Electronic wedge-shaped braking system of sprung actuator

Abstract

The invention discloses an electronic wedge brake system of a sprung actuator. An angle module part, a vibration reduction system, an electronic wedge brake system, a wheel unit and a steering system are integrated. The system executes braking work completely through a mechanical and electrical integration device, compared with an electro-hydraulic braking system, a hydraulic pipeline device is omitted, and the system has the advantages of being few in structural parts and high in response speed; compared with an existing electronic mechanical braking system, the scheme of the sprung actuator is adopted in the system, the braking execution motor and the planetary gear reducer are installed on the angle module supporting arm, braking torque is transmitted to the electronic wedge-shaped braking device through the universal transmission device, and the electronic wedge-shaped braking device is made to complete service braking work. And meanwhile, the electronic wedge-shaped braking device is arranged on the virtual main pin axis, and the problem that braking torque transmission is unstable under the steering working condition can be effectively solved. According to the system, unsprung mass can be effectively reduced, the driving operation stability is improved, the wheel side space is saved, and the arrangement problem of all systems of a distributed driving wheel side is solved.

Description

Technical Field

[0001] The present invention relates to an electronic wedge braking system using a spring-loaded actuator, and particularly to a vehicle corner module device integrating a corner module part, a damping system, an electronic wedge braking system, a wheel unit, and a steering system for an electric vehicle applied to a distributed drive architecture. Background Art

[0002] The traditional automotive braking system consists of a brake pedal, a vacuum booster, a master cylinder, brake lines, a hydraulic control unit, and brakes. However, with the rapid development of automotive intelligence and electrification, the brake-by-wire technology formed by combining the traditional automotive braking system with wire control technology has shown advantages such as higher control accuracy and faster response speed, and has excellent development and application prospects. Currently, brake-by-wire technology is mainly divided into two categories: electronic hydraulic braking and electronic mechanical braking. Among them, the electronic hydraulic braking system replaces the vacuum booster in the traditional braking system with electronic components, realizing the decoupling between the brake pedal and the braking force, but still retains the hydraulic braking circuit, resulting in many and complex system oil pipelines and a risk of oil leakage. At the same time, the braking force is difficult to directly measure, and there are problems of slow response speed and lack of precision in active braking. The electronic mechanical braking system does not require hydraulic oil and completely uses an electromechanical system as the actuator, eliminating many pipelines and sensors in the electronic hydraulic braking system and having a faster response. Among them, the electronic wedge braking system belongs to the category of electronic mechanical braking systems because its actuator is completely composed of an electromechanical system and only uses a wedge block for transmission. The wedge block itself has a transmission ratio in the force transmission, which can reduce the matching pressure between the brake execution motor and the reducer, reduce the space occupied by the system, and make the structure compact, which is beneficial to the layout of the electronic mechanical braking system.

[0003] The intelligent chassis roadmap for passenger electric vehicles released in 2022 stipulates that the intelligent chassis is developing in the direction of actuator distribution and control integration, and coordinated integrated control of drive and braking in the lateral and longitudinal directions will be achieved in 2025. Therefore, the drive system configuration is developing from centralized drive to distributed drive. Currently, the mainstream configuration of distributed drive is to use an in-wheel motor (IWM) + an electronic mechanical braking system (EMB) for integrated design. However, since the electronic mechanical braking system itself also needs to work with a separate brake execution motor and reducer, it results in a large occupation of in-wheel space, compresses the layout space of the in-wheel motor, and at the same time, the sprung mass is too large, resulting in poor driving smoothness and handling stability.

[0004] In summary, there is an urgent need in the current automotive industry for an electronic mechanical braking system that combines high response speed, low sprung mass, and small wheel-side space occupation. Summary of the Invention

[0005] According to the background of the times, this paper designs an electronic wedge braking system using a spring-mounted actuator. The braking actuator motor and the planetary gear reducer are placed on the unsprung mass. At the same time, it has a compact structure and a large reduction ratio, which can effectively solve the problems of excessive unsprung mass in distributed drive and difficult system matching due to the limited space at the wheel ends.

[0006] The technical solution of the present invention is: an electronic wedge braking system with a spring-mounted actuator, characterized by comprising:

[0007] An angular module part (1000), which integrates a double-wishbone suspension, an angular module arm and an angular module housing, is mainly used to transmit the forces and torques acting between the wheel and the vehicle body, connect the components of each system, and determine the wheel alignment parameters. At the same time, it is provided with a quick-disassembly and assembly structure;

[0008] A damping system (2000), which is connected to the upper end of the lower control arm of the angular module part and the lower end of the angular module housing, actively controls the suspension attitude through a damping motor and recovers the wheel vibration energy, and buffers the road surface impact through a damping spring;

[0009] An electronic wedge braking system (3000), adopting a spring-mounted actuator solution, installs the braking actuator motor and the planetary gear reducer on the angular module arm, and transmits the braking torque to the electronic wedge braking device through a universal transmission device to complete the vehicle braking work. At the same time, the electronic wedge braking device is arranged on the virtual kingpin axis;

[0010] A wheel unit (4000), which integrates an in-wheel motor inside and is connected to the steering knuckle in the angular module part through a through shaft. The wheel unit is used to support the vehicle load and contact the ground to transmit the driving or braking force and the turning lateral force;

[0011] A steering system (5000), adopting a tie-rod steering method, the tie rod is connected to the steering knuckle in the angular module part (1000), and it is driven by a steering motor to complete the steering work.

[0012] Preferably, the angular module part (1000) is characterized by comprising:

[0013] A steering knuckle (1200), with holes provided at the upper and lower ends for installing ball pins. The center line of the upper and lower ball pins forms the kingpin. A through hole is provided in the middle for installing the through shaft of the wheel unit (4000) to realize the connection of the wheel unit. A tie-rod arm is provided on the left side of the steering knuckle and is connected to the steering system (5000). A positioning groove is provided at the top for installing the electronic wedge braking device of the electronic wedge braking system (3000);

[0014] The lower control arm (1100) is generally A-shaped and has two cross swing arms and a cross arm. A ball pin support is provided at the intersection of the swing arms and is connected to the lower ball pin support of the steering knuckle (1200) through a ball pin. Boss through holes are provided at the other ends of the swing arms, and lugs are provided on the top surface of the cross arm and are connected to the shock absorber bracket in the shock absorption system (2000) through a pin shaft;

[0015] The upper control arm (1300) is generally V-shaped and consists of two cross swing arms. A ball pin support is provided at the intersection of the swing arms and is connected to the upper ball pin support of the steering knuckle (1200) through a ball pin. Boss through holes are provided at the other ends of the swing arms;

[0016] The corner module support arm (1400) is generally an L-shaped bracket. The two sides of the lower end are fitted with bushings and bolts and are connected to the boss through holes of the lower control arm (1100). Lugs are provided on the inner side of the middle part and are fitted with bushings and bolts and are connected to the boss through holes of the upper control arm (1300). Four through holes are provided at the upper end, and a threaded hole is provided at the top for installing the braking actuator motor of the electronic wedge braking system (3000). A bearing bracket is provided on the inner side of the corner module support arm (1400) for installing the shock absorption motor of the shock absorption system (2000). A T-shaped groove is provided on the back for connecting to the vehicle body or chassis, and has the function of quick disassembly and assembly;

[0017] The corner module housing (1500) is mainly used for arranging and positioning the components of each system and protecting them from damage. Bolt holes are provided, and it is connected to the corner module support arm (1400) through bolts in cooperation with the four through holes at the upper end of the corner module support arm (1400). Lugs are provided at the lower end and are connected to the shock absorption system (2000). At the same time, through holes are provided at the bottom for the shock absorption system (2000) to pass through, and openings are also provided at the lower end of the arc part for the universal transmission device of the electronic wedge braking system (3000) to pass through to avoid movement interference.

[0018] Preferably, the shock absorption system (2000) is characterized in that it includes:

[0019] The shock absorber bracket (2100) is used for the support and positioning of the shock absorption system (2000). Boss through holes are provided on the two lower arms and are connected to the lugs of the lower control arm (1100) through a pin shaft;

[0020] The actuator (2200), with a lead screw nut electromechanical mechanism as the core, is fixedly connected to the upper mounting hole of the shock absorber bracket (2100) through bolts;

[0021] The shock absorption spring (2300) is arranged coaxially with the actuator (2200) and plays a role in supporting and buffering impacts;

[0022] The shock absorption motor (2400) is a rotary motor used to actively control the suspension attitude and recover the wheel vibration energy;

[0023] The damping motor output shaft (2500) is used to transmit the output torque of the damping motor (2400) to the actuator (2200). Its top end is connected to the output end of the damping motor (2400) through splines, and its bottom end is connected to the actuator (2200) through a pin;

[0024] Preferably, the actuator (2200) is characterized by including:

[0025] The actuator upper cover (2210) has lugs at the top for connecting to the lugs at the bottom end of the corner module housing (2400) through bolts. Its bottom is a flange structure, and a through hole is provided in the center for the damping motor output shaft (2500) to pass through;

[0026] The double-row angular contact ball bearing (2220) has its inner end fitted with the damping motor output shaft (2500);

[0027] The damping system constant velocity universal joint (2230) is connected to the bottom end of the damping motor output shaft (2500) through a pin at the top, and at the same time provides axial positioning for the double-row angular contact ball bearing (2220);

[0028] The actuator upper housing (2240) is connected to the flange structure of the actuator upper cover (2210) through bolts at the top. A groove is provided on the outside to provide positioning for the damping spring (2300). The outer end of the internal double-row angular contact ball bearing (2220) is fitted, and a dust cover is provided at the bottom to protect the transmission mechanism;

[0029] The lead screw (2250) is connected to the damping system constant velocity universal joint (2230) through splines at the top;

[0030] The ball nut (2260) works in cooperation with the lead screw (2250) and can convert the rotational motion of the lead screw (2250) into the linear motion of the ball nut (2260);

[0031] The actuator connecting sleeve (2270) is fixedly connected to the ball nut (2260) through a pin at the top, and a deep hole is provided inside to leave enough space for the lead screw (2250);

[0032] The actuator lower housing (2280) is fitted with the actuator connecting sleeve (2270) inside and is connected through bolts. A groove is provided on the outside to provide positioning for the damping spring (2300), and a support rod is provided at the bottom to connect to the shock absorber bracket (2100).

[0033] Preferably, the electronic wedge brake system (3000) is characterized by including:

[0034] The electronic wedge braking device, as the actuating device under the braking condition of the electronic wedge braking system (3000), is integrally arranged on the virtual kingpin axis and is installed through the positioning groove provided at the top of the steering knuckle (1200).

[0035] The braking actuator motor (3100), which is a rotary motor, is connected to the top of the angular module support arm (1400) by bolts and is used to provide the braking torque under the braking condition of the vehicle.

[0036] The planetary gear reducer (3200), which is a two-stage planetary gear reducer, has its input end splined to the output end of the braking actuator motor (3100) and plays a role in reducing speed and increasing torque. Its whole is carried through the positioning groove provided in the angular module housing (1500).

[0037] The universal transmission mechanism (3300) includes two constant velocity universal joints. The input end of the first constant velocity universal joint is splined to the output end of the planetary gear reducer (3200), the output end of the first constant velocity universal joint is splined to the input end of the second constant velocity universal joint, and the output end of the second constant velocity universal joint is splined to the electronic wedge braking device of the electronic wedge braking system (3000) to transmit the braking torque provided by the braking actuator motor (3100).

[0038] Preferably, the electronic wedge braking device is characterized by including:

[0039] The upper housing (3400) of the electronic wedge braking system is used to position and protect each transmission device inside the electronic wedge braking device. There is a through hole at the top, and the axis of the hollow cylindrical part at its upper end coincides with the virtual kingpin axis.

[0040] The lower housing (3500) of the electronic wedge braking system is used to position, protect and carry each transmission device inside the electronic wedge braking device. It is connected to the upper housing (3400) of the electronic wedge braking system by screws. There are guide rails inside, which have a guiding and limiting effect on the movement track of the driven mechanism of the electronic wedge braking system in the electronic wedge braking device. There is a slot at the bottom corresponding to the positioning groove at the top of the steering knuckle (1200), and the two can be connected after being engaged with each other.

[0041] The thrust ball bearing (3600) is used to reduce transmission friction. Its top contacts the top of the hollow cylindrical part of the upper housing (3400) of the electronic wedge braking system to complete axial positioning, and its outer ring cooperates with the inner side of the hollow cylindrical part of the upper housing (3400) of the electronic wedge braking system to complete radial positioning.

[0042] The connecting sleeve (3700) has splines at the top, passes through the through hole at the top of the upper housing (3400) of the electronic wedge braking system and is connected to the output end of the second constant velocity universal joint of the universal drive mechanism (3300). It has a spline hole at the bottom. At the same time, the bottom boss contacts the bottom end of the thrust ball bearing (3600) to complete axial positioning, and its outer side cooperates with the inner ring of the thrust ball bearing (3600) to complete radial positioning;

[0043] The active mechanism (3800) of the electronic wedge braking system is connected to the bottom of the connecting sleeve (3700) through splines;

[0044] The driven mechanism (3900) of the electronic wedge braking system is installed at the guide rail of the lower housing (3500) of the electronic wedge braking system. When the vehicle is not in the braking condition, there is a certain transmission gap from the active mechanism (3800) of the electronic wedge braking system.

[0045] Preferably, the active mechanism (3800) of the electronic wedge braking system is characterized by including:

[0046] The active wedge block (3810). When executing the braking instruction, the active wedge block (3810) moves downward to actuate the driven mechanism (3900) of the electronic wedge braking system to move. It is positioned through the upper short shaft part. At the same time, the short shaft part has a threaded hole, and both side inclined surfaces are provided with rollers to reduce friction and prevent self-locking;

[0047] The ball nut (3820) is a circulating ball type ball nut. The bottom end is connected to the upper short shaft part of the active wedge block (3810) and is fixed by screws. The outer side is provided with a fine guide rail that cooperates with the inner positioning groove of the hollow cylindrical part at the upper end of the upper housing (3400) of the electronic wedge braking system to ensure that the overall movement of the ball nut (3820) only involves axial translation and does not involve rotation around the axis;

[0048] The lead screw (3830) is connected to the connecting sleeve (3700) through splines at the top and cooperates with the ball nut (3820) to convert the rotational movement of the lead screw (3830) into the linear movement of the ball nut (3820), thereby controlling the movement of the active wedge block (3810).

[0049] Preferably, the driven mechanism (3900) of the electronic wedge braking system is characterized by including:

[0050] The driven mechanism (3900) of the electronic wedge braking system adopts the working principle of a floating caliper disc brake;

[0051] The brake push rod slider (3910), the main body part cooperates with the inner side of the guide rail of the lower housing (3500) of the electronic wedge braking system. One end has a threaded hole, and the other end is respectively provided with a return rubber block positioning groove and a friction lining positioning groove;

[0052] The brake pull rod slider (3920) has its main body part fitting with the outer side of the guide rail of the lower housing (3500) of the electronic wedge brake system. One end is provided with a threaded hole, the other end is of an L-shaped structure, with a reinforcing rib at the corner and a friction lining positioning groove on the plane;

[0053] The friction lining (3930) is divided into two pieces in total and is respectively installed in the friction lining positioning grooves of the brake push rod slider (3910) and the brake pull rod slider (3920);

[0054] The brake push rod wedge block (3940) is installed at one end with a threaded hole of the brake push rod slider (3910) through a screw. When executing the braking instruction, the active wedge block (3810) moves downward and contacts the brake push rod wedge block (3940), causing it to move rightward, thereby driving the brake push rod slider (3910) to move rightward;

[0055] The brake pull rod wedge block (3950) is installed at one end with a threaded hole of the brake pull rod slider (3920) through a screw. There are return rubber block positioning grooves on both sides of its back. When executing the braking instruction, the active wedge block (3810) moves downward and contacts the brake pull rod wedge block (3950), causing it to move leftward, thereby driving the brake push rod slider (3910) to move leftward. Cooperating with the simultaneous rightward movement of the brake push rod wedge block (3940) and the brake push rod slider (3910), the friction lining (3930) performs a clamping action to clamp the brake disc of the wheel unit (4000) for braking;

[0056] The return rubber blocks (3960) are divided into four pieces in total and are respectively installed in the return rubber block positioning grooves on both sides of the brake push rod slider (3910) and the brake pull rod wedge block (3950). When the braking is cancelled, the brake push rod slider (3910) can be moved leftward respectively, and the brake pull rod wedge block (3950) can be moved rightward. Cooperating with the upward movement of the active wedge block (3810), the friction lining (3930) is separated from the brake disc of the wheel unit (4000).

[0057] Preferably, the wheel assembly (4000) is characterized by including:

[0058] The tire and rim structure (4100) is used for bearing the whole vehicle load and transmitting the ground force and torque;

[0059] The hub motor rotor (4300) is connected to the hub flange in the tire and rim structure (4100) through bolts at one end and rotates synchronously with the tire and rim structure (4100);

[0060] The hub motor stator (4200) is surrounded by the hub motor rotor (4200) and has a through hole in the middle;

[0061] The brake disc (4400) is connected to the hub motor rotor (4300) by bolts and rotates synchronously with the hub motor rotor (4300). When the vehicle is not in the braking condition, there is a certain braking gap between it and the friction lining (3930).

[0062] The through shaft (4500) passes through the through holes of the hub motor stator (4200) and the steering knuckle (1200) at the same time, and they are all in an interference fit relationship and are fixed by bolts, so that the through shaft (4500), the hub motor stator (4200) and the steering knuckle (1200) remain relatively stationary with each other.

[0063] Preferably, the steering system (6000) is characterized by including:

[0064] The steering tie rod (5100) is provided with ball joint seats at both ends. One of the ball joint seats is perpendicular to the axis of the tie rod and is connected to the steering arm of the steering knuckle (1200) through a ball joint, and the other ball joint seat is parallel to the axis of the tie rod;

[0065] The steering motor (5200) is used to provide the torque during steering. The housing is provided with lugs and is installed on the lower lugs of the corner module arm (1400) through stud bolts;

[0066] The steering actuator (5300), its input end is connected to the output end of the steering motor (5200), the output end is connected to the steering tie rod (5100) through a ball joint, and is provided with a dust cover. Inside, the rotational motion of the steering motor (5200) is converted into the linear motion of the steering tie rod (5100) through a rack and pinion mechanism, and the outside is provided with lugs and is connected to the lower through holes of the corner module arm (1400) through bolts.

[0067] Preferably, in the electronic wedge braking system of a spring-loaded actuator, when the vehicle recognizes that the driver has a braking intention, the braking actuator motor (3100) can be controlled in advance according to the upper-layer signal of the vehicle to move, eliminating the transmission gaps in the planetary gear reducer (3200), the universal transmission mechanism (3300) and the electronic wedge braking device, as well as the braking gap between the friction lining (3930) and the brake disc (4400), so as to improve the braking response speed.

[0068] Advantages of the present invention:

[0069] 1. The present invention provides an electronic wedge braking system of a spring-loaded actuator. The braking actuator motor and the planetary gear reducer are installed on the sprung mass, and the torque is transmitted through a universal transmission mechanism in the middle, realizing the decoupling between the actuator and the actuator mechanism in the braking system, reducing the sprung mass, and saving the wheel-end space at the same time.

[0070] 2. The present invention provides an electronic wedge braking system for a spring-loaded actuator. Since the wedge has its own transmission ratio, the size of the braking actuator motor or the planetary gear reducer can be reduced, saving costs, reducing the load mass of the wheel-end system, and further saving wheel-end space, which is beneficial for the parameter matching design of the in-wheel motor.

[0071] 3. The present invention provides an electronic wedge braking system for a spring-loaded actuator. The electronic wedge braking device is not integrally designed with the braking actuator motor and the planetary gear reducer, which is beneficial for modular design and the repair and replacement of components. At the same time, the electronic wedge braking device is provided with an installation slot that can be quickly disassembled and assembled. Users can select or replace different types of electronic wedge braking devices according to their personal driving styles without replacing the original braking actuator motor and planetary gear reducer, improving the utilization rate of system components and saving costs. For vehicles with large differences in suspension parameters in different vehicle usage scenarios, such as off-road vehicles compared to ordinary sedans with a higher chassis height, they can be adapted by selecting a suitable size of the universal transmission device, having stronger multi-scenario adaptability.

[0072] 4. The present invention provides an electronic wedge braking system for a spring-loaded actuator. The electronic wedge braking system for a spring-loaded actuator realizes the decoupling between the actuator and the actuator mechanism in the braking system. Therefore, it is not only suitable for distributed drive vehicles using corner modules, but also suitable for distributed drive vehicles using conventional chassis suspension technology. The main solution is to install the braking actuator motor installed on the corner module arm in the present invention at a suitable position on the chassis and select a suitable size of the universal transmission device for connection. BRIEF DESCRIPTION OF THE DRAWINGS

[0073] Figure 1 is an axonometric view of the electronic wedge braking system for a spring-loaded actuator according to the present invention;

[0074] Figure 2 is a side view of the electronic wedge braking system for a spring-loaded actuator according to the present invention;

[0075] Figure 3 is a sectional view of the shock absorption system of the electronic wedge braking system for a spring-loaded actuator according to the present invention;

[0076] Figure 4 is an exploded view of the structure of the electronic wedge braking device of the electronic wedge braking system for a spring-loaded actuator according to the present invention;

[0077] Figure 5 is a front view (excluding the upper housing of the electronic wedge braking system) of the electronic wedge braking device of the electronic wedge braking system for a spring-loaded actuator according to the present invention;

[0078] Figure 6 Side view of the master and slave mechanisms of the electronic wedge braking system of the spring-mounted actuator according to the present invention. Detailed implementation

[0079] The present invention will be further described in detail below with reference to the accompanying drawings, so that those skilled in the art can implement it according to the description in the specification.

[0080] The present invention provides an electronic wedge braking system for a spring-mounted actuator, as Figure 1 And Figure 2 , which mainly includes: an angle module part (1000), a damping system (2000), an electronic wedge braking system (3000), a wheel unit (4000), and a steering system (5000).

[0081] Among them, the angle module part (1000) integrates a double-wishbone suspension, an angle module arm, and an angle module housing, and is mainly used to transmit the forces and torques acting between the wheel and the vehicle body, connect the components of each system, and determine the wheel alignment parameters. At the same time, it is provided with a quick disassembly and assembly structure, which mainly includes: a steering knuckle (1200), a lower control arm (1100), an upper control arm (1300), an angle module arm (1400), and an angle module housing (1500).

[0082] Among them, for the knuckle (1200), holes are respectively provided at the upper and lower ends for installing ball pins. The center connection line of the upper and lower ball pins forms the kingpin. A through hole is provided in the middle for installing the through shaft of the wheel unit (4000) to realize the connection of the wheel unit. A steering tie rod arm is provided on the left side of the knuckle and is connected to the steering system (5000). A positioning groove is provided at the top for installing the electronic wedge braking device of the electronic wedge braking system (3000); among them, for the lower control arm (1100), the overall shape is A-shaped, with two cross swing arms and a cross arm. A ball pin support is provided at the cross of the swing arms and is connected to the lower ball pin support of the knuckle (1200) through a ball pin. Boss through holes are provided at the other ends of the swing arms. A lug is provided on the top surface of the cross arm and is connected to the shock absorber support in the shock absorption system (2000) through a pin shaft; among them, for the upper control arm (1300), the overall shape is V-shaped and is composed of two cross swing arms. A ball pin support is provided at the cross of the swing arms and is connected to the upper ball pin support of the knuckle (1200) through a ball pin. Boss through holes are provided at the other ends of the swing arms; among them, for the corner module arm (1400), the overall shape is an L-shaped bracket. The two sides of the lower end are respectively matched with a shaft sleeve and a bolt to be connected to the boss through hole of the lower control arm (1100). A lug is provided on the inner side of the middle part and is matched with a shaft sleeve and a bolt to be connected to the boss through hole of the upper control arm (1300). Four through holes are provided at the upper end, and a threaded hole is provided at the top for installing the braking execution motor of the electronic wedge braking system (3000). A bearing bracket is provided on the inner side of the corner module arm (1400) for installing the shock absorption motor of the shock absorption system (2000). A T-shaped groove is provided on the back for connecting to the vehicle body or chassis, with the function of quick disassembly and assembly; among them, for the corner module housing (1500), it is mainly used for arranging and positioning the components of each system and protecting them from damage. Bolt holes are provided, and it is connected to the corner module arm (1400) through bolts in cooperation with the four through holes at the upper end of the corner module arm (1400). A lug is provided at the lower end and is connected to the shock absorption system (2000). At the same time, a through hole is provided at the bottom for the shock absorption system (2000) to pass through. An opening is also provided at the lower end of the arc part for the universal transmission device of the electronic wedge braking system (3000) to pass through to avoid movement interference.

[0083] Among them, for the shock absorption system (2000), as Figure 3 , it is connected to the upper end of the lower control arm of the corner module part and the lower end of the corner module housing. The suspension attitude is actively controlled by the shock absorption motor, and the vibration energy of the wheel is recovered. The road surface impact is mitigated by the shock absorption spring. It mainly includes: a shock absorber support (2100), an actuator (2200), a shock absorption spring (2300), a shock absorption motor (2400), and a shock absorption motor output shaft (2500).

[0084] The shock absorber bracket (2100) is used for the support and positioning of the shock absorption system (2000). The lower two arms are provided with boss through holes and are connected to the lugs of the lower control arm (1100) through a pin shaft. The actuator (2200) has a lead screw nut electromechanical mechanism as its core and is fixedly connected to the upper mounting hole of the shock absorber bracket (2100) through bolts. The shock absorption spring (2300) is arranged coaxially with the actuator (2200) and functions to support and mitigate impacts. The shock absorption motor (2400) is a rotary motor used to actively control the suspension attitude and recover the wheel vibration energy. The output shaft (2500) of the shock absorption motor is used to transmit the output torque of the shock absorption motor (2400) to the actuator (2200). The top end is connected to the output end of the shock absorption motor (2400) through a spline, and the bottom end is connected to the actuator (2200) through a pin. The shock absorption system (3000), as Figure 3 , is connected to the lower end of the housing of the lower control arm and the steering arm of the suspension system. It actively controls the suspension attitude through the shock absorption motor, recovers the wheel vibration energy, and mitigates the road surface impact through the shock absorption spring. It mainly includes: a shock absorber bracket (3100), an actuator (3200), a shock absorption spring (3300), a shock absorption motor (3400), and an output shaft (3500) of the shock absorption motor.

[0085] The actuator (2200) mainly includes an actuator upper cover (2210), a double-row angular contact ball bearing (2220), a constant velocity universal joint (2230) of the shock absorption system, an actuator upper housing (2240), a lead screw (2250), a ball nut (2260), an actuator connection sleeve (2270), and an actuator lower housing (2280).

[0086] Among them, for the actuator upper cover (2210), there are lugs at the top for bolt connection with the lugs at the bottom end of the corner module housing (2400). The bottom is of a flange structure, and there is a through hole in the center for the output shaft (2500) of the vibration damping motor to pass through. Among them, for the double-row angular contact ball bearing (2220), the inner end is fitted with the output shaft (2500) of the vibration damping motor. Among them, for the constant velocity universal joint (2230) of the vibration damping system, the top is connected to the bottom end of the output shaft (2500) of the vibration damping motor by a pin, and at the same time provides axial positioning for the double-row angular contact ball bearing (2220). Among them, for the actuator upper housing (2240), the top is connected to the flange structure of the actuator upper cover (2210) by bolts. There is a groove on the outside to provide positioning for the vibration damping spring (2300). The outer end of the internal double-row angular contact ball bearing (2220) is fitted. There is a dust cover at the bottom to protect the transmission mechanism. Among them, for the lead screw (2250), the top is connected to the constant velocity universal joint (2230) of the vibration damping system by a spline. Among them, for the ball nut (2260), it works in cooperation with the lead screw (2250) and can convert the rotational motion of the lead screw (2250) into the linear motion of the ball nut (2260). Among them, for the actuator connecting sleeve (2270), the top is fixedly connected to the ball nut (2260) by a pin, and there is a deep hole inside to leave enough space for the lead screw (2250). Among them, for the actuator lower housing (2280), the inside is fitted with the actuator connecting sleeve (2270) and is connected by bolts. There is a groove on the outside to provide positioning for the vibration damping spring (2300). There is a support rod at the bottom connected to the shock absorber bracket (2100).

[0087] Among them, for the electronic wedge braking system (3000), as Figure 2 , it adopts a spring-loaded actuator solution. The braking execution motor and the planetary gear reducer are installed on the corner module arm. The braking torque is transmitted to the electronic wedge braking device through a universal transmission device to complete the vehicle braking work. At the same time, the electronic wedge braking device is arranged on the virtual kingpin axis. It mainly includes: an electronic wedge braking device, a braking execution motor (3100), a planetary gear reducer (3200), and a universal transmission mechanism (3300).

[0088] The electronic wedge brake device, as the actuator under the braking condition of the electronic wedge brake system (3000), is integrally arranged on the virtual kingpin axis and installed through the positioning groove provided at the top of the knuckle (1200); the braking actuator motor (3100) is a rotary motor, which is connected to the top of the angular module support arm (1400) by bolts and is used to provide the braking torque under the braking condition of the vehicle; the planetary gear reducer (3200) is a two-stage planetary gear reducer, whose input end is connected to the output end of the braking actuator motor (3100) by splines, playing the role of speed reduction and torque increase, and it is integrally carried through the positioning groove provided in the angular module housing (1500); the universal transmission mechanism (3300) includes two constant velocity joints. The input end of the first constant velocity joint is connected to the output end of the planetary gear reducer (3200) by splines, the output end of the first constant velocity joint is connected to the input end of the second constant velocity joint by splines, and the output end of the second constant velocity joint is connected to the electronic wedge brake device of the electronic wedge brake system (3000) by splines, so as to transmit the braking torque provided by the braking actuator motor (3100). Compared with the existing electromechanical brake system, the use of the universal transmission mechanism (3300) will cause the system transmission chain to become longer, the response speed to become slower, and the transmission efficiency to become lower, but the overall effect is not significant. However, the use of the universal transmission mechanism (3300) can decouple the connection relationship between the braking actuator motor (3100) and the planetary gear reducer (3200) and the electronic wedge brake device in the electronic wedge brake system (3000), install the braking actuator motor (3100) and the planetary gear reducer (3200) on the sprung mass, greatly reduce the sprung mass, greatly improve the handling stability, and at the same time make the wheel-end structure lighter, which is beneficial to improving the system response speed.

[0089] The electronic wedge brake device, such as Figure 4 , Figure 5 , Figure 6 , mainly includes: the upper housing (3400) of the electronic wedge brake system, the lower housing (3500) of the electronic wedge brake system, a thrust ball bearing (3600), a connecting sleeve (3700), the active mechanism (3800) of the electronic wedge brake system, and the driven mechanism (3900) of the electronic wedge brake system.

[0090] Among them, the upper housing (3400) of the electronic wedge braking system is used to position and protect each transmission device inside the electronic wedge braking device. There is a through hole at the top, and the axis of the hollow cylindrical part at its upper end coincides with the axis of the virtual kingpin. This installation method can ensure that during the steering process of the vehicle, the electronic wedge braking device is always in the same axial position, avoiding the frequent swinging of the universal transmission mechanism (3300) caused by the change in the position of the electronic wedge braking device relative to the steering knuckle (1200) under the steering and braking conditions, and reducing the transmission efficiency. Among them, the lower housing (3500) of the electronic wedge braking system is used to position, protect and carry each transmission device inside the electronic wedge braking device. It is connected to the upper housing (3400) of the electronic wedge braking system by screws. There are guide rails inside, which have a guiding and limiting effect on the movement trajectory of the electronic wedge braking system driven mechanism in the electronic wedge braking device. There is a slot at the bottom corresponding to the positioning groove at the top of the steering knuckle (1200). After the two are engaged with each other, the connection can be completed. Among them, the thrust ball bearing (3600) is used to reduce the transmission friction. The top contacts the top of the hollow cylindrical part of the upper housing (3400) of the electronic wedge braking system to complete the axial positioning. The outer ring cooperates with the inner side of the hollow cylindrical part of the upper housing (3400) of the electronic wedge braking system to complete the radial positioning. Among them, the connecting sleeve (3700) has splines at the top, passes through the through hole at the top of the upper housing (3400) of the electronic wedge braking system and is connected to the output end of the second constant velocity universal joint of the universal transmission mechanism (3300). There is a spline hole at the bottom. At the same time, the bottom boss contacts the bottom end of the thrust ball bearing (3600) to complete the axial positioning. Its outer side cooperates with the inner ring of the thrust ball bearing (3600) to complete the radial positioning. Among them, the electronic wedge braking system driving mechanism (3800) is connected to the bottom of the connecting sleeve (3700) by splines. Among them, the electronic wedge braking system driven mechanism (3900) is installed at the guide rail of the lower housing (3500) of the electronic wedge braking system. When the vehicle is not in the braking condition, there is a certain transmission gap from the electronic wedge braking system driving mechanism (3800).

[0091] Among them, the electronic wedge braking system driving mechanism (3800) mainly includes: a driving wedge block (3810), a ball nut (3820), and a lead screw (3830).

[0092] Among them, for the active wedge block (3810), when executing the braking instruction, the active wedge block (3810) moves downward to actuate the movement of the slave mechanism (3900) of the electronic wedge braking system. It is positioned through the upper end short shaft part. At the same time, the short shaft part is provided with a threaded hole, and rollers are provided on both inclined surfaces to reduce friction and prevent self-locking. Among them, for the ball nut (3820), it is a recirculating ball type ball nut. The bottom end is connected to the upper end short shaft part of the active wedge block (3810) and is fixedly connected by screws. A thin guide rail is provided on the outside and is matched with the inner positioning groove of the hollow cylindrical part at the upper end of the upper housing (3400) of the electronic wedge braking system to ensure that the overall movement of the ball nut (3820) only involves axial translation and does not involve rotation around the axis. Among them, for the lead screw (3830), the top end is connected to the connecting sleeve (3700) through a spline and cooperates with the ball nut (3820) to convert the rotational movement of the lead screw (3830) into the linear movement of the ball nut (3820), thereby controlling the movement of the active wedge block (3810).

[0093] Among them, for the slave mechanism (3900) of the electronic wedge braking system, it mainly includes: a brake push rod slider (3910), a brake pull rod slider (3920), a friction lining (3930), a brake push rod wedge block (3940), a brake pull rod wedge block (3950), and a return rubber block (3960).

[0094] Among them, for the brake push rod slider (3910), the main body part is fitted with the inner side of the guide rail of the lower housing (3500) of the electronic wedge brake system. One end is provided with a threaded hole, and the other end is respectively provided with a return rubber block positioning groove and a friction lining positioning groove; for the brake pull rod slider (3920), the main body part is fitted with the outer side of the guide rail of the lower housing (3500) of the electronic wedge brake system. One end is provided with a threaded hole, and the other end is of an L-shaped structure with a reinforcing rib at the corner and a friction lining positioning groove on the plane; for the friction lining (3930), it is divided into two pieces in total and is respectively installed in the friction lining positioning grooves of the brake push rod slider (3910) and the brake pull rod slider (3920); for the brake push rod wedge block (3940), it is installed at one end with a threaded hole of the brake push rod slider (3910) through a screw. When the braking instruction is executed, the active wedge block (3810) moves downward and contacts the brake push rod wedge block (3940), causing it to move rightward, thereby driving the brake push rod slider (3910) to move rightward; for the brake pull rod wedge block (3950), it is installed at one end with a threaded hole of the brake pull rod slider (3920) through a screw. There are return rubber block positioning grooves on both sides of its back. When the braking instruction is executed, the active wedge block (3810) moves downward and contacts the brake pull rod wedge block (3950), causing it to move leftward, thereby driving the brake push rod slider (3910) to move leftward. Cooperating with the simultaneous rightward movement of the brake push rod wedge block (3940) and the brake push rod slider (3910), the friction lining (3930) performs a clamping action to clamp the brake disc of the wheel unit (4000) for braking; for the return rubber block (3960), it is divided into four pieces in total and is respectively installed in the return rubber block positioning grooves on both sides of the brake push rod slider (3910) and the brake pull rod wedge block (3950). When the braking is cancelled, it can respectively make the brake push rod slider (3910) move leftward and the brake pull rod wedge block (3950) move rightward. Cooperating with the upward movement of the active wedge block (3810), the friction lining (3930) is separated from the brake disc of the wheel unit (4000).

[0095] For the electronic wedge brake system, it is characterized in that when the vehicle recognizes that the driver has a braking intention, it can control the braking execution motor (3100) to move in advance according to the upper-layer signal of the vehicle, eliminate the transmission clearance in the planetary gear reducer (3200), the universal transmission mechanism (3300) and the electronic wedge brake device, as well as the braking clearance between the friction lining (3930) and the brake disc (4400), so as to improve the braking response speed.

[0096] Among them, the wheel assembly (4000) integrates an in-wheel motor inside and is connected to the steering knuckle in the corner module part through a through-shaft. The wheel unit is used to support the vehicle load, contact the ground to transmit driving or braking forces and turning lateral forces, and mainly includes: a tire and rim structure (4100), an in-wheel motor rotor (4300), an in-wheel motor stator (4200), a brake disc (4400), and a through-shaft (4500).

[0097] The tire and rim structure (4100) is used to carry the entire vehicle load and transmit ground forces and torques. Among them, one end of the in-wheel motor rotor (4300) is bolted to the hub flange in the tire and rim structure (4100) and rotates synchronously with the tire and rim structure (4100). Among them, the in-wheel motor stator (4200) is surrounded by the in-wheel motor rotor (4200) and has a through-hole in the middle. Among them, the brake disc (4400) is bolted to the in-wheel motor rotor (4300) and rotates synchronously with the in-wheel motor rotor (4300). When the vehicle is not in the braking condition, there is a certain braking gap from the friction lining (3930). Among them, the through-shaft (4500) passes through the through-holes of the in-wheel motor stator (4200) and the steering knuckle (1200) at the same time, and they are all in an interference fit relationship and are fixed by bolts, so that the through-shaft (4500), the in-wheel motor stator (4200), and the steering knuckle (1200) remain relatively stationary with each other.

[0098] Among them, the steering system (6000) adopts the method of tie-rod steering. The steering tie-rod is connected to the steering knuckle in the corner module part (1000) and is driven by a steering motor to complete the steering work. It mainly includes: a steering tie-rod (5100), a steering motor (5200), and a steering actuator (5300).

[0099] Among them, the steering tie-rod (5100) is provided with ball joint seats at both ends. One of the ball joint seats is perpendicular to the axis of the tie-rod and is connected to the steering arm of the steering knuckle (1200) through a ball joint, and the other ball joint seat is parallel to the axis of the tie-rod. Among them, the steering motor (5200) is used to provide the torque during steering. The housing is provided with lugs and is installed on the lower lugs of the corner module arm (1400) through stud bolts. Among them, the steering actuator (5300), its input end is connected to the output end of the steering motor (5200), the output end is connected to the steering tie-rod (5100) through a ball joint, and is provided with a dust cover. Inside, the rotational motion of the steering motor (5200) is converted into the linear motion of the steering tie-rod (5100) through a rack and pinion mechanism, and the outside is provided with lugs and is connected to the lower through-holes of the corner module arm (1400) through bolts.

[0100] Although the embodiments of the present invention have been disclosed as above, they are not limited to the applications listed in the specification and the 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 the 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. An electronic wedge braking system for a spring-loaded actuator, characterized in that, Comprising: An angle module part (1000), integrating a double-wishbone suspension, an angle module support arm and an angle module housing, mainly used for transmitting the forces and torques acting between the wheel and the vehicle body, connecting each system component, and determining the wheel alignment parameters, and is also provided with a quick disassembly and assembly structure; A damping system (2000), connecting the upper end of the lower control arm of the angle module part and the lower end of the angle module housing, actively controlling the suspension attitude through a damping motor and recovering the wheel vibration energy, and buffering the road surface impact through a damping spring; An electronic wedge braking system (3000), adopting a sprung actuator scheme, installing the braking execution motor and the planetary gear reducer on the angle module support arm, and transmitting the braking torque to the electronic wedge braking device through a universal transmission device to complete the vehicle braking work, and at the same time, the electronic wedge braking device is arranged on the virtual kingpin axis; A wheel unit (4000), internally integrating a hub motor, connected to the steering knuckle in the angle module part through a through shaft, and the wheel unit is used to support the vehicle load and contact the ground to transmit the driving or braking force and the turning lateral force; A steering system (5000), adopting a tie-rod steering method, connecting the tie rod to the steering knuckle in the angle module part (1000), and driving it to complete the steering work through a steering motor.

2. The electronic wedge braking system of a spring-loaded actuator according to claim 1, characterized in that, The angle module part (1000), characterized in that it comprises: A steering knuckle (1200), with holes provided at the upper and lower ends for installing ball pins, the central connection line of the upper and lower ball pins forms the kingpin, and a through hole is provided in the middle for installing the through shaft of the wheel unit (4000) to realize the connection of the wheel unit. A steering tie-rod support arm is provided on the left side of the steering knuckle for connection with the steering system (5000), and a positioning groove is provided at the top for installing the electronic wedge braking device of the electronic wedge braking system (3000); A lower control arm (1100), which is A-shaped as a whole, has two cross swing arms and a cross arm. A ball pin support is provided at the cross of the swing arms and is connected to the lower ball pin support of the steering knuckle (1200) through a ball pin. Boss through holes are provided at the other ends of the swing arms, and a lug is provided on the top surface of the cross arm and is connected to the shock absorber bracket in the damping system (2000) through a pin shaft; An upper control arm (1300), which is V-shaped as a whole, is composed of two cross swing arms. A ball pin support is provided at the cross of the swing arms and is connected to the upper ball pin support of the steering knuckle (1200) through a ball pin. Boss through holes are provided at the other ends of the swing arms; An angle module support arm (1400), which is an L-shaped bracket as a whole. The two sides of the lower end are fitted with bushings and bolts to be connected to the boss through holes of the lower control arm (1100). A lug is provided on the inner side of the middle part and is fitted with a bushing and a bolt to be connected to the boss through holes of the upper control arm (1300). Four through holes are provided at the upper end, and a threaded hole is provided at the top for installing the braking execution motor of the electronic wedge braking system (3000). A bearing bracket is provided on the inner side of the angle module support arm (1400) for installing the damping motor of the damping system (2000). A T-shaped groove is provided on the back for connecting the vehicle body or the chassis, and has the function of quick disassembly and assembly; The corner module housing (1500) is mainly used for arranging and positioning various system components and protecting them from damage. It is provided with bolt holes and is bolted to the corner module arm (1400) through four through holes at the upper end of the corner module arm (1400). The lower end is provided with lugs for connection to the damping system (2000). At the same time, the bottom is provided with a through hole for the damping system (2000) to pass through. The lower end of the arc part is also provided with an opening for the universal transmission device of the electronic wedge braking system (3000) to pass through to avoid movement interference.

3. The electronic wedge braking system of a spring-loaded actuator according to claim 2, characterized in that, The said damping system (2000) is characterized in that it includes: The damper bracket (2100) is used for the support and positioning of the damping system (2000). The lower two arms are provided with boss through holes and are connected to the lugs of the lower control arm (1100) through a pin shaft. The actuator (2200) has a lead screw nut electromechanical mechanism as its core and is fixedly connected to the upper mounting hole of the damper bracket (2100) through bolts. The damping spring (2300) is arranged coaxially with the actuator (2200) and plays a role in supporting and buffering impacts. The damping motor (2400) is a rotary motor used to actively control the suspension attitude and recover the wheel vibration energy. The damping motor output shaft (2500) is used to transmit the output torque of the damping motor (2400) to the actuator (2200). The top is connected to the output end of the damping motor (2400) through a spline, and the bottom is connected to the actuator (2200) through a pin. Among them, the said actuator (2200) is characterized in that it includes: The actuator upper cover (2210) has lugs at the top for connection to the lugs at the bottom end of the corner module housing (2400) through bolts. The bottom is a flange structure, and the center is provided with a through hole for the damping motor output shaft (2500) to pass through. The double-row angular contact ball bearing (2220) has its inner end cooperating with the damping motor output shaft (2500). The damping system constant velocity universal joint (2230) is connected to the bottom end of the damping motor output shaft (2500) through a pin at the top and provides axial positioning for the double-row angular contact ball bearing (2220) at the same time. The actuator upper housing (2240) is connected to the flange structure of the actuator upper cover (2210) through bolts at the top. The outside is provided with a groove for positioning the damping spring (2300). The inner end of the internal double-row angular contact ball bearing (2220) is fitted. The bottom is provided with a dust cover to protect the transmission mechanism. The lead screw (2250) is connected to the damping system constant velocity universal joint (2230) through a spline at the top. The ball nut (2260) cooperates with the lead screw (2250) and can convert the rotational motion of the lead screw (2250) into the linear motion of the ball nut (2260). The actuator connection sleeve (2270) is fixedly connected to the ball nut (2260) through a pin at the top, and a deep hole is provided inside to leave enough space for the lead screw (2250). The actuator lower housing (2280) is internally fitted with the actuator connection sleeve (2270) and is connected through bolts. The outside is provided with a groove for positioning the damping spring (2300). The bottom is provided with a support rod for connection to the damper bracket (2100).

4. The electronic wedge braking system of a spring-loaded actuator according to claim 3, characterized in that, The described electronic wedge braking system (3000) is characterized in that it comprises: An electronic wedge braking device, which is an execution device under the braking condition of the electronic wedge braking system (3000). It is integrally arranged on the virtual kingpin axis and is installed through the positioning groove provided at the top of the steering knuckle (1200). A braking execution motor (3100), which is a rotary motor, is bolted to the top of the corner module support arm (1400) and is used to provide the braking torque under the braking condition of the vehicle. A planetary gear reducer (3200), which is a two-stage planetary gear reducer. Its input end is connected to the output end of the braking execution motor (3100) through a spline, playing a role in reducing speed and increasing torque. It is integrally carried through the positioning groove provided in the corner module housing (1500). A universal transmission mechanism (3300), which includes two constant velocity joints. The input end of the first constant velocity joint is connected to the output end of the planetary gear reducer (3200) through a spline. The output end of the first constant velocity joint is connected to the input end of the second constant velocity joint through a spline. The output end of the second constant velocity joint is connected to the electronic wedge braking device of the electronic wedge braking system (3000) through a spline, and is used to transmit the braking torque provided by the braking execution motor (3100). Wherein the described electronic wedge braking device is characterized in that it comprises: An upper housing (3400) of the electronic wedge braking system, which is used to position and protect each transmission device inside the electronic wedge braking device. There is a through hole at the top. The axis of the hollow cylindrical part at its upper end coincides with the virtual kingpin axis. This installation method can ensure that during the steering process of the vehicle, the electronic wedge braking device is always in the same axis position, avoiding the frequent swinging of the universal transmission mechanism (3300) caused by the change in the position of the electronic wedge braking device relative to the steering knuckle (1200) under the steering braking condition, and reducing the transmission efficiency. A lower housing (3500) of the electronic wedge braking system, which is used to position, protect and carry each transmission device inside the electronic wedge braking device. It is connected to the upper housing (3400) of the electronic wedge braking system by screws. There are guide rails inside, which have a guiding and limiting effect on the movement trajectory of the electronic wedge braking system driven mechanism in the electronic wedge braking device. There is a slot corresponding to the positioning groove at the top of the steering knuckle (1200) at the bottom. After the two are engaged with each other, the connection can be completed. A thrust ball bearing (3600), which is used to reduce transmission friction. The top contacts the top of the hollow cylindrical part of the upper housing (3400) of the electronic wedge braking system to complete axial positioning. The outer ring cooperates with the inner side of the hollow cylindrical part of the upper housing (3400) of the electronic wedge braking system to complete radial positioning. A connection sleeve (3700), which has a spline at the top, passes through the through hole at the top of the upper housing (3400) of the electronic wedge braking system and is connected to the output end of the second constant velocity joint of the universal transmission mechanism (3300). There is a spline hole at the bottom. At the same time, the bottom boss contacts the bottom end of the thrust ball bearing (3600) to complete axial positioning. Its outer side cooperates with the inner ring of the thrust ball bearing (3600) to complete radial positioning. The active mechanism (3800) of the electronic wedge braking system is connected to the bottom of the connecting sleeve (3700) by splines; The driven mechanism (3900) of the electronic wedge braking system is installed at the guide rail of the lower housing (3500) of the electronic wedge braking system. When the vehicle is not in the braking condition, there is a certain transmission gap between it and the active mechanism (3800) of the electronic wedge braking system.

5. An electronic wedge braking system for a spring-loaded actuator according to claim 4, characterized in that, The active mechanism (3800) of the electronic wedge braking system is characterized by including: The active wedge block (3810). When executing the braking instruction, the active wedge block (3810) moves downward to actuate the driven mechanism (3900) of the electronic wedge braking system to move. It is positioned through the upper short shaft part. At the same time, there is a threaded hole in the short shaft part, and rollers are provided on both inclined surfaces to reduce friction and prevent self-locking. The ball nut (3820) is a circulating ball type ball nut. The bottom end is connected to the upper short shaft part of the active wedge block (3810) and is fixedly connected by screws. There is a fine guide rail on the outside, which is matched with the inner positioning groove of the hollow cylindrical part at the upper end of the upper housing (3400) of the electronic wedge braking system to ensure that the overall movement of the ball nut (3820) only involves axial translation and does not involve rotation around the axis. The lead screw (3830) is connected to the connecting sleeve (3700) by splines at the top end and works with the ball nut (3820) to convert the rotational movement of the lead screw (3830) into the linear movement of the ball nut (3820), thereby controlling the movement of the active wedge block (3810).

6. The electronic wedge braking system of a spring-loaded actuator according to claim 5, characterized in that, The driven mechanism (3900) of the electronic wedge braking system is characterized by including: The driven mechanism (3900) of the electronic wedge braking system adopts the working principle of a floating caliper disc brake; The brake push rod slider (3910), the main body part is matched with the inner side of the guide rail of the lower housing (3500) of the electronic wedge braking system. One end has a threaded hole, and the other end is respectively provided with a return rubber block positioning groove and a friction lining positioning groove; The brake pull rod slider (3920), the main body part is matched with the outer side of the guide rail of the lower housing (3500) of the electronic wedge braking system. One end has a threaded hole, and the other end is an L-shaped structure. There is a reinforcing rib at the corner and a friction lining positioning groove on the plane; The friction linings (3930) are divided into two pieces in total and are respectively installed in the friction lining positioning grooves of the brake push rod slider (3910) and the brake pull rod slider (3920); The brake push rod wedge block (3940) is installed at one end with a threaded hole of the brake push rod slider (3910) by screws. When executing the braking instruction, the active wedge block (3810) moves downward and contacts the brake push rod wedge block (3940), making it move to the right, thereby driving the brake push rod slider (3910) to move to the right; The brake pull rod wedge block (3950) is installed at one end with a threaded hole of the brake pull rod slider (3920) through a screw. There are return rubber block positioning grooves on both sides of its back. When the brake instruction is executed, the active wedge block (3810) moves downward and contacts the brake pull rod wedge block (3950), causing it to move leftward, thereby driving the brake push rod slider (3910) to move leftward. Cooperating with the simultaneous rightward movement of the brake push rod wedge block (3940) and the brake push rod slider (3910), the friction lining (3930) performs a clamping action to clamp the brake disc of the wheel unit (4000) for braking. The return rubber blocks (3960) are divided into four pieces in total and are respectively installed in the return rubber block positioning grooves on both sides of the brake push rod slider (3910) and the brake pull rod wedge block (3950). When the brake is cancelled, the brake push rod slider (3910) can be moved leftward and the brake pull rod wedge block (3950) can be moved rightward respectively. Cooperating with the upward movement of the active wedge block (3810), the friction lining (3930) is separated from the brake disc of the wheel unit (4000).

7. An electronic wedge braking system for a spring-loaded actuator according to claim 6, characterized in that, The said wheel assembly (4000) is characterized in that it includes: The tire and rim structure (4100) is used to carry the vehicle load and transfer the ground force and torque. The hub motor rotor (4300) is connected to the hub flange in the tire and rim structure (4100) through bolts at one end and rotates synchronously with the tire and rim structure (4100). The hub motor stator (4200) is surrounded by the hub motor rotor (4200) and has a through hole in the middle. The brake disc (4400) is connected to the said hub motor rotor (4300) through bolts and rotates synchronously with the hub motor rotor (4300). When the vehicle is not in the braking condition, there is a certain braking gap with the friction lining (3930). The through shaft (4500) passes through the through holes of the hub motor stator (4200) and the steering knuckle (1200) at the same time, and both are in an interference fit relationship and are fixed by bolts, so that the through shaft (4500), the hub motor stator (4200) and the steering knuckle (1200) remain relatively stationary with each other.

8. An electronic wedge braking system for a spring-loaded actuator according to claim 2, characterized in that, The said steering system (6000) is characterized in that it includes: The steering tie rod (5100) is provided with ball joint seats at both ends. One of the ball joint seats is perpendicular to the axis of the tie rod and is connected to the steering arm of the said steering knuckle (1200) through a ball joint, and the other ball joint seat is parallel to the axis of the tie rod. The steering motor (5200) is used to provide the torque during steering. The outer shell is provided with lugs and is installed on the lower lugs of the corner module arm (1400) through stud bolts. The steering actuator (5300) has its input end connected to the output end of the steering motor (5200), and its output end is connected to the steering tie rod (5100) through a ball joint and is provided with a dust cover. Inside, the rotational motion of the steering motor (5200) is converted into the linear motion of the steering tie rod (5100) through a rack and pinion mechanism, and there are lugs on the outside which are connected to the lower through holes of the corner module arm (1400) through bolts.

9. An electronic wedge braking system for a spring-loaded actuator according to claim 7, characterized in that, When the whole vehicle recognizes that the driver has a braking intention, it can control the braking execution motor (3100) to move in advance according to the upper-layer signal of the whole vehicle, eliminate the transmission clearances in the planetary gear reducer (3200), the universal transmission mechanism (3300) and the electronic wedge braking device, as well as the braking clearance between the friction lining (3930) and the brake disc (4400), so as to improve the braking response speed.

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