Vehicle front wheel suspension system

Abstract

The utility model discloses a kind of vehicle front wheel suspension systems, transmission assembly between left front wheel and right front wheel: transverse side swing mechanism, for changing the roll angle of left and right front wheel;Left and right steering mechanism, for changing the steering angle of left and right front wheel;Operating lever assembly, for providing rigid rotation axis for left and right steering mechanism, and provide swing fulcrum for transverse side swing mechanism;Active driving unit, by operating lever assembly directly artificial operation instruction is delivered to transverse side swing mechanism and left and right steering mechanism;Steering drive device, for receiving cloud command, output automatic steering torque to operating lever assembly, to control left and right steering mechanism;Switch between active driving unit and steering drive device by clutch. Through the above mode, the safety problem of the utility model is solved by the improvement and upgrading of structure that micro-trip vehicle is automatically driven;While giving consideration to the accuracy of automatic driving and the flexibility of artificial control.

Description

Technical Field

[0001] This utility model relates to the field of electric vehicles, and in particular to a front wheel suspension system for vehicles. Background Technology

[0002] With the rapid rise of scenarios such as urban last-mile delivery, shared micro-mobility, and park inspection, micro-mobility vehicles (including electric scooters, electric bicycles, etc.) are gradually upgrading from "last-mile" transportation tools to intelligent terminals that can be autonomously dispatched and automatically cruise.

[0003] In existing technologies, most autonomous driving solutions for this type of vehicle follow the technical route of traditional motorcycles or low-speed four-wheeled vehicles, using servo motor direct-drive steering mechanisms or hub motor differential steering. Servos suffer from large size and insufficient torque, and share a mechanical link with manual steering. Switching to autonomous driving requires an additional clutch or deceleration mechanism, resulting in system complexity and high latency.

[0004] Furthermore, traditional vehicles rely on the rider to control the vehicle's posture to maintain balance when manually driven. However, in autonomous driving mode, the system struggles to precisely coordinate the complex coupling between steering and the vehicle's center of gravity (especially for vehicles with tilt freedom), leading to instability and the risk of rollover. Existing technologies generally lack an independent intelligent control structure that can "actively stabilize the vehicle during autonomous driving and flexibly release tilt freedom during manual control," resulting in a disjointed experience and safety hazards when switching between the two modes.

[0005] Therefore, in order to address the shortcomings of existing technologies, there is a need for a universal solution that can cover multiple vehicle architectures, achieve smooth and conflict-free switching between autonomous driving mode and manual operation mode, ensure stable and reliable driving, and has a compact structure. Utility Model Content

[0006] The main technical problem solved by this utility model is to provide a front wheel suspension system for vehicles that can solve the safety problem of autonomous driving in micro-mobility vehicles through structural improvements and upgrades, while taking into account both the accuracy of autonomous driving and the flexibility of manual operation.

[0007] To solve the above-mentioned technical problems, the present invention provides a vehicle front wheel suspension system, including: a control lever assembly, a lateral sway mechanism, a left and right steering mechanism, and a steering drive device; The control stick assembly includes a handlebar column, a steering shaft, and a seat; the upper end of the seat is rigidly fixed to the bottom end of the handlebar column, and the lower end is movably connected to the lateral swing mechanism to provide a fulcrum for tilting and swinging; the steering shaft is located in the seat, with its upper end fixedly connected to the handlebar column and its lower end coupled to the steering drive device. The lateral swing mechanism includes four rigid rods: an upper crossbar, a lower crossbar, a left wheel rocker arm, and a right wheel rocker arm, which together form a deformable planar four-bar linkage. The lower end of the seat passes through the midpoint of the upper crossbar in the vertical direction and continues to extend to the midpoint of the lower crossbar, where it is hinged with the upper and lower crossbars to form a fixed fulcrum for the lateral swing. The left and right steering mechanism includes a connecting seat, a left connecting rod, a right connecting rod, and steering knuckles respectively mounted on the left and right wheel rocker arms; the connecting seat is rigidly connected to the steering shaft on the same axis; the left connecting rod is hinged to the left side of the connecting seat and the steering knuckle of the left wheel rocker arm; and the right connecting rod is hinged to the right side of the connecting seat and the steering knuckle of the right wheel rocker arm. The steering drive unit includes a steering motor, a reducer, and a main shaft. The steering motor is vertically fixed, and its output end is coaxially connected to the input end of the reducer. The output end of the reducer is selectively engaged or disengaged from the main shaft via a clutch, and the output end of the main shaft is drive-connected to the steering shaft.

[0008] In a preferred embodiment of the present invention, the upper crossbar and the lower crossbar are horizontal and parallel to each other; the left wheel rocker arm and the right wheel rocker arm are perpendicular and parallel to each other, and their upper ends are respectively hinged to the two ends of the upper crossbar through the first pivot, and their lower ends are respectively hinged to the two ends of the lower crossbar through the second pivot.

[0009] In a preferred embodiment of this utility model, the outer side of the left wheel rocker arm is pivotally connected to the left front wheel; the outer side of the right wheel rocker arm is pivotally connected to the right front wheel.

[0010] In a preferred embodiment of the present invention, the lower end of the seat is hinged to the upper and lower crossbars via a third pivot to form a fixed fulcrum.

[0011] In a preferred embodiment of the present invention, both ends of the left connecting rod and both ends of the right connecting rod are press-fitted with spherical bearings. The left connecting rod is hinged to the left side of the connecting seat and the steering knuckle of the left wheel rocker arm via the spherical bearings at both ends, and the right connecting rod is hinged to the right side of the connecting seat and the steering knuckle of the right wheel rocker arm via the spherical bearings at both ends.

[0012] In a preferred embodiment of this utility model, a set of symmetrical balancing actuators are provided on the planar four-bar linkage. One end of the balancing actuator is hinged to both sides of the upper crossbar, and the other end is hinged to both sides of the seat body. It is used to absorb longitudinal impact force and mechanically lock the lateral sway mechanism in the steering drive device to maintain the centering state.

[0013] In a preferred embodiment of the present invention, the clutch comprises an electromagnetic coil, a clutch plate, and a wave spring. The electromagnetic coil is fixed to the end cover of the reducer, the clutch plate is sleeved on the main shaft, and the wave spring is pressed between the end face of the coil and the clutch plate.

[0014] In a preferred embodiment of the present invention, the steering drive device further includes a steering gear box assembly fixed next to the main shaft, including a steering angle detection main board, a pinion gear and a large gear. The small gear and the steering angle detection main board are installed inside the box. The small gear extends horizontally and meshes with the large gear coaxially sleeved on the main shaft. The steering angle detection main board is used to collect the actual main shaft rotation angle data in real time, feed it back to the cloud controller for comparison with the target rotation angle, correct it in time and drive the steering motor.

[0015] In a preferred embodiment of the present invention, the steering drive device further includes a spindle starting angle detection chip located at the bottom of the spindle, which is used to read the current angle and transmit it back to the cloud at the moment of switching to automatic driving as a closed-loop zero position.

[0016] In a preferred embodiment of the present invention, the system further includes several cameras arranged around the vehicle body.

[0017] The beneficial effects of this utility model are: the front wheel suspension system solves the core safety problem of "tilt stability" in autonomous driving of micro-mobility vehicles through structural improvements and upgrades; at the same time, it takes into account the precision of autonomous driving and the flexibility of manual control, achieving the optimal experience in both modes; through compact, efficient and rigid design, the system reliability is improved, laying a solid foundation for the mass production and commercialization of the product. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort, wherein: Figure 1 This is a schematic diagram of a preferred embodiment of the vehicle front wheel suspension system of this utility model; Figure 2 yes Figure 1 A partial structural schematic diagram of the control lever assembly in the front wheel suspension system of the vehicle shown. Figure 3 yes Figure 1 A partial structural schematic diagram of the lateral sway mechanism in the front wheel suspension system of the vehicle shown. Figure 4 yes Figure 1 A partial structural diagram of the left and right steering mechanisms in the front wheel suspension system of the vehicle shown. Figure 5 yes Figure 1 The diagram shows a partial structural schematic of the steering drive device in the front wheel suspension system of the vehicle. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. The components of the embodiments of this utility model described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0020] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0021] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0022] In the description of this utility model, it should be noted that the terms "front," "rear," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the utility model product is in use. They are only for the convenience of describing this utility model 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 on this utility model. In addition, the terms "first," "second," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0023] In the description of this utility model, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set" and "connection" 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 of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0024] In this invention, unless otherwise expressly specified and limited, "above or below" the first feature may include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on" the first feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the first feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0025] Please see Figure 1 The embodiments of this utility model include: A vehicle front wheel suspension system, comprising: Pole assembly 5, such as Figure 1 As shown, it is used to provide a rigid rotation axis for the left and right steering mechanism and a swing fulcrum for the lateral swing mechanism 7; it includes a handlebar column 51, a steering shaft 52 and a seat 53; the upper end of the seat 53 is rigidly fixed to the bottom end of the handlebar column 51, and the lower end is movably connected to the lateral swing mechanism 6 through a horizontal pivot 54 to provide a lateral swing fulcrum.

[0026] The steering shaft 52 is located inside the seat 53. Its upper end is fixedly connected to the handlebar column 51, and its lower end is selectively coupled to the steering drive device 8 via the clutch 9, providing a rigid rotation axis for the left and right steering mechanisms 7. The lever assembly 5 transmits the torque of manual operation or the steering motor 81 directly to the front wheels via the steering shaft 52, while providing a swing fulcrum for the roll linkage, realizing independent control of steering and roll.

[0027] Lateral sway mechanism 6, such as Figure 2 As shown, this is used to change the roll angle of the left and right front wheels; it includes four rigid rods: upper crossbar 61, lower crossbar 62, left wheel rocker arm 63, and right wheel rocker arm 64, which together form a deformable planar four-bar linkage; among which... The upper horizontal bar 61 and the lower horizontal bar 62 are horizontal and parallel to each other.

[0028] The left wheel rocker arm 63 and the right wheel rocker arm 64 are perpendicular and parallel to each other. Their upper ends are respectively hinged to the two ends of the upper crossbar 61 via the first pivot 65, and their lower ends are respectively hinged to the two ends of the lower crossbar 62 via the second pivot 66. The first pivot 65 and the second pivot 66 can both be horizontally hinged to the upper crossbar 61 and the lower crossbar 62 via horizontal pivots.

[0029] The outer side of the left wheel rocker arm 63 is pivotally connected to the left front wheel 1 via a wheel hub bearing; the outer side of the right wheel rocker arm 64 is pivotally connected to the right front wheel 2 via a wheel hub bearing.

[0030] The lower end of the base 53 of the control stick assembly 5 extends vertically through the midpoint of the upper crossbar 61 and continues to the midpoint of the lower crossbar 62; it forms a fixed fulcrum by hinged to the upper crossbar 61 and the lower crossbar 62 via a third pivot 67; when the control stick assembly 5 applies a tilting moment, the base 53 rotates around the third pivot 67, driving the four-link linkage to generate lateral sway, achieving synchronous tilting of the left and right front wheels. In manual mode, it can tilt with the control stick assembly 5, improving cornering stability.

[0031] A set of symmetrical balance actuators 68 are provided on the planar four-bar linkage. One end of the balance actuator 68 is hinged to both sides of the upper crossbar 61, and the other end is hinged to both sides of the seat 5. While the seat 5 swings to the side, it absorbs the longitudinal impact force and keeps the vehicle body stable. It also mechanically locks the lateral sway mechanism in the steering drive device to maintain the return to center state.

[0032] Left and right steering mechanism 7, such as Figure 4 As shown, it is used to change the steering angle of the left and right front wheels; it includes a connecting seat 71, a left connecting rod 72, a right connecting rod 73 and steering knuckles 74 respectively provided on the left and right wheel rocker arms; the connecting seat 71 is rigidly connected to the steering shaft 52 on the same axis, and spherical bearings 74 are press-fitted at both ends of the left connecting rod 72 and both ends of the right connecting rod 73. The left connecting rod 72 is hinged to the left side of the connecting seat 71 and the steering knuckle 74 of the left wheel rocker arm 63 via two fisheye bearings 74 at both ends, and the right connecting rod 73 is hinged to the right side of the connecting seat 71 and the steering knuckle 74 of the right wheel rocker arm 64 via two fisheye bearings 75 at both ends. When the steering shaft 52 rotates, the connecting seat 71 pulls the corresponding steering knuckle 74 via the left and right connecting rods and the spherical bearing, causing the left and right front wheels to rotate synchronously in the horizontal direction around their respective steering knuckles. The rotation of the steering shaft 52 is converted into synchronous horizontal deflection of the left and right front wheels. The spherical bearing 75 compensates for the angle error caused by roll, ensuring zero steering play and low resistance.

[0033] The fisheye bearing 75 allows the connecting rod to swing freely within ±15°~30° in three-dimensional space, compensating for assembly errors and angle changes caused by tilting motion.

[0034] The bearing outer ring is made of high-strength steel housing, and the inner ring is made of self-lubricating copper-based spherical surface, which is impact-resistant, maintenance-free, and ensures zero backlash and low resistance in steering transmission.

[0035] Steering drive unit 8, such as Figure 5 As shown, it includes a steering motor 81, a reducer 82, and a main shaft 83. The steering motor 81 is vertically fixed, and its output end is coaxially connected to the input end of the reducer 82. The output end of the reducer 82 is selectively engaged or disengaged from the main shaft 83 through a clutch 9. The output end of the main shaft 83 is connected to the steering shaft 52 for transmission.

[0036] The steering motor 81 is arranged vertically and coaxially, which greatly saves lateral space and avoids the predicament of installing a large servo motor group at the front of the vehicle body, making the overall vehicle design simpler.

[0037] The clutch 9, located between the steering shaft 52 of the control lever assembly 5 and the main shaft 83 of the steering drive device 8, enables the physical connection or disconnection between the manual steering torque transmission path of the active driving mode and the automatic steering torque transmission path of the steering drive device 8.

[0038] The clutch 9 consists of an electromagnetic coil, a clutch plate, and a wave spring. The electromagnetic coil is fixed to the reducer end cover, the clutch plate is sleeved on the main shaft 83, and the wave spring is pressed between the coil end face and the clutch plate. The electromagnetic coil, clutch plate, and wave spring form a rapid on / off mechanism, which completes the engagement or disengagement of the reducer from the main shaft within 0.3 seconds.

[0039] When clutch 9 disengages from the steering drive device and enters active driving mode, the lateral sway mechanism 6 and the left and right steering mechanisms 7 respond synchronously to manual operation commands. When clutch 9 engages the steering drive, active driving mode is disabled, and the left and right steering mechanisms respond to automatic steering commands from the cloud. When the active driving mode fails: the manual steering input of the active driving mode is mechanically connected to the steering 52, but the force of the manual steering input on the steering shaft 52 is physically isolated by the clutch 9 and cannot be transmitted to the left and right steering mechanism 7.

[0040] The clutch 9 engages the steering drive device 8, which is triggered by the vehicle's zero-speed signal and the cloud-based switching command. The clutch allows for one-button switching between "manual" and "automatic" modes, ensuring that the two operating conditions do not interfere with each other.

[0041] When the vehicle zero-speed signal and the cloud switching command are triggered together, the clutch 9 engages the steering drive device 8: the electromagnetic coil and the steering motor 81 are energized, the electromagnetic coil generates magnetic force to overcome the wave spring, and the clutch plate is attracted; the steering motor 81 starts, and its output torque is amplified by the reducer and transmitted to the main shaft 83 through the attracted clutch plate. The main shaft 83 drives the steering shaft 52 to rotate, driving the left and right steering mechanisms 7 to complete automatic steering. At this point, the lateral swing mechanism 6 is mechanically locked: the seat 53 cannot rotate around the third pivot 67, the deformation freedom of the entire planar four-bar linkage is mechanically locked, the four-bar linkage is forced to maintain a fixed rectangular configuration, and there is no longer relative oscillation between the left and right wheel rocker arms and the upper and lower crossbars. When the four-bar linkage is locked, the actuators on both sides maintain the same output force, forming a pair of force couples of equal magnitude and opposite direction, so that the seat 53 is in the "torque zero point", that is, the position where no additional external force acts.

[0042] When any of the triggering conditions are not met, the electromagnetic coil and the steering motor 81 are simultaneously de-energized, the wave spring pushes the clutch plate open, the main shaft 83 disengages from the reducer 82, the steering motor 81 stops outputting, and the system switches to active driving mode 8. The lateral sway mechanism 6 and the left and right steering mechanism 7 respond to manual operation without resistance.

[0043] Steering drive unit 8, such as Figure 5 As shown, it also includes a steering gear box assembly fixed next to the main shaft 83, including a steering angle detection main board 84, a pinion 85, and a large gear 86. The small gear 85 and the steering angle detection main board 84 are installed inside the box. The small gear 85 extends horizontally and meshes with the large gear 86 coaxially sleeved on the main shaft 83. The steering angle detection main board 84 is used to collect the actual main shaft rotation angle data in real time, feed it back to the cloud controller for comparison with the target rotation angle, correct it in time, and drive the steering motor. The main shaft rotation angle of the large and small gears is amplified and detected in real time, and the closed-loop feedback is sent to the cloud to ensure the accuracy of the automatic steering angle.

[0044] Steering drive unit 8, such as Figure 5 As shown, it also includes a spindle start angle detection chip 87, located at the bottom of the spindle 83. It is used to read the current angle and send it back to the cloud when switching to autonomous driving. As a closed-loop zero position, the zero position is read every time autonomous driving is switched to eliminate accumulated errors and improve positioning accuracy.

[0045] The system also includes several cameras deployed around the vehicle body, preferably ≥4 180° wide-angle cameras, one at the front of the vehicle body, one at the rear center, and one at the center of each side of the left and right foot pedals. Alternatively, they can be located at any position on either side of the left and right foot pedals (not shown in the figure).

[0046] All cameras are electrically connected to the communication module, which transmits real-time image data back to the cloud via the network. The cloud sends deceleration, stopping, or detour commands to the control mode to achieve remote obstacle avoidance and path correction.

[0047] Based on the placement of cameras, vehicles may be equipped with sentry functions; sentry mode can be activated when the vehicle is locked and parked.

[0048] When the camera or vehicle vibration sensor detects a specific threat (such as a person approaching, abnormal movement, collision, or illegal vehicle movement), it can activate local recording and cloud backup functions; or activate the vehicle's audio and visual alarm device for deterrence or send alarm notifications and real-time images to the owner's mobile device.

[0049] Based on the above structure, the preferred implementation scenario for the operation process of manually switching from manual to automatic driving in electric vehicles according to this utility model is as follows: 1. When the user releases both hands and feet off the vehicle, the vehicle speed drops to 0 km / h, triggering the zero-speed signal.

[0050] 2. The mobile app / operation backend sends the "Enter Autopilot" command to the control mode via the 4G network.

[0051] 3. Control mode must be confirmed simultaneously: vehicle zero-speed signal is valid; cloud switching command has arrived. If either condition is not met, maintain manual mode.

[0052] 4. Determine entry into the steering drive device: The spindle starting angle detection chip reads the current spindle angle in real time and sends it back to the cloud as the closed-loop zero position to eliminate historical accumulated errors.

[0053] 5. The electromagnetic coil and the steering motor are synchronously energized: the electromagnetic coil generates magnetic force to overcome the elastic force of the wave spring and make the clutch plate press against the main shaft; the steering motor is ready to rotate and receive torque commands.

[0054] 6. When the clutch engages, the lateral sway mechanism is mechanically locked, and the vehicle body is forced back to center to prevent tilting during autonomous driving.

[0055] 7. The cloud platform plans obstacle avoidance paths and calculates the target turning angle sequence based on real-time images from the 180° wide-angle camera.

[0056] 8. The cloud sends the target turning angle to the control mode; the small gear and large gear in the steering gear box assembly mesh to detect the actual main shaft turning angle in real time; the steering motor outputs torque according to the PID algorithm, which is amplified by the reducer to drive the main shaft and drive the steering shaft, so that the left and right front wheels turn synchronously; the turning angle deviation is transmitted back to the cloud in real time until it matches the target.

[0057] 9. Throughout the autonomous driving process, the camera continues to transmit images; if pedestrians or obstacles are encountered, the cloud will immediately issue commands to slow down, stop, or detour, and the control mode will respond within 50 ms.

[0058] 10. When the user steps on the pedal again or clicks "take over" on the mobile app, the cloud sends the "exit autonomous driving" command. The electromagnetic coil and steering motor are simultaneously de-energized, the clutch plate quickly separates under the action of the wave spring, the tilt and steering mechanisms return to manual control, the motor stops outputting power, and the manual mode is seamlessly connected.

Claims

1. A vehicle front wheel suspension system, characterized in that, include: The control stick assembly, the lateral sway mechanism, the left and right steering mechanisms, and the steering drive unit; The control stick assembly includes a handlebar column, a steering shaft, and a seat; the upper end of the seat is rigidly fixed to the bottom end of the handlebar column, and the lower end is movably connected to the lateral swing mechanism to provide a fulcrum for tilting and swinging; the steering shaft is located in the seat, with its upper end fixedly connected to the handlebar column and its lower end coupled to the steering drive device. The lateral swing mechanism includes four rigid rods: an upper crossbar, a lower crossbar, a left wheel rocker arm, and a right wheel rocker arm, which together form a deformable planar four-bar linkage. The lower end of the seat passes through the midpoint of the upper crossbar in the vertical direction and continues to extend to the midpoint of the lower crossbar, where it is hinged with the upper and lower crossbars to form a fixed fulcrum for the lateral swing. The left and right steering mechanism includes a connecting seat, a left connecting rod, a right connecting rod, and steering knuckles respectively mounted on the left and right wheel rocker arms; the connecting seat is rigidly connected to the steering shaft on the same axis; the left connecting rod is hinged to the left side of the connecting seat and the steering knuckle of the left wheel rocker arm; and the right connecting rod is hinged to the right side of the connecting seat and the steering knuckle of the right wheel rocker arm. The steering drive unit includes a steering motor, a reducer, and a main shaft. The steering motor is vertically fixed, and its output end is coaxially connected to the input end of the reducer. The output end of the reducer is selectively engaged or disengaged from the main shaft via a clutch, and the output end of the main shaft is drive-connected to the steering shaft.

2. The vehicle front wheel suspension system according to claim 1, characterized in that: The upper and lower crossbars are horizontal and parallel to each other; the left and right wheel rocker arms are perpendicular and parallel to each other, with their upper ends hinged to the two ends of the upper crossbar via the first pivot and their lower ends hinged to the two ends of the lower crossbar via the second pivot.

3. The vehicle front wheel suspension system according to claim 1, characterized in that: The outer side of the left wheel rocker arm is pivotally connected to the left front wheel; the outer side of the right wheel rocker arm is pivotally connected to the right front wheel.

4. The vehicle front wheel suspension system according to claim 1, characterized in that: The lower end of the seat is hinged to the upper and lower crossbars via a third pivot to form a fixed fulcrum.

5. The vehicle front wheel suspension system according to claim 1, characterized in that: Both ends of the left connecting rod and both ends of the right connecting rod are press-fitted with spherical bearings. The left connecting rod is hinged to the left side of the connecting seat and the steering knuckle of the left wheel rocker arm through the spherical bearings at both ends, and the right connecting rod is hinged to the right side of the connecting seat and the steering knuckle of the right wheel rocker arm through the spherical bearings at both ends.

6. The vehicle front wheel suspension system according to claim 1, characterized in that; A set of symmetrical balancing actuators is provided on the planar four-bar linkage. One end of the balancing actuator is hinged to both sides of the upper crossbar, and the other end is hinged to both sides of the seat body. It is used to absorb longitudinal impact force and mechanically lock the lateral sway mechanism in the steering drive device to maintain the return to center state.

7. The vehicle front wheel suspension system according to claim 1, characterized in that; The clutch comprises an electromagnetic coil, a clutch plate, and a wave spring. The electromagnetic coil is fixed to the end cover of the reducer, the clutch plate is sleeved on the main shaft, and the wave spring is pressed between the end face of the coil and the clutch plate.

8. The vehicle front wheel suspension system according to claim 1, characterized in that: The steering drive also includes a steering gear box assembly fixed next to the main shaft, including a steering angle detection main board, a pinion gear and a large gear. The small gear and the steering angle detection main board are installed inside the box. The small gear extends horizontally and meshes with the large gear coaxially mounted on the main shaft. The steering angle detection main board is used to collect the actual main shaft rotation angle data in real time, feed it back to the cloud controller for comparison with the target rotation angle, correct it in time and drive the steering motor.

9. The vehicle front wheel suspension system according to claim 1, characterized in that: The steering drive also includes a spindle starting angle detection chip, located at the bottom of the spindle, which is used to read the current angle and transmit it back to the cloud when switching to automatic driving, serving as the closed-loop zero position.

10. The vehicle front wheel suspension system according to claim 1, characterized in that: The system also includes several cameras deployed around the vehicle.

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