) is restricted. A pair of link hinge points are provided on each side of the lower end and the collar at the upper end respectively.

[0037] The dust cover (3540) is used to protect the tapered roller bearings inside the lead screw (3520), and in cooperation with the shoulder of the kingpin (3100), provides axial positioning for the lead screw (3520) to prevent the lead screw (3520) from moving axially up and down during operation. A through hole is provided in the middle for the kingpin (3100) to pass through.

[0038] A lock nut (3550) is in threaded engagement with the upper middle part of the kingpin (3100) to lock the dust cover (3540) and thus fix the axial position of the lead screw (3520).

[0039] The upper connecting rod (3560) connects the connecting rod hinge point of the upper collar of the lead screw nut (3530) and the connecting rod hinge point on the upper left side of the main steering knuckle (3900), mainly used to adjust the angle between the main steering knuckle (3900) and the kingpin (3100). When the lead screw nut (3530) moves upward, the angle between them becomes larger. Since the main steering knuckle (3900) is connected to the suspension system (4000), and its angle relative to the vehicle body (or the ground) can be regarded as unchanged, the overall effect is that the kingpin (3100) tilts backward and the kingpin inclination angle becomes larger.

[0040] The lower connecting rod (3570) connects the connecting rod hinge point at the lower end of the lead screw nut (3530) and the connecting rod hinge point on the right rear arm of the wheel-end steering knuckle (3200), mainly used to adjust the angle between the wheel-end steering knuckle (3200) and the kingpin (3100). When the lead screw nut (3530) moves upward, the angle between them becomes smaller. That is, when the kingpin (3100) tilts backward and the kingpin inclination angle becomes larger, the wheel-end steering knuckle (3200) tilts forward relative to the kingpin (3100). Through the way of angle compensation, the angle change of the wheel-end steering knuckle (3200) caused by the adjustment of the kingpin inclination angle can be offset to a great extent, so that the wheel-end attitude can be kept as stable and unchanged as possible during the adjustment of the kingpin inclination angle. The bending shape design of the lower connecting rod (3570) is mainly used to avoid interference with the kingpin connecting part (3300).

[0041] Preferably, it is characterized in that the design requirements of the electronically controllable kingpin inclination high-integration driving unit for the function of adjusting the kingpin inclination angle are as follows:

[0042] Assume that the relative angular relationship between the vehicle body and the ground remains unchanged, and it is stipulated that the positive and negative of the angle value only represent the opening direction of the angle, the angle opening clockwise is positive, and the angle opening counterclockwise is negative. The main steering knuckle (3900) is connected to the vehicle body through the suspension system (4000), and the connection mode between the main steering knuckle (3900) and the suspension system (4000) is a cylindrical pair connection. Therefore, the angle of the main steering knuckle (3900) relative to the ground can be regarded as unchanged. The angle between the main steering knuckle (3900) and the kingpin (3100) is the first angle, that is, the kingpin inclination angle. The angle between the wheel-end steering knuckle (3200) and the kingpin (3100) is the second angle. The second angle opens counterclockwise and is negative. The sum of the first angle and the second angle is the angle of the wheel-end steering knuckle (3200) relative to the ground, that is, the wheel-end attitude.

[0043] To ensure that the design structure meets the adjustable range of the caster angle and that the wheel end attitude does not change significantly during the adjustment of the caster angle, it is required that the distance between the upper collar of the lead screw nut (3530) and the hinge point of the lower connecting rod, the length of the upper connecting rod (3560), the distance between the two hinge points of the lower connecting rod (3570) (the virtual length of the lower connecting rod (3570)), the distance between the center points of the ball pins at both ends of the kingpin (3100) (the length of the kingpin (3100)), the distance between the center of the lower ball pin of the kingpin (3100) and the center of the stepped hole in the middle and lower part of the wheel end steering knuckle (3200), the thread length of the lead screw (3520), and the length of the upper ball pin guide rail of the main steering knuckle (3900) are designed to meet the requirement that the change range of the first angle is 0° to x°, and during the change process of the first angle, the sum of the first angle and the second angle does not change significantly.

[0044] Preferably, with respect to the function of actively adjusting the caster angle, it is characterized in that:

[0045] When the vehicle needs to actively control the caster angle, the caster adjustment motor (3510) operates to drive the lead screw (3520) to rotate around the axis of the kingpin (3100), causing the lead screw nut (3530) to move along the axis of the kingpin (3100). Since the upper collar of the lead screw nut (3530) and the hinge points of the lower connecting rod are connected to the upper connecting rod (3560) and the lower connecting rod (3570) respectively, where the other end of the upper connecting rod (3560) is connected to the main steering knuckle (3900), and the other end of the lower connecting rod (3570) is connected to the wheel-end steering knuckle (3200), and the angle of the main steering knuckle (3900) relative to the ground can be regarded as unchanged. Taking the example of actively increasing the caster angle, when the caster adjustment motor (3510) actuates the lead screw nut (3530) to move upward through the lead screw (3520), the first angle between the main steering knuckle (3900) and the kingpin (3100) becomes larger, that is, the caster angle becomes larger. At the same time, the second angle between the wheel-end steering knuckle (3200) and the kingpin (3100) also becomes larger, but the angle is negative. Therefore, the sum of the first angle and the second angle will not change significantly, that is, the angle of the wheel-end steering knuckle (3200) relative to the ground (wheel-end attitude) does not change significantly. Since the caster angle increases, the overall caster integrated system (3000) tilts backward. At this time, there will be a slight backward displacement in the longitudinal direction between the wheel center of the wheel unit (1000) and the center of the stepped hole in the middle and lower part of the wheel-end steering knuckle (3200). The generation of this displacement cannot be completely eliminated, but it can be minimized as much as possible through structural optimization. And there is no obvious displacement in the vertical direction of the center of the stepped hole in the middle and lower part of the wheel-end steering knuckle (3200), that is, the ground clearance of the whole vehicle will not change significantly. The principle of actively reducing the caster angle is the same. When the active adjustment of the caster angle ends, the caster adjustment motor (3510) will stop working, the lead screw (3520) will not rotate, and the lead screw nut (3530) will not be able to continue to move along the axis of the kingpin (3100) due to the self-locking between it and the lead screw (3520). At this time, the degrees of freedom of each component are constrained to ensure that the caster angle will no longer change.

[0046] Preferably, it is characterized in that, regarding the function of kingpin steering, it is characterized in that:

[0047] The electronically controlled adjustable caster high-integration driving unit adopts the kingpin steering method. When the vehicle steers, the steering motor (3600) provides the steering torque, which is transmitted to the kingpin (3100) through the steering spline sleeve (3700). The kingpin (3100) is fixedly connected to the kingpin connector (3300), and then the steering torque is transmitted to the wheel unit (1000) through the wheel-end steering knuckle (3200) to achieve the kingpin steering function.

[0048] Advantages of the present invention:

[0049] The present invention provides a highly integrated driving unit with electronically controllable caster angle, which integrates a wheel unit, an electromechanical braking system, a controllable caster integrated system, and a suspension system. It is beneficial to the highly integrated modular design of distributed drive, can actively control the caster angle according to the functional scenarios and driving conditions of the vehicle, and will not cause obvious changes in the wheel end attitude. Without changing other wheel alignment parameters, decoupled control of the caster angle can be achieved, which is beneficial to reducing the steering return torque of the steering motor and the power load caused by actively suppressing wheel shimmy, enabling the vehicle to actively change the suspension attitude to obtain better driving performance. In addition, the highly integrated driving unit with electronically controllable caster angle also has a caster steering function, which is of great significance for the highly integrated variable structure design and modular research of distributed drive technology. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] Figure 1 Isometric view of the highly integrated driving unit with electronically controllable caster angle according to the present invention Figure 1 ;

[0051] Figure 2 Isometric view of the highly integrated driving unit with electronically controllable caster angle according to the present invention Figure 2 ;

[0052] Figure 3 Side view of the highly integrated driving unit with electronically controllable caster angle according to the present invention;

[0053] Figure 4 Partial enlarged view of the assembly relationship of the highly integrated driving unit with electronically controllable caster angle according to the present invention;

[0054] Figure 5 Exploded view of the caster adjustment mechanism according to the present invention;

[0055] Figure 6 Partial cross-sectional view of the highly integrated driving unit with electronically controllable caster angle according to the present invention;

[0056] Figure 7 Movement relationship diagram of the highly integrated driving unit with electronically controllable caster angle according to the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0057] 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.

[0058] The present invention proposes a highly integrated driving unit with electronically controllable caster angle, which mainly includes: a wheel unit (1000), an electromechanical braking system (2000), a controllable caster integrated system (3000), and a suspension system (4000).

[0059] Among them, the wheel unit (1000) is mainly as Figure 1 , 2 shown, including a tire (1100), a rim and spokes (1200), a hub motor (1300), a planetary gear reducer (1400), and a brake disc (1500). It is mainly used to support the vehicle load and transmit driving and braking torques as well as cornering lateral forces, and provides space for the highly integrated layout of various systems inside.

[0060] Among them, the tire (1100) is used to carry the entire vehicle load and transmit ground forces and torques; among them, for the rim and spokes (1200), a positioning through hole is provided in the middle of the spokes for the output end positioning pin of the planetary gear reducer (1400) to pass through for positioning, and it is fixed by a flange nut. Bolt holes are provided on the circumferential part of the rim for installing the brake disc (1500); among them, the hub motor (1300) uses an inner rotor motor to provide vehicle driving and electric braking torques. The output end is connected to the input end of the planetary gear reducer (1400) through a spline. Lugs are provided on both sides of the housing for installing on the wheel end steering knuckle of the controllable kingpin integrated system (3000); among them, the planetary gear reducer (1400) is used to transmit the driving torque provided by the hub motor (1300) and plays a role in reducing speed and increasing torque; among them, the brake disc (1500) adopts an inner ring braking design. The outer edge is bolted to the rim in the rim and spokes (1200), and there is a braking gap with the friction lining in the electromechanical braking system (2000).

[0061] Among them, the electromechanical braking system (2000) is mainly as Figure 1 shown, and is bolted to the lug on the left side of the controllable kingpin integrated system for providing the braking torque for vehicle driving;

[0062] Among them, the controllable kingpin integrated system (3000) is mainly as Figure 1 , 2 , 3, 4 shown, including a kingpin (3100), a wheel end steering knuckle (3200), a kingpin connecting piece (3300), a kingpin connecting piece end cover (3400), a kingpin adjusting mechanism (3500), a steering motor (3600), a steering spline sleeve (3700), a steering motor guiding mechanism (3800), and a main steering knuckle (3900). It simultaneously has the functions of actively adjusting the kingpin caster and kingpin steering, and is used to connect the wheel unit, the electromechanical braking system, and the suspension system for each system, and determine the positioning parameters of the suspension.

[0063] Among them, the kingpin (3100) has a stepped shaft as the main body, with a boss and bolt holes at the bottom for positioning and connecting with the kingpin connecting piece. Ball pin threaded holes are provided at both ends for installing ball pins, and a shaft shoulder and thread are provided in the middle for positioning each component; among them, the main steering knuckle (3900) is the main body part of the controllable kingpin integrated system (3000), mainly used for the bearing and positioning of each component. There are two pairs of lugs on the back, which are connected to the suspension system (4000) through cylindrical pin shafts. A ball pin seat is provided at the lower end, and a ball pin guide rail is provided at the upper end for positioning the kingpin (3100) and restricting the movement trajectory of the kingpin (3100) when adjusting the kingpin inclination angle. The two ends of the ball pin guide rail respectively correspond to the kingpin inclination angles of 0° and x° (design values according to functional requirements). At the same time, a pair of connecting rod hinge points are provided on the left side of the upper end, and a guide groove is provided on the right side for installing the kingpin adjusting mechanism (3500); among them, the wheel-end steering knuckle (3200) is provided with a positioning groove and bolt holes in the middle, and is connected to the hub motor (1300) through bolts. A thick lug is provided on the left side for connecting to the electro-mechanical braking system (2000) through bolts. A stepped hole is provided in the middle and lower part for installing the kingpin connecting piece (3300), the kingpin connecting piece end cover (3400), and the deep groove ball bearing in the middle. There is a support arm structure with a pair of connecting rod hinge points on the right side of the back for installing the kingpin adjusting mechanism (3500); among them, the kingpin connecting piece (3300) is installed in the stepped hole in the middle and lower part of the wheel-end steering knuckle (3200) through a short shaft and a pair of deep groove ball bearings for the motion decoupling between the wheel unit (1000) and the controllable kingpin integrated system (3000), and works with the kingpin adjusting mechanism (3500) to prevent the wheel-end attitude from changing significantly due to the change of the kingpin inclination angle. Bolt holes are provided at the front end of the short shaft, and the rest is mainly responsible for the bearing, positioning and protection of the kingpin adjusting motor in the kingpin adjusting mechanism (3500). A positioning groove is provided inside, and bolt holes are provided at the bottom, which are connected to the boss at the bottom of the kingpin (3100) through bolts and rotate synchronously with the kingpin (3100) when the vehicle steers; among them, the kingpin connecting piece end cover (3400) has an overall end cap nut structure, with a thread in the middle, which is connected to the kingpin connecting piece (3300) mainly for locking the axial positioning of the kingpin connecting piece (3300) relative to the wheel-end steering knuckle (3200), and at the same time protecting the deep groove ball bearing in the middle; among them, the kingpin adjusting mechanism (3500), as the actuator for the kingpin inclination angle adjustment function, includes a kingpin adjusting motor (3510), a lead screw (3520), a lead screw nut (3530), a dust cover (3540), a lock nut (3550), an upper connecting rod (3560), and a lower connecting rod (3570); among them, the steering spline sleeve (3700) is installed on the upper part of the kingpin (3100), positioned by a shaft shoulder, with a keyway inside, and is connected to the kingpin (3100) through a flat key;The steering motor (3600) is a hollow shaft motor used to provide steering torque. The hollow part allows the upper end of the kingpin (3100) to pass through. The output end is connected to the steering spline sleeve (3700) through splines. The outer shell is provided with lugs for installing the steering motor guiding mechanism (3800). The steering motor guiding mechanism (3800) is used to fix the degree of freedom of the rotation direction of the outer shell of the steering motor (3600) around the kingpin (3100), and at the same time does not interfere with or restrict the swing of the steering motor (3600) when adjusting the caster angle. The two ends are provided with pin holes, which are respectively connected to the lugs on the outer shell of the steering motor (3600) and the right guide groove at the upper end of the main steering knuckle (3900) through pins. It is provided with a guide rod and a through hole structure so that the position of the steering motor (3600) can slide freely according to...;

[0064] The suspension system (4000) is mainly as shown in Figure 1 and 2 and is an unequal-length double-wishbone suspension, including a lower control arm (4100), an upper control arm (4200), and a shock absorption system (4300), which are used to transmit the force and torque between the wheel unit and the vehicle body, relieve impact, attenuate vibration, and play a guiding role.

[0065] The lower control arm (4100) is generally A-shaped, with two cross swing arms and a cross arm. There are cylindrical pin holes at the cross of the swing arms, which are connected to the lower lug on the back of the main steering knuckle (3900) through a bushing and a bolt. There are boss through holes at the other ends of the swing arms, which are connected to the vehicle body through a bushing and a bolt. There are lugs on the top surface of the cross arm, which are connected to the shock absorption system (4300) through a pin shaft. The upper control arm (4200) is generally V-shaped, with two cross swing arms. There are cylindrical pin holes at the cross of the swing arms, which are connected to the lower lug on the back of the main steering knuckle (3900) through a bushing and a bolt. There are boss through holes at the other ends of the swing arms, which are connected to the vehicle body through a bushing and a bolt. The shock absorber (4300) is connected to the bottom lug of the lower control arm (4100) through a pin shaft, and is mainly used to relieve impact and attenuate vibration.

[0066] The kingpin adjustment mechanism (3500) is mainly as shown in Figure 5 and 6As shown in the figure, it includes a kingpin adjustment motor (3510), a lead screw (3520), a lead screw nut (3530), a dust cover (3540), a lock nut (3550), an upper link (3560), and a lower link (3570); among them, the kingpin adjustment motor (3510) is a hollow shaft motor, which is used to provide the driving torque during the adjustment of the kingpin inclination angle. The hollow part allows the kingpin (3100) to pass through from bottom to top during installation. It is integrally installed inside the kingpin connecting piece (3300), and the outer shell is positioned and connected through a positioning groove, and a spline is provided at the output end; among them, the lead screw (3520) is provided with a through hole inside, and is installed on the kingpin (3100) through a pair of tapered roller bearings, and is positioned by the shoulder of the kingpin (3100). A spline groove is provided at the bottom and connected to the output end of the kingpin adjustment motor (3510). The external thread design should ensure that when the lead screw itself does not rotate, the lead screw nut (3530) can still be self-locked on the lead screw under the action of external force, so as to fix the wheel alignment parameters. A limit structure should be provided at the upper and lower thread ends to limit the maximum axial displacement of the lead screw nut (3530); among them, the lead screw nut (3530) is installed on the lead screw (3520), and the axial movement of the lead screw nut (3530) can be controlled by controlling the rotational movement of the lead screw (3520). A collar is provided on the outside of the upper end, which can rotate freely relative to the axis of the lead screw nut (3530), but the axial movement of the collar relative to the lead screw nut (3530) is restricted. A pair of link hinge points are provided on each side of the lower end and the collar at the upper end respectively; among them, the dust cover (3540) is used to protect the tapered roller bearings inside the lead screw (3520), and cooperate with the shoulder of the kingpin (3100) to provide axial positioning for the lead screw (3520), preventing the lead screw (3520) from moving axially up and down during operation. A through hole is provided in the middle for the kingpin (3100) to pass through; among them, the lock nut (3550) is matched with the thread provided in the middle and upper part of the kingpin (3100), and is used to lock the dust cover (3540) to fix the axial position of the lead screw (3520); among them, the upper link (3560) connects the link hinge point of the upper collar of the lead screw nut (3530) and the link hinge point on the left side of the upper end of the main steering knuckle (3900), and is mainly used to adjust the angle between the main steering knuckle (3900) and the kingpin (3100). When the lead screw nut (3530) moves upward, the angle between the two becomes larger. Since the main steering knuckle (3900) is connected to the suspension system (4000), the angle relative to the vehicle body (or the ground) can be regarded as unchanged. The overall effect is that the kingpin (3100) tilts backward and the kingpin inclination angle becomes larger;The lower connecting rod (3570) connects the connecting rod hinge point at the lower end of the lead screw nut (3530) and the connecting rod hinge point on the right rear arm of the wheel end steering knuckle (3200), and is mainly used to adjust the angle between the wheel end steering knuckle (3200) and the kingpin (3100). When the lead screw nut (3530) moves upward, the angle between them becomes larger or smaller. That is, when the kingpin (3100) tilts backward and the kingpin inclination angle becomes larger, the wheel end steering knuckle (3200) tilts forward relative to the kingpin (3100). Through the method of angle compensation, the angle change of the wheel end steering knuckle (3200) caused by the adjustment of the kingpin inclination angle can be offset to a great extent, so that the wheel end attitude remains as stable and unchanged as possible during the process of adjusting the kingpin inclination angle. The bending shape design of the lower connecting rod (3570) is mainly used to avoid interference with the kingpin connecting piece (3300).;

[0067] The design requirements for the function of adjusting the kingpin inclination angle are mainly as Figure 7 shown. It is characterized in that assuming that the relative angle relationship between the vehicle body and the ground remains unchanged, and the positive and negative of the angle value only represent the opening direction of the angle, the angle opening clockwise is positive, and the angle opening counterclockwise is negative. The main steering knuckle (3900) is connected to the vehicle body through the suspension system (4000), and the connection method between the main steering knuckle (3900) and the suspension system (4000) is a cylindrical pair connection. Therefore, the angle of the main steering knuckle (3900) relative to the ground can be regarded as unchanged, Figure 7 The letter without superscript represents the initial state when the kingpin inclination angle is 0°, and the letter with superscript represents the state after adjusting the kingpin inclination angle (taking the kingpin inclination angle of 10° as an example). Among them, O represents the center of the wheel of the wheel unit (1000), AB is perpendicular to the ground. The angle between the main steering knuckle (3900) and the kingpin (3100) is the first angle ∠BAB′, that is, the kingpin inclination angle. The angle between the wheel end steering knuckle (3200) and the kingpin (3100) is the second angle ∠B′E′O′. The second angle is opened counterclockwise and is negative. The sum of the first angle and the second angle is the angle of the wheel end steering knuckle (3200) relative to the ground, that is, the wheel end attitude, Figure 7It is represented as the included angle between AB and O′E′ in the figure. To ensure that the designed structure meets the adjustable range of the caster angle and the wheel end attitude does not change significantly during the adjustment of the caster angle, it is required that the distance CD between the upper collar and the lower link hinge point of the lead screw nut (3530), the length DF of the upper link (3560), the distance between the two hinge points of the lower link (3570) (the virtual length of the lower link (3570)) CG, the distance between the ball pin centers at both ends of the kingpin (3100) (the length of the kingpin (3100)) AB, the distance AE between the lower ball pin center of the kingpin (3100) and the center of the stepped hole in the middle and lower part of the wheel end steering knuckle (3200), the thread length of the lead screw (3520), and the length of the upper ball pin guide rail of the main steering knuckle (3900) are designed to meet the requirement that the change range of the first angle is 0° to x°, and during the change of the first angle, the sum of the first angle and the second angle does not change significantly. Figure 7 It can be seen from the figure that before and after the adjustment of the caster angle, the wheel center O and O′ of the wheel unit (1000) only have a little displacement longitudinally. Similarly, the center E and E′ of the stepped hole in the middle and lower part of the wheel end steering knuckle (3200) also only have a little displacement longitudinally, and there is no obvious change vertically, which means that the ground clearance of the whole vehicle will not change significantly. At the same time, OE and O′E′ are approximately parallel, and the angles formed with AB respectively do not change significantly, that is, it means that the wheel end attitude does not change significantly.

[0068] Regarding the function of actively adjusting the caster angle, it is characterized in that when the vehicle needs to actively control the caster angle, the caster adjustment motor (3510) operates to drive the lead screw (3520) to rotate around the axis of the kingpin (3100), causing the lead screw nut (3530) to move along the axis of the kingpin (3100). Since the upper collar of the lead screw nut (3530) and the hinge points of the connecting rods at the lower end are respectively connected to the upper connecting rod (3560) and the lower connecting rod (3570), where the other end of the upper connecting rod (3560) is connected to the main steering knuckle (3900), and the other end of the lower connecting rod (3570) is connected to the wheel-end steering knuckle (3200), and the angle of the main steering knuckle (3900) relative to the ground can be regarded as unchanged. Taking the way of actively increasing the caster angle as an example, when the caster adjustment motor (3510) actuates the lead screw nut (3530) to move upward through the lead screw (3520), the first angle between the main steering knuckle (3900) and the kingpin (3100) becomes larger, that is, the caster angle becomes larger. At the same time, the second angle between the wheel-end steering knuckle (3200) and the kingpin (3100) also becomes larger, but the angle is negative. Therefore, the sum of the first angle and the second angle will not change significantly, that is, the angle of the wheel-end steering knuckle (3200) relative to the ground (wheel-end attitude) will not change significantly. Due to the increase in the caster angle, the overall controllable kingpin integrated system (3000) tilts backward. At this time, there will be a slight backward displacement in the longitudinal direction between the wheel center of the wheel unit (1000) and the center of the lower stepped hole of the wheel-end steering knuckle (3200). The generation of this displacement cannot be completely eliminated, but it can be minimized as much as possible through structural optimization. And there is no obvious displacement in the vertical direction of the center of the lower stepped hole of the wheel-end steering knuckle (3200), that is, the ground clearance of the whole vehicle will not change significantly. The way of actively reducing the caster angle is the same. When the active adjustment of the caster angle ends, the caster adjustment motor (3510) will stop working, the lead screw (3520) will not rotate, and the lead screw nut (3530) will not be able to continue to move along the axis of the kingpin (3100) due to the self-locking between the lead screw (3520). At this time, the degrees of freedom of each component are constrained to ensure that the caster angle will not change anymore.

[0069] Regarding the function of kingpin steering, it is characterized in that the electronically controlled adjustable high-integration kingpin caster traveling unit adopts the kingpin steering method. When the vehicle steers, the steering motor (3600) provides the steering torque, which is transmitted to the kingpin (3100) through the steering spline sleeve (3700). The kingpin (3100) is fixedly connected to the kingpin connecting piece (3300), and then the steering torque is transmitted to the wheel unit (1000) through the wheel-end steering knuckle (3200) to realize the kingpin steering function.

[0070] Although the embodiments of the present invention have been disclosed as above, they are 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 skilled in the art, 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 examples shown and described herein. Although the embodiments of the present invention have been disclosed as above, they are 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 skilled in the art, 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 examples shown and described herein.

Claims

1. Electrically controllable kingpin inclination highly integrated driving unit, characterized in that, Comprising: A wheel unit (1000), including a tire (1100), a rim and spokes (1200), a hub motor (1300), a planetary gear reducer (1400), and a brake disc (1500), mainly used for supporting the vehicle load and transmitting driving and braking torques as well as turning lateral forces, providing space for high-integration layout of various systems inside; An electro-mechanical braking system (2000), bolted to the lug on the left side of the controllable kingpin integrated system, used to provide the braking torque for vehicle driving; A controllable kingpin integrated system (3000), including a kingpin (3100), a wheel-end steering knuckle (3200), a kingpin connecting member (3300), a kingpin connecting member end cover (3400), a kingpin adjusting mechanism (3500), a steering motor (3600), a steering spline sleeve (3700), a steering motor guiding mechanism (3800), and a main steering knuckle (3900), simultaneously having the functions of actively adjusting the kingpin caster and kingpin steering, used to connect the wheel unit and the electro-mechanical braking system as well as the suspension system, and determine the positioning parameters of the suspension; A suspension system (4000), which is an unequal-length double-wishbone suspension, including a lower control arm (4100), an upper control arm (4200), and a shock absorption system (4300), used to transmit the forces and torques between the wheel unit and the vehicle body, buffer impacts, attenuate vibrations, and play a guiding role.

2. The electronically controllable caster angle highly integrated driving unit according to claim 1, characterized in that The wheel unit (1000) is characterized by including: A tire (1100), used to carry the vehicle load and transmit ground forces and torques; A rim and spokes (1200), with a positioning through-hole provided in the middle of the spokes for the output pin of the planetary gear reducer (1400) to pass through for positioning and fixed by a flange nut, and bolt holes provided on the circumference of the rim for installing the brake disc (1500); A hub motor (1300), using an inner-rotor motor, used to provide vehicle driving and electric braking torques, the output end is connected to the input end of the planetary gear reducer (1400) through a spline, and lugs are provided on both sides of the housing for installing on the wheel-end steering knuckle of the controllable kingpin integrated system (3000); A planetary gear reducer (1400), used to transmit the driving torque provided by the hub motor (1300) and play a role in reducing speed and increasing torque; A brake disc (1500), using an inner-ring braking design, the outer edge is bolted to the rim in the rim and spokes (1200), and there is a braking gap with the friction lining in the electro-mechanical braking system (2000).

3. The electronically controllable caster angle highly integrated driving unit according to claim 2, characterized in that, The controllable kingpin integrated system (3000) is characterized by including: A kingpin (3100), the main body is a stepped shaft, with a boss and bolt holes provided at the bottom for positioning and connecting with the kingpin connecting member, ball pin threaded holes provided at both ends for installing ball pins, and a shoulder and threads provided in the middle for positioning each component; The main knuckle (3900), which is the main part of the controllable kingpin integrated system (3000), is mainly used for the bearing and positioning of various components. There are two pairs of lugs on the back, which are connected to the suspension system (4000) through cylindrical pin shafts. There is a ball pin seat at the lower end and a ball pin guide rail at the upper end, which are used for the positioning of the kingpin (3100) and restricting the movement trajectory of the kingpin (3100) when adjusting the kingpin inclination angle. The two ends of the ball pin guide rail respectively correspond to the kingpin inclination angles of 0° and x° (design values according to functional requirements). At the same time, there is a pair of connecting rod hinge points on the left side of the upper end and a guide groove on the right side, which are used for installing the kingpin adjustment mechanism (3500); The wheel-end knuckle (3200) has a positioning groove and bolt holes in the middle, and is connected to the hub motor (1300) through bolts. There is a thick lug on the left side for connecting to the electro-mechanical braking system (2000) through bolts. There is a stepped hole in the middle and lower part, which is used for installing the kingpin connecting piece (3300), the kingpin connecting piece end cover (3400) and the deep groove ball bearing in the middle. There is a support arm structure with a pair of connecting rod hinge points on the right side of the back, which is used for installing the kingpin adjustment mechanism (3500); The kingpin connecting piece (3300) is installed in the stepped hole in the middle and lower part of the wheel-end knuckle (3200) through a short shaft on the front side and a pair of deep groove ball bearings, which is used for the motion decoupling between the wheel unit (1000) and the controllable kingpin integrated system (3000), and works with the kingpin adjustment mechanism (3500) to prevent the wheel-end attitude from changing significantly due to the change of the kingpin inclination angle. There are bolt holes at the front end of the short shaft, and the rest is mainly responsible for the bearing, positioning and protection of the kingpin adjustment motor in the kingpin adjustment mechanism (3500). There is a positioning groove inside, and there are bolt holes at the bottom, which are connected to the boss at the bottom of the kingpin (3100) through bolts and rotate synchronously with the kingpin (3100) when the vehicle steers; The kingpin connecting piece end cover (3400) is an overall end cover nut structure with a thread in the middle, which is connected to the kingpin connecting piece (3300), mainly used for locking the axial positioning of the kingpin connecting piece (3300) relative to the wheel-end knuckle (3200), and at the same time protecting the deep groove ball bearing in the middle; The kingpin adjustment mechanism (3500), as the actuator for the kingpin inclination angle adjustment function, includes a kingpin adjustment motor (3510), a lead screw (3520), a lead screw nut (3530), a dust cover (3540), a lock nut (3550), an upper connecting rod (3560), and a lower connecting rod (3570); The steering spline sleeve (3700) is installed on the upper part of the kingpin (3100), positioned by a shaft shoulder, and has a keyway inside, which is connected to the kingpin (3100) with a flat key; The steering motor (3600) is a hollow shaft motor, which is used to provide steering torque. The hollow part allows the upper end of the kingpin (3100) to pass through, and the output end is connected to the steering spline sleeve (3700) through a spline. There are lugs on the outer shell for installing the steering motor guiding mechanism (3800); The steering motor guiding mechanism (3800) is used to fix the degree of freedom of the rotation direction of the housing of the steering motor (3600) around the kingpin (3100), and at the same time, it does not interfere with or restrict the swing of the steering motor (3600) when adjusting the caster angle. There are pin holes at both ends, which are respectively connected to the lug on the housing of the steering motor (3600) and the right-side guide groove at the upper end of the main steering knuckle (3900) through pins. It is provided with a guide rod and a through-hole structure so that the position of the steering motor (3600) can slide freely and telescopically according to...

4. The electronically controllable caster angle high-integration driving unit according to claim 3, characterized in that The suspension system (4000) is characterized by including: The lower control arm (4100) is overall in an A shape, having two cross swing arms and a cross arm. There is a cylindrical pin hole at the intersection of the swing arms, which is connected to the lower lug on the back of the main steering knuckle (3900) through a bushing and a bolt. There are boss through-holes at the other ends of the swing arms, which are connected to the vehicle body through bushings and bolts. There is a lug on the top surface of the cross arm, which is connected to the shock absorption system (4300) through a pin shaft; The upper control arm (4200) is overall in a V shape, having two cross swing arms. There is a cylindrical pin hole at the intersection of the swing arms, which is connected to the lower lug on the back of the main steering knuckle (3900) through a bushing and a bolt. There are boss through-holes at the other ends of the swing arms, which are connected to the vehicle body through bushings and bolts; The shock absorber (4300) is connected to the bottom lug of the lower control arm (4100) through a pin shaft, and is mainly used to relieve impact and attenuate vibration.

5. The electronically controllable caster angle highly integrated driving unit according to claim 3, characterized in that The kingpin adjustment mechanism (3500) is characterized by including: The kingpin adjustment motor (3510) is a hollow shaft motor, which is used to provide the driving torque when adjusting the caster angle. The hollow part allows the kingpin (3100) to pass through from bottom to top during installation. It is integrally installed inside the kingpin connecting piece (3300), and the housing is positioned and connected through a positioning groove. The output end is provided with a spline; The lead screw (3520) is provided with a through-hole inside, and is installed on the kingpin (3100) through a pair of tapered roller bearings and positioned by the shoulder of the kingpin (3100). There is a spline groove at the bottom, which is connected to the output end of the kingpin adjustment motor (3510). The external thread design should ensure that when the lead screw itself does not rotate, the lead screw nut (3530) can still be self-locked on the lead screw under the action of external force, so as to fix the wheel alignment parameters. There should be a limit structure at the upper and lower thread ends to limit the maximum axial displacement of the lead screw nut (3530); The lead screw nut (3530) is installed on the lead screw (3520). The axial movement of the lead screw nut (3530) can be controlled by controlling the rotational movement of the lead screw (3520). There is a collar on the outside of its upper end, which can rotate freely relative to the axis of the lead screw nut (3530), but the axial movement of the collar relative to the lead screw nut (3530) is restricted. There are a pair of connecting rod hinge points on both sides of the lower end and the collar at the upper end respectively; The dust cover (3540) is used to protect the tapered roller bearings inside the lead screw (3520), and cooperate with the shoulder of the kingpin (3100) to provide axial positioning for the lead screw (3520), prevent the lead screw (3520) from moving axially up and down during work, and there is a through-hole in the middle for the kingpin (3100) to pass through; The locking nut (3550) is engaged with the thread provided in the upper-middle part of the kingpin (3100) to lock the dust cover (3540) and thus fix the axial position of the lead screw (3520). The upper connecting rod (3560) connects the connecting rod hinge point of the upper collar of the lead screw nut (3530) and the connecting rod hinge point on the upper left side of the main steering knuckle (3900), mainly used to adjust the angle between the main steering knuckle (3900) and the kingpin (3100). When the lead screw nut (3530) moves upward, the angle between them becomes larger. Since the main steering knuckle (3900) is connected to the suspension system (4000), and its angle relative to the vehicle body (or the ground) can be regarded as unchanged, the overall effect is that the kingpin (3100) tilts backward and the kingpin inclination angle becomes larger. The lower connecting rod (3570) connects the connecting rod hinge point at the lower end of the lead screw nut (3530) and the connecting rod hinge point of the right rear arm of the wheel-end steering knuckle (3200), mainly used to adjust the angle between the wheel-end steering knuckle (3200) and the kingpin (3100). When the lead screw nut (3530) moves upward, the angle between them becomes smaller. That is, when the kingpin (3100) tilts backward and the kingpin inclination angle becomes larger, the wheel-end steering knuckle (3200) tilts forward relative to the kingpin (3100). Through the way of angle compensation, the angle change of the wheel-end steering knuckle (3200) caused by the adjustment of the kingpin inclination angle can be offset to a great extent, so that the wheel-end attitude can be kept as stable and unchanged as possible during the process of adjusting the kingpin inclination angle. The bending shape design of the lower connecting rod (3570) is mainly used to avoid interference with the kingpin connecting part (3300).

6. The electronically controllable caster angle highly integrated driving unit according to claim 5, characterized in that, Regarding the design requirements for the function of adjusting the kingpin inclination angle, it is characterized in that: Assume that the relative angular relationship between the vehicle body and the ground remains unchanged, and it is stipulated that the positive and negative of the angle value only represent the opening direction of the angle, the angle opened clockwise is positive, and the angle opened counterclockwise is negative. The main steering knuckle (3900) is connected to the vehicle body through the suspension system (4000), and the connection method between the main steering knuckle (3900) and the suspension system (4000) is a cylindrical pair connection. Therefore, the angle of the main steering knuckle (3900) relative to the ground can be regarded as unchanged. The angle between the main steering knuckle (3900) and the kingpin (3100) is the first angle, that is, the kingpin inclination angle, and the angle between the wheel-end steering knuckle (3200) and the kingpin (3100) is the second angle. The second angle is opened counterclockwise and is negative, and the sum of the first angle and the second angle is the angle of the wheel-end steering knuckle (3200) relative to the ground, that is, the wheel-end attitude. To ensure that the design structure meets the adjustable range of the caster angle and the wheel end attitude does not change significantly during the adjustment of the caster angle, it is required that the distance between the upper collar of the lead screw nut (3530) and the hinge point of the lower connecting rod, the length of the upper connecting rod (3560), the distance between the two hinge points of the lower connecting rod (3570) (virtual length of the lower connecting rod (3570)), the distance between the center points of the ball pins at both ends of the kingpin (3100) (length of the kingpin (3100)), the distance between the center of the lower ball pin of the kingpin (3100) and the center of the stepped hole in the middle and lower part of the wheel end steering knuckle (3200), the thread length of the lead screw (3520), and the length of the upper ball pin guide rail of the main steering knuckle (3900) are designed to meet the requirement that the change range of the first angle is 0° to x°, and during the change process of the first angle, the sum of the first angle and the second angle does not change significantly.

7. The electronically controllable caster angle high-integration driving unit according to claim 6, wherein Regarding the function of actively adjusting the caster angle, its characteristics are as follows: When the vehicle needs to actively control the caster angle, the caster adjustment motor (3510) works, driving the lead screw (3520) to rotate around the axis of the kingpin (3100), causing the lead screw nut (3530) to move along the axis of the kingpin (3100). Since the upper collar of the lead screw nut (3530) is connected to the upper connecting rod (3560) and the lower connecting rod (3570) at the hinge points of the lower end respectively, where the other end of the upper connecting rod (3560) is connected to the main steering knuckle (3900), and the other end of the lower connecting rod (3570) is connected to the wheel end steering knuckle (3200), and the angle of the main steering knuckle (3900) relative to the ground can be regarded as unchanged. Taking the way of actively increasing the caster angle as an example, when the caster adjustment motor (3510) actuates the lead screw nut (3530) to move upward through the lead screw (3520), the first angle between the main steering knuckle (3900) and the kingpin (3100) becomes larger, that is, the caster angle becomes larger. At the same time, the second angle between the wheel end steering knuckle (3200) and the kingpin (3100) also becomes larger, but the angle is negative. Therefore, the sum of the first angle and the second angle will not change significantly, that is, the angle of the wheel end steering knuckle (3200) relative to the ground (wheel end attitude) does not change significantly. Due to the increase in the caster angle, the overall backward tilt of the controllable kingpin integrated system (3000) occurs. At this time, the wheel center of the wheel unit (1000) and the center of the stepped hole in the middle and lower part of the wheel end steering knuckle (3200) will have a slight backward displacement longitudinally. The generation of this displacement cannot be completely eliminated, but it can be minimized through structural optimization. And the center of the stepped hole in the middle and lower part of the wheel end steering knuckle (3200) does not have a significant displacement vertically, that is, the ground clearance of the whole vehicle will not change significantly. The way of actively reducing the caster angle is the same. When the active adjustment of the caster angle ends, the caster adjustment motor (3510) will stop working, the lead screw (3520) will not rotate, and the lead screw nut (3530) will not be able to continue moving along the axis of the kingpin (3100) due to the self-locking between it and the lead screw (3520). At this time, the degrees of freedom of each component are restricted to ensure that the caster angle will not change anymore.

8. The electronically controllable caster angle high-integration driving unit according to claim 3, characterized in that, Regarding the function of kingpin steering, its characteristics are as follows: The electronically controlled adjustable caster high-integration driving unit adopts the kingpin steering method. When the vehicle steers, the steering torque is provided by the steering motor (3600) and transmitted to the kingpin (3100) through the steering spline sleeve (3700). The kingpin (3100) is fixedly connected to the kingpin connecting piece (3300), and then the steering torque is transmitted to the wheel unit (1000) through the wheel-end steering knuckle (3200) to achieve the kingpin steering function.

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