Electrically-controlled variable tie rod and multi-axis wire-controlled chassis framework and working method

Abstract

The invention relates to an electric control variable tie rod, a multi-axis control chassis framework and a working method.The electric control variable tie rod is characterized by comprising a steering tie rod, a first electric cylinder and a second electric cylinder, and the first electric cylinder and the second electric cylinder are fixed to the two ends of the steering tie rod; the telescopic end of the first electric cylinder and the telescopic end of the second electric cylinder are both connected with the first end of a steering pull rod used for driving a wheel steering knuckle to rotate, a rack capable of being meshed with a gear of a steering machine is arranged in the middle of the steering pull rod, and power of the steering machine is provided by an output shaft of a steering motor. The electrically-controlled variable tie rod and the multi-axis wire-controlled chassis framework are reasonable in design, an ideal steering angle can be achieved through stretching and retracting of the first electric cylinder and the second electric cylinder, and the passing performance and the safety performance of a vehicle can be improved.

Description

TECHNICAL FIELD

[0001] The application provides an electrically-controlled variable transverse pull rod and a multi-axle electrically-controlled chassis architecture. BACKGROUND

[0002] During steering, due to different steering radii of the inner and outer wheels, the outer wheel will slide when the inner and outer wheels steer at the same angle. In order to ensure that the inner and outer wheels can roll during steering, the angle of the inner wheel should be larger than that of the outer wheel, and the axes of the inner and outer wheels should be compared to the same point of the rear axle, that is, Ackerman steering. However, due to the elasticity of the tire and the different Ackerman steering parameters required by the vehicle speed during each turn, the existing vehicle is designed based on Ackerman steering to have a steering trapezoid within a certain deflection angle range, so that the actual deflection angle is close to the ideal deflection angle, and precise steering cannot be achieved. SUMMARY

[0003] In view of the above shortcomings of the prior art, the purpose of the present application is to provide an electrically-controlled variable transverse pull rod and a multi-axle electrically-controlled chassis architecture, which is rationally designed and can achieve an ideal steering angle through the extension and retraction of the first and second electric cylinders, thereby improving the passing performance and safety performance of the vehicle.

[0004] The electrically-controlled variable transverse pull rod of the present application is characterized in that it comprises a steering transverse pull rod, a first electric cylinder and a second electric cylinder fixed on both ends of the steering transverse pull rod, the extension and retraction ends of the first and second electric cylinders are connected with the first end of a steering pull rod for driving the steering of the wheel, the middle part of the steering transverse pull rod is provided with a rack capable of engaging with the gear of a steering machine, and the power of the steering machine is provided by the output shaft of a steering motor.

[0005] Preferably, the steering transverse pull rod is sleeved on the first support seat of the frame, the steering machine is provided with a steering column, the gear is arranged on the steering column, the steering column is perpendicular to the steering transverse pull rod, and the steering column is rotationally connected to the first support seat.

[0006] Preferably, the output shaft of the steering motor is sequentially connected with a power interruption device, a universal joint and the steering column.

[0007] Preferably, the power interruption device comprises a driving shaft, a driven shaft, a power interruption device housing, a pressure plate, a return spring, a friction plate and an electromagnet, the driving shaft and the driven shaft have outer flanges at their ends and are coaxially arranged close to each other, the friction plate is arranged between the outer flange ends of the driving shaft and the driven shaft, the outer flanges of the driving shaft and the driven shaft and the friction plate are contained in the power interruption device housing, the pressure plate is arranged in the power interruption device housing and abuts against the outer flange of the driven shaft, the return spring is arranged between the pressure plate and the inner wall of the power interruption device housing, the first end of an outer sleeve of the pressure plate is fixedly connected to the driven shaft, the second end of the outer sleeve penetrates through the power interruption device housing, the second end of the outer sleeve is provided with a flange and is close to the electromagnet, when the electromagnet is powered, the outer sleeve is attracted by the electromagnet, the outer sleeve and the pressure plate are driven away from the flange of the driven shaft, the friction plate is not in friction between the flanges of the driving shaft and the driven shaft, and the driving shaft and the driven shaft do not generate power transmission, when the electromagnet is powered off, the outer sleeve is not attracted by the electromagnet, the pressure plate is pushed against the flange of the driven shaft under the action of the return spring, the flanges of the driving shaft and the driven shaft are in friction with the friction plate, and the driving shaft and the driven shaft generate power transmission.

[0008] Preferably, the driving shaft is fixedly connected to the output shaft of the steering motor, and the driven shaft is fixedly connected to the input shaft of the universal joint.

[0009] Preferably, the first support seat, the first electric cylinder and the second electric cylinder are provided with a locking mechanism, and the locking mechanism comprises a locking piece, a locking mechanism housing, a second return spring and a second electromagnet, the partial segment of the locking piece, the second return spring and the second electromagnet are arranged in the locking mechanism housing, the two ends of the second return spring are respectively abutted against the middle part of the locking piece and the bottom of the locking mechanism housing, the locking piece has magnetism that can be attracted by the second electromagnet, and the end of the locking piece that protrudes out of the locking mechanism housing is provided with a lower protruding tip, so that when the second electromagnet works, the locking piece is lowered against the elastic force of the second return spring to make the lower protruding tip embedded in the locking groove on the steering tie rod or the telescopic rod of the electric cylinder.

[0010] The multi-axis electronically controlled chassis architecture is characterized in that: a plurality of groups of independently driven shaft modules are spliced together, each shaft module comprises a profile frame and first and second wheels symmetrically arranged on both sides of the profile frame, the frames of adjacent shaft modules are fixedly connected, and the first and second wheels on both sides of each group of shaft modules are provided with wheel steering horns, the profile frame of each group of shaft modules is mounted with an electrically controlled variable tie rod, the telescopic ends of the first and second electric cylinders of the electrically controlled variable tie rod are connected with the first end of the steering tie rod, and the second end of the steering tie rod is connected with the wheel steering horn, so as to drive the wheel steering horn, the first wheel or the second wheel to rotate when the first and second electric cylinders are telescopically actuated.

[0011] Preferably, the profile frames are spliced by a plurality of profiles to form a cuboid frame, and the first support seat is arranged on the profile frame to support the steering tie rod.

[0012] The working method of the electric control variable tie rod comprises the following steps: when working, the output shaft of the steering motor outputs power to drive the power interruption device, the universal coupling and the gear on the steering column to rotate, thereby driving the rack and the steering tie rod to move along the axial direction, then driving the steering tie rod to move through the first electric cylinder or the second electric cylinder, and finally driving the wheels and the steering yoke to rotate to realize the wheel steering, and the extension and retraction amount of the extension rod of the first electric cylinder or the second electric cylinder is controlled to control the different rotation amounts of the wheels on both sides and realize the ideal steering angle.

[0013] The electric control variable tie rod and the multi-axle line control chassis architecture are reasonable in design, can realize the ideal steering angle through the extension and retraction of the first electric cylinder and the second electric cylinder, and are beneficial to improving the passing performance and safety performance of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0014] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the embodiments, and it should be understood that the following drawings only show some embodiments of the present application, and therefore should not be regarded as a limitation to the scope, and for those skilled in the art, other related drawings can also be obtained without creative labor on the basis of these drawings.

[0015] Figure 1 is a perspective view of a group of axle modules of the present application; Figure 2 is a partial view of Figure 1 ; Figure 3 is a front view of the electric control variable tie rod of the present application; Figure 4 is a partial view of the electric control variable tie rod of the present application; Figure 5 is a partial sectional view of the electric control variable tie rod of the present application; Figure 6 is a partial side view of the electric control variable tie rod of the present application; Figure 7 is a sectional view of the power interruption device; Figure 8 is a sectional view of the locking mechanism; Figure 9 is a perspective view of one embodiment of the multi-axle line control chassis architecture of the present application; Figure 10 is a perspective view of another embodiment of the multi-axle line control chassis architecture of the present application.

[0016] The connection mode of the present application will be further described in detail below in combination with the drawings and specific implementation structures. DETAILED DESCRIPTION

[0017] To make the purposes, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below in combination with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. The components of the embodiments of the present application described and shown in the drawings herein can be arranged and designed in various different configurations.

[0018] The electrically-controlled variable cross tie rod comprises a steering cross tie rod 1, a first electric cylinder 2 and a second electric cylinder 3 (the first electric cylinder 2 and the second electric cylinder 3 are electric push cylinders) fixed on both ends of the steering cross tie rod 1, the telescopic ends of the first electric cylinder 2 and the second electric cylinder 3 are connected with the first end of a steering pull rod 5 for driving a steering horn 4 of a wheel to rotate, the middle part of the steering cross tie rod 1 is provided with a rack 8 capable of engaging with a gear 7 of a steering engine 6 (i.e. when the steering engine 6 works, the rotation of the gear 7 is driven to move the rack 8), and the power of the steering engine 6 is provided by an output shaft of a steering motor 9.

[0019] The steering cross tie rod 1 is sleeved on a first support seat 10 of a rack (i.e. a profile frame C1 hereinafter), the steering engine 6 is provided with a steering column 11, the gear 7 is fixedly connected on the steering column 11, the steering column 11 is perpendicular to the steering cross tie rod 1, and the steering column is rotationally connected on the first support seat 10, and the output shaft of the steering motor 9 is sequentially connected with a power interruption device A, a universal coupling 13 and the steering column 11 of the steering engine 6 (as shown in Figure 6

[0020] The hub motor is fixedly connected with the steering horn 4 through a key (the hub motor drives the wheel to rotate), the steering horn 4 is connected with the steering pull rod 5 through a bolt, the steering pull rod 5 can rotate in the axial vertical plane direction through a ball head link with the steering cross tie rod 1, and the first electric cylinder 2 or the second electric cylinder 3 is fixedly connected with the steering cross tie rod 1 through a bolt.

[0021] When working, the output shaft of the steering motor 9 outputs power to drive the power interruption device A, the universal coupling 13 and the gear 7 on the steering column 11 to rotate, thereby driving the rack 8 and the steering cross tie rod 1 to move along the axial direction, then driving the steering pull rod 5 to move through the first electric cylinder 2 or the second electric cylinder 3, and finally driving the wheel and the steering horn 4 of the wheel to rotate (i.e. rotating around the plumb line of the contact point of the wheel and the ground), so as to realize the wheel steering, and by controlling the extension and retraction amount of the telescopic rod 21 of the first electric cylinder 2 or the second electric cylinder 3, the different rotation amounts of the wheels on both sides are controlled, so as to realize the ideal steering angle, which is beneficial to improve the passing performance and safety performance of the vehicle and reduce the wear of the wheel tire. ​

[0022] The power interruption device A comprises a driving shaft A1, a driven shaft A2, a power interruption device housing A3, a pressing disc A4, a reset spring A5, a friction plate A6 and an electromagnet A7. The end of the driving shaft A1 and the end of the driven shaft A2 are provided with outer flanges A8, and are coaxially arranged close to each other. The outer flange end surfaces of the driving shaft and the driven shaft are provided with the friction plate A6. The outer flanges of the driving shaft and the driven shaft and the friction plate are contained in the power interruption device housing A3. The power interruption device housing is provided with the pressing disc A4 which abuts against the outer flange A8 of the driven shaft A2. The pressing disc A4 is fixedly connected to the first end of an outer sleeve A9 on the driven shaft. The second end of the outer sleeve A9 penetrates through the power interruption device housing A3. The second end of the outer sleeve is provided with a flange and is close to the electromagnet A7 (when the electromagnet A7 is not working, the flange of the outer sleeve A9 is away from the electromagnet A7). When the electromagnet is powered, the outer sleeve is attracted by the electromagnet, and the outer sleeve A9 and the pressing disc A4 are driven away from the outer flange A8 of the driven shaft. The driving shaft and the outer flange of the driven shaft are not in friction with the friction plate, and the driving shaft and the driven shaft do not produce power transmission. When the electromagnet is powered off, the outer sleeve is not attracted by the electromagnet, and the pressing disc is pushed against the outer flange of the driven shaft under the action of the reset spring. The outer flanges of the driving shaft and the driven shaft are in friction with the friction plate, and the driving shaft and the driven shaft produce power transmission.

[0023] The driving shaft A1 of the power interruption device is fixedly connected to the output shaft of the steering motor through welding. The driven shaft A2 of the power interruption device is fixedly connected to the universal joint 13 through shaft end splines. The other end of the universal joint is fixedly connected to the input shaft of the steering motor. In the non-working state of the power interruption device, the pressing disc is tightly attached to the friction plate in the driven shaft under the action of the reset spring. The driven shaft is tightly attached to the driving shaft under the action of the pressing disc. At this time, the driving shaft transmits torque to the driven shaft through the friction plate to realize power transmission. In the working state of the power interruption device, the pressing disc is away from the friction plate of the driven disc under the action of the electromagnetic force by powering the electromagnet. At this time, the friction force between the friction plate on the driven shaft and the driving shaft disappears, and the power is interrupted.

[0024] The first support seat 10, the first electric cylinder 2 and the second electric cylinder 3 are provided with a locking mechanism B, which comprises a locking piece B1, a locking mechanism shell B2, a second reset spring B3 and a second electromagnet B4. The partial segment of the locking piece B1, the second reset spring and the second electromagnet are arranged in the locking mechanism shell. The two ends of the second reset spring are respectively abutted against the middle part of the locking piece B1 and the bottom of the locking mechanism shell. The locking piece B1 has magnetism that can be attracted by the second electromagnet B4. The end of the locking piece B1 that extends out of the locking mechanism shell has a lower protruding tip B5. When the second electromagnet works, the locking piece descends against the elastic force of the second reset spring to make the lower protruding tip embedded in the locking groove B6 on the steering tie rod or the telescopic rod of the electric cylinder. Through the locking mechanism B, it is ensured that the steering tie rod or the telescopic rod of the electric cylinder is limited in the position when the electric cylinder or the steering tie rod shaft is not driven to move axially, so as to avoid the random swing of the wheels.

[0025] The electrically-controlled variable tie rod constitutes a three-degree-of-freedom redundant steering mechanism. The steering mechanism has three working modes. When the vehicle travels on a good road, the steering power is provided by the steering motor alone. Since the power of the electric cylinder is small, it is only suitable for low-speed working conditions. However, the electric cylinder has a long stroke, so the wheels can have a larger steering angle. When the vehicle is parked or needs to pass through a relatively narrow curve, the working mode of providing steering power by using the first electric cylinder or the second electric cylinder can greatly improve the passability of the vehicle. The steering motor and the working mode of providing steering power by using the first electric cylinder or the second electric cylinder, in which the first electric cylinder and the second electric cylinder function to change the lengths of the left and right tie rods, have a large power, and can provide a large steering torque. Such a combination can make the vehicle realize crabbing, U-turning and large-angle steering.

[0026] When the locking mechanism works, the ECU supplies power to the second electromagnet B4 to generate an attractive force on the locking piece. As the current increases, the attractive force increases to compress the second reset spring B3. The locking piece is tightly matched with the locking groove to realize the locking effect. When the ECU stops working, the locking piece returns to the initial position under the action of the second reset spring B3, and the locking mechanism stops working. When the electric cylinder fails, in order to avoid the axial displacement of the electric cylinder screw rod (or the telescopic rod of the electric cylinder) affecting the working of the steering mechanism, the locking mechanism tightly matches the locking piece with the locking groove on the electric cylinder screw rod to lock the electric cylinder screw rod. The steering motor drives the steering mechanism to move the steering tie rod 1 axially to complete the rotation of the steering wheel. When the steering mechanism fails, in order to avoid the axial displacement of the steering tie rod 1 affecting the working of the electric cylinder, the locking piece of the locking mechanism and the locking groove on the steering tie rod are tightly matched to lock the axial displacement of the steering tie rod. The motor in the electric cylinder drives the screw rod to move axially to drive the steering tie rod to rotate the steering wheel.

[0027] The multi-axle chassis architecture of the application is spliced by multiple groups of independently running axle modules C, the axle module C comprises a profile frame C1 and first and second wheels C2 and C3 symmetrically arranged on both sides of the profile frame, the profile frames of adjacent axle modules are fixedly connected, the first and second wheels on both sides of each group of axle modules are provided with wheel steering horns, the profile frame of each group of axle modules is mounted with the electrically-controlled variable transverse pull rod, the first and second electric cylinders 2 and 3 of the electrically-controlled variable transverse pull rod are connected with the first end of the steering pull rod 5, and the second end of the steering pull rod 5 is connected with the wheel steering horn 4, so as to drive the wheel steering horn, the first wheel or the second wheel to rotate when the first and second electric cylinders are extended or retracted.

[0028] The multi-axle chassis architecture based on the variable transverse pull rod is spliced by multiple independently running axle modules (i.e. the profile frame C1, the electrically-controlled variable transverse pull rod on the profile frame C1, the first and second wheels C2 and C3), the adjacent axle modules can be connected by the profile frame C4 quick connection structure, the configuration of the chassis can be changed by changing the number of independently running modules or the length of the spliced profiles (two groups of axle modules are shown in the figure, three groups of axle modules are shown in the figure), in the three groups of axle modules or above, the length of the steering transverse pull rod connecting the inner and outer wheels can be changed by the first or second electric cylinder in the electrically-controlled variable transverse pull rod to adjust the steering angle of each wheel, the parameters of the steering trapezoid are changed, so that the vehicle has only one steering center, the passability of the multi-axle vehicle is improved, the multiple rotation centers are avoided to aggravate the tire wear, and the universal performance of the axle module in the multi-axle vehicle is greatly improved.

[0029] The profile frame C1 is formed into a cuboid frame by splicing multiple profiles, and the first support seat 10 is arranged on the profile frame to support the steering transverse pull rod.

[0030] The vehicle front axle of the application is provided with a variable steering mechanism, and the rear axle is provided with a hydraulic steering mechanism, the steering torque, the steering angle and the vehicle speed signals of the vehicle are measured by the torque sensor, the steering angle sensor and the vehicle speed sensor, and are transmitted to the ECU, the ECU adjusts the length of the steering transverse pull rod by controlling the input voltage and current of the steering motor and the internal motor of the electric cylinder, and changes the parameters of the steering trapezoid, when the vehicle is in the low-speed running condition, the length of the inner steering transverse pull rod is reduced and the length of the outer steering transverse pull rod is increased by the internal motor driving the screw to displace, so that the ideal steering angle is realized, when the vehicle is in the high-speed running condition, the length of the inner steering transverse pull rod is increased and the length of the outer steering transverse pull rod is reduced to ensure the stability of the vehicle body.

[0031] In summary, the innovation points of the application are: (1) Variable mechanism of steering tie rod length: the steering tie rod in the steering mechanism is connected with an electric cylinder (first electric cylinder and second electric cylinder), the electric cylinder increases or decreases the length of the steering tie rod through the axial movement of the telescopic rod, so as to realize the steering angle adjustment of the steering wheel, which can greatly improve the passing performance of the vehicle; (2) Power interruption device based on electric cylinder steering: when the vehicle is in the working condition that only needs the electric cylinder to provide steering power, the driver needs to input torque to the steering wheel, which will cause the steering motor to rotate. In order to avoid power interference between the steering motor and the electric cylinder, a clutch type power interruption device is added between the steering motor and the steering mechanism to interrupt the power transmission between the steering motor and the steering mechanism; (3) Three-degree-of-freedom redundant steering mechanism: three motors are installed in the steering mechanism, which are a steering motor, a first electric cylinder A and a first electric cylinder; three working modes can be combined, the vehicle works in normal working condition and the steering power is provided by the steering motor alone; the electric cylinder has small power, but when the telescopic rod of the electric cylinder extends or retracts at the same time, the wheels can rotate in the opposite direction, realizing the function of turning around in place, at this time, the steering power is provided by the first electric cylinder and the second electric cylinder, and the power interruption device is used to disconnect the direct connection between the steering motor and the steering motor; the steering motor + electric cylinder provides steering power, and the length of the steering tie rod on the inside of the turn can be shortened through the electric cylinder, and the length of the steering tie rod on the outside of the turn can be increased, so that the wheels have a larger steering angle, realizing large-angle steering. Different steering modes can be selected according to different steering requirements and road conditions; (4) Multi-axle chassis architecture based on variable tie rod: the chassis architecture is composed of three or more independent driving modules with variable tie rods, each independent driving module contains independent driving, braking, steering and suspension systems, and the modules are spliced by using inter-axle connection modules to form a complete chassis. Since the ordinary steering mechanism is not suitable for multi-axle vehicles, the length of the steering tie rod is adjusted by the electric cylinder to change the steering angle of each steering wheel, so that the multi-axle vehicle has only one steering center, the turning radius of the vehicle is improved, the tire wear is avoided, and the universality of the axle module in the multi-axle vehicle is greatly improved; (5) Double safety steering mechanism: a locking mechanism is installed in the steering mechanism and the electric cylinder. In the process of driving, the steering mechanism fails, the steering mechanism locking mechanism works to limit the displacement of the steering tie rod between the steering mechanism and the electric cylinder, and the axial displacement of the telescopic rod (screw rod) of the electric cylinder achieves the purpose of steering. When the electric cylinder fails, the electric cylinder locking mechanism works to limit the axial displacement of the telescopic rod of the electric cylinder, and the steering mechanism achieves the purpose of steering; (6) Steering control method based on variable steering mechanism: the EPS system obtains the torque, steering wheel angle, and vehicle speed signals applied by the driver to the steering wheel through the torque sensor, steering wheel angle sensor, and vehicle speed sensor during vehicle driving, and transmits the signals to the ECU. The steering machine and electric cylinder adopt a PWM control strategy. The ECU controls the axial displacement of the steering tie rod and screw rod by adjusting the input voltage and current of the steering machine and electric cylinder motors to adjust the steering tie rod length on the inside and outside of the steering machine in real time, change the parameter structure of the steering trapezoid, and make the tire reach the optimal steering angle during the steering of the vehicle.

[0032] The above only describes the preferred embodiments of the present application and is not intended to limit the present application. Those skilled in the art can make various modifications and changes to the present application.

Claims

1. An electronically controlled variable tie rod, characterized in that: It includes a steering tie rod, a first electric cylinder and a second electric cylinder fixed on both ends of the steering tie rod, the telescopic ends of the first electric cylinder and the second electric cylinder are connected to the first end of the steering tie rod for driving the wheel steering horn to rotate, and the middle part of the steering tie rod is provided with a rack that can engage with the gear of the steering gear, and the power of the steering gear is provided by the output shaft of the steering motor.

2. The electronically controlled variable tie rod according to claim 1, characterized in that: The steering tie rod is sleeved on the first support seat of the frame, the steering machine is provided with a steering column, the gear is provided on the steering column, the steering column and the steering tie rod are perpendicular to each other, and the steering column is rotatably connected to the first support seat.

3. The electronically controlled variable tie rod according to claim 1 or 2, characterized in that: The output shaft of the steering motor is connected to the power interruption device, the universal coupling and the steering column in sequence.

4. The electronically controlled variable tie rod according to claim 3, characterized in that: The power interruption device includes a driving shaft, a driven shaft, a power interruption device housing, a pressure plate, a return spring, a friction plate and an electromagnet. The ends of the driving shaft and the driven shaft have outer flanges and are coaxially arranged close to each other. The friction plate is provided between the end faces of the outer flanges of the driving shaft and the driven shaft. The outer flanges of the driving shaft and the driven shaft and the friction plate are contained in the power interruption device housing. The pressure plate that abuts against the outer flange of the driven shaft is provided in the power interruption device housing. The return spring is provided between the pressure plate and the inner wall surface of the power interruption device housing. The pressure plate is fixedly connected to the driven shaft. The first end of the outer sleeve on the driven shaft and the second end of the outer sleeve pass through the power interruption device housing. The second end of the outer sleeve is provided with a flange and is close to the electromagnet. When the electromagnet is energized, the outer sleeve is adsorbed by the electromagnet, driving the outer sleeve and the pressure plate away from the flange of the driven shaft. The flanges of the driving shaft and the driven shaft do not rub against the friction plate, and the driving shaft and the driven shaft do not generate power transmission. When the electromagnet is de-energized, the outer sleeve is not adsorbed by the electromagnet, and the pressure plate pushes the flange of the driven shaft under the action of the return spring. The flanges of the driving shaft and the driven shaft rub against the friction plate, and power transmission is generated between the driving shaft and the driven shaft.

5. The electronically controlled variable tie rod according to claim 4, characterized in that: The driving shaft is fixedly connected to the output shaft of the steering motor, and the driven shaft is fixedly connected to the input shaft of the universal joint.

6. The electronically controlled variable tie rod according to claim 1 or 2, characterized in that: A locking mechanism is provided on the first support seat, the first electric cylinder and the second electric cylinder. The locking mechanism includes a locking piece, a locking mechanism housing, a second return spring and a second electromagnet. A partial section of the locking piece, the second return spring and the second electromagnet are provided in the locking mechanism housing. The two ends of the second return spring respectively abut against the middle part of the locking piece and the bottom of the locking mechanism housing. The locking piece has magnetism that can be attracted by the second electromagnet. The end of the locking piece extending out of the locking mechanism housing has a lower protrusion, so that when the second electromagnet is working, the locking piece overcomes the elastic force of the second return spring and descends to allow the lower protrusion to embed into the locking groove on the steering tie rod or the electric cylinder telescopic rod.

7. A multi-axis controlled chassis structure using any one of claims 1 to 6, characterized in that: It is composed of multiple groups of independently moving axle modules, and the axle modules include a profile frame and a first wheel and a second wheel symmetrically arranged on both sides of the profile frame. The frames of adjacent axle modules are fixedly connected, and the first wheel and the second wheel on both sides of each group of axle modules are provided with wheel steering clevises. The profile frame of each group of axle modules is installed with the electrically controlled variable transverse tie rod, and the telescopic ends of the first electric cylinder and the second electric cylinder of the electrically controlled variable transverse tie rod are connected to the first end of the steering rod, and the second end of the steering rod is connected to the wheel steering clevis, so as to drive the wheel steering clevis, the first wheel or the second wheel to rotate when the first electric cylinder and the second electric cylinder are telescopic.

8. The multi-axis controlled chassis structure according to claim 7, characterized in that: The profile frame is formed into a rectangular parallelepiped frame by splicing a plurality of profiles, and the profile frame is provided with the first support seat for supporting and placing the steering tie rod.

9. A method for operating an electronically controlled variable tie rod according to any one of claims 1 to 6, characterized in that: During operation, the output shaft of the steering motor outputs power, driving the power interruption device, the universal coupling and the gears on the steering column to rotate, and then driving the rack and the steering tie rod to move along its axial direction, and then driving the steering rod to move through the first electric cylinder or the second electric cylinder, and finally driving the wheels and the wheel steering horn to rotate to achieve wheel steering. By controlling the extension and contraction amount of the telescopic rod of the first electric cylinder or the second electric cylinder, the different rotation amounts of the wheels on both sides can be controlled to achieve the ideal steering angle.

10. A working method of a multi-axis controlled chassis structure as described in any one of claims 7 or 8, wherein the multi-axis controlled chassis structure based on a variable transverse tie rod is composed of a plurality of independently moving axle modules, the axle module including a profile frame, an electrically controlled variable transverse tie rod on the profile frame, a first wheel and a second wheel, and adjacent axle modules are fixedly connected. When there are three or more sets of axle modules, the length of the steering transverse tie rod connecting the inner and outer wheels is changed by the first electric cylinder or the second electric cylinder in the electrically controlled variable transverse tie rod during steering to adjust the steering angle of each wheel and change the parameters of the steering trapezoid so that the vehicle has only one steering center, thereby improving the passability of the multi-axle vehicle and avoiding the existence of multiple rotation centers that aggravate tire wear.

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