Mcpherson kingpin steering device, angle module and kingpin inclination angle adjusting method

Abstract

The present disclosure relates to the technical field of vehicles, and particularly relates to a McPherson kingpin steering device, an angle module and a kingpin inclination angle adjusting method. The steering device comprises a steering knuckle, a steering drive assembly, a lower control arm, an elastic support assembly and a first connecting piece. The steering knuckle is provided with a first mounting seat and a second mounting seat. The steering drive assembly comprises a steering drive component and a third mounting seat. A first output end of the steering drive component is connected with the first mounting seat to drive the steering knuckle to steer around a kingpin axis. One end of the lower control arm is connected with the third mounting seat. The elastic support assembly comprises a first connecting part and a second connecting part. The first connecting part is connected with the steering drive component. One end of the first connecting piece is connected with the lower control arm, and the other end is connected with the second connecting part. The present disclosure has the advantage that the first connecting piece is involved in the motion constraint between the shock absorber support assembly and the lower control arm, and the design freedom of the camber angle change in the wheel bounce process is improved.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle technology, and in particular to a MacPherson strut kingpin steering system, an angle module, and a method for adjusting the kingpin inclination angle. Background Technology

[0002] Distributed electric drive vehicles and drive-by-wire chassis vehicles typically integrate functions such as driving, braking, steering, and suspension guidance into the wheel-side area. The wheel-side area needs to simultaneously accommodate the wheel-end drive and braking assembly, shock absorber spring assembly, steering actuators, and necessary guide supports. The spatial envelope is jointly constrained by the wheel, wheel rim, body side panel, and subframe.

[0003] Traditional double wishbone or double lateral arm suspensions facilitate control of wheel camber, kingpin offset, and kingpin inclination, but the upper control arm typically occupies a large amount of lateral space in the vehicle, which is detrimental to the arrangement of the wheel-end drive and braking assemblies and steering actuators. Traditional MacPherson strut suspensions have the advantages of simple structure and small space occupation, but their steering knuckle is usually jointly defined by the shock absorber strut and the lower control arm. When the wheel moves vertically, the change in camber angle is strongly coupled with the lower control arm's swing angle, resulting in limited margin for comprehensive optimization of the kingpin inclination and tire wear radius.

[0004] Furthermore, in existing vehicles, the kingpin inclination angle is mostly fixed after the suspension hardpoint and steering knuckle structure are determined. This makes it difficult to change the kingpin geometry in real-time or near real-time under different loads, tire sizes, road surface adhesion conditions, or large-angle steer-by-wire conditions. While some existing wheel alignment adjustment structures can adjust the wheel camber angle via eccentric bolts, oblong holes, or shock absorber mounting holes, these are primarily used for alignment compensation during assembly or maintenance and fail to simultaneously address the integration of steering torque transmission, active kingpin inclination adjustment, and suspension guide support within a compact wheel-side steering module.

[0005] Therefore, there is a need for a wheel-side kingpin steering system that can maintain the space advantage of the MacPherson strut without the need for a traditional upper control arm, and can integrate steering actuation, kingpin inclination adjustment, camber change control and wheel-end drive brake installation. Summary of the Invention

[0006] Based on this, the present disclosure aims to provide a MacPherson strut kingpin steering device, an angle module, and a kingpin inclination adjustment method to at least solve the problems of the upper control arm occupying a large amount of vehicle lateral space in existing wheel-side driving units, insufficient control capability of traditional MacPherson suspension camber angle changes, difficulty in comprehensively optimizing kingpin offset and kingpin inclination angle, and difficulty in adjusting kingpin inclination angle within the same wheel-side module.

[0007] To achieve the above objectives, the technical solution disclosed herein is implemented as follows: A MacPherson strut kingpin steering system includes: a steering knuckle, which is provided with a first mounting seat and a second mounting seat, the first mounting seat and the second mounting seat defining a kingpin axis; a steering drive assembly, which includes a steering drive component and a third mounting seat, the third mounting seat being connected to the second mounting seat; the steering drive component is disposed on the third mounting seat, and a first output end of the steering drive component is connected to the first mounting seat to drive the steering knuckle to turn around the kingpin axis; a lower control arm, one end of which is connected to the third mounting seat, and the other end of which is used to connect to the vehicle frame; an elastic support assembly, which includes a first connecting portion and a second connecting portion; the first connecting portion is connected to the steering drive component; and a first connecting member, one end of which is hinged to the lower control arm, and the other end of which is hinged to the second connecting portion, so that the elastic support assembly swings around its hinge point via the first connecting member when displacement occurs.

[0008] Furthermore, the elastic support assembly includes a shock absorber bracket and a shock absorber spring assembly. One end of the shock absorber spring assembly is connected to the shock absorber bracket, and the other end is used to connect to the vehicle frame. A first connecting part and a second connecting part are disposed on the shock absorber bracket, and the extending direction of the first connecting part intersects the extending direction of the second connecting part.

[0009] Furthermore, the shock absorber bracket includes a bracket body, the bracket body is provided with a through connection hole, one end of the shock absorber spring assembly is connected to the connection hole; a first connection part is connected to the bracket body, and an accommodating space is formed between the first connection part and the bracket body, and the steering drive assembly is at least partially accommodated in the accommodating space.

[0010] Furthermore, the first connecting portion is provided along the width direction of the vehicle and extends toward the steering knuckle side.

[0011] Furthermore, the first connecting portion is provided with a first connecting hole and a second connecting hole at intervals; the first connecting hole and the second connecting hole are used to connect with the steering drive assembly.

[0012] Furthermore, the first connecting hole and the second connecting hole are spaced apart along the vertical direction of the vehicle.

[0013] Furthermore, the second connecting portion extends downward from the end of the first connecting portion away from the steering knuckle, and the second connecting portion is provided with a third connecting hole for connecting with the first connecting member.

[0014] Furthermore, the steering drive assembly includes a steering motor and a reducer. The output end of the reducer is connected to the first mounting base via a transmission upper ball pin. The output end of the reducer includes a first tooth. The transmission upper ball pin includes a second tooth and a ball pin connecting portion, which is connected to the first mounting base. The second tooth meshes with the first tooth. The steering drive assembly drives the steering knuckle to steer via the first tooth and the second tooth.

[0015] Furthermore, the axis of the reducer is parallel to the axis of the ball pin on the transmission.

[0016] Furthermore, the steering drive assembly also includes a housing with a receiving portion, in which the second tooth is received; the housing is also provided with a third connecting portion and a fourth connecting portion, which are spaced apart along the vertical direction of the vehicle; the third connecting portion is connected to the elastic support assembly via a second connector, and the fourth connecting portion is connected to the elastic support assembly.

[0017] Furthermore, the bottom of the third mounting base is provided with two connecting ears spaced apart, and the lower control arm is fixedly connected to the two connecting ears.

[0018] Furthermore, it also includes a camber adjustment mechanism, which comprises a clutch, a reversing assembly, and an eccentric assembly; the steering drive assembly is provided with a second output end; the clutch is located between the second output end of the steering drive assembly and the reversing assembly, and is used to selectively engage or disengage power transmission; the reversing assembly is connected to the eccentric assembly, and the eccentric assembly is connected to a second mounting base; when it is necessary to adjust the kingpin inclination angle, the clutch is connected to the steering drive assembly, and the steering drive assembly drives the eccentric assembly to rotate through the reversing assembly to achieve camber adjustment.

[0019] Furthermore, the reversing assembly includes any one of bevel gears, cylindrical gears, and worm gears.

[0020] Furthermore, the eccentric assembly includes a worm, a worm wheel, and an eccentric disk. The worm meshes with the worm wheel, the worm wheel is coaxially and fixedly connected to the eccentric disk, and the eccentric disk is provided with a through hole, through which the eccentric disk is connected to the second mounting base.

[0021] Furthermore, the eccentric assembly also includes a limiting part, which is used to limit the rotation range of the eccentric disk or to maintain the position of the eccentric disk at the target corner.

[0022] Furthermore, the limiting part can be any of the following: a limiting groove and a limiting pin, wherein the limiting groove is provided on the eccentric disk and the limiting pin is fixed on the third mounting base, the limiting pin extends into the limiting groove to limit the rotation range of the eccentric disk; a ratchet tooth provided on the outer periphery of the eccentric disk and a pawl mounted on the third mounting base, the pawl and the ratchet tooth engaging to maintain the position of the eccentric disk at any rotation angle;

[0023] Furthermore, the eccentric assembly is also equipped with an angle sensor to detect the rotation angle of the eccentric disk.

[0024] An angle module includes a wheel assembly and a MacPherson strut kingpin steering system as described above, wherein the MacPherson strut kingpin steering system is connected to the wheel assembly to drive the wheel assembly to steer.

[0025] A method for adjusting the kingpin inclination angle, using the aforementioned MacPherson strut kingpin steering device, includes the following steps:

[0026] S1: In steering mode, the clutch is kept disconnected from the steering drive assembly, and the steering drive assembly drives the steering knuckle to steer around the kingpin axis;

[0027] S2: When it is necessary to adjust the kingpin inclination angle and the wheel meets the preset turning angle or the vehicle speed meets the conditions, the clutch is connected to the steering motor of the steering drive component;

[0028] S3: The steering motor drives the eccentric assembly to rotate through the reversing assembly; the eccentric assembly causes the lower ball pin connected to the second mounting base to be eccentrically displaced to the target position;

[0029] S4: After the lower ball pin reaches the target position, the clutch disengages from the steering drive assembly.

[0030] Compared with the prior art, this disclosure can achieve the following beneficial effects:

[0031] First, the shock absorber bracket, the first connecting piece, the lower control arm, the second connecting piece, and the steering drive assembly form a composite MacPherson strut guide support mechanism to avoid the upper control arm occupying the lateral space above the wheel.

[0032] Secondly, the first connecting component participates in the motion constraint between the shock absorber bracket assembly and the lower control arm, improving the design freedom of camber angle changes during wheel bounce.

[0033] Third, the ball pin of the transmission type serves as both universal support and steering torque output, shortening the wheel-side steering transmission chain.

[0034] Fourth, the steering and kingpin inclination angle adjustment are completed by switching between the same steering motor and the clutch, reducing the need for independent angle adjustment motors.

[0035] Fifth, the position of the lower ball pin is adjusted by using an eccentric disc, which changes the inclination angle of the kingpin without moving the mounting point on the shock absorber, and the target position can be maintained by the self-locking of the worm gear. Attached Figure Description

[0036] The accompanying drawings, which form part of this disclosure, are used to provide a further understanding of this disclosure. The illustrative embodiments of this disclosure and their descriptions are used to explain this disclosure and do not constitute an undue limitation of this disclosure. In the drawings:

[0037] Figure 1 This is a structural schematic diagram of a corner module provided according to an embodiment of the present disclosure;

[0038] Figure 2 This is a schematic diagram of the structure of a MacPherson strut steering device according to an embodiment of the present disclosure;

[0039] Figure 3 This is a structural schematic diagram of a steering knuckle provided according to an embodiment of the present disclosure;

[0040] Figure 4 This is a schematic diagram of the steering drive assembly provided according to an embodiment of the present disclosure;

[0041] Figure 5 This is a structural schematic diagram of the shock-absorbing bracket provided according to an embodiment of the present disclosure;

[0042] Figure 6 This is a structural schematic diagram of the steering motor and camber adjustment mechanism provided according to an embodiment of the present disclosure;

[0043] Figure 7 This is a schematic diagram of the structure of the transmission type upper ball pin according to an embodiment of this disclosure;

[0044] Figure 8 This is a schematic diagram of the key hard points of the elastic support assembly and the motion relationship of the first connector and the second connector according to the embodiments of this disclosure;

[0045] Figure 9 This is a schematic diagram illustrating the braking anti-pitch performance analysis of an angle module applied to a vehicle according to an embodiment of this disclosure.

[0046] The reference numerals include: 100, corner module; 10, wheel assembly; 20, MacPherson strut kingpin steering system; 21, steering knuckle; 211, steering knuckle body; 2111, first mounting hole; 2112, second mounting hole; 212, first mounting seat; 2121, first hinge hole; 213, second mounting seat; 2131, second hinge hole; 22, steering drive assembly; 221, steering drive component; 2211, steering motor; 2212, reducer; 2213, housing; 2214, third connecting part; 2215, fourth connecting part; 2216, third mounting hole; 222, third mounting seat; 2221, seventh connecting hole; 2222, connecting lug; 223, camber adjustment mechanism; 2231, clutch; 2232, reversing assembly; 2233 2234. Worm gear; 2235. Eccentric disc; 23. Lower control arm; 24. Elastic support assembly; 241. Shock absorber bracket; 2411. Bracket body; 2412. First connecting part; 2413. Second connecting part; 2414. First connecting hole; 2415. Second connecting hole; 2416. Third connecting hole; 2417. Fourth connecting hole; 242. Shock absorber spring assembly; 25. Transmission type upper ball pin; 2501. Ball pin shaft; 2502. Upper ball shell; 2503. Lower ball shell; 2504. Thrust washer; 2505. Lower dustproof ring; 2506. Cage; 2507. Lower oil ring; 2508. Upper oil ring; 2509. Upper dustproof ring; 2510. Anti-friction liner; 26. Lower ball pin; 27. First connecting piece; 28. Second connecting piece. Detailed Implementation

[0047] To make the objectives, technical solutions, and advantages of this disclosure clearer, the following detailed description is provided in conjunction with the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and do not constitute a limitation thereof.

[0048] It should be noted that, unless otherwise specified, the embodiments and features described in this disclosure can be combined with each other.

[0049] In the description of this disclosure, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are used only for the convenience of describing this disclosure and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this disclosure. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this disclosure, unless otherwise stated, "a plurality of" means two or more.

[0050] In the description of this disclosure, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linkage" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art will be able to understand the specific meaning of the above terms in this disclosure based on the specific circumstances.

[0051] This disclosure will now be described in detail with reference to the accompanying drawings and embodiments.

[0052] like Figures 1 to 9 As shown, a corner module 100 is provided. The corner module 100 includes a wheel assembly 10 and a MacPherson strut kingpin steering device 20, which is connected to the wheel assembly 10 and is used to drive the wheel assembly 10 to steer, thereby enabling vehicle steering.

[0053] The MacPherson strut kingpin steering system 20 includes: a steering knuckle 21, a steering drive assembly 22, a lower control arm 23, and a flexible support assembly 24.

[0054] The steering knuckle 21 is fixedly connected to the wheel assembly 10. The first output end of the steering drive assembly 22 is connected to the upper part of the steering knuckle 21 via a transmission upper ball joint 25. The third mounting seat 222 of the steering drive assembly 22 is connected to the second mounting seat 213 of the steering knuckle 21 via a lower ball joint 26. One end of the lower control arm 23 is fixedly connected to the steering drive assembly 22, and the other end of the lower control arm 23 is used to connect to the vehicle frame. The elastic support assembly 24 is connected to the steering drive assembly 22 and the lower control arm 23 respectively.

[0055] The wheel assembly 10 includes a wheel, a hub motor, and a brake. The hub motor is built into the rim of the wheel, and the steering knuckle 21 is fixedly connected to the hub motor. The brake includes a brake disc and a caliper. The brake disc is fixedly connected to the hub motor, and the caliper is fixedly mounted on the steering knuckle 21 to achieve the wheel braking function.

[0056] like Figure 3 As shown, the steering knuckle 21 includes a steering knuckle body 211. A hub bearing hole is provided at the center of the steering knuckle body 211 for accommodating and positioning the hub bearing. Multiple fastening holes are evenly distributed circumferentially around the hub bearing hole, and fasteners pass through these fastening holes to lock and fix the hub bearing onto the steering knuckle body 211.

[0057] A first mounting base 212 and a second mounting base 213 are sequentially arranged from top to bottom along the vertical direction on the steering knuckle body 211. In this embodiment, the first mounting base 212 and the second mounting base 213 can be integrally formed on the steering knuckle body 211.

[0058] In this embodiment, the side of the steering knuckle body 211 facing the wheel is the inner side, and the side facing away from the wheel is the outer side.

[0059] The first mounting base 212 extends outward from the top of the steering knuckle body 211. The first mounting base 212 is provided with a through first hinge hole 2121 for connecting to the output end of the steering drive assembly 22 via the transmission upper ball pin 25.

[0060] The second mounting base 213 extends outward from the bottom of the steering knuckle body 211. The second mounting base 213 is provided with a through second hinge hole 2131 for connecting to the steering drive assembly 22 via the lower ball pin 26.

[0061] The line connecting the center of the first hinge hole 2121 and the center of the second hinge hole 2131 forms the main pin axis, that is, the line connecting the center of the upper ball pin 25 and the center of the lower ball pin 26 forms the main pin axis. Figure 1 The dashed line is the main pin axis.

[0062] The steering knuckle body 211 is also provided with multiple first mounting holes 2111 for fixing to the hub motor, and second mounting holes 2112 for mounting calipers. For example, the first mounting holes 2111 on the steering knuckle body 211 can be fixedly connected to the hub motor with bolts, and the caliper can be fixed to the steering knuckle body 211 with bolts. It should be noted that this application does not limit the connection method between the steering knuckle 21 and the hub motor, or the connection method between the steering knuckle 21 and the caliper, as long as a fixed connection between the steering knuckle 21 and the hub motor and the caliper can be achieved.

[0063] The steering knuckle body 211 integrates wheel hub bearing holes, fastening holes, first mounting hole 2111 (for fixing the wheel hub motor), and second mounting hole 2112 (for fixing the caliper), reducing the number of external brackets and intermediate connecting parts, thus reducing part costs and assembly cumulative errors.

[0064] The first mounting base 212 and the second mounting base 213 are integrally formed on the steering knuckle body 211, which improves the positional accuracy and structural rigidity of the mounting points of the upper and lower ball pins 26 and is conducive to the consistent control of the kingpin parameters.

[0065] like Figure 4 As shown, the steering drive assembly 22 includes a steering drive component 221 and a third mounting base 222. The steering drive component 221 is disposed on the third mounting base 222.

[0066] Specifically, the steering drive assembly 221 includes a steering motor 2211, a reducer 2212, and a housing 2213. The output end of the reducer 2212 is provided with a first tooth. The first tooth meshes with the second tooth of the transmission upper ball pin 25.

[0067] It should be noted that the steering motor 2211 and the reducer 2212 can adopt an integrated structure, that is, both are housed in the same housing 2213; or they can adopt a separate structure, that is, the steering motor 2211 and the reducer 2212 are respectively set in their own independent housings, in which case the housing 2213 and the two are set independently of each other.

[0068] The housing 2213 is provided with a first receiving portion, and a third mounting hole 2216 communicating with the first receiving portion is provided on the side of the housing 2213 near the steering knuckle 21. The first tooth and the second tooth are received in the first receiving portion, and the mating portion of the transmission upper ball pin 25 is engaged with the third mounting hole 2216.

[0069] The housing 2213 is also provided with a third connecting portion 2214 and a fourth connecting portion 2215. The third connecting portion 2214 and the fourth connecting portion 2215 are arranged at intervals along the vertical direction of the vehicle, that is, the third connecting portion 2214 and the fourth connecting portion 2215 are staggered in the side view direction of the vehicle, so that the vertical force and lateral force generated when the steering drive assembly 221 is working are transmitted to the elastic support assembly 24 through the third connecting portion 2214 and the fourth connecting portion 2215 respectively, thereby dispersing the load and avoiding stress concentration.

[0070] In this embodiment, the third connecting portion 2214 is higher than the fourth connecting portion 2215; in other embodiments, the third connecting portion 2214 is lower than the fourth connecting portion 2215.

[0071] The third connecting part 2214 is provided with a fifth connecting hole, and the fourth connecting part 2215 is provided with a sixth connecting hole. The fifth connecting hole is connected to the elastic support assembly 24 through the second connecting member 28, and the sixth connecting hole is connected to the elastic support assembly 24 through a fastener. The second connecting member 28 is connected between the third connecting part 2214 and the elastic support assembly 24, and is used to withstand the torque generated during the operation of the steering drive assembly 221.

[0072] In this embodiment, the axis of the reducer 2212 is arranged parallel to the axis of the transmission upper ball pin 25, which makes the meshing between the first tooth of the reducer 2212 and the second tooth of the transmission upper ball pin 25 smoother. The radial force in the gear transmission process is effectively offset, reducing gear wear and noise, and improving the efficiency and service life of steering torque transmission.

[0073] The steering motor 2211 can be a permanent magnet synchronous motor, a switched reluctance motor, or a brushless DC motor; the reducer 2212 can be a planetary gear reducer, a harmonic reducer, or a fixed-axis gear reducer.

[0074] The third mounting base 222 has a seventh connecting hole 2221 at one end near the steering knuckle 21. The lower ball pin 26 passes through the seventh connecting hole 2221 and the second hinge hole 2131 to hinge the third mounting base 222 to the second mounting base 213. The bottom of the third mounting base 222 has two connecting ears 2222 spaced apart, and the lower control arm 23 is fixedly connected to the two connecting ears 2222.

[0075] The third connecting portion 2214 and the fourth connecting portion 2215 on the housing 2213 are spaced apart (misaligned) along the vertical direction of the vehicle. This allows the vertical and lateral forces generated by the steering drive assembly 221 during operation to be transmitted to the elastic support assembly 24 through the two connecting portions, achieving load distribution and preventing stress concentration at a single connection point. The fifth connecting hole is connected to the elastic support assembly 24 through the second connecting member 28, and the sixth connecting hole is directly connected. The second connecting member 28 is used to withstand the torque generated during the operation of the steering drive assembly 221, further improving torsional resistance. This connection structure forms a stable force relationship, improves the connection stiffness between the steering drive assembly 221 and the elastic support assembly 24, and is beneficial to improving steering response accuracy.

[0076] like Figure 5 As shown, according to an embodiment of this disclosure, the steering drive assembly 22 further includes a camber adjustment mechanism 223. The third mounting base 222 is provided with a second receiving cavity, and the camber adjustment mechanism 223 is disposed within the second receiving cavity. The so-called kingpin inclination angle refers to the angle between the kingpin axis and the vertical line in the forward-looking direction of the vehicle.

[0077] The kingpin inclination adjustment mechanism 223 includes a clutch 2231, a reversing assembly 2232, and an eccentric assembly. The steering drive assembly 221 has a second output end, and the clutch 2231 is located between the second output end of the steering drive assembly 221 and the reversing assembly 2232, used to selectively engage or disengage power transmission. The reversing assembly 2232 is connected to the eccentric assembly, which is connected to the second mounting base 213. When adjustment of the kingpin inclination angle is required, the clutch 2231 engages with the steering drive assembly 221, and the steering drive assembly 221 drives the eccentric assembly to rotate via the reversing assembly 2232, thereby achieving inclination angle adjustment.

[0078] The reversing assembly 2232 includes any one of bevel gears, cylindrical gears, and worm gears.

[0079] The eccentric assembly includes a worm 2233, a worm wheel 2234, and an eccentric disk 2235. The worm is connected to the reversing assembly 2232 for transmission. The teeth of the worm 2233 mesh with the worm wheel 2234. The worm wheel 2234 is coaxially and fixedly connected to the eccentric disk 2235. The eccentric disk 2235 is located inside the seventh connecting hole 2221.

[0080] The fixed connection between the worm gear 2234 and the eccentric disk 2235 includes, but is not limited to, integral molding, spline connection, key connection, bolt connection, or interference fit connection. The worm gear 2234 is located at the lower end of the eccentric disk 2235 or on the outer periphery of the eccentric disk 2235.

[0081] The eccentric disc 2235 is provided with a lower ball pin mounting part for mounting the lower ball pin 26. The lower ball pin mounting part can be any one of an eccentric hole, an eccentric ball seat, or an eccentric mounting sleeve. When an eccentric hole is used, the lower ball pin 26 passes through the eccentric hole to connect the eccentric disc 2235 to the second mounting base 213; when an eccentric ball seat or an eccentric mounting sleeve is used, the lower ball pin 26 is fixed inside the eccentric ball seat or eccentric mounting sleeve.

[0082] The eccentric assembly also includes a limiting part, which is used to limit the rotation range of the eccentric disk 2235 or to maintain the position of the eccentric disk 2235 at a target corner. The limiting part is any one of the following:

[0083] The eccentric disk 2235 is provided with a limiting groove and a limiting pin. The limiting groove is provided on the eccentric disk 2235 and the limiting pin is fixed on the third mounting base 222. The limiting pin extends into the limiting groove to limit the rotation range of the eccentric disk 2235. Alternatively, ratchet teeth are provided on the outer periphery of the eccentric disk 2235 and pawls are mounted on the third mounting base 222. The pawls and ratchet teeth engage to maintain the position of the eccentric disk 2235 at any rotation angle.

[0084] The eccentric assembly is also equipped with an angle sensor, which is fixedly installed on the third mounting base 222. The detection end is arranged corresponding to the eccentric disk 2235 to detect the rotation angle of the eccentric disk 2235 and output the detection signal to the vehicle controller to realize closed-loop adjustment of the kingpin inclination angle.

[0085] In this embodiment, the steering motor 2211 has dual output shafts arranged in opposite directions, simultaneously performing both steering drive and camber adjustment functions. This dual-purpose design eliminates the need for an additional independent drive motor for camber adjustment, reducing the number of parts, cost, and weight.

[0086] Clutch 2231 is positioned between the second output of steering motor 2211 and reversing assembly 2232, selectively engaging or disengaging the angle adjustment power path to achieve seamless switching between steering mode and angle adjustment mode. In steering mode, clutch 2231 is disengaged, and steering motor 2211 drives steering throughout the entire range, unaffected by the camber adjustment mechanism 223. In angle adjustment mode, clutch 2231 is engaged, steering motor 2211 drives eccentric disc 2235, and simultaneously locks the steering power path to ensure safe adjustment.

[0087] The worm gear 2234 and worm 2233 have self-locking characteristics. Even if the driving force of the steering motor 2211 is removed after the angle adjustment is completed, the worm gear 2234 and worm 2233 can keep the position of the eccentric disk 2235 still, preventing the lower ball pin 26 from accidentally shifting due to road vibration, thus ensuring the long-term stability of the angle adjustment accuracy.

[0088] The eccentric disc 2235 drives the lower ball pin 26 to generate eccentric displacement through the eccentric hole, eccentric ball seat or eccentric mounting sleeve. It has a simple structure, continuous adjustment and high resolution, and can realize stepless precise adjustment of the inclination angle of the kingpin.

[0089] The eccentricity, eccentric displacement direction, and rotation angle range of the eccentric disc 2235 can be customized according to the target kingpin inclination angle adjustment range, providing excellent design flexibility.

[0090] The limiting part (limiting groove and limiting pin, or ratchet and pawl) is used to limit the rotation range of the eccentric disk 2235 to prevent overtravel movement from causing the lower ball pin 26 to interfere with or fall off the surrounding parts; on the other hand, the ratchet and pawl structure can also maintain the position of the eccentric disk 2235 at any rotation angle, adding a layer of mechanical locking redundancy in addition to the worm gear self-locking, thus improving safety and reliability.

[0091] Angle sensors detect the rotation angle of the eccentric disk 2235 in real time and feed it back to the vehicle controller to form a closed-loop PID control, ensuring that the eccentric disk 2235 accurately reaches the target position, eliminating the angle error caused by gear transmission backlash and manufacturing tolerance, and ensuring the angle adjustment accuracy.

[0092] The angle sensor feedback and the steering motor 2211 rotation angle integral conversion are two backup methods. Even if the angle sensor fails, the eccentric disk 2235 rotation angle can still be calculated by the encoder integral of the steering motor 2211, ensuring the fault tolerance and robustness of the system.

[0093] The elastic support assembly 24 includes a shock absorber bracket 241 and a shock absorber spring assembly 242. One end of the shock absorber spring assembly 242 is connected to the shock absorber bracket 241, and the other end is used to connect to the vehicle frame.

[0094] like Figure 6 As shown, the shock absorber bracket 241 includes a bracket body 2411, a first connecting part 2412, and a second connecting part 2413. The bracket body 2411 is provided with a through first connecting hole 2414, and one end of the shock absorber spring assembly 242 is connected to the first connecting hole 2414.

[0095] The first connecting portion 2412 is connected to the bracket body 2411, and a receiving space is formed between the first connecting portion 2412 and the bracket body 2411, in which the steering drive assembly 221 is at least partially received. The first connecting portion 2412 is arranged along the width direction of the vehicle and extends toward the steering knuckle 21.

[0096] The first connecting portion 2412 includes a first and second lateral arms disposed opposite to each other, and a connecting arm connecting the first and second lateral arms, such that the projection of the first connecting portion 2412 is C-shaped or U-shaped, and the opening of the first connecting portion 2412 is disposed towards the steering knuckle 21, while the connecting arm is disposed away from the steering knuckle 21. The first and second lateral arms are disposed along the width direction of the vehicle, and are spaced apart along the vertical direction of the vehicle. In this embodiment, the second lateral arm is higher than the first lateral arm in the vertical direction.

[0097] The first control arm has a second connecting hole 2415 at one end facing the steering knuckle 21, and a third connecting hole 2416 at the other end facing the steering knuckle 21. The second connecting member 28 is a connecting rod located between the shock absorber bracket 241 and the steering drive assembly 221. The second control arm is hinged to the steering drive assembly 221 via the third connecting hole 2416 and the sixth connecting hole. One end of the second connecting member 28 is hinged to the second connecting hole 2415, and the other end is hinged to the fifth connecting hole, thus connecting the first control arm to the steering drive assembly 221 via the second connecting member 28.

[0098] When the shock absorber spring assembly 242 is displaced, the second connector 28 does not restrict the degree of freedom of the steering drive assembly 221 and resists the torsional torque generated by the steering drive assembly 221 during driving or braking conditions.

[0099] The second connecting portion 2413 extends downward from the connecting arm, and the extending direction of the first connecting portion 2412 intersects the extending direction of the second connecting portion 2413. The second connecting portion 2413 is provided with a fourth connecting hole 2417, through which a fastener passes and connects to one end of the first connecting member 27. The other end of the first connecting member 27 is hinged to the lower control arm 23. When the shock-absorbing spring assembly 242 is displaced, the shock-absorbing bracket 241 rotates about the hinge point via the first connecting member 27.

[0100] By selecting the length of the first connector 27, the position of the fourth connecting hole 2417, and the position of the connection point of the lower control arm 23, the attitude change of the shock absorber bracket 241 during wheel bounce is not entirely determined by the swing angle of the outer end of the lower control arm 23, thereby increasing the design freedom of the wheel camber angle change law.

[0101] The geometric relationship between the line connecting the fifth and sixth connecting holes on the steering drive assembly 221, the mounting point on the inner side of the lower control arm 23, and the tire contact point can be used to analyze the braking anti-pitch performance. This geometric relationship can serve as the basis for optional hard point design when matching the vehicle platform.

[0102] The first connecting part 2412 of the shock absorber bracket 241 is C-shaped or U-shaped, with the opening facing the steering knuckle 21, and the steering drive assembly 221 is at least partially housed therein, achieving a compact arrangement.

[0103] The second connecting part 2413 extends downward from the connecting arm and is hinged to the lower control arm 23 via the first connecting member 27. When the shock absorber spring assembly 242 undergoes a jumping displacement, the shock absorber bracket 241, the first connecting member 27, the lower control arm 23, and the steering drive assembly 221 form an equivalent four-bar linkage, ensuring the kinematic compliance of the suspension.

[0104] The first and second cross arms are arranged along the width of the vehicle and spaced apart in the vertical direction. They are connected to the fifth (via the second connector 28) and sixth connection holes of the steering drive assembly 221 through the second connection hole 2415 and the third connection hole 2416, respectively, forming two connection fulcrums at different heights. This effectively raises the pitch center of the vehicle, reduces the pitch moment, and decreases the pitch angle of the vehicle.

[0105] By selecting the length of the first connector 27, the position of the fourth connecting hole 2417, and the position of the connection point of the lower control arm 23, the attitude change of the steering drive assembly 221 during wheel jump is not entirely determined by the swing angle of the outer end of the lower control arm 23. This improves the design freedom of the wheel camber angle change law and is conducive to the fine-tuning of the vehicle's handling stability.

[0106] The geometric relationship between the line connecting the fifth and sixth connecting holes on the steering drive assembly 221, the mounting point on the inner side of the lower control arm 23, and the tire contact point can be used to analyze the braking anti-pitch performance. This geometric relationship can serve as the basis for optional hard point design when matching the vehicle platform, providing theoretical support for braking pitch suppression of different models.

[0107] like Figure 7 As shown, the transmission type upper ball pin 25 includes a ball pin shaft 2501, an upper ball shell 2502, a lower ball shell 2503, a thrust washer 2504, a lower dustproof ring 2505, a cage 2506, a lower oil ring 2507, an upper oil ring 2508, an upper dustproof ring 2509, and a friction-reducing liner 2510.

[0108] The lower spherical shell 2503 is connected to the bottom opening of the upper spherical shell 2502. The ball pin 2501 includes an integrally formed second tooth portion, a spherical portion, and a ball pin connecting portion (in this embodiment, the ball pin connecting portion is a tapered portion and a threaded portion for engaging with the first hinge hole 2121 of the first mounting base 212). The spherical portion is located between the ball pin connecting portion and the second tooth portion, the ball pin connecting portion is located at one end of the ball pin, and the second tooth portion is located at the other end of the ball pin; the ball pin 2501 passes through the upper spherical shell 2502 and the lower spherical shell 2503, and the second tooth portion extends out of the upper spherical shell 2502, while the ball pin connecting portion extends out of the lower spherical shell 2503.

[0109] The second tooth is used to mesh with an external steering transmission component (in this embodiment, the first tooth of the steering drive assembly 221) to output steering torque, and the ball pin connection is used to connect with an external mounting component (in this embodiment, the first mounting base 212).

[0110] The upper ball housing 2502 (the mating part of the transmission-type upper ball pin 25) is installed in the mounting hole of the housing 2213. The anti-friction liner 2510 is installed inside the upper ball housing 2502. The spherical part of the ball pin shaft 2501 forms a universal fit with the anti-friction liner 2510 and the cage 2506. The lower ball housing 2503 is threaded to the upper ball housing 2502 and presses against the thrust washer 2504 to improve the axial load capacity of the transmission-type upper ball pin 25.

[0111] The upper dustproof ring 2509 and the upper oil ring 2508 are disposed within the upper ball housing 2502, forming an upper sealing and lubrication structure; the lower dustproof ring 2505 and the lower oil ring 2507 are both disposed within the lower ball housing 2503, forming a lower sealing and lubrication structure. The dustproof ring is used to prevent external mud and moisture from entering the ball joint, the oil ring is used to ensure long-term lubrication of the ball joint, and the thrust washer 2504 is used to improve the axial load capacity. Overall, this extends the service life of the transmission-type upper ball pin 25 under harsh working conditions.

[0112] The gear portion of the ball pin 2501 extends into the first receiving portion of the housing 2213 and meshes with the first tooth portion of the reducer 2212.

[0113] In steering mode, the torque output by the steering motor 2211 is transmitted to the second tooth of the ball pin 2501 via the reducer 2212. The ball pin 2501 drives the steering knuckle 21 to rotate through its connection with the steering knuckle 21. Thus, the upper ball pin 25 of the transmission type simultaneously undertakes three functions: upper kingpin positioning, universal support, and steering torque output.

[0114] The second gear section is an arc-tooth cylindrical gear, a drum-tooth cylindrical gear, or a tooth-direction modified cylindrical gear, and the first tooth section adopts a tooth profile corresponding to the second tooth section. When the adjustment of the kingpin inclination angle causes a small angle change in the ball pin shaft 2501, the above-mentioned tooth profile can still maintain effective tooth surface contact.

[0115] The anti-friction liner 2510 is composed of two semi-annular liners. If the outer diameter of the second gear section of the ball pin 2501 is larger than the working hole diameter of the anti-friction liner 2510, the two semi-annular liners can be inserted into the upper ball housing 2502 by passing around the second gear section and then forming a fit with the spherical part to solve the problem of limited assembly channel of the transmission upper ball pin 25.

[0116] The ball pin shaft 2501 of the transmission upper ball pin 25 integrates a second tooth (gear part), a spherical part (universal hinge), and a tapered / threaded part (fastening connection) with the first hinge hole 2121 of the first mounting base 212. It integrates the three functions of upper positioning of the kingpin, universal support and steering torque output into a single part, eliminating the steering tie rod joint that is set separately on the traditional steering knuckle 21, greatly simplifying the steering system structure, reducing the number of parts, reducing the rotational inertia of the steering system, and improving the steering response speed.

[0117] The second tooth section uses a spiral toothed cylindrical gear, a drum-shaped toothed cylindrical gear, or a tooth-direction modified cylindrical gear, and the first tooth section uses a corresponding tooth profile. When the adjustment of the kingpin inclination angle causes a small angle change in the posture of the ball pin shaft 2501 (i.e., the offset of the line connecting the upper and lower ball centers causes a slight deflection of the axis of the ball pin shaft 2501), the above-mentioned tooth profile can still maintain effective tooth surface contact, avoiding gear disengagement or uneven wear. This ensures that the gear transmission can still work normally after the angle is adjusted, which is the key technical feature that distinguishes this solution from the traditional fixed kingpin structure.

[0118] The anti-friction liner 2510 is composed of two semi-annular liner pieces joined together. When the outer diameter of the second tooth of the ball pin 2501 is larger than the working hole diameter of the anti-friction liner 2510 (i.e., the second tooth is larger than the inner hole of the liner and cannot be directly inserted from the end), the two semi-annular liner pieces can be first inserted into the upper ball shell 2502 by passing around the second tooth, and then they can be fitted with the spherical part. This structure ingeniously solves the problem that the ball pin 2501 of the integrated gear cannot be conventionally assembled because the outer diameter of the gear is larger than the neck of the ball pin 2501, making the three-in-one integrated solution manufacturable and assemblable.

[0119] like Figure 8 As shown in the figure This indicates the change in wheel camber angle. The figure shows the swing angle of the lower control arm 23. Solid lines in the figure represent the key hard points of the elastic support assembly 24 and the movement positions of the first connecting member 27 and the second connecting member 28 before the wheel jump. Dashed lines in the figure represent the movement positions of the key hard points of the elastic support assembly 24 and the first connecting member 27 and the second connecting member 28 during the wheel jump. The figure shows the movement during the wheel jump. and The change Significantly smaller than This design minimizes the change in wheel camber angle during wheel bounce. In a traditional MacPherson strut suspension, the change in wheel camber angle is approximately equivalent to the swing angle of the lower control arm 23. This implementation significantly reduces the change in wheel camber angle during wheel bounce.

[0120] like Figure 9 As shown, the braking anti-pitch performance analysis of the angle module 100 applied to a vehicle demonstrates that, through the optimized design of the positions of the second connecting hole 2415 and the third connecting hole 2416, the vehicle's pitch center can be improved, the vehicle's pitch moment reduced, and the vehicle's pitch angle lowered. The traditional MacPherson strut design cannot achieve an optimal pitch center through the optimized positions of the second connecting hole 2415 and the third connecting hole 2416; the pitch center height is low, making it difficult to generate good anti-pitch performance through suspension geometry.

[0121] A method for adjusting the kingpin inclination angle, implemented using the aforementioned MacPherson strut kingpin steering device 20, includes the following steps:

[0122] S1: In steering mode, the clutch 2231 is kept disconnected from the steering drive assembly 221, and the steering drive assembly 221 drives the steering knuckle 21 to steer around the kingpin axis.

[0123] Specifically, in steering mode, clutch 2231 is disengaged from steering motor 2211, and steering motor 2211 acts on the second tooth of transmission upper ball pin 25 via the first tooth of reducer 2212, thereby driving steering knuckle 21 to rotate around kingpin axis.

[0124] When the clutch 2231 is disengaged, the steering motor 2211 directly drives the second tooth of the upper ball pin 25 of the transmission via the first tooth of the reducer 2212. The power path is single, there is no intermediate clutch or reversing link, the transmission efficiency is high and the steering response is direct.

[0125] S2: When it is necessary to adjust the kingpin inclination angle and the preset adjustment conditions are met, the clutch 2231 is connected to the steering motor 2211 of the steering drive assembly 221, and the power path of the steering drive assembly 221 driving the steering knuckle 21 is cut off.

[0126] Specifically, in kingpin inclination adjustment mode, the system first determines whether any of the following conditions—vehicle speed, wheel angle, wheel end load, or driving mode—meets the adjustment conditions. The adjustment conditions are considered met if any of the following conditions are met: vehicle speed is zero (or <1km / h), wheel angle is <±3°, driving or braking torque applied to the wheel end is <1Nm, or the driving mode is in adjustment mode.

[0127] When the angle adjustment conditions are met, the clutch 2231 is connected to the steering motor 2211. At the same time, the power path from the steering motor 2211 to the reducer 2212 is cut off (this can be achieved through a locking mechanism or a controller, ensuring that the steering knuckle 21 does not deflect passively during adjustment).

[0128] Before entering the angle adjustment mode, the vehicle speed, wheel angle, wheel end load, or driving mode are checked for safety interlock to ensure that the angle adjustment action is only performed under safe conditions, thus avoiding safety hazards caused by accidental triggering at high speeds or large angles.

[0129] While the clutch 2231 connects the angle adjustment path, it cuts off the steering power path from the steering motor 2211 to the reducer 2212 (by locking the mechanism or disabling the controller), preventing the steering knuckle 21 from rotating unexpectedly during the angle adjustment process, ensuring the stability of the wheel posture during the adjustment process, and improving the safety and accuracy of the adjustment.

[0130] S3: Steering motor 2211 drives eccentric component to rotate through reversing component 2232; eccentric component drives lower ball pin 26 connected to second mounting base 213 to eccentrically displace to target position calculated based on target kingpin inclination angle value.

[0131] Specifically, the steering motor 2211 drives the eccentric disk 2235 to rotate via the reversing assembly 2232, worm gear 2233, and worm wheel 2234. The eccentric disk 2235 causes the lower ball pin 26, which is connected to the second mounting base 213, to undergo eccentric displacement to the target position.

[0132] During this process, the upper ball pin 25 is fixed at its center, and the inclination angle of the main pin is adjusted by changing the angle between the line connecting the upper and lower ball centers and the vertical line.

[0133] The eccentricity, eccentric displacement direction, and rotation range of the eccentric disc 2235 can be determined according to the target kingpin inclination angle adjustment range.

[0134] The rotation angle of the eccentric disk 2235 can be fed back by the angle sensor, or it can be calculated from the rotation angle integral and transmission ratio of the steering motor 2211. Further details will not be provided here.

[0135] During the adjustment process, the center of the upper ball pin 25 of the transmission is fixed, and only the center of the lower ball pin 26 undergoes eccentric displacement. The inclination angle is adjusted by changing the angle between the line connecting the upper and lower ball centers (i.e., the axis of the main pin) and the vertical line. The adjustment principle is clear, the kinematic relationship is simple, and no complex spatial coordinate transformation calculation is required.

[0136] The rotation angle of the eccentric disk 2235 can be fed back in real time by the angle sensor or calculated by the integral of the rotation angle of the steering motor 2211. The dual detection method ensures the reliability and control accuracy of the closed-loop regulation.

[0137] S4: After the lower ball pin 26 reaches the target position, the clutch 2231 is disengaged from the steering drive assembly 221. At the same time, the system automatically returns to the steering mode described in S1 (i.e., the power path from the steering motor 2211 to the reducer 2212 is reconnected).

[0138] After the lower ball pin 26 reaches the target position, the clutch 2231 disengages and automatically returns to the steering mode described in S1, ensuring that the vehicle can immediately resume normal steering function after the angle adjustment is completed. The entire S1~S4 process realizes a complete work cycle of "steering → switching → adjustment → reset" without manual intervention, and has a high level of automation and intelligence.

[0139] In summary, the MacPherson strut steering system, angle module, and kingpin inclination adjustment method disclosed herein integrate the wheel assembly 10 and the hub motor and brake within the wheel assembly 10. The steering drive assembly 221 is connected to the steering knuckle 21 via the transmission upper ball joint 25. The inclination adjustment mechanism 223 is built into the third mounting base 222 of the steering drive assembly 22, forming four sets of functional systems that are nested in physical space but do not interfere with each other. This achieves a highly integrated design, greatly saves chassis layout space, and provides an ideal angle module solution for drive-by-wire chassis and skateboard chassis platforms.

[0140] In traditional MacPherson strut suspensions, the steering knuckle 21 is typically defined by both the damper strut and the lower control arm, resulting in a strong coupling between the camber angle change and the lower control arm's swing angle during vertical wheel movement. In this design, the steering knuckle 21 independently defines the kingpin axis through its own first mounting base 212 and second mounting base 213. The damper spring assembly 242 only performs load-bearing and buffering functions and no longer acts as a swing guide for the steering knuckle 21. Therefore, the range of variation in positioning parameters such as camber and toe angle is significantly reduced during vertical wheel movement, which improves the vehicle's handling stability and tire lifespan.

[0141] Compared to the traditional fixed kingpin structure, this solution enables on-demand active adjustment of the kingpin inclination angle. On the one hand, it can optimize the inclination angle setting according to different load conditions (no load or full load) when the vehicle is static, ensuring consistency in tire contact patch and steering return performance. On the other hand, it can provide the execution basis for active chassis attitude adjustment for advanced autonomous driving, such as real-time optimization of kingpin parameters in scenarios like crosswind compensation and cornering anti-sight control.

[0142] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A MacPherson strut kingpin steering system, characterized in that, include: The steering knuckle is provided with a first mounting seat and a second mounting seat, the first mounting seat and the second mounting seat defining the kingpin axis; A steering drive assembly includes a steering drive component and a third mounting base, the third mounting base being connected to a second mounting base; the steering drive component is disposed on the third mounting base, and a first output end of the steering drive component is connected to the first mounting base to drive the steering knuckle to steer around the kingpin axis; The lower control arm has one end connected to the third mounting base and the other end connected to the vehicle frame. An elastic support assembly, the elastic support assembly including a first connecting portion and a second connecting portion; the first connecting portion is connected to the steering drive assembly; A first connector, one end of which is hinged to the lower control arm and the other end of which is hinged to the second connecting part, so that the elastic support assembly swings about its hinge point via the first connector when displacement occurs.

2. The MacPherson strut kingpin steering device according to claim 1, characterized in that, The elastic support assembly includes a shock-absorbing bracket and a shock-absorbing spring assembly. One end of the shock-absorbing spring assembly is connected to the shock-absorbing bracket, and the other end is used to connect to the vehicle frame; The first connecting part and the second connecting part are disposed on the shock-absorbing bracket, and the extending direction of the first connecting part intersects the extending direction of the second connecting part.

3. The MacPherson strut kingpin steering device according to claim 2, characterized in that, The shock-absorbing bracket includes a bracket body, the bracket body is provided with a through first connection hole, and one end of the shock-absorbing spring assembly is connected to the first connection hole. The first connecting part is connected to the bracket body, and a receiving space is formed between the first connecting part and the bracket body, and the steering drive assembly is at least partially received within the receiving space.

4. The MacPherson strut kingpin steering device according to claim 3, characterized in that, The first connecting portion is provided along the width direction of the vehicle and extends toward the steering knuckle.

5. The MacPherson strut kingpin steering device according to claim 3, characterized in that, The first connecting portion is provided with a second connecting hole and a third connecting hole at intervals; the second connecting hole and the third connecting hole are used to connect with the steering drive assembly.

6. The MacPherson strut kingpin steering device according to claim 5, characterized in that, The second connecting hole and the third connecting hole are spaced apart along the vertical direction of the vehicle.

7. The MacPherson strut kingpin steering device according to claim 1, characterized in that, The second connecting portion extends downward from the end of the first connecting portion away from the steering knuckle, and the second connecting portion is provided with a fourth connecting hole for connecting with the first connecting member.

8. The MacPherson strut kingpin steering device according to claim 1, characterized in that, The steering drive assembly includes a steering motor and a reducer. The output end of the reducer is connected to the first mounting base via a transmission upper ball pin. The output end of the reducer includes a first tooth. The transmission-type upper ball pin includes a second tooth and a ball pin connecting part, the ball pin connecting part being connected to the first mounting base; the second tooth meshes with the first tooth; The steering drive assembly drives the steering knuckle to steer via the first tooth and the second tooth.

9. The MacPherson strut steering device according to claim 8, characterized in that, The axis of the reducer is parallel to the axis of the upper ball pin of the transmission.

10. The MacPherson strut steering device according to claim 8, characterized in that, The steering drive assembly further includes a housing, the housing having a receiving portion, and the second tooth being received within the receiving portion; The housing is also provided with a third connecting part and a fourth connecting part, which are spaced apart along the vertical direction of the vehicle; The third connecting part is connected to the first connecting part through the second connecting member, and the fourth connecting part is connected to the first connecting part.

11. The MacPherson strut kingpin steering device according to claim 1, characterized in that, The bottom of the third mounting base is provided with two connecting ears spaced apart, and the lower control arm is fixedly connected to the two connecting ears.

12. The MacPherson strut kingpin steering device according to claim 1, characterized in that, It also includes a camber adjustment mechanism, which comprises a clutch, a reversing assembly, and an eccentric assembly; the steering drive assembly is provided with a second output terminal; The clutch is located between the second output end of the steering drive assembly and the reversing assembly, and is used to selectively engage or disengage power transmission. The reversing assembly is connected to the eccentric assembly, and the eccentric assembly is connected to the second mounting base; When it is necessary to adjust the kingpin inclination angle, the clutch is connected to the steering drive assembly, and the steering drive assembly drives the eccentric assembly to rotate through the reversing assembly to achieve the inclination angle adjustment.

13. The MacPherson strut kingpin steering device according to claim 12, characterized in that, The reversing assembly includes any one of bevel gears, cylindrical gears, and worm gears.

14. The MacPherson strut steering device according to claim 12, characterized in that, The eccentric assembly includes a worm, a worm wheel, and an eccentric disk. One end of the worm is connected to the reversing assembly for transmission. The teeth of the worm mesh with the worm wheel. The worm wheel is coaxially and fixedly connected to the eccentric disk. The eccentric disk has a through hole. The eccentric disk is rotatably connected to the second mounting base through a connecting shaft passing through the through hole.

15. The MacPherson strut kingpin steering device according to claim 14, characterized in that, The eccentric assembly further includes a limiting part, which is used to limit the rotation range of the eccentric disk or to maintain the position of the eccentric disk at the target angle.

16. The MacPherson strut kingpin steering device according to claim 15, characterized in that, The limiting part is any one of the following: The limiting groove and the limiting pin are provided. The limiting groove is provided on the eccentric disk, and the limiting pin is fixed on the third mounting base. The limiting pin extends into the limiting groove to limit the rotation range of the eccentric disk. The ratchet teeth located on the outer periphery of the eccentric disk and the pawl mounted on the third mounting base engage with the ratchet teeth to maintain the position of the eccentric disk at any rotation angle.

17. The MacPherson strut kingpin steering device according to claim 15, characterized in that, The eccentric component is also equipped with an angle sensor for detecting the rotation angle of the eccentric disk.

18. A corner module, characterized in that, The system includes a wheel assembly and a MacPherson strut steering system as claimed in any one of claims 1 to 17, wherein the MacPherson strut steering system is connected to the wheel assembly to drive the wheel assembly to steer.

19. A method for adjusting the kingpin inclination angle, implemented using the MacPherson strut kingpin steering device as described in any one of claims 12 to 17, characterized in that, Includes the following steps: S1: In steering mode, the clutch is kept disengaged from the steering drive assembly, and the steering drive assembly drives the steering knuckle to steer about the kingpin axis; S2: When it is necessary to adjust the kingpin inclination angle and the preset adjustment conditions are met, the clutch is connected to the steering motor of the steering drive assembly, and the power path of the steering drive assembly driving the steering knuckle is cut off by locking the output end of the steering drive assembly. S3: The steering motor drives the eccentric assembly to rotate through the reversing assembly; the eccentric assembly causes the lower ball pin connected to the second mounting base to undergo eccentric displacement to the target position; S4: After the lower ball pin reaches the target position, the clutch disengages from the steering drive assembly.

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