Kingpin steering angle module

Abstract

The invention relates to a kingpin steering angle module which comprises a wheel, a hub motor and a frame, the module further comprises a steering unit and a damping unit, the hub motor is installed on the wheel, the steering unit is installed on the hub motor, the damping unit is installed on the steering unit and connected with the frame, and the damping unit is connected with the frame. The steering unit keeps the wheels at a kingpin inclination angle and a kingpin caster angle within a preset angle range during steering. According to the double-wishbone suspension, the steering unit and the vibration reduction unit are arranged, the kingpin inclination angle and the kingpin caster angle within the preset angle range are kept when the wheels steer, large-angle steering of the wheels is achieved, meanwhile, the vibration reduction effect of the double-wishbone suspension is improved, and the braking response speed of the double-wishbone suspension is increased.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle intelligent chassis suspension, and in particular to a kingpin steering angle module. Background Art

[0002] Against the backdrop of environmental pollution, energy shortages, and climate change, new energy vehicles are experiencing a booming development. With the advancement of intelligent connected and autonomous driving technologies, more intelligent and modular vehicle chassis have become an industry hotspot. In particular, corner modules integrating drive, braking, steering, and suspension systems have become an ideal modular solution for intelligent chassis. Continuous innovations and breakthroughs in drive-by-wire technology have led to the development of in-wheel motor drive systems, brake-by-wire systems, steering-by-wire systems, and suspension-by-wire systems, laying the foundation for fully control-by-wire intelligent chassis. The kingpin steering angle module enables large-angle steering, enabling the vehicle to operate in rotation, lateral driving, and diagonal modes. This not only provides multi-degree-of-freedom control for the intelligent chassis of new energy vehicles, but also holds the potential for fully autonomous and unmanned driving.

[0003] Patent publication number CN118024797A discloses a steering angle module comprising: a housing; a steering system including a steering output shaft, the steering output shaft being located within the housing, the central axis of the steering output shaft coinciding with the kingpin axis; and a double wishbone suspension comprising an upper wishbone, a lower wishbone, a cross universal joint assembly, and a ball stud assembly. Vertically, the housing and steering system are located between the upper wishbone and the lower wishbone. One of the upper wishbone and the lower wishbone is connected to the output end face of the steering output shaft via the cross universal joint assembly for swinging perpendicular to the kingpin axis, while the other of the upper wishbone and the lower wishbone is connected to the housing for rotation about the kingpin axis via the ball stud assembly. The cross universal joint assembly allows the steering output shaft to transmit steering torque to the double wishbone suspension and allows the double wishbone suspension to swing freely in two directions perpendicular to the kingpin axis relative to the steering output shaft, thereby improving the shock absorption effect of the double wishbone suspension and reducing stress and deformation of the double wishbone suspension.

[0004] However, existing corner modules have various problems. For example, the wheel turning angle is small and the turning radius is large, resulting in low transmission efficiency; the suspension structure is complex, resulting in a large space occupation; the kingpin offset is large, reducing braking stability; the steering motor is installed above the upper cross arm, resulting in low space utilization; the shock absorber lever is relatively small, resulting in reduced controllability, etc.

[0005] Therefore, providing an angle module that can achieve large-angle steering of wheels is an issue that needs to be urgently addressed. Summary of the Invention

[0006] The purpose of the present invention is to provide a kingpin angle module in order to overcome the above-mentioned defects in the prior art.

[0007] The purpose of the present invention can be achieved by the following technical solutions:

[0008] According to one aspect of the present invention, a kingpin steering angle module is provided, comprising a wheel, a hub motor and a vehicle frame. The module further comprises a steering unit and a vibration damping unit. The hub motor is mounted on the wheel, the steering unit is mounted on the hub motor, the vibration damping unit is mounted on the steering unit and the vibration damping unit is connected to the vehicle frame. The steering unit enables the wheel to maintain a kingpin inclination angle and a kingpin caster angle within a preset angle range when turning.

[0009] As a preferred technical solution, the steering unit includes a steering mechanism and a steering knuckle, the steering knuckle is mounted on the hub motor, the hub motor is mounted on the wheel through the steering knuckle, and the steering mechanism is connected to the steering knuckle.

[0010] As a preferred technical solution, the steering knuckle includes a steering knuckle body, a lower end support member and a first fastener, and the lower end support member is mounted on the steering knuckle body through the first fastener.

[0011] As a preferred technical solution, the lower end support member includes a fastener mounting hole and a ball seat mounting hole, the steering knuckle body includes a threaded hole, the fastener mounting hole and the threaded hole are connected by a first fastener, and the ball seat mounting hole is connected to the vibration damping unit.

[0012] As an optimal technical solution, the steering mechanism includes a steering motor kingpin steering output member and a reducer, the steering motor is connected to the steering knuckle body, the reducer is installed on the steering motor, and the kingpin steering output member is respectively connected to the reducer and the vibration damping unit.

[0013] As a preferred technical solution, the shock absorbing unit includes a double wishbone suspension mechanism, which includes an upper wishbone, a lower wishbone, a first ball pin assembly and a pin assembly. The pin assembly is installed on the upper wishbone and the pin assembly is connected to the kingpin steering output member. The first ball pin assembly is installed on the lower wishbone and the first ball pin assembly is connected to the steering knuckle. The upper wishbone and the lower wishbone are both connected to the vehicle frame, and the steering knuckle rotates about the axis of the kingpin steering output member or the pin assembly.

[0014] As a preferred technical solution, the first ball stud assembly includes a ball stud and a ball seat, the ball seat is connected to the ball seat mounting hole, and the ball stud is mounted on the ball seat.

[0015] As a preferred technical solution, the ball seat includes a ball socket, and the ball pin includes a ball head and a ball neck. The ball head is installed in the ball socket, the ball neck is installed on the ball head, and the ball neck is connected to the lower cross arm.

[0016] As a preferred technical solution, the vibration damping unit also includes a shock absorber, which includes a shock absorber rod, a spring, a second ball pin assembly, a second fastener and a control assembly. The shock absorber rod is respectively connected to the upper cross arm and the lower cross arm, the spring is installed on the shock absorber rod, the control assembly is connected to the frame through the second fastener, and the control assembly is connected to the lower cross arm through the second ball pin assembly.

[0017] As a preferred technical solution, the kingpin caster angle ranges from 0° to 3°, and the kingpin inclination angle ranges from 3° to 10°; the hub motor is an inner rotor hub motor with an integrated reduction mechanism, and the hub motor adopts dual heat dissipation channels.

[0018] Compared with the prior art, the present invention has the following beneficial effects:

[0019] 1. The present invention provides a steering unit and a vibration damping unit, so that the wheel maintains the kingpin inclination angle and the kingpin castor angle within a preset angle range during steering, thereby achieving large-angle steering of the wheel and improving the vibration damping effect and braking response speed of the double wishbone suspension.

[0020] 2. The active shock absorber of the vibration reduction unit of the present invention can quickly and accurately suppress the vibration caused by road impact, thereby improving the vehicle's handling stability; the application of the electromechanical braking system can improve the braking response speed and braking control accuracy.

[0021] 3. The central axis of the kingpin steering output member of the present invention coincides with the kingpin axis, so that the wheel is at an appropriate kingpin castor angle and kingpin inclination angle, which can form a stable self-aligning torque and enable the wheel to have automatic self-aligning capability.

[0022] 4. A speed reducer is provided at the top of the steering knuckle of the present invention, which facilitates the integrated installation of the steering motor and the kingpin steering output component, avoiding interference with vehicle body components caused by the steering motor being installed above the upper cross arm. At the same time, the central axis of the steering motor is made parallel to the kingpin axis, thereby realizing a large-angle kingpin steering function. The pin shaft assembly and the kingpin steering output component are decoupled in terms of freedom, which helps to optimize the kinematic characteristics of the suspension.

[0023] 5. The present invention is provided with a speed reducer for increasing the output torque of the steering motor to achieve stable steering.

[0024] 6. The steering knuckle of the present invention adopts a high-throw configuration to reduce the kingpin offset without increasing the kingpin inclination angle, thereby solving the problem of poor braking stability caused by large kingpin offset of the kingpin steering angle module.

[0025] 7. The steering knuckle of the present invention adopts a split design, which overcomes the problem of difficulty in installing the lower cross arm and the first ball stud assembly due to the narrow space inside the wheel.

[0026] 8. The hub motor of the present invention is an inner rotor hub motor with an integrated speed reduction mechanism. Compared with the outer rotor hub motor, it is smaller in size, more compact in structure, and has the advantage of high power density output.

[0027] 9. The steering angle module of the present invention adopts a dual-channel heat dissipation layout. Natural wind is passed through heat dissipation channel 1 to dissipate heat from the brake unit, and heat is dissipated through heat dissipation channel 2 with a built-in cooling water pipe in the hub motor. Heat source isolation is achieved through the steering knuckle, ensuring efficient and stable output of the angle module function.

[0028] 10. The present invention adopts a mechanical triangle structural design, with the pin assembly, the first ball stud assembly and the outer end face of the hub motor output shaft forming a virtual triangle to achieve structural stability.

[0029] 11. The present invention adopts a four-quadrant design layout structure. The first quadrant is the brake control unit, the second quadrant is the steering unit, the third quadrant is the vibration reduction unit, and the fourth quadrant is where the wiring harness is placed, which facilitates the rational arrangement of the various mechanical units of the corner module. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 It is a schematic diagram of the overall structure of the present invention;

[0031] Figure 2 It is a right side view of the present invention;

[0032] Figure 3 It is a front view of the present invention;

[0033] Figure 4 A structural perspective diagram of the steering unit and the vibration damping unit of the present invention;

[0034] Figure 5 This is a schematic diagram of the installation of the hub motor of the present invention;

[0035] Figure 6 This is a three-dimensional exploded view of the structure of the present invention;

[0036] Figure 7 This is a schematic diagram of the structure of the wheel and steering angle module of the present invention when the angle is 0°;

[0037] Figure 8 This is a schematic diagram of the structure of the wheel and steering angle module of the present invention when the angle is -30°;

[0038] Figure 9 This is a schematic diagram of the structure of the wheel and the steering angle module of the present invention when the angle is 90°;

[0039] Figure 10 This is a schematic diagram of the dual-channel heat dissipation of the corner module of the present invention;

[0040] Figure 11 This is a schematic diagram of the mechanical triangle structure of the corner module of the present invention;

[0041] Figure 12 This is a schematic diagram of the four-quadrant layout of the corner modules of the present invention;

[0042] 10. In-wheel motor; 11. Planetary gear reduction mechanism; 12. In-wheel motor output shaft; 100. Steering unit; 200. Wheel; 300. Vibration damping unit;

[0043] 20. Steering mechanism; 21. Steering motor; 22. Kingpin steering output member; 23. Speed ​​reducer; 24. Steering knuckle; 231. Speed ​​reducer housing; 241. Steering knuckle body; 242. Lower end support member; 243. First fastener; 2411. Threaded hole; 2421. Fastener mounting hole; 2422. Ball seat mounting hole;

[0044] 30. First ball stud assembly; 31. Ball seat; 32. Ball stud; 311. Ball socket; 321. Ball head; 322. Ball neck;

[0045] 40. Braking unit; 41. Brake disc; 42. Braking control unit;

[0046] 50. Pin assembly; 60. Double wishbone suspension mechanism; 61. Upper wishbone; 62. Lower wishbone;

[0047] 70. Shock absorber; 71. Shock absorber rod; 72. Spring; 73. Second ball stud assembly; 74. Second fastener; 75. Control assembly; Y. Kingpin axis; γ. Kingpin caster angle; β. Kingpin inclination angle; P. Virtual intersection point;

[0048] Ⅰ. First quadrant; Ⅱ. Second quadrant; Ⅲ. Third quadrant; Ⅳ. Fourth quadrant;

[0049] 80. Heat dissipation channel one; 90. Heat dissipation channel two. DETAILED DESCRIPTION

[0050] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0051] Example 1

[0052] like Figures 1-9As shown, a kingpin steering angle module includes a wheel 200, a hub motor 10 and a vehicle frame. The module also includes a steering unit 100 and a vibration damping unit 300. The hub motor 10 is mounted on the wheel 200, the steering unit 100 is mounted on the hub motor 10, and the vibration damping unit 300 is mounted on the steering unit 100 and connected to the vehicle frame. The steering unit 100 enables the wheel 200 to maintain a kingpin inclination angle and a kingpin caster angle within a preset angle range when turning.

[0053] The angle range of the kingpin caster angle is 0° to 3°, and the angle range of the kingpin inclination angle is 3° to 10°; the hub motor 10 is an inner rotor hub motor 10 with an integrated reduction mechanism, and the hub motor 10 adopts dual heat dissipation channels.

[0054] In this embodiment, the kingpin axis Y is a virtual centerline in the vehicle steering system, and refers to the axis about which the wheel rotates during steering. The wheel hub motor 10 is an inner rotor wheel hub motor 10 integrated with a reduction mechanism.

[0055] In the longitudinal center plane of the vehicle, with the front of the vehicle at the front, the kingpin axis Y tilts backward relative to the vertical direction, forming a kingpin caster angle γ. The kingpin caster angle γ ranges from 0° to 3°, which meets the ideal kingpin caster angle design value for modern vehicles and can generate a stable self-aligning torque. A too small kingpin caster angle will increase tire wear and reduce the vehicle's straight-ahead stability, while an excessively large kingpin caster angle will cause heavy steering.

[0056] Within the vehicle's transverse symmetry plane, with the vehicle's outer side as the exterior, the kingpin axis Y is inclined inward relative to the vertical, forming a kingpin inclination angle β. This kingpin inclination angle β ranges from 3° to 10°, meeting the ideal kingpin inclination angle design for modern vehicles and enabling the steering wheel to self-center. However, excessive kingpin inclination can accelerate tire wear.

[0057] The steering unit 100 includes a steering mechanism 20 and a steering knuckle 24 . The steering knuckle 24 is mounted on the wheel hub motor 10 . The wheel hub motor 10 is mounted on the wheel 200 via the steering knuckle 24 . The steering mechanism 20 and the steering knuckle 24 are connected.

[0058] The steering knuckle 24 includes a steering knuckle body 241 , a lower end support member 242 and a first fastener 243 . The lower end support member 242 is mounted on the steering knuckle body 241 via the first fastener 243 .

[0059] The lower end support member 242 includes a fastener mounting hole 2421 and a ball seat mounting hole 2422 . The steering knuckle body 241 includes a threaded hole 2411 . The fastener mounting hole 2421 and the threaded hole 2411 are connected by a first fastener 243 . The ball seat mounting hole 2422 is connected to the vibration reduction unit 300 .

[0060] The steering mechanism 20 includes a steering motor 21, a kingpin steering output member 22 and a reducer 23. The steering motor 21 is connected to the steering knuckle body 241. The reducer 23 is installed on the steering motor 21. The kingpin steering output member 22 is respectively connected to the reducer 23 and the vibration damping unit 300.

[0061] In this embodiment, the steering mechanism 20 includes a kingpin steering output member 22, the center axis of which coincides with the kingpin axis Y; the steering knuckle 24 is a high-throw split steering knuckle 24, and the steering knuckle 24 and the kingpin steering output member 22 are connected in rotation around the kingpin axis Y.

[0062] The steering mechanism 20 also includes a steering motor 21, the central axis of the steering motor 21 is parallel to the central axis of the kingpin steering output member 22, that is, the central axis of the steering motor 21 is parallel to the kingpin axis Y; and in a plane perpendicular to the central axis of the steering motor 21, the kingpin axis Y has a radial offset.

[0063] The steering knuckle 24 includes a steering knuckle body 241, a lower end support member 242 and a first fastener 243; the bottom end surface of the steering knuckle body 241 is provided with two threaded holes 2411 along the third direction (X3); the lower end support member 242 is provided with two fastener mounting holes 2421 along the third direction X3, and the bottom of the lower end support member 242 is also provided with a ball seat mounting hole 2422; the fastener 243 is located in the fastener mounting hole 2421 to realize the fixed connection between the steering knuckle body 241 and the lower end support member 242.

[0064] The steering knuckle body 241 is also provided with a hub motor reducer mounting hole, and the hub motor 10 is fixedly connected to the steering knuckle 24; the upper end of the steering knuckle body 241 is provided with a reducer 23 and a steering motor mounting hole, and the steering motor 21 is fixedly connected to the steering knuckle 24.

[0065] A steering motor reduction mechanism is provided inside the reducer 23 . The steering motor reduction mechanism is composed of multi-stage gears and is used to increase the output torque of the steering motor 21 to achieve stable steering.

[0066] A mounting hole for the pin assembly 50 is provided at the top of the kingpin steering output member 22, which passes through the top of the kingpin steering output member 22 along the first direction X1. A gear mounting position is provided at the bottom of the kingpin steering output member 22, which is fixedly connected to the output gear of the multi-stage gear of the steering motor reduction mechanism.

[0067] The steering motor 21 transmits torque to the kingpin steering output member 22 through the steering motor reduction mechanism, thereby enabling the steering knuckle 24 to rotate around the kingpin axis Y.

[0068] The vibration damping unit 300 includes a double wishbone suspension mechanism 60, which includes an upper wishbone 61, a lower wishbone 62, a first ball pin assembly 30 and a pin assembly 50. The pin assembly 50 is installed on the upper wishbone 61 and the pin assembly 50 is connected to the kingpin steering output member 22. The first ball pin assembly 30 is installed on the lower wishbone 62 and the first ball pin assembly 30 is connected to the steering knuckle 24. The upper wishbone 61 and the lower wishbone 62 are both connected to the vehicle frame. The steering knuckle 24 rotates about the axis of the kingpin steering output member 22 or the pin assembly 50.

[0069] The first ball stud assembly 30 includes a ball stud 32 and a ball seat 31 . The ball seat 31 is connected to the ball seat mounting hole 2422 , and the ball stud 32 is mounted on the ball seat 31 .

[0070] The ball seat 31 includes a ball socket 311 , and the ball pin 32 includes a ball head 321 and a ball neck 322 . The ball head 321 is installed in the ball socket 311 , and the ball neck 322 is installed on the ball head 321 . The ball neck 322 is connected to the lower cross arm 62 .

[0071] The vibration damping unit 300 also includes a shock absorber 70, which includes a shock absorber rod 71, a spring 72, a second ball pin assembly 73, a second fastener 74 and a control assembly 75. The shock absorber rod 71 is connected to the upper cross arm 61 and the lower cross arm 62 respectively, the spring 72 is installed on the shock absorber rod 71, the control assembly 75 is connected to the frame through the second fastener 74, and the control assembly 75 is connected to the lower cross arm 62 through the second ball pin assembly 73.

[0072] In this embodiment, the double wishbone suspension mechanism 60 includes an upper wishbone 61, a lower wishbone 62, a first ball pin assembly 30 and a pin assembly 50. In the vertical direction, the hub motor 10 and the steering mechanism 20 are located between the upper wishbone 61 and the lower wishbone 62. The upper wishbone 61 is connected to the steering knuckle 24 for rotation around the pin assembly 50 through the pin assembly 50 and the kingpin steering output member 22. The lower wishbone 62 is connected to the steering knuckle 24 for rotation around the kingpin axis Y through the first ball pin assembly 30.

[0073] There are two modes of movement between the steering mechanism 20 and the vibration damping unit 300. One is rotation about the axis of the kingpin steering output member 22 and the axis of the pin assembly 50. The specific movement process is as follows: a reducer 23 is mounted on top of the steering knuckle 24. The steering input end of the reducer 23 is connected to the steering motor 21, and the steering output end of the reducer 23 is connected to the kingpin steering output member 22. Power transmission is achieved by the multi-stage gears of the steering reduction mechanism of the reducer 23. The kingpin steering output member 22 is connected to the upper cross arm 61 via the pin assembly 50. The rotational freedom of the kingpin steering output member 22 about its own axis is restricted. The steering motor 21 realizes rotation of the steering knuckle 24 about the axis of the kingpin steering output member 22, that is, about the kingpin axis Y, through the steering reduction mechanism. The kingpin steering output member 22 is connected to the steering reduction mechanism via gears. The movement freedom of the kingpin steering output member 22 along its own axis is restricted. The steering knuckle 24 and the kingpin steering output member 22 can be considered as a whole to achieve rotation about the axis of the pin assembly 50.

[0074] The upper cross arm 61 is provided with a pin assembly mounting hole, which passes through the upper cross arm 61 along the first direction X1; the upper cross arm 61 is rotationally connected to the kingpin steering output member 22 through the pin assembly 50.

[0075] The first ball stud assembly 30 is located at the virtual intersection P of the kingpin axis and the steering knuckle 24. The first ball stud assembly 30 includes: a ball seat 31 and a ball stud 32; the ball seat 31 is fixedly connected to the lower end support member 242, and the ball seat 31 is provided with a concave ball socket 311; the ball stud 32 includes a ball head 321 and a ball neck 322, the ball head 321 is installed in the ball socket 311 to achieve free rotation, and the ball neck 322 is connected to the lower cross arm 62 to achieve torsion resistance.

[0076] The hub motor 10 includes a planetary gear reduction mechanism 11 and a hub motor output shaft 12 . The hub motor output shaft 12 is coaxial with the stator of the hub motor 10 and is installed along the second direction ( X2 ).

[0077] The present invention also includes a brake unit 40, which includes: a brake disc 41 and a brake control unit 42; the brake disc 41 is installed on the outer end face of the flange of the hub motor 10, and the brake control unit 42 is installed and fixed to the steering knuckle 24, which is used to improve the braking response speed and braking control accuracy.

[0078] Also included is an active shock absorber 70 comprising: a shock absorber rod 71 , a coil spring 72 , a second ball stud assembly 73 , a second fastener 74 , and a control assembly 75 ;

[0079] The upper end of the shock absorber rod 71 is connected to the vehicle frame, and the lower end of the shock absorber rod 71 is connected to the lower cross arm 62; the shock absorber rod 71 and the coil spring 72 are coaxially installed; one end of the control component 75 is fixedly connected to the vehicle frame through a second fastener 74, and the other end of the control component 75 is rotatably connected to the lower cross arm 62 through a second ball pin assembly 73.

[0080] In addition, the hub motor 10 of the present invention adopts dual heat dissipation channels for heat dissipation. The structure of the dual heat dissipation channels is as follows: Figure 10 As shown, it includes a heat dissipation channel 1 80 and a heat dissipation channel 2 90. Natural wind dissipates heat from the brake unit through the heat dissipation channel 1 80. A cooling water pipe is built into the heat dissipation channel 2 90. The hub motor dissipates heat through the built-in cooling water pipe, and heat source isolation is achieved through the steering knuckle 24. Heat dissipation is achieved through two different methods to ensure efficient and stable output of the corner module function.

[0081] like Figure 11 As shown, a mechanical triangle structural design is adopted, in which a virtual triangle is formed by the outer end faces of the pin assembly 50 (or the kingpin steering output member 22), the first ball stud assembly 30 (or the lower end support member 242) and the hub motor output shaft 12 (or the brake disc 41) to achieve structural stability.

[0082] like Figure 12 As shown, the structure is arranged using a four-quadrant design concept, and the corner module is divided into four quadrant areas in the horizontal and vertical directions. The first quadrant I is the braking control unit, the second quadrant II is the steering unit, the third quadrant III is the vibration reduction unit, and the fourth quadrant IV is where the wiring harness is placed, which facilitates the reasonable arrangement of the various mechanical units of the corner module.

[0083] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and such modifications or substitutions are intended to be within the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be subject to the scope of protection of the claims.

Claims

1. A kingpin steering angle module, comprising a wheel (200), a hub motor (10) and a vehicle frame, characterized in that: The module further comprises a steering unit (100) and a vibration reduction unit (300); the wheel hub motor (10) is mounted on the wheel (200); the steering unit (100) is mounted on the wheel hub motor (10); the vibration reduction unit (300) is mounted on the steering unit (100); and the vibration reduction unit (300) is connected to a vehicle frame; the steering unit (100) enables the wheel (200) to maintain a kingpin inclination angle and a kingpin castor angle within a preset angle range when turning.

2. The kingpin angle module according to claim 1, characterized in that: The steering unit (100) comprises a steering mechanism (20) and a steering knuckle (24); the steering knuckle (24) is mounted on a wheel hub motor (10); the wheel hub motor (10) is mounted on a wheel (200) via the steering knuckle (24); and the steering mechanism (20) and the steering knuckle (24) are connected.

3. The kingpin angle module according to claim 2, characterized in that: The steering knuckle (24) comprises a steering knuckle body (241), a lower end support member (242) and a first fastener (243); the lower end support member (242) is mounted on the steering knuckle body (241) via the first fastener (243).

4. The kingpin angle module according to claim 3, characterized in that: The lower end support member (242) includes a fastener mounting hole (2421) and a ball seat mounting hole (2422); the steering knuckle body (241) includes a threaded hole (2411); the fastener mounting hole (2421) and the threaded hole (2411) are connected via a first fastener (243); and the ball seat mounting hole (2422) is connected to the vibration reduction unit (300).

5. The kingpin angle module according to claim 4, characterized in that: The steering mechanism (20) comprises a steering motor (21), a kingpin steering output member (22) and a reducer (23); the steering motor (21) is connected to a steering knuckle body (241); the reducer (23) is mounted on the steering motor (21); and the kingpin steering output member (22) is respectively connected to the reducer (23) and a vibration damping unit (300).

6. The kingpin angle module according to claim 5, characterized in that: The vibration damping unit (300) includes a double wishbone suspension mechanism (60), the double wishbone suspension mechanism (60) including an upper wishbone (61), a lower wishbone (62), a first ball pin assembly (30) and a pin assembly (50), the pin assembly (50) being mounted on the upper wishbone (61) and the pin assembly (50) being connected to a kingpin steering output member (22), the first ball pin assembly (30) being mounted on the lower wishbone (62) and the first ball pin assembly (30) being connected to a steering knuckle (24), the upper wishbone (61) and the lower wishbone (62) being both connected to a vehicle frame, and the steering knuckle (24) rotating about the axis of the kingpin steering output member (22) or the pin assembly (50).

7. The kingpin angle module according to claim 6, characterized in that: The first ball pin assembly (30) comprises a ball pin (32) and a ball seat (31), the ball seat (31) is connected to the ball seat mounting hole (2422), and the ball pin (32) is mounted on the ball seat (31).

8. The kingpin angle module according to claim 7, characterized in that: The ball seat (31) includes a ball socket (311), and the ball pin (32) includes a ball head (321) and a ball neck (322). The ball head (321) is installed in the ball socket (311), and the ball neck (322) is installed on the ball head (321). The ball neck (322) is connected to the lower cross arm (62).

9. The kingpin angle module according to claim 6, characterized in that: The vibration damping unit (300) further includes a vibration damper (70), the vibration damper (70) including a vibration damper rod (71), a spring (72), a second ball pin assembly (73), a second fastener (74) and a control assembly (75), the vibration damper rod (71) being connected to the upper cross arm (61) and the lower cross arm (62) respectively, the spring (72) being mounted on the vibration damper rod (71), the control assembly (75) being connected to the vehicle frame via the second fastener (74), and the control assembly (75) being connected to the lower cross arm (62) via the second ball pin assembly (73).

10. The kingpin angle module according to claim 1, characterized in that: The angle range of the kingpin caster angle is 0° to 3°, and the angle range of the kingpin inclination angle is 3° to 10°; the hub motor (10) is an inner rotor hub motor (10) integrated with a speed reduction mechanism, and the hub motor (10) adopts dual heat dissipation channels.

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