Single trailing arm suspension, corner module structure and vehicle

Abstract

This invention relates to the field of vehicle engineering technology, specifically disclosing a single trailing arm suspension, a corner module structure, and a vehicle. The single trailing arm suspension includes a trailing arm reduction assembly and a steering knuckle. The trailing arm reduction assembly is connected to the vehicle frame via a shock absorber assembly, the extended line of which is parallel to the ZX plane of the vehicle frame. A reduction mechanism is internally located within the trailing arm reduction assembly, with its output shaft rotatably connected to the assembly. The extended line of the output shaft is perpendicular to the ground. One end of the steering knuckle is fixedly connected to the output shaft of the reduction mechanism, and the other end is fixedly connected to the wheel assembly. The reduction mechanism within the trailing arm reduction assembly drives the steering knuckle to rotate, thereby steering the wheel assembly and decoupling the suspension from the steering mechanism. Simultaneously, the wheel assembly remains along the ZX plane of the vehicle frame during bouncing, ensuring that the angle of the wheel assembly's projection onto the XY plane of the vehicle frame matches the target angle during steering, thus guaranteeing steering accuracy.

Description

Technical Field

[0001] This invention relates to the field of vehicle engineering technology, and in particular to a single trailing arm suspension, a corner module structure, and a vehicle. Background Technology

[0002] A corner module refers to an integrated modular assembly that combines drive, braking, suspension, and steering functions. This assembly is located at each wheel corner of the vehicle and is called a corner module. It employs four-wheel steering, enabling lateral, diagonal, and stationary turning, improving vehicle maneuverability and agility. It uses a distributed drive system with redundancy between multiple wheels, ensuring high safety. The short drivetrain results in high efficiency and fast response, improving fuel economy. The highly integrated power, transmission, and braking systems eliminate the need for steering gears and tie rods, improving chassis layout space.

[0003] In existing technical solutions, structural components of the suspension subsystem are often used in steering, meaning the suspension and steering subsystems are not decoupled. This results in problems such as excessive steering envelope, large space occupation, and difficult layout. When the vehicle travels on uneven roads, the wheels swing with the control arms, causing changes in the angle between the wheels and the vehicle's ZX plane. This leads to a discrepancy between the actual wheel angle projected onto the XY plane and the target angle during steering, thus affecting the accuracy of the vehicle's target steering angle. Summary of the Invention

[0004] The purpose of this invention is to provide a single trailing arm suspension, corner module structure, and vehicle to solve the problem of existing devices occupying too much cargo box interior space.

[0005] This invention provides a single trailing arm suspension, including a trailing arm reduction assembly and a steering knuckle. The trailing arm reduction assembly is connected to the vehicle frame via a shock absorber assembly, and the extended line of the shock absorber assembly's axis is parallel to the ZX plane of the vehicle frame. A reduction mechanism is provided inside the trailing arm reduction assembly, and the output shaft of the reduction mechanism is rotatably connected to the trailing arm reduction assembly. The extended line of the output shaft of the reduction mechanism is perpendicular to the ground. One end of the steering knuckle is fixedly connected to the output shaft of the reduction mechanism, and the other end of the steering knuckle is fixedly connected to the wheel assembly.

[0006] As a preferred technical solution for single trailing arm suspension, the trailing arm deceleration assembly includes an upper housing and a lower housing, which together form a deceleration space. The deceleration mechanism is installed in the deceleration space, and the output shaft of the deceleration mechanism extends out of the lower housing and is fixedly connected to the steering knuckle.

[0007] As a preferred technical solution for single trailing arm suspension, the reduction mechanism includes a drive gear, an intermediate gear and a driven gear. The drive gear and the intermediate gear are fixedly mounted on the same shaft, and the driven gear meshes with the intermediate gear. The transmission ratio between the driven gear and the intermediate gear is greater than 1, and the driven gear can drive the output shaft to rotate.

[0008] As a preferred technical solution for a single trailing arm suspension, the reduction mechanism also includes a first reduction shaft and a second reduction shaft. The upper housing and the lower housing are respectively provided with a first bearing and a second bearing. The two ends of the first reduction shaft are disposed between the two first bearings through two first bearings. The two ends of the second reduction shaft are disposed between the two second bearings through two second bearings. The driving gear and the intermediate gear are fixedly sleeved on one of the first reduction shaft and the second reduction shaft. The driven gear is fixedly sleeved on the other of the first reduction shaft and the second reduction shaft. The output shaft is fixedly connected to the first reduction shaft or the second reduction shaft provided with the driven gear.

[0009] As a preferred technical solution for single trailing arm suspension, the trailing arm reduction assembly is also provided with a trailing arm connecting part. The trailing arm connecting part extends along the X direction of the vehicle frame, and a copper sleeve is fixedly connected to the end of the trailing arm connecting part. The extension line of the axis of the copper sleeve is perpendicular to the ZX plane of the vehicle frame, and the copper sleeve is rotatably connected to the vehicle frame.

[0010] The present invention provides a corner module structure, including a geared motor assembly and a single trailing arm suspension of any of the above-mentioned schemes. The geared motor assembly is connected to the trailing arm reduction assembly of the single trailing arm suspension, and the geared motor assembly is used to drive the reduction mechanism to operate.

[0011] As a preferred technical solution for the corner module structure, the wheel assembly includes a wheel, a hub motor, and a fixed axle. The hub motor is connected to the wheel and is used to drive the wheel to rotate. The fixed axle is connected to the wheel, and the wheel assembly can rotate around the axis of the fixed axle.

[0012] As a preferred technical solution for the corner module structure, it also includes a brake assembly, which is connected to the wheel assembly and is used to brake the wheel assembly.

[0013] As a preferred technical solution for the corner module structure, the steering knuckle is provided with a fixed seat and a caliper seat, the fixed shaft is fixedly connected to the fixed seat, and the brake caliper of the brake assembly is fixedly connected to the caliper seat.

[0014] The present invention provides a vehicle, including a frame and the corner module structure of the above-described scheme, wherein the trailing arm reduction assembly of the corner module structure is connected to the frame.

[0015] The beneficial effects of this invention are as follows:

[0016] This invention provides a single trailing arm suspension, including a trailing arm reduction assembly and a steering knuckle. The trailing arm reduction assembly is connected to the vehicle frame via a shock absorber assembly, the extended line of the shock absorber assembly's axis being parallel to the ZX plane of the vehicle frame. A reduction mechanism is internally housed within the trailing arm reduction assembly, with its output shaft rotatably connected to the assembly. The extended line of the output shaft is perpendicular to the ground. One end of the steering knuckle is fixedly connected to the output shaft of the reduction mechanism, and the other end is fixedly connected to the wheel assembly. The reduction mechanism within the trailing arm reduction assembly drives the steering knuckle to rotate, thereby steering the wheel assembly and decoupling the suspension from the steering mechanism. This reduces the steering motion envelope, saves space, and facilitates easier layout. Furthermore, because the shock absorber assembly is arranged along the ZX plane of the vehicle frame, the wheel assembly always remains along the ZX plane during bouncing. Therefore, during steering, the angle of the wheel assembly's projection onto the XY plane of the vehicle frame coincides with the target angle, ensuring steering accuracy. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the single trailing arm suspension in an embodiment of the present invention;

[0018] Figure 2 This is a front view of the single trailing arm suspension in an embodiment of the present invention;

[0019] Figure 3 This is a side view of the single trailing arm suspension in an embodiment of the present invention;

[0020] Figure 4 This is a schematic diagram of the longitudinal arm deceleration assembly in an embodiment of the present invention;

[0021] Figure 5 This is an exploded view of the trailing arm deceleration assembly in an embodiment of the present invention;

[0022] Figure 6 This is a schematic diagram of the upper housing of the trailing arm deceleration assembly in an embodiment of the present invention;

[0023] Figure 7 This is a schematic diagram of the lower housing of the trailing arm deceleration assembly in an embodiment of the present invention;

[0024] Figure 8 This is a front view of the lower housing of the trailing arm deceleration assembly in an embodiment of the present invention;

[0025] Figure 9 This is a schematic diagram of the steering knuckle structure in an embodiment of the present invention;

[0026] Figure 10 This is a schematic diagram of the geared motor assembly in an embodiment of the present invention;

[0027] Figure 11 This is a schematic diagram of the assembled wheel assembly and brake assembly in an embodiment of the present invention;

[0028] Figure 12 This is a schematic diagram of the structure of the single trailing arm suspension after it is connected to the vehicle frame in an embodiment of the present invention.

[0029] In the picture:

[0030] 100. Frame; 200. Wheel assembly; 210. Fixed axle; 300. Shock absorber assembly; 400. Brake assembly; 410. Brake caliper; 420. Brake disc; 500. Gear motor assembly; 510. Steering motor; 520. Drive shaft;

[0031] 1. Upper housing; 11. Through hole; 12. Connecting boss;

[0032] 2. Lower housing; 21. First bearing seat; 22. Second bearing seat; 23. Longitudinal arm connecting part; 24. Copper sleeve;

[0033] 3. Reduction mechanism; 31. First reduction shaft; 311. Drive gear; 312. Key; 313. Intermediate gear; 314. First bearing; 32. Second reduction shaft; 321. Output gear; 322. Second bearing; 33. Flange shaft;

[0034] 4. Steering knuckle; 41. Flange seat; 42. Mounting seat; 43. Caliper seat. Detailed Implementation

[0035] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0036] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for 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. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The terms "first position" and "second position" refer to two different positions. Furthermore, "above," "on top of," and "over" the first feature in relation to the second feature includes the first feature directly above and diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "under," and "below" the first feature in relation to the second feature includes the first feature directly below and diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0037] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" 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 invention according to the specific circumstances.

[0038] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0039] For illustrative purposes, this embodiment will be described with reference to a vehicle coordinate system. The definition of a vehicle coordinate system in the prior art is as follows: the forward and backward directions of the vehicle are defined as the X-axis, the left and right directions are defined as the Y-axis, and the up and down directions are defined as the Z-axis. In this embodiment, the vehicle coordinate system and the frame 100 coordinate system are aligned.

[0040] like Figures 1-9 As shown, this invention provides a single trailing arm suspension, including a trailing arm reduction assembly and a steering knuckle 4. The trailing arm reduction assembly is connected to the vehicle frame 100 via a shock absorber assembly 300, and the extended line of the axis of the shock absorber assembly 300 is parallel to the ZX plane of the vehicle frame 100. A reduction mechanism 3 is internally disposed within the trailing arm reduction assembly. The output shaft of the reduction mechanism 3 is rotatably connected to the trailing arm reduction assembly, and the extended line of the output shaft of the reduction mechanism 3 is perpendicular to the ground. One end of the steering knuckle 4 is fixedly connected to the output shaft of the reduction mechanism 3, and the other end of the steering knuckle 4 is fixedly connected to the wheel assembly 200. By setting the reduction mechanism 3 within the trailing arm reduction assembly to drive the steering knuckle 4 to rotate, thereby steering the wheel assembly 200, the suspension and steering are decoupled, thus reducing the steering motion envelope, saving space, and facilitating layout. Furthermore, since the shock absorber assembly 300 is arranged along the ZX plane of the frame 100, the wheel assembly 200 always moves along the ZX plane of the frame 100 during bouncing. As a result, during steering, the angle of the wheel assembly 200 projected onto the XY plane of the frame 100 is consistent with the target angle, ensuring steering accuracy.

[0041] Furthermore, such as Figures 4-8As shown, the trailing arm reduction assembly includes an upper housing 1 and a lower housing 2. The openings of the upper housing 1 and the lower housing 2 are opposite to each other, and together they form a reduction space after being fixedly connected. The reduction mechanism 3 is disposed within the reduction space, and its output shaft extends out of the lower housing 2 and is fixedly connected to the steering knuckle 4. Please refer to... Figure 5 As shown, the reduction mechanism 3 includes a driving gear 311, an intermediate gear 313, and a driven gear. The driving gear 311 and the intermediate gear 313 are fixedly mounted on the same shaft. The driven gear meshes with the intermediate gear 313, and the transmission ratio between the driven gear and the intermediate gear 313 is greater than 1. The driven gear can drive the output shaft to rotate, thereby driving the steering knuckle 4 to rotate. The output shaft is configured as a flange shaft 33, with one end of the flange shaft 33 extending out of the lower housing 2 and fixedly connected to the steering knuckle 4. The reduction mechanism 3 also includes a first reduction shaft 31 and a second reduction shaft 32. The upper housing 1 and the lower housing 2 are each provided with a first bearing seat 21 and a second bearing seat 22 opposite to each other. When the upper housing 1 and the lower housing 2 are fixedly installed, the first bearing seat 21 of the upper housing 1 and the first bearing seat 21 of the lower housing 2 are aligned, and the second bearing seat 22 of the upper housing 1 and the second bearing seat 22 of the lower housing 2 are aligned. The two ends of the first reduction shaft 31 are disposed between two first bearings 314 and two first bearing seats 21, and the two ends of the second reduction shaft 32 are disposed between two second bearing seats 22 and two second bearings 322. The driving gear 311 and the intermediate gear 313 are fixedly sleeved on one of the first reduction shaft 31 and the second reduction shaft 32, and the driven gear is fixedly sleeved on the other of the first reduction shaft 31 and the second reduction shaft 32. The flange shaft 33 is fixedly connected to the first reduction shaft 31 or the second reduction shaft 32 on which the driven gear is disposed, thereby realizing speed reduction and torque increase.

[0042] Specifically, in this embodiment, a drive gear 311 and an intermediate gear 313 are fixedly sleeved on the first reduction shaft 31. The drive gear 311 and the first reduction shaft 31 are keyed or integrally formed, and the intermediate gear 313 is fixedly connected to the first reduction shaft 31 via a key 312. A driven gear is fixedly sleeved on the second reduction shaft 32, and the driven gear is integrally formed with the second reduction shaft 32. The flange shaft 33 is fixedly connected to the second reduction shaft 32. The second reduction shaft 32 is a hollow shaft with radially protruding protrusions inside. One section of the flange shaft 33 has a groove that mates with the protrusions. To prevent the flange shaft 33 from falling off, the upper section of the flange shaft 33 has external threads. A through hole is provided on the upper housing 1, through which the upper end of the flange shaft 33 passes. A nut mates with the external threads at the upper end of the flange shaft 33, and the nut contacts the inner ring of the second bearing 322 on the second bearing seat 22 of the upper housing 1. Thus, the second reduction shaft 32 can drive the flange shaft 33 to rotate, which in turn drives the steering knuckle 4 to rotate around the axis of the flange shaft 33, causing the wheel assembly 200 to turn. That is, the steering axis of the wheel assembly 200 is the axis of the flange shaft 33, and the axis of the flange shaft 33 is as follows: Figures 2-3 As shown by axis A in the diagram.

[0043] Furthermore, such as Figures 7-8 As shown, the upper housing 1 or lower housing 2 of the trailing arm reduction assembly is also provided with a trailing arm connecting portion 23. The trailing arm connecting portion 23 extends along the X direction of the frame 100 and extends away from the shock absorber assembly 300. The trailing arm connecting portion 23 is integrally formed with the upper housing 1 or lower housing 2, and a copper sleeve 24 is fixedly connected to its end. The extended line of the axis of the copper sleeve 24 is perpendicular to the ZX plane of the frame 100, and the copper sleeve 24 is rotatably connected to the frame 100. By providing the copper sleeve 24, the wear of the trailing arm connecting portion 23 when it rotates relative to the frame 100 is reduced.

[0044] Specifically, in this embodiment, the shock absorber assembly 300 is connected to one end of the lower housing 2, and the trailing arm connecting part 23 is located at the other end of the lower housing 2 and extends away from the shock absorber assembly 300. When the wheel bounces, the steering knuckle 4 drives the trailing arm deceleration assembly to move relative to the frame 100, and the direction of movement is always parallel to the ZX plane, preventing the angle between the wheel assembly 200 and the ZX plane from changing. In this embodiment, the trailing arm deceleration assembly integrates the deceleration mechanism 3 while realizing the function of the suspension, making the structure more compact, occupying less space, and easier to arrange.

[0045] like Figures 1-11 As shown, this invention provides a corner module structure, including a geared motor assembly 500, a wheel assembly 200, a brake assembly 400, and a single trailing arm suspension in this embodiment. The geared motor assembly 500 is connected to the trailing arm reduction assembly of the single trailing arm suspension. The geared motor assembly 500 drives the reduction mechanism 3 to operate, thereby turning the wheel assembly 200 through the steering knuckle 4. Please refer to... Figure 10 As shown, the geared motor assembly 500 includes a steering motor 510 and a drive shaft 520. The steering motor 510 has a worm gear reducer inside and outputs power outward through the drive shaft 520. Please refer to... Figures 4-6 As shown in the figure, the upper housing 1 has three connecting bosses 12, and the steering motor 510 is fixedly connected to the upper housing 1 through the connecting bosses 12. The upper housing 1 also has a through hole 11 for the drive shaft 520 to pass through. The drive shaft 520 is preferably a gear shaft, which meshes with the drive gear 131 of the reduction mechanism 3 after passing through the through hole 11. The transmission ratio between the drive gear 131 and the gear shaft is greater than 1. The rotation of the steering motor 510 is first reduced in speed and increased in torque by an internal worm gear, then reduced in speed and increased in torque a second time by the gear shaft and the drive gear 311, and finally reduced in speed and increased in torque a third time by the intermediate gear 313 and the driven gear, to meet the torque requirements for steering of the wheel assembly 200.

[0046] Furthermore, the wheel assembly 200 includes a wheel, a hub motor, and a fixed axle 210. The hub motor is connected to the wheel and drives the wheel to rotate. The fixed axle 210 is connected to the wheel, and the wheel assembly 200 is capable of rotating about the axis of the fixed axle 210. The brake assembly 400 is connected to the wheel assembly 200 and is used to brake the wheel assembly 200. The brake assembly 400 includes a brake disc 420 and a brake caliper 410. The brake disc 420 is fixedly connected to the wheel assembly 200 and is capable of rotating synchronously with the wheel assembly 200. The brake caliper 410 is capable of clamping the brake disc 420 to achieve braking of the wheel assembly 200.

[0047] The corner module structure provided in this embodiment decouples the suspension and steering, resulting in a smaller motion envelope during steering. Simultaneously, multi-stage speed regulation is achieved through the geared motor assembly 500 and the reduction mechanism 3 integrated into the trailing arm reduction assembly to meet the torque requirements during steering. Furthermore, since the reduction assembly houses the reduction component and drives the steering knuckle 4, it integrates steering functionality while simultaneously connecting the wheel assembly 200 to the frame 100, resulting in a more compact structure.

[0048] like Figure 12 As shown, this invention provides a vehicle, including a frame 100 and the corner module structure of this embodiment. The trailing arm reduction assembly of the corner module structure is connected to the frame 100. By setting the corner module structure of this embodiment, the vehicle structure is more compact, the steering envelope is smaller, and the wheel assembly 200 can achieve ±90° steering. Simultaneously, the vehicle's steering accuracy is higher. Multiple corner modules cooperate with each other, enabling the vehicle to achieve multiple modes such as four-wheel steering, stationary steering, crabbing, and lateral driving. When the vehicle travels over a road surface with obstacles, the angle between the wheel assembly 200 and the vehicle's ZX plane does not change, thus maintaining the vehicle's steering accuracy and ensuring the accuracy of the vehicle's driving actions.

[0049] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A single trailing arm suspension, characterized in that, include: A trailing arm reduction assembly is connected to the vehicle frame (100) via a shock absorber assembly (300). The extended line of the axis of the shock absorber assembly (300) is parallel to the ZX plane of the vehicle frame (100). A reduction mechanism (3) is provided inside the trailing arm reduction assembly. The output shaft of the reduction mechanism (3) is rotatably connected to the trailing arm reduction assembly. The extended line of the axis of the output shaft of the reduction mechanism (3) is perpendicular to the ground. The trailing arm reduction assembly includes a lower housing (2) and a trailing arm reduction mechanism (3). The arm connecting part (23) is connected to one end of the lower housing (2) of the shock absorber assembly (300), and the longitudinal arm connecting part (23) is disposed at the other end of the lower housing (2) and extends in a direction away from the shock absorber assembly (300). A copper sleeve (24) is fixedly connected to the end of the longitudinal arm connecting part (23). The extended line of the axis of the copper sleeve (24) is perpendicular to the ZX plane of the frame (100). The copper sleeve (24) is rotatably connected to the frame (100). Steering knuckle (4), one end of which is fixedly connected to the output shaft of the reduction mechanism (3), and the other end of which is fixedly connected to the wheel assembly (200).

2. The single trailing arm suspension according to claim 1, characterized in that, The trailing arm deceleration assembly also includes an upper housing (1), the upper housing (1) and the lower housing (2) together form a deceleration space, the deceleration mechanism (3) is disposed in the deceleration space, and the output shaft of the deceleration mechanism (3) extends out of the lower housing (2) and is fixedly connected to the steering knuckle (4).

3. The single trailing arm suspension according to claim 2, characterized in that, The reduction mechanism (3) includes a drive gear (311), an intermediate gear (313) and a driven gear. The drive gear (311) and the intermediate gear (313) are fixedly mounted on the same shaft. The driven gear and the intermediate gear (313) mesh. The transmission ratio between the driven gear and the intermediate gear (313) is greater than 1. The driven gear can drive the output shaft to rotate.

4. The single trailing arm suspension according to claim 3, characterized in that, The deceleration mechanism (3) further includes a first deceleration shaft (31) and a second deceleration shaft (32). The upper housing (1) and the lower housing (2) are respectively provided with a first bearing seat (21) and a second bearing seat (22). The two ends of the first deceleration shaft (31) are provided between the two first bearing seats (21) through two first bearings (314). The two ends of the second deceleration shaft (32) are provided between the two second bearing seats (22) through two second bearings (322). The driving gear (311) and the intermediate gear (313) are fixedly sleeved on one of the first deceleration shaft (31) and the second deceleration shaft (32). The driven gear is fixedly sleeved on the other of the first deceleration shaft (31) and the second deceleration shaft (32). The output shaft is fixedly connected to the first deceleration shaft (31) or the second deceleration shaft (32) provided with the driven gear.

5. An angle module structure, characterized in that, The device includes a geared motor assembly (500) and a single trailing arm suspension as described in any one of claims 1-4, wherein the geared motor assembly (500) is connected to the trailing arm reduction assembly of the single trailing arm suspension, and the geared motor assembly (500) is used to drive the reduction mechanism (3) to operate.

6. The corner module structure according to claim 5, characterized in that, The wheel assembly (200) includes a wheel, a hub motor, and a fixed shaft (210). The hub motor is connected to the wheel and is used to drive the wheel to rotate. The fixed shaft (210) is connected to the wheel, and the wheel assembly (200) is capable of rotating about the axis of the fixed shaft (210).

7. The corner module structure according to claim 6, characterized in that, It also includes a brake assembly (400) connected to the wheel assembly (200) for braking the wheel assembly (200).

8. The corner module structure according to claim 7, characterized in that, The steering knuckle (4) is provided with a fixed seat (42) and a caliper seat (43). The fixed shaft (210) is fixedly connected to the fixed seat (42), and the brake caliper (410) of the brake assembly (400) is fixedly connected to the caliper seat (43).

9. A vehicle, including a frame (100), characterized in that, It also includes the corner module structure according to any one of claims 5-8, wherein the trailing arm reduction assembly of the corner module structure is connected to the frame (100).

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