Driving, rotating and flying integrated unit based on differential bevel gear and control method of driving, rotating and flying integrated unit

Abstract

The invention discloses a driving, rotating and flying integrated unit based on differential bevel gears and a control method of the driving, rotating and flying integrated unit, and belongs to the technical field of land-air integrated traffic tools. The integrated unit is highly integrated with a wheel assembly, a driving, rotating and flying integrated actuator, a suspension system and a disconnectable connecting unit. According to the rotation and flight driving integrated actuator, based on a differential bevel gear mechanism, through rotation speed coupling output of two sets of isomorphic execution motors, self-rotation driving of wheel half shafts and decoupling control over revolution deflection around the axis of a main pin are accurately achieved. In combination with cooperation of the brake-by-wire system and the electromagnetic clutch, the unit can realize two modes and switching thereof: in a land running mode, efficient drive braking and steering are completed; in the flight mode, direct torque and active vector flight control is realized by utilizing a wheel-wing integrated structure; and under configuration transformation, the wheel edge mechanism is integrally overturned to realize attitude reconstruction. According to the method, the hardware redundancy is extremely simplified, and meanwhile, the cross-domain maneuvering capability and the control flexibility of the system are remarkably improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of flying cars and intelligent chassis by wire, and particularly relates to a driving and turning flying integrated unit for realizing driving and turning decoupling by using a differential bevel gear and realizing land and flight configuration switching by using a disconnectable connection unit. BACKGROUND

[0002] With the rise of low-altitude economy and the transformation of intelligent transportation systems, land-air integrated flying cars have become an important evolution direction in the future travel field. The traditional automobile chassis is undergoing a profound transformation from "centralized" to "distributed" and "by wire", and its core execution unit has evolved into an integrated wheel edge module integrating driving, steering and braking. In order to realize high mobility of the vehicle in land mode and cross-domain switching from land to flight, a highly integrated execution terminal has become a strategic focus of land-air integrated transport research. However, the existing integrated driving unit still faces significant challenges such as structural redundancy, low power-to-weight ratio, and cross-domain control coupling when dealing with "land-air" multi-modal switching.

[0003] In the existing high-integration chassis scheme, the driving and steering functions mostly use the physical stacking mode of motors. This parallel architecture exposes serious defects on land-air integrated equipment: first, the power between the power sources cannot be shared. The steering action in land mode and the vector deflection action in flight mode require large torque, but the working time is extremely short; while driving and lift output require continuous power supply. In the traditional scheme, the steering motor and the driving motor need to be selected independently according to the extreme load, resulting in redundant installed power of the whole machine, which greatly increases the equipment mass of the flying car which is extremely sensitive to weight. Second, the existing architecture lacks an efficient configuration transformation mechanism. The conversion from the land configuration to the flight configuration usually requires additional actuating mechanisms, which not only squeezes the limited wheel edge layout space, but also increases the system's risk points of failure.

[0004] The more core problem is that in the smooth cruising condition that occupies most of the flying car's operating time, the steering execution mechanism in the traditional architecture is in a near-zero-speed static state for a long time, the motor efficiency is very low and continues to heat. At this time, the driving motor is often in a high-load operating state, and the overall system energy efficiency cannot be optimally configured. Therefore, how to realize the power deep coupling between driving, steering and flight thrust through innovative transmission mechanisms, break the old paradigm of "one function one motor" by using power reuse mechanism, and realize seamless and lightweight switching of land and air configurations, has become a key technical bottleneck that needs to be solved in the field of land-air integrated transportation tools SUMMARY

[0005] The present application provides a driving and turning flying integrated unit based on a differential bevel gear, characterized in that it comprises: A wheel assembly (100) is used to carry vehicle loads and brake the vehicle, and the wheel assembly integrates a brake-by-wire system. The drive-rotor-fly integrated actuator (200), based on a differential bevel gear mechanism, precisely achieves decoupled control of the self-rotation drive of the wheel half-shaft and its revolution and deflection around the kingpin axis through the speed coupling output of two sets of isomorphic actuator motors. It includes a first actuator motor, a second actuator motor, a differential bevel gear assembly, an actuator housing, and a transmission mechanism; the drive-rotor-fly integrated actuator is connected to the wheel assembly through upper and lower steering connectors. The suspension system (300) for achieving wheel damping includes a control arm and a damping spring assembly, the control arm being connected to the drive-rotor integrated actuator via a hinge.

[0006] A disconnectable connection unit (400) is installed between the suspension system and the vehicle subframe. Based on the electromagnetic clutch, the rotational constraint between the suspension system and the subframe is controlled, so that the power output by the drive-rotation-flying integrated actuator can drive the suspension system and wheel assembly to rotate relative to the frame to complete the switching between land and flight configurations. The drive-to-flight integrated unit has a land mode and a flight mode corresponding to the land configuration and flight configuration of the integrated unit, respectively; the land mode includes steering control around K1 and drive control around K2; the flight mode includes active vector control around K1 and direct torque control around K2; the switching between the land configuration and the flight configuration includes the rotational transformation of the drive-to-flight integrated actuator (200) and the suspension system (300) around K3; wherein K1, K2, and K3 are specifically: Kingpin axis K1: Determined by the line connecting the upper and lower steering connectors between the drive-rotor integrated actuator (200) and the steering knuckle of the wheel assembly (100); In land driving mode, the wheel assembly deflects around axis K1 to achieve steering function; Drive axis K2: coincides with the half-shaft axis of the wheel assembly (100); in land and flight modes, the wheel or wheel wing rotates about axis K2 to output driving force or lift. Configuration transformation axis K3: Determined by the rotation center of the disconnectable connection unit (400), the axis K3 is parallel to the axis K2; Preferably, the wheel in the wheel assembly (100) is a wheel-wing composite structure, and the wheel hub can bear the vehicle load in land mode and provide the necessary lift for vehicle take-off and landing in flight mode.

[0007] Preferably, the disconnectable connection unit (400) includes: Rotate end seat (401), the wheel side is fixed to the control arm and damping spring assembly of the suspension system (300) on the body side hinge point by a pin; the body side is provided with a rotating shaft, on which a flat keyway, a shoulder and a thread are provided in sequence; An electromagnetic clutch (402) includes a rotating end and a fixed end, wherein the rotating end is connected to the rotating shaft of the rotating end seat via a flat key; The connecting bearing (403) has an inner ring that mates with the rotating shaft of the rotating end seat and is axially fixed by a shoulder and a locking nut; The fixed end seat (404) is fixed to the vehicle body subframe, is fixed to the fixed end of the electromagnetic clutch by screws, and bears the loads of the integrated unit from the rotating end seat through the connecting bearing.

[0008] Preferably, the configuration transformation control method of the integrated unit from land mode to flight mode includes: S0: Start; S1: The control unit of the drive-to-flight integrated unit obtains the flight mode switching command. If it enters flight mode, it executes S2; if it does not enter flight mode, it executes S5. S2: The control unit of the drive-to-fly integrated unit verifies whether the external environment meets the flight access requirements based on sensor signals. The flight access requirements include: the vehicle is in a zero-speed parking state, the current ground flatness and slope are within the safety threshold range, and the open space above and around the vehicle as fed back by the sensors is greater than the preset safety threshold. If the flight access requirements are met, S3 is executed. If the flight access requirements are not met, S5 is executed, and a prompt is issued: the current environment does not meet the flight access requirements. S3: The control unit of the drive-to-fly integrated unit controls the integrated unit to complete the configuration transformation from the first stage to the second stage; S4: The control unit of the drive-to-fly integrated unit controls the integrated unit to complete the configuration transformation from the second stage to the third stage; S5: Complete the configuration transformation control of the integrated unit from land mode to flight mode, or execute the safety termination procedure when the access conditions are not met to end the current transformation process; The first stage is the land configuration corresponding to the land mode; the second stage is the transition configuration in the configuration transformation process, in which the main pin axis K1 changes from the vertical direction under the land configuration to the horizontal direction under the flight configuration; and the third stage is the flight configuration corresponding to the flight model.

[0009] Preferably, the control method for the configuration transformation of the integrated unit from the first stage to the second stage includes: S0: Start; S1; The control unit of the drive-rotor-flying integrated unit controls the braking system to brake and lock the wheel, thereby achieving rotational constraint on the wheel's rotation around K2; S2: The control unit of the drive-rotation-flying integrated unit disconnects the electromagnetic clutch of the disconnectable connection unit, releasing the constraint of the suspension system rotating around K3; S3: The control unit of the drive-rotate-fly integrated unit controls the first actuator and the second actuator to cooperate with each other and jointly drive the drive-rotate-fly integrated actuator and the suspension system to rotate 90 degrees around K3 to the second stage; S4: The control unit of the drive-rotor-flyer integrated unit engages the electromagnetic clutch of the disconnectable connection unit; S5: End; Based on the vehicle's electrical load and center of gravity balance requirements, the configuration changes of the four wheels can be carried out using a full-time synchronous change strategy or a step-by-step change strategy performed diagonally.

[0010] Preferably, the control method for the configuration transformation of the integrated unit from the second stage to the third stage includes: S0: Start; S1; The control unit of the drive-rotor-flying integrated unit controls the extension of the vehicle landing gear to support the vertical load of the vehicle; S2: The control unit of the drive-rotate-fly integrated unit controls the first actuator motor and the second actuator motor to cooperate with each other and jointly drive the wheel assembly to rotate 90 degrees around K1 to the third stage; S3: The control unit of the drive-rotation-flight integrated unit releases the braking system, releases the rotational constraint of the wheels rotating around K2, and enters the flight mode; S4: End; Preferably, the configuration transformation control method of the integrated unit from flight mode to land mode includes: S0: Start; S1: The control unit of the drive-to-fly integrated unit obtains the land mode switching command. If it enters the land mode, it executes S2; if it does not enter the land mode, it executes S5. S2: The control unit of the flight control unit verifies whether the external environment meets the land access requirements based on sensor signals. The land access requirements include: the aircraft has landed vertically on the ground, the flatness of the landing surface meets the support requirements, and there are no obstacles interfering with the surroundings. If the land access requirements are met, S3 is executed; if the land access requirements are not met, S5 is executed, and a prompt is issued: the current environment does not meet the land access requirements. S3: The control unit of the drive-to-fly integrated unit controls the integrated unit to complete the configuration transformation from the third stage to the second stage; S4: The control unit of the drive-to-fly integrated unit controls the integrated unit to complete the configuration transformation from the second stage to the first stage; S5: Complete the configuration transformation control of the integrated unit from flight mode to land mode, or execute the safety termination procedure when the access conditions are not met, and end the current transformation process; The first stage is the land configuration corresponding to the land mode; the second stage is the transition configuration in the configuration transformation process, in which the drive axis K2 changes from the vertical direction in the flight configuration to the horizontal direction in the land configuration; and the third stage is the flight configuration corresponding to the flight model.

[0011] Preferably, the control method for the configuration transformation of the integrated unit from the third stage to the second stage includes: S0: Start; S1; The control unit of the drive-rotor-flying integrated unit controls the first actuator motor and the second actuator motor to cooperate with each other and jointly drive the wheel assembly to rotate 90 degrees around K1 to the second stage; S2: The control unit of the drive-rotation-flying integrated unit controls the braking system to brake and lock the wheel, thereby achieving rotational constraint of the wheel rotating around K2; S3: After all the vehicle integration units have completed S1 and S2, the control unit of the drive-rotor-flying integration unit controls the vehicle landing gear to retract, and the vehicle bears the vertical load through the wheels. S4: End; Preferably, the control method for the configuration transformation of the integrated unit from the second stage to the first stage includes: S0: Start; S1; The control unit of the drive-rotor integrated unit disconnects the electromagnetic clutch of the disconnectable connection unit, releasing the constraint of the suspension system rotating around K3; S2: The control unit of the drive-rotate-fly integrated unit controls the first actuator and the second actuator to cooperate with each other and jointly drive the drive-rotate-fly integrated actuator and the suspension system to rotate 90 degrees around K3 to the first stage; S3: The control unit of the drive-rotor-flyer integrated unit engages the electromagnetic clutch of the disconnectable connection unit; S4: The control unit of the drive-rotation-flying integrated unit releases the braking system, releases the rotational constraint of the wheel around K2, and enters the land driving mode; S5: End; Preferably, the control method for the land travel mode and the flight mode includes: The land driving mode includes steering control around K1 and drive control around K2; wherein the steering control is that the first actuator and the second actuator output torque or speed in opposite directions, driving the wheel assembly to produce a deflection action around K1 through differential bevel gear coupling; wherein the drive control is that the first actuator and the second actuator output torque or speed in the same direction, driving the wheel to produce a rotation action around K2 through differential bevel gear coupling; wherein the steering control and drive control of the land driving mode can be combined. The flight modes include active vector control around K1 and direct torque control around K2. The active vector control involves the first and second actuators outputting compensating speeds in opposite directions to drive the wheel wing through differential bevel gear coupling, thereby changing the lift vector direction and achieving lateral translation or yaw attitude correction of the vehicle. The direct torque control involves the first and second actuators outputting speeds in the same direction to drive the wheel wing through differential bevel gear coupling, generating lift by rotating it around K2. By coordinating the wheel wing speeds of the four integrated units throughout the vehicle, yaw, pitch, roll, and vertical ascent / descent movements are directly achieved, and horizontal displacement control is indirectly achieved by changing the fuselage pitch and roll attitudes. The first and second actuators are arranged perpendicularly to each other. The direction of the motor output shaft is defined as the positive direction of rotation. The first actuator is installed above and its output shaft points downward, while the second actuator is installed below and its output shaft points upward. Based on this physical layout, when the output shafts of the two motors rotate in the same direction, they correspond to the drive / lift function, and when they rotate in opposite directions, they correspond to the steering / vector deflection function.

[0012] Beneficial effects 1. This invention proposes a drive-rotor-fly integrated unit based on differential bevel gears, which utilizes the differential coupling principle to achieve power sharing and dynamic reuse of two sets of actuator motors. Compared to the traditional stacked configuration of "one function, one motor", this invention, through the speed coupling output of two sets of isomorphic motors, makes steering / vector deflection actions no longer dependent on independent, highly redundant steering actuators. This significantly reduces wheel-side mass and total installed power while greatly improving the system's power-to-weight ratio.

[0013] 2. This invention proposes a drive-steering-flying integrated unit based on differential bevel gears, which highly integrates four major functions—drive and steering control in land mode and direct torque and active vector control in flight mode—within a single execution terminal. By precisely decoupling the motion of wheel rotation (K2) and revolution around the kingpin (K1) through the differential bevel gear mechanism, the vehicle possesses extremely high maneuverability with independent four-wheel steering in land mode and flexible thrust vector adjustment capability in flight mode, achieving deep integration of cross-domain execution functions.

[0014] 3. This invention proposes a drive-rotor-fly integrated unit based on differential bevel gears, which effectively avoids the efficiency dead zone of the motor through differential coupling operation. When maintaining the steering angle or vector deflection angle, the two sets of actuator motors do not need to be in the inefficient "zero-speed high-torque" operating state of traditional solutions. Instead, they maintain static balance through speed offsetting, so that the motors always work in the high-efficiency range, significantly improving the energy efficiency characteristics of the system and alleviating the heat dissipation burden on the wheel sides.

[0015] 4. This invention proposes a drive-rotation-flying integrated unit based on differential bevel gears and designs an ingenious configuration transformation mechanism based on a disconnectable connection unit. This configuration utilizes an existing integrated power source combined with an electromagnetic clutch to achieve the overall rotation of the suspension system and actuators around K3, without the need for additional heavy configuration transformation actuators. This achieves rapid and reliable switching between land and flight configurations with minimal hardware cost. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the assembly of a drive-rotor-fly integrated unit based on differential bevel gears according to the present invention.

[0017] Figure 2 This is an exploded view of a drive-rotor-fly integrated unit based on differential bevel gears, as described in this invention.

[0018] Figure 3 This is a schematic diagram of the configuration transformation of a drive-rotor-fly integrated unit based on differential bevel gears according to the present invention.

[0019] Figure 4 This is a control block diagram of a drive-rotor-flight integrated unit based on differential bevel gears, as described in this invention, for switching from land mode to flight mode.

[0020] Figure 5 This is a control block diagram of the configuration transformation from the first stage to the second stage of a drive-rotor-fly integrated unit based on differential bevel gears according to the present invention.

[0021] Figure 6 This is a control block diagram of the configuration transformation from the second stage to the third stage of a drive-rotor integrated unit based on differential bevel gears according to the present invention.

[0022] Figure 7 This is a control block diagram of a drive-rotor-flight integrated unit based on differential bevel gears, as described in this invention, for switching from flight mode to land mode.

[0023] Figure 8 This is a control block diagram of the configuration transformation from the third stage to the second stage of a drive-rotor integrated unit based on differential bevel gears according to the present invention.

[0024] Figure 9 This is a control block diagram of the configuration transformation from the second stage to the first stage of a drive-rotor integrated unit based on differential bevel gears according to the present invention. Detailed Implementation Plan

[0025] The present invention will now be described in further detail with reference to the accompanying drawings, so that those skilled in the art can implement it based on the description.

[0026] This invention proposes a drive-rotor-fly integrated unit based on differential bevel gears, characterized by comprising: a wheel assembly (100), a drive-rotor-fly integrated actuator (200), a suspension system (300), and a disconnectable connection unit (400), as follows: Figure 1 As shown.

[0027] The wheel assembly (100) is used to bear the vehicle load and brake the vehicle. The wheel assembly integrates the vehicle braking system and includes: a tire (101), a wheel hub (102), a brake caliper (103), a brake disc (104), a wheel hub flange (105), a bearing end cap (106), a steering knuckle (107), a half-shaft (108), a half-shaft bevel gear (109), and a dust cover (110). Figure 2 As shown; The hub (102) is characterized in that the rim and the spokes are integrally formed or welded; the spokes are evenly spaced circumferentially to ensure dynamic balance performance; the inner diameter of the half-shaft through hole is slightly larger than the outer diameter of the threaded end of the end nut of the half-shaft (108) so that the half-shaft can pass through; the multiple brake disc through holes are arranged in a circumferential array around the half-shaft through holes, and their countersunk hole design prevents the head of the connecting bolt from protruding from the spoke surface, thereby avoiding interference with the installation of the decorative cover; the hub is a wheel-wing composite structure, and the hub of the wheel can bear the vehicle load in land mode and provide the necessary lift for vehicle take-off and landing in flight mode; The brake caliper (103) is a wire-controlled floating caliper. The brake caliper is equipped with friction pads and can be used for electro-hydraulic braking, electro-mechanical braking, or even electronic wedge braking. The brake caliper is clamped at the outer edge of the brake disc (104) and leaves a suitable braking gap. The brake disc (104) is typically made of high-strength cast iron or carbon fiber composite material; the half-shaft through hole is used to avoid the half-shaft (108); the disc surface is provided with ventilation grooves to improve heat dissipation efficiency; the position of the flange through hole corresponds one-to-one with the brake disc through hole of the hub (102) and the threaded through hole of the hub flange (105), so as to achieve coaxial fastening of the three. The hub flange (105), as the core component for power transmission, has a central spline slot through hole that is interference-fitted or transition-fitted with the spline section of the half shaft (108); the wheel side end face of the flange is in contact with the brake disc (104), and a stepped shoulder is provided on the side of the vehicle body to support and position the inner ring of the hub bearing, ensuring that the radial runout and axial movement of the wheel are controlled within a very small range when it rotates at high speed; The hub bearings mentioned therein should be a pair of face-to-face or back-to-back tapered roller bearings or angular contact ball bearings. The bearing end cap (106) is used to ensure the axial positioning of the outer ring of the wheel hub bearing on the wheel side. The interior is hollow for installing the wheel hub bearing and has sufficient axial clearance with the wheel hub flange. The steering knuckle threaded holes are distributed on the edge of the end cap. Multiple screws are used to press the outer ring of the wheel hub bearing into the steering knuckle to form a reliable axial lock and prevent the bearing from dislodging when subjected to lateral force. The steering knuckle (107) has a half-shaft through hole in the center; a wheel bearing boss is provided on the wheel side, which cooperates with the outer ring of the wheel bearing, and the wheel side surface of the steering knuckle provides axial positioning of the outer ring of the wheel bearing on the vehicle body side; multiple threaded holes are provided around the wheel bearing boss, which are fixed to the steering knuckle threaded holes of the bearing end cover by screws; two brake caliper arms are provided on the rear side of the steering knuckle, and threaded through holes are provided at the ends of the arms for installing the brake calipers; dust cover threaded holes are provided around the half-shaft through hole on the vehicle body side of the steering knuckle; two actuator arms are provided on the upper and lower sides of the steering knuckle, both of which are bent towards the vehicle body side, and ball pin mounting holes are provided at the ends of the two actuator arms. The inner wall of the ball pin mounting holes is precision machined for tight cooperation with the ball pins of the suspension control arms (302, 303); The half-shaft (108) passes sequentially through the steering knuckle half-shaft through hole, the hub flange keyway through hole, the brake disc half-shaft through hole, and the hub half-shaft through hole; the wheel-side end is provided with an end nut thread for axial fixation with the hub; the wheel-side half-shaft has a spline that engages with the spline slot through hole of the hub flange; the body-side half-shaft has a bearing shoulder for axial positioning of the inner ring of the hub bearing on the body side; the body-side half-shaft end is sequentially provided with a snap ring groove, a bevel gear spline, and a bevel gear shoulder; The half-shaft bevel gear (109) has a central spline groove that forms a circumferential constraint with the spline on the body side of the half-shaft (108); the teeth are spiral bevel gears or straight bevel gears, which mesh with the driven bevel gear (204) in the reducer; its axial position is precisely locked by the shoulder and snap ring of the half-shaft to withstand the axial thrust generated during power transmission. The dust cover (110) has a non-contact gap or a sealing ring between its inner wall and the outer diameter of the half shaft (108); the mounting flange securely fixes the dust cover to the steering knuckle (107) and works with the inner wall of the cylindrical part to prevent gravel, water or dust from entering the half shaft and the meshing area of ​​the differential bevel gear, thereby protecting the lubrication condition and service life of the bevel gear pair.

[0028] The integrated drive-rotor-fly actuator (200) is based on a differential bevel gear structure. It utilizes the rotational speed coupling of two power sources to achieve integrated control of wheel drive and steering functions. It is connected to the steering knuckle of the wheel assembly via upper and lower steering connectors. The line connecting the upper and lower steering connectors should coincide with the bevel gear shaft inside the integrated drive-rotor-fly actuator, jointly defining the kingpin axis. The steering function should ensure that the wheel can achieve an inward steering angle of 90 degrees. Figure 3 As shown; wherein the integrated control of the wheel drive and steering functions is as follows: Figure 4 As shown, when the two sets of driving bevel gears rotate in the same direction, the half-shaft bevel gear realizes revolution around K1, thereby realizing the steering motion of the wheel; when the driving bevel gears rotate in opposite directions, the half-shaft bevel gear realizes rotation around K2, thereby realizing the driving motion of the wheel.

[0029] The drive-rotor-fly integrated actuator includes: a drive-rotor-fly integrated actuator housing, an upper drive bevel gear (203), a lower drive bevel gear (204), an upper drive bevel gear shaft (205), a lower drive bevel gear shaft (206), an upper drive spur gear shaft (207), a lower drive spur gear shaft (208), a first actuator motor assembly (209), and a second actuator motor assembly (210), as shown below. Figure 2 As shown; The drive-rotor integrated actuator housing adopts a front-to-back symmetrical split structure, including a first actuator housing (201) and a second actuator housing (202). The rear side of the first actuator housing and the front side of the second actuator housing are both provided with functional cavity groups, which together form an accommodating space for installing internal components after the two housings are joined. The functional cavity groups include: a first actuator motor assembly groove, a second actuator motor assembly groove, a drive spur gear shaft groove, a drive bevel gear shaft groove, and a differential bevel gear groove. In terms of external structure, the top and bottom surfaces of the actuator housing on the wheel side are provided with ball pin seats for connecting to the actuator arm of the steering knuckle (107) via ball pins. Wear-resistant steel sleeves are provided in the holes of the ball pin seats for installing... The ball joint ensures that the housing hole does not undergo plastic deformation when subjected to severe steering impact; the actuator housing has upper and lower control arm mounting lugs on the vehicle side; the actuator housing has a half-shaft swing angle clearance groove at the center of the wheel side, which is "U" shaped, to ensure that the half-shaft does not interfere with the housing during the steering process; the first actuator housing (201) and the second actuator housing (202) are fixedly connected by four sets of threaded fasteners distributed on the wheel side and the vehicle side; the housing is made of high-strength aluminum alloy die casting, which minimizes unsprung mass while ensuring rigidity; The upper driving bevel gear (203) and the lower driving bevel gear (204) are arranged perpendicularly to each other and mesh with the half-shaft bevel gear of the wheel assembly to form a differential bevel gear set; the differential bevel gear set is installed in the differential bevel gear groove of the first actuator housing (201) and the second actuator housing (202); both the upper driving bevel gear and the lower driving bevel gear have spline grooves at their centers; the driving bevel gear is a spiral bevel gear or a straight bevel gear; The upper driving bevel gear shaft (205) and the lower driving bevel gear shaft (206) are both provided with driven spur gears in the middle. The upper and lower ends of the spur gears are provided with shaft shoulders for axial positioning of the inner ring of the driving bevel gear shaft bearing. The driving bevel gear shaft bearing is a pair of angular contact ball bearings. The bottom of the upper driving bevel gear shaft and the top of the lower driving bevel gear shaft are provided with spline grooves and snap ring grooves for fixing the upper driving bevel gear and the lower driving bevel gear. The upper driving bevel gear shaft and the lower driving bevel gear shaft are installed in the driving bevel gear shaft groove inside the first actuator housing and the second actuator housing through the driving bevel gear shaft bearing. The driving bevel gear shaft groove is used to axially fix the outer ring of the driving bevel gear shaft bearing. The upper driving spur gear shaft (207) and the lower driving spur gear shaft (208) are provided with driving spur gears in the middle, which mesh with the driven spur gears of the upper driving bevel gear shaft and the lower driving bevel gear shaft, respectively, to form an upper spur gear assembly and a lower spur gear assembly; the lower part of the driving spur gear of the upper driving spur gear shaft and the upper part of the driving spur gear of the lower driving spur gear shaft are respectively provided with shaft shoulders to axially fix the inner ring of the driving spur gear shaft bearing, and are installed in the driving spur gear shaft groove of the first actuator housing and the second actuator housing through the driving spur gear shaft bearing; the top of the upper driving spur gear shaft and the bottom of the lower driving spur gear shaft are respectively provided with flat keyways; The first actuator motor assembly has mounting lugs at its top and the second actuator motor assembly at its bottom, which are bolted into the first actuator motor assembly grooves and the second actuator motor assembly grooves of the first actuator housing and the second actuator housing, respectively. The first actuator motor assembly and the second actuator motor assembly are fixed to the first actuator housing and the second actuator housing by mounting bolts. The bottom of the first actuator motor assembly and the top of the second actuator motor assembly each have an output shaft, which is connected to the keyways of the upper and lower drive spur gear shafts, respectively, via flat keys. The first actuator motor assembly and the second actuator motor assembly each include a first actuator motor and a first reducer, and a second actuator motor and a second reducer, respectively. The first reducer and the second reducer can be coaxial reducers such as planetary gear reducers, harmonic gear reducers, or cycloidal pinwheel reducers. The input ends of the first reducer and the second reducer are fixedly connected to the first actuator motor and the second actuator motor, respectively, and the output ends of the first reducer and the second reducer are the output shafts of the first actuator motor assembly and the second actuator motor assembly, respectively. The suspension system (300) is used to achieve wheel damping and vibration reduction, including a lower control arm (302), an upper control arm (303) and a damping spring assembly (301). The control arm is connected to the drive-rotor integrated actuator via a hinge. The control arm should ensure that the wheel does not interfere with movement when it turns 90 degrees.

[0030] The damping spring assembly (301) integrates a damper and a coil spring, which are arranged coaxially. The top has a lug that is connected to the vehicle body or subframe via a pin. The bottom has a mounting lug. The damper can be a passive hydraulic damper, an adjustable damping damper, or even an electric damper. In some instances, the entire damping spring assembly can be replaced with a damping motor or a gas spring. The lower control arm (302) is generally "A" shaped, with two cross swing arms and one horizontal arm. The swing arms are provided with bosses on the cross wheel side, which are connected to the lower control arm mounting lugs of the first actuator housing and the second actuator housing by a pin. A shock absorber lug is provided on the top surface of the horizontal arm, which is connected to the mounting lug of the shock absorber spring assembly by a pin. The upper control arm (303) has two cross swing arms, and the cross wheel side of the swing arms is provided with a boss, which is connected to the upper control arm mounting lugs of the first actuator housing and the second actuator housing by a pin.

[0031] The disconnectable connection unit (400) is installed between the suspension system and the vehicle subframe. Based on the electromagnetic clutch, it controls the rotational constraint between the suspension system and the subframe, so that the power output by the drive-rotor-fly integrated actuator can drive the suspension system and wheel assembly to rotate relative to the frame to complete the switching between land and flight configurations. It includes a rotating end seat (401), an electromagnetic clutch (402), a connecting bearing (403), and a fixed end seat (404). The rotating end seat (401) is fixed to the wheel side and the control arm and damping spring assembly of the suspension system (300) on the body side hinge point by a pin; the body side is provided with a rotating shaft, on which a flat keyway, a shoulder and a thread are provided in sequence. The electromagnetic clutch (402) includes a rotating end and a fixed end, wherein the rotating end is connected to the rotating shaft of the rotating end seat via a flat key; The inner ring of the connecting bearing (403) is fitted with the rotating shaft of the rotating end seat and is axially fixed by the shaft shoulder and the locking nut; The fixed end seat (404) is fixed to the vehicle body subframe, fixed to the fixed end of the electromagnetic clutch by screws, and bears the loads from the integrated unit of the rotating end seat through the connecting bearing.

[0032] The drive-to-flight integrated unit has a land mode and a flight mode corresponding to the land configuration and flight configuration of the integrated unit, respectively; the land mode includes steering control around K1 and drive control around K2; the flight mode includes active vector control around K1 and direct torque control around K2; the switching between the land configuration and the flight configuration includes the rotational transformation of the drive-to-flight integrated actuator (200) and the suspension system (300) around K3; wherein K1, K2, and K3 are specifically: Kingpin axis K1: Determined by the line connecting the upper and lower steering connectors between the drive-rotor integrated actuator (200) and the steering knuckle of the wheel assembly (100); In land driving mode, the wheel assembly deflects around axis K1 to achieve steering function; Drive axis K2: coincides with the half-shaft axis of the wheel assembly (100); in land and flight modes, the wheel or wheel wing rotates about axis K2 to output driving force or lift. Configuration transformation axis K3: Determined by the rotation center of the disconnectable connection unit (400), the axis K3 is parallel to the axis K2; The configuration transformation control method for the integrated unit from land mode to flight mode includes: S0: Start; S1: The control unit of the drive-to-flight integrated unit obtains the flight mode switching command. If it enters flight mode, it executes S2; if it does not enter flight mode, it executes S5. S2: The control unit of the drive-to-fly integrated unit verifies whether the external environment meets the flight access requirements based on sensor signals. The flight access requirements include: the control unit obtains environmental data through the vehicle-mounted lidar and inertial measurement unit (IMU), confirms that the vehicle is in a zero-speed parking state, the slope is less than a preset safety threshold (e.g., 5 degrees), and there are no obstacles within 5 meters above. If the flight access requirements are met, S3 is executed; if the flight access requirements are not met, S5 is executed, and a prompt is issued: the current environment does not meet the flight access requirements. S3: The control unit of the drive-to-fly integrated unit controls the integrated unit to complete the configuration transformation from the first stage to the second stage; S4: The control unit of the drive-to-fly integrated unit controls the integrated unit to complete the configuration transformation from the second stage to the third stage; S5: Complete the configuration transformation control of the integrated unit from land mode to flight mode, or execute the safety termination procedure when the access conditions are not met to end the current transformation process; The first stage is the land configuration corresponding to the land mode; the second stage is the transition configuration in the configuration transformation process, in which the main pin axis K1 changes from the vertical direction under the land configuration to the horizontal direction under the flight configuration; and the third stage is the flight configuration corresponding to the flight model.

[0033] The control method for the configuration transformation of the integrated unit from the first stage to the second stage includes: S0: Start; S1; The control unit of the drive-rotor-flying integrated unit controls the braking system to apply maximum braking force to lock the wheel, thereby achieving rotational constraint of the wheel rotating around K2; S2: The control unit of the drive-rotation-flying integrated unit disconnects the electromagnetic clutch of the disconnectable connection unit, releasing the constraint of the suspension system rotating around K3; S3: The control unit of the drive-rotate-fly integrated unit controls the first actuator motor and the second actuator motor to cooperate with each other. Since the wheels have been locked, the motor output torque acts on the actuator housing through the reaction force generated by the differential bevel gear, driving the entire integrated unit to rotate 90 degrees around the configuration transformation axis K3 to the second stage; S4: The control unit of the drive-rotor-flyer integrated unit engages the electromagnetic clutch of the disconnectable connection unit; S5: End; Based on the vehicle's electrical load and center of gravity balance requirements, the configuration changes of the four wheels can be carried out using a full-time synchronous change strategy or a step-by-step change strategy performed diagonally.

[0034] The control method for the configuration transformation of the integrated unit from the second stage to the third stage includes: S0: Start; S1; The control unit of the drive-rotor-flying integrated unit controls the extension of the vehicle landing gear to support the vertical load of the vehicle; S2: The control unit of the drive-rotate-fly integrated unit controls the first actuator motor and the second actuator motor to cooperate with each other and jointly drive the wheel assembly to rotate 90 degrees around K1 to the third stage, so that the wheel wing plane is parallel to the horizontal plane; S3: The control unit of the drive-rotation-flight integrated unit releases the braking system, releases the rotational constraint of the wheels rotating around K2, and enters the flight mode; S4: End; The configuration transformation control method for the integrated unit from flight mode to land mode includes: S0: Start; S1: The control unit of the drive-to-fly integrated unit obtains the land mode switching command. If it enters the land mode, it executes S2; if it does not enter the land mode, it executes S5. S2: The control unit of the flight control unit verifies whether the external environment meets the land access requirements based on sensor signals. The land access requirements include: the aircraft has landed vertically on the ground, the flatness of the landing surface meets the support requirements, and there are no obstacles interfering with the surroundings. If the land access requirements are met, S3 is executed; if the land access requirements are not met, S5 is executed, and a prompt is issued: the current environment does not meet the land access requirements. S3: The control unit of the drive-to-fly integrated unit controls the integrated unit to complete the configuration transformation from the third stage to the second stage; S4: The control unit of the drive-to-fly integrated unit controls the integrated unit to complete the configuration transformation from the second stage to the first stage; S5: Complete the configuration transformation control of the integrated unit from flight mode to land mode, or execute the safety termination procedure when the access conditions are not met, and end the current transformation process; The first stage is the land configuration corresponding to the land mode; the second stage is the transition configuration in the configuration transformation process, in which the drive axis K2 changes from the vertical direction in the flight configuration to the horizontal direction in the land configuration; and the third stage is the flight configuration corresponding to the flight model.

[0035] Regardless of the configuration transformation, in the first stage, K1 is parallel to the vertical direction, and K2 and K3 are parallel to the horizontal direction; in the second stage, K1 is parallel to the longitudinal direction, and K2 and K3 are parallel to the horizontal direction; in the third stage, K1 is parallel to the longitudinal direction, K2 is parallel to the vertical direction, and K3 is parallel to the horizontal direction.

[0036] The control method for the configuration transformation of the integrated unit from the third stage to the second stage includes: S0: Start; S1; The control unit of the drive-rotor-flying integrated unit controls the first actuator motor and the second actuator motor to cooperate with each other and jointly drive the wheel assembly to rotate 90 degrees around K1 to the second stage; S2: The control unit of the drive-rotation-flying integrated unit controls the braking system to brake and lock the wheel, thereby achieving rotational constraint of the wheel rotating around K2; S3: After all the vehicle integration units have completed S1 and S2, the control unit of the drive-rotor-flying integration unit controls the vehicle landing gear to retract, and the vehicle bears the vertical load through the wheels. S4: End; The control method for the configuration transformation of the integrated unit from the second stage to the first stage includes: S0: Start; S1; The control unit of the drive-rotor integrated unit disconnects the electromagnetic clutch of the disconnectable connection unit, releasing the constraint of the suspension system rotating around K3; S2: The control unit of the drive-rotate-fly integrated unit controls the first actuator motor and the second actuator motor to cooperate with each other. Since the wheels have been locked, the motor output torque acts on the actuator housing through the reaction force generated by the differential bevel gear, driving the entire integrated unit to rotate 90 degrees around the configuration transformation axis K3 to the first stage; S3: The control unit of the drive-rotor-flyer integrated unit engages the electromagnetic clutch of the disconnectable connection unit; S4: The control unit of the drive-rotation-flying integrated unit releases the braking system, releases the rotational constraint of the wheel around K2, and enters the land driving mode; S5: End; The control methods for the land travel mode and flight mode include: The land driving mode includes steering control around K1 and drive control around K2; wherein the steering control is that the first actuator and the second actuator output torque or speed in opposite directions, driving the wheel assembly to produce a deflection action around K1 through differential bevel gear coupling; wherein the drive control is that the first actuator and the second actuator output torque or speed in the same direction, driving the wheel to produce a rotation action around K2 through differential bevel gear coupling; wherein the steering control and drive control of the land driving mode can be combined. The motion composite specifically refers to the control unit calculating the target drive speed based on driving requirements. and target turning angular velocity Based on the physical characteristics of the differential bevel gear mechanism, the specific allocation of control quantities between the two motors is as follows: The deflection control (around axis K1) is as follows: when the control unit commands the two motors to rotate at the same speed in opposite directions... In operation, the drive shaft K2 remains stationary due to the rotational speed cancellation, and the output torque is fully applied to the kingpin shaft K1, realizing vector deflection in wheel steering or flight mode; The drive control (around axis K2) is as follows: when the control unit commands the two motors to rotate at the same speed in the same direction, the same magnitude... During operation, the output torque is fully applied to the drive shaft K2 through differential bevel gear coupling, realizing the vehicle's land driving or flight lift output.

[0037] In actual operation, the control unit uses formulas as well as Real-time calculations are performed to achieve decoupled parallel control of drive and deflection.

[0038] The flight modes include active vector control around K1 and direct torque control around K2. The active vector control involves the first and second actuators outputting compensating speeds in opposite directions to drive the wheel wing through differential bevel gear coupling, thereby changing the lift vector direction and achieving lateral translation or yaw attitude correction of the vehicle. The direct torque control involves the first and second actuators outputting speeds in the same direction to drive the wheel wing through differential bevel gear coupling, generating lift by rotating it around K2. By coordinating the wheel wing speeds of the four integrated units throughout the vehicle, yaw, pitch, roll, and vertical ascent / descent movements are directly achieved, and horizontal displacement control is indirectly achieved by changing the fuselage pitch and roll attitudes. The direct torque control mentioned above involves coordinating the change in the total rotational speed of the four integrated units around the K2 axis. Control the lift of the aircraft; control the pitch and roll attitude of the aircraft by changing the speed difference between the front and rear and left and right units.

[0039] Active vector control: The control unit maintains the basic lift speed while superimposing differential compensation speed. This compensation drives the wheel rotor to deflect slightly around the K1 axis, thereby changing the horizontal component of the lift vector. When the four units deflect synchronously in the same direction, the aircraft achieves lateral translation; when the four units deflect diagonally in opposite directions, the aircraft achieves yaw attitude correction. This process can achieve fine-tuning of position without changing the fuselage attitude, improving hovering stability under strong wind interference.

[0040] The first and second actuators are arranged perpendicularly to each other. The direction of the motor output shaft is defined as the positive direction of rotation. The first actuator is installed above and its output shaft points downward, while the second actuator is installed below and its output shaft points upward. Based on this physical layout, when the output shafts of the two motors rotate in the same direction, they correspond to the drive / lift function, and when they rotate in opposite directions, they correspond to the steering / vector deflection function.

[0041] Although embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the specification and embodiments. They can be applied to various fields suitable for the present invention. For those skilled in the art, other modifications can be easily made. Therefore, without departing from the general concept defined by the claims and their equivalents, the present invention is not limited to the specific details and illustrations shown and described herein.

Claims

1. A differential bevel gear-based drive-through fan integration unit, characterized by, The application relates to a vehicle wheel assembly (100) for carrying vehicle load and driving the vehicle to brake, wherein a linear brake-by-wire system is integrated inside the vehicle wheel assembly. The drive-and-turn integrated actuator (200) is based on a differential bevel gear mechanism and is coupled with the rotation speed of two sets of same-structure execution motors to precisely realize decoupling control of the self-rotation driving and the revolution deflection around the kingpin axis of the wheel half shaft, and the drive-and-turn integrated actuator comprises a first execution motor, a second execution motor, a differential bevel gear assembly, an actuator shell and a transmission mechanism; the drive-and-turn integrated actuator is connected with the vehicle wheel assembly through upper and lower turning connecting pieces. The suspension system (300) is used for buffering and damping the vehicle wheel and comprises a control arm and a damping spring assembly, and the control arm is connected with the drive-and-turn integrated actuator through a hinge. The disconnectable connecting unit (400) is installed between the suspension system and the vehicle subframe, controls the rotation constraint between the suspension system and the subframe based on an electromagnetic clutch, and enables the power output by the drive-and-turn integrated actuator to drive the suspension system and the vehicle wheel assembly to be integrally turned relative to the vehicle frame to complete the switching between the land mode and the flight mode. The drive-and-turn integrated unit has a land mode and a flight mode, which correspond to the land configuration and the flight configuration of the integrated unit respectively; the land mode comprises steering control around K1 and driving control around K2; the flight mode comprises active vector control around K1 and direct torque control around K2; during the switching between the land configuration and the flight configuration, the rotation transformation process of the drive-and-turn integrated actuator (200) and the suspension system (300) around K3 is included. The K1, K2 and K3 are specifically as follows: the kingpin axis K1 is determined by the connecting line of the upper and lower turning connecting pieces between the drive-and-turn integrated actuator (200) and the steering knuckle of the vehicle wheel assembly (100), that is, the vehicle wheel deflection axis; the driving axis K2 is coincident with the half shaft axis of the vehicle wheel assembly (100), that is, the vehicle wheel rotation axis; and the configuration transformation axis K3 is determined by the rotation center of the disconnectable connecting unit (400), and the axis K3 is parallel to the axis K2. The vehicle wheel in the vehicle wheel assembly (100) is a wheel-wing composite structure, and the hub of the vehicle wheel can drive the vehicle to run and brake in the land mode and can provide take-off air lift for the vehicle flight in the flight mode.

2. A drive-by-wire integrated unit based on differential bevel gears according to claim 1, characterized in that, The disconnectable connecting unit (400) comprises:

3. A drive-by-wire integrated unit based on differential bevel gears according to claim 1, characterized in that, a rotating end seat (401), which is fixedly connected with the hinge points of the control arm and the damping spring assembly of the suspension system (300) on the vehicle wheel side, is provided with a rotating shaft on the vehicle body side, and is sequentially provided with a flat key groove, a shaft shoulder and a thread on the rotating shaft; an electromagnetic clutch (402), which comprises a rotating end and a fixed end, wherein the rotating end is connected with the rotating shaft of the rotating end seat through a flat key; a connecting bearing (403), which is matched with the rotating shaft of the rotating end seat and is axially fixed through a shaft shoulder and a locking nut; a fixed end seat (404), which is fixedly connected with the vehicle body subframe, is fixedly connected with the fixed end of the electromagnetic clutch through screws, and bears the load of the integrated unit from the rotating end seat in all directions through the connecting bearing. ​ 4. The control method of a differential bevel gear-based drive flyback integrated unit according to claim 1, characterized by, The configuration transformation control method of the integrated unit from the land mode to the flight mode comprises: S0: start; S1: the control unit of the integrated unit obtains a flight mode switching instruction, if the flight mode is entered, S2 is executed, if the flight mode is not entered, S5 is executed; S2: the control unit of the integrated unit verifies whether the external environment meets the flight access requirements according to the sensor signal, the flight access requirements comprise that the vehicle is in a zero-speed parking state, the current ground flatness and slope are within a safety threshold range, and the open space distance above and around the vehicle is greater than a preset safety threshold, if the flight access requirements are met, S3 is executed, if the flight access requirements are not met, S5 is executed, and a prompt that the current environment does not meet the flight access requirements is sent; S3: the control unit of the integrated unit controls the integrated unit to complete the configuration transformation from the first stage to the second stage; S4: the control unit of the integrated unit controls the integrated unit to complete the configuration transformation from the second stage to the third stage; S5: the configuration transformation control of the integrated unit from the land mode to the flight mode is completed, or a safety termination program is executed when the access conditions are not met, the current transformation process is ended, and the existing state is maintained; The first stage is a corresponding land configuration in the land mode, the second stage is a transition configuration in the configuration transformation process, the kingpin axis K1 is transformed from the vertical direction to the ground in the land configuration to the horizontal direction to the ground in the flight configuration, and the third stage is a corresponding flight configuration in the flight mode.

5. The configuration transition control method from land to flight mode according to claim 4, characterized in that, The control method of the configuration transformation of the integrated unit from the first stage to the second stage comprises: S0: start; S1: the control unit of the integrated unit controls the brake system to brake and lock the wheels, and rotation constraint of the wheels around K2 is realized; S2: the control unit of the integrated unit disconnects the electromagnetic clutch of the disconnectable connection unit, and the constraint of the suspension system around K3 is released; S3: the control unit of the integrated unit controls the first and second execution motors to cooperate with each other, and the integrated actuator and the suspension system are driven to rotate 90 degrees around K3 to the second stage under the action of the reaction force; S4: the control unit of the integrated unit connects the electromagnetic clutch of the disconnectable connection unit, and the constraint of the suspension system around K3 is restored; S5: end; According to the whole vehicle power load and the balance requirement of the gravity center, the configuration transformation of the four wheels can adopt a full-time synchronous transformation strategy, or a step-by-step transformation strategy according to the diagonal line.

6. The configuration transition control method of going from a land mode to a flight mode according to claim 4, characterized by, The control method of the configuration transformation of the integrated unit from the second stage to the third stage comprises: S0: start; S1: the control unit of the integrated unit controls the body landing gear to extend and support the vertical load of the vehicle; S2: the control unit of the integrated unit controls the first and second execution motors to cooperate with each other, and the wheel assembly is driven to rotate 90 degrees around K1 to the third stage; S3: the control unit of the drive-fly integrated unit releases the brake system brake, removes the rotation constraint of the wheel around K2, and enters the flight mode; S4: end.

7. The control method of a differential bevel gear-based drive-to-fly integrated unit according to claim 1, wherein The configuration transformation control method of the integrated unit from the flight mode to the land mode includes: S0: start; S1: the control unit of the drive-fly integrated unit acquires the land mode switching instruction, if entering the land mode, executes S2, if not entering the land mode, executes S5; S2: the control unit of the drive-fly integrated unit verifies whether the external environment meets the land access requirement according to the sensor signal, the land access requirement includes that the aircraft has landed vertically to the ground, the landing surface flatness meets the support requirement, and there is no obstacle interference around; if the land access requirement is met, S3 is executed, if the land access requirement is not met, S5 is executed, and a prompt that the current environment does not meet the land access requirement is issued; S3: the control unit of the drive-fly integrated unit controls the integrated unit to complete the configuration transformation from the third stage to the second stage; S4: the control unit of the drive-fly integrated unit controls the integrated unit to complete the configuration transformation from the second stage to the first stage; S5: complete the configuration transformation control of the integrated unit from the flight mode to the land mode, or execute the safety termination program when the access condition is not met, and end the current transformation process; Wherein the first stage is the corresponding land configuration in the land mode; wherein the second stage is the transition configuration in the configuration transformation process, and the driving axis K2 is transformed from the vertical direction in the flight configuration to the horizontal direction in the land configuration; wherein the third stage is the corresponding flight configuration in the flight model.

8. The configuration transition control method from a flight mode to a ground mode according to claim 7, characterized by, The control method of the configuration transformation of the integrated unit from the third stage to the second stage includes: S0: start; S1: the control unit of the drive-fly integrated unit controls the first and second execution motors to cooperate with each other to jointly drive the wheel assembly to rotate 90 degrees around K1 to the second stage; S2: the control unit of the drive-fly integrated unit controls the brake system brake to lock the wheel, and realizes the rotation constraint of the wheel around K2; S3: after the integrated unit of the vehicle completes S1 and S2, the control unit of the drive-fly integrated unit controls the vehicle body landing gear to retract, and the vehicle bears the vertical load through the wheel; S4: end.

9. The configuration transition control method from a flight mode to a ground mode according to claim 7, characterized by, The control method of the configuration transformation of the integrated unit from the second stage to the first stage includes: S0: start; S1: the control unit of the drive-fly integrated unit disconnects the electromagnetic clutch of the disconnectable connection unit, and removes the rotation constraint of the suspension system around K3; S2: the control unit of the drive-fly integrated unit controls the first and second execution motors to cooperate with each other to jointly drive the drive-fly integrated actuator and the suspension system to rotate 90 degrees around K3 to the first stage; S3: the control unit of the drive-fly integrated unit engages the electromagnetic clutch of the disconnectable connection unit, and restores the rotation constraint of the suspension system around K3; S4: the control unit of the driving and flying integrated unit releases the brake system brake, removes the rotation constraint of the wheels rotating around K2, and enters the land mode; S5: end.

10. The control method of a differential bevel gear-based drive-turn fly integrated unit according to claim 1, characterized by, The control method of the land mode and the flight mode comprises: The land mode comprises steering control around K1 and driving control around K2; wherein the steering control is that the first and second execution motors output torque or rotation speed in opposite directions, and drive the wheel assembly to produce large-angle omnidirectional deflection around K1 through differential bevel gear coupling; wherein the driving control is that the first and second execution motors output torque or rotation speed in the same direction, and drive the wheels to produce rotation around K2 through differential bevel gear coupling; wherein the steering control and the driving control of the land mode can be motion compounded, that is, the driving simultaneously completes the steering motion; The flight mode comprises active vector control around K1 and direct torque control around K2; wherein the active vector control is that, on the basis of maintaining the required rotation speed of the lift, the first and second execution motors output opposite compensation rotation speed through differential bevel gear coupling to drive the wheel wing to produce deflection around K1, change the lift vector pointing direction, and realize the lateral translation or yaw attitude correction of the vehicle in the air; wherein the direct torque control is that the first and second execution motors output rotation speed in the same direction through differential bevel gear coupling to drive the wheel wing to produce rotation around K2 to generate lift, directly realize the pitch, roll and vertical lifting motion of the vehicle in the air, and indirectly realize the horizontal displacement control through the change of the body pitch and roll attitude; The first and second execution motors are vertically arranged opposite to each other; according to the right-hand screw rule, when the thumb points to the output power direction of the motor output shaft, the direction of the four fingers rotating is the positive direction of the rotation speed, wherein the first execution motor is installed above and the output shaft points downward, and the second execution motor is installed below and the output shaft points upward; based on this physical layout, when the two motor output shafts rotate in the same direction, it corresponds to the driving and direct torque functions, and when the two motor output shafts rotate in opposite directions, it corresponds to the steering and vector deflection functions.

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