A variable-geometry suspension mechanism and wheel corner module for a distributed electric drive commercial vehicle

Abstract

The present invention is applicable to the technical field of suspension mechanisms, and provides a variable geometry suspension mechanism and a wheel corner module for a distributed electric drive commercial vehicle. The suspension mechanism includes a support frame, an upper control arm assembly, a first servo electric cylinder, a second servo electric cylinder, and a shock absorber. One end of the upper control arm assembly is hinged to a drive and brake integrated structure, and the other end is hinged to the vehicle frame. The first servo electric cylinder and the second servo electric cylinder serve as the lower control arms of the suspension and the drive units for steering and camber movement. One end of each of the first servo electric cylinder and the second servo electric cylinder is hinged to the drive and brake integrated structure, and the other ends are respectively hinged to the vehicle frame. One end of the shock absorber is hinged to a third control arm, and the other end is hinged to the vehicle frame. The high integration, multi-degree-of-freedom control, and multi-mode mobility of the wheel corner module formed by the suspension mechanism provide an innovative solution for the commercial vehicle field.

Description

Technical Field

[0001] The present invention belongs to the technical field of suspension mechanisms, and particularly relates to a variable geometry suspension mechanism and a wheel corner module for a distributed electric drive commercial vehicle. Background Art

[0002] Modular distributed electric drive commercial vehicles can integrate various transportation requirements, providing an effective means to improve the flexibility and efficiency of transportation tasks. The wheel corner module integrating drive, braking, steering and suspension systems has significantly changed the layout of the distributed electric drive chassis compared with the traditional chassis: 1) Electric wheel drive and independent steering systems enable the wheels to get rid of mechanical constraints, making it possible to design the chassis with multiple degrees of freedom and high mobility. 2) The integration of each chassis subsystem in a limited space strictly restricts the arrangement of actuators and the envelope space formed by the wheel movement.

[0003] As the core of chassis modular design and system integration, the suspension mechanism plays an important role in expanding the stability boundary and motion mode of commercial vehicles. Most of the existing designs of the corner module suspension mechanism follow the traditional independent suspension forms, such as double-wishbone suspension, trailing arm suspension, MacPherson suspension and strut suspension, which are difficult to improve the system integration and performance boundary. In addition, the integration of the hub motor and the steering actuator has greatly changed the hard point arrangement of the suspension, thus deteriorating the geometric kinematic performance of the suspension.

[0004] At present, the domestic and foreign configuration research on the wheel corner module mostly focuses on passenger cars, and rarely considers the influence of large loads and complex driving conditions in the commercial vehicle field on the corner module and suspension configuration design. Summary of the Invention

[0005] The purpose of the embodiments of the present invention is to provide a variable geometry suspension mechanism and a wheel corner module for a distributed electric drive commercial vehicle, aiming to solve the problems proposed in the above background art.

[0006] The embodiments of the present invention are implemented as follows. A variable geometry suspension mechanism for a distributed electric drive commercial vehicle is used to connect the wheels and the frame of the distributed electric drive commercial vehicle, and includes: a support frame, an upper control arm assembly, a first servo electric cylinder, a second servo electric cylinder and a shock absorber;

[0007] The upper control arm assembly includes a first control arm, a second control arm and a third control arm, and is located on one side of the support frame; one end of the upper control arm assembly is hinged to the drive and brake integrated structure, and the other end is hinged to the frame;

[0008] The first servo electric cylinder and the second servo electric cylinder serve as the lower control arms of the suspension and the drive units for steering and camber movement; one ends of the first servo electric cylinder and the second servo electric cylinder are both hinged to the drive and brake integrated structure, and the other ends are respectively hinged to the frame;

[0009] One end of the shock absorber is hinged to the third control arm, and the other end is hinged to the vehicle frame.

[0010] A further technical solution further includes a first bushing and a second bushing, both of which are elastic elements;

[0011] One end of the first control arm is hinged to the sixth mounting seat on the support frame through a first mounting hole and the first bushing, and the other end is hinged to the vehicle frame through a second mounting hole and the second bushing;

[0012] The connection mode of the second control arm is the same as that of the first control arm.

[0013] A further technical solution is that the topological configuration of the suspension mechanism is PaU-2UPU, which can realize three degrees of freedom of motion, namely steering, camber and wheel hop, and has a motion characteristic of 2R1T, where R is the rotational degree of freedom and T is the translational degree of freedom;

[0014] Among them, the upper control arm assembly corresponds to the PaU branch chain in the topological structure; the first servo electric cylinder and the second servo electric cylinder both correspond to the UPU branch chain.

[0015] The derivative structures of the topological configuration include: PaS-2UPU, PaU-2SPU, PaU-2SPU, PaS-RPU-UPU and PaS-2SS-UPS;

[0016] Among them, Pa is a parallelogram pair, S is a spherical pair, U is a Hooke pair, R is a rotational pair, and P is a translational pair.

[0017] Another object of the embodiment of the present invention is a wheel corner module for a distributed electric drive commercial vehicle. Based on the above-mentioned distributed electric drive commercial vehicle variable geometry suspension mechanism, it includes a drive structure, a braking structure, a steering structure, a camber structure and a suspension mechanism;

[0018] The drive structure and the braking structure are integrated to form a drive-brake integrated structure, which is arranged inside the rim and forms a wheel with the tire;

[0019] The steering structure and the camber structure are integrally designed with the suspension mechanism, and the attitude of the wheel is controlled by the telescopic cooperation of the first servo electric cylinder and the second servo electric cylinder.

[0020] Another object of the embodiment of the present invention is a distributed electric drive commercial vehicle. Based on the above-mentioned wheel corner module for a distributed electric drive commercial vehicle, it includes a vehicle frame, an equipment compartment, a loading platform and at least one wheel corner module;

[0021] The wheel corner modules are arranged on both sides of the vehicle frame and below the loading platform.

[0022] Further technical solution: the number of the wheel corner modules is multiple.

[0023] The variable geometry suspension mechanism and wheel corner module for a distributed electric drive commercial vehicle provided by the embodiment of the present invention have the following beneficial effects:

[0024] (1) The suspension mechanism has three degrees of freedom of movement: wheel bounce, steering, and wheel camber. In terms of the wheel bounce degree of freedom, a composite kinematic pair (parallelogram pair) is used as the upper control arm, effectively improving the geometric kinematic characteristics of the suspension. In terms of the steering degree of freedom, a wheel steering angle range of +90° to -35° can be achieved. Introducing active camber control into the corner module will significantly improve the stability and safety of the vehicle, especially for commercial vehicles with a relatively high center of mass. In addition, active camber angle adjustment can also reduce tire wear, improve wheel adhesion, and compensate for wheelbase changes.

[0025] (2) The corner module organically integrates systems such as drive, brake, steering, and suspension into a plug-and-play modular structure, enabling assembly and disassembly according to transportation needs and facilitating maintenance. Each corner module can be regarded as a parallel robot, having all the driving functions of the chassis and multiple motion modes.

[0026] (3) The wheel corner module mechanism adopts a structure-function integrated design. The steering and camber linkages not only act as drive units but also serve as the guiding rod systems of the suspension, avoiding the occupation of the wheel side space by the kingpin steering gear widely used in current corner modules.

[0027] (4) It adopts a face-symmetric topological structure and has good isotropy. Description of the Drawings

[0028] Figure 1 It is a schematic structural diagram of a wheel corner module for a distributed electric drive commercial vehicle provided by the embodiment of the present invention;

[0029] Figure 2 It is an assembly schematic diagram of a variable geometry suspension mechanism and a wheel for a distributed electric drive commercial vehicle provided by the embodiment of the present invention;

[0030] Figure 3 It is an assembly schematic diagram of a wheel corner module and a vehicle frame for a distributed electric drive commercial vehicle provided by the embodiment of the present invention;

[0031] Figure 4 It is a schematic structural split diagram of a wheel corner module for a distributed electric drive commercial vehicle provided by the embodiment of the present invention;

[0032] Figure 5 It is a schematic structural diagram of a distributed electric drive commercial vehicle chassis provided by the embodiment of the present invention;

[0033] Figure 6Schematic diagram of the arrangement of wheel corner modules of a distributed electric drive commercial vehicle chassis provided by an embodiment of the present invention;

[0034] Figure 7 Schematic diagram of a distributed electric drive commercial vehicle traveling horizontally provided by an embodiment of the present invention;

[0035] Figure 8 Schematic diagram of a distributed electric drive commercial vehicle turning in place provided by an embodiment of the present invention;

[0036] Figure 9 Schematic diagram of a distributed electric drive commercial vehicle turning obliquely provided by an embodiment of the present invention;

[0037] Figure 10 Schematic diagram of a distributed electric drive commercial vehicle with wheel camber to adapt to uneven road surfaces provided by an embodiment of the present invention;

[0038] Figure 11 Schematic diagram of the outer side view of a bend of a distributed electric drive commercial vehicle with wheel camber to assist vehicle steering provided by an embodiment of the present invention;

[0039] Figure 12 Schematic diagram of the inner side view of a bend of a distributed electric drive commercial vehicle with wheel camber to assist vehicle steering provided by an embodiment of the present invention;

[0040] Figure 13 Schematic diagram of a distributed electric drive commercial vehicle collaborating to transport precast box girders provided by an embodiment of the present invention.

[0041] In the drawings: 100 - distributed electric drive commercial vehicle; 10 - wheel; 11 - tire; 20 - loading platform; 21 - vehicle frame; 22 - equipment compartment; 30 - wheel corner module; 31 - drive and brake integrated structure; 311 - first mounting seat; 312 - second mounting seat; 313 - third mounting seat; 32 - upper control arm assembly; 321 - support frame; 3211 - fourth mounting seat; 3212 - fifth mounting seat; 3213 - sixth mounting seat; 3214 - seventh mounting seat; 322 - first control arm; 3221 - first mounting hole; 3222 - second mounting hole; 3223 - first bushing; 3224 - second bushing; 323 - second control arm; 324 - third control arm; 3241 - eighth mounting seat; 3242 - first assembly hole; 3243 - second assembly hole; 33 - shock absorber; 331 - third assembly hole; 332 - fourth assembly hole; 34 - first servo electric cylinder; 341 - ninth mounting seat; 342 - cross shaft; 343 - tenth mounting seat; 344 - drive motor; 35 - second servo electric cylinder; 400 - ramp road surface; 500 - precast box girder. Detailed implementation manners

[0042] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0043] The specific implementation of the present invention will be described in detail below in conjunction with specific embodiments.

[0044] As Figures 1-4 shown, a variable geometry suspension mechanism for a distributed electric drive commercial vehicle provided by an embodiment of the present invention is used to connect a wheel 10 and a vehicle frame 21 of a distributed electric drive commercial vehicle 100; it includes:

[0045] A support frame 321, as the main frame of the suspension, and a fourth mounting seat 3211 on the support frame 321 is connected to a first mounting seat 311 on a drive and brake integrated structure 31 through a cross shaft;

[0046] An upper control arm assembly 32, which is composed of a first control arm 322, a second control arm 323 and a third control arm 324; wherein, a first mounting hole 3221 at the end of the first control arm 322 is hinged to a sixth mounting seat 3213 on the support frame 321, and the other end is connected to the vehicle frame 21 through a second mounting hole 3222; one end of the second control arm 323 is hinged to the support frame 321 through a fifth mounting seat 3212, and the other end is connected to the vehicle frame 21, and its structural form is the same as that of the first control arm 322; one end of the third control arm 324 is connected to a seventh mounting seat 3214 on the support frame 321 through a first assembly hole 3242 by a revolute pair, and the other end is connected to the vehicle frame 21 through a second assembly hole 3243 by a revolute pair;

[0047] A shock absorber 33, one end of which is connected to an eighth mounting seat 3241 on the third control arm 324 through a third assembly hole 331, and the other end is connected to the vehicle frame 21 through a fourth assembly hole 332, for absorbing wheel vibrations;

[0048] A first servo electric cylinder 34 and a second servo electric cylinder 35, as the lower control arm of the suspension, and also having the functions of steering and camber drive at the same time; wherein, a ninth mounting seat 341 is provided at one end of the first servo electric cylinder 34, and the ninth mounting seat 341 is connected to a second mounting seat 312 of the drive and brake integrated structure 31 through a cross shaft 342, and the other end of the first servo electric cylinder 34 is rotatably connected to the vehicle frame 21 through a tenth mounting seat 343, and a drive motor 344 in the first servo electric cylinder 34 is used for drive control; the structure of the second servo electric cylinder 35 is similar to that of the first servo electric cylinder 34, one end is connected to a third mounting seat 313 of the drive and brake integrated structure 31, and the other end is connected to the vehicle frame 21, jointly controlling the steering and camber movement of the wheel.

[0049] In the embodiments of the present invention, to meet the mobility requirements of a 90° wheel steering angle, the dimensions and hard points of the first servo electric cylinder 34 and the second servo electric cylinder 35 need to be arranged as follows. Figure 1 Specifically, the angle between the first servo electric cylinder 34 and the advancing direction of the longitudinal vertical symmetry plane of the vehicle is 86°; the angle between the second servo electric cylinder 35 and the advancing direction of the longitudinal vertical symmetry plane of the vehicle is 50°.

[0050] This mechanism follows the design method of integrating structure and function, that is, the first servo electric cylinder 34 and the second servo electric cylinder 35 not only serve as the driving units for the steering and camber degrees of freedom of the wheel 10, but also serve as the guiding rod system of the suspension to restrict the vertical movement of the wheel. Taking the first servo electric cylinder 34 as an example, the second mounting seat 312 of the drive brake integrated structure 31 and the ninth mounting seat 341 of the first servo electric cylinder 34 are connected through a cross shaft 342.

[0051] As Figure 4 shown, as a preferred embodiment of the present invention, it further includes a first bushing 3223 and a second bushing 3224, both of which are elastic elements.

[0052] One end of the first control arm 322 is hinged to the sixth mounting seat 3213 of the support frame 321 through a first mounting hole 3221 and the first bushing 3223, and the other end is hinged to the vehicle frame 21 through a second mounting hole 3222 and the second bushing 3224.

[0053] The connection mode of the second control arm 323 is the same as that of the first control arm 322.

[0054] In the embodiments of the present invention, the bushing and the mounting hole can be tightly fitted together by pressing, so that the two do not move relative to each other, and thus the bushing can be used to absorb vibration and shock.

[0055] As a preferred embodiment of the present invention, the shock absorber 33 can be a shock absorber 33 in the prior art. Specifically, for example, the shock absorber 33 can be a monotube shock absorber or a twin-tube shock absorber; the elastic element can adopt structural forms such as an air spring, a coil spring, and an oil-gas spring. In this application, the specific structure of the shock absorber will not be elaborated further.

[0056] As a preferred embodiment of the present invention, the topological configuration of the suspension mechanism is PaU-2UPU, which can realize three degrees of freedom of steering, camber, and wheel hop, and has a kinematic characteristic of 2R1T, where R is the rotational degree of freedom and T is the translational degree of freedom.

[0057] Among them, the upper control arm assembly corresponds to the PaU branch chain in the topological structure; the first servo electric cylinder 34 and the second servo electric cylinder 35 both correspond to the UPU branch chain.

[0058] The derivative structures of the topological configuration include: PaS-2UPU, PaU-2SPU, PaU-2SPU, PaS-RPU-UPU, and PaS-2SS-UPS;

[0059] wherein, Pa is a parallelogram pair, S is a spherical pair, U is a Hooke pair, R is a revolute pair, and P is a prismatic pair.

[0060] As Figures 1-4 shown, a wheel corner module for a distributed electric drive commercial vehicle provided by another embodiment of the present invention includes: a drive structure, a braking structure, a steering structure, a camber structure, and the above-mentioned suspension mechanism;

[0061] The drive structure and the braking structure are integrated to form a drive-brake integrated structure 31, which is arranged inside the rim and forms a wheel 10 with the tire 11; the drive system in the drive-brake integrated structure 31 uses a hub motor as the power source, and the drive-brake integrated structure 31 also has a knuckle function in the wheel corner module 30; specifically, one ends of the upper control arm assembly 32, the first servo electric cylinder 34, and the second servo electric cylinder 35 are hinged to the vehicle frame 21, and the other ends are hinged to the drive-brake integrated structure 31, forming a transmission path for the ground reaction force received by the tire to the vehicle frame.

[0062] The steering structure and the camber structure are integrally designed with the suspension mechanism, and the attitude of the wheel 10 is jointly controlled by the telescopic movements of the first servo electric cylinder 34 and the second servo electric cylinder 35.

[0063] As Figure 5 and Figure 6 shown, a distributed electric drive commercial vehicle provided by another embodiment of the present invention includes: a vehicle frame 21, an equipment compartment 22, a loading platform 20, and at least one wheel corner module 30;

[0064] The wheel corner module 30 is arranged on both sides of the vehicle frame 21 and below the loading platform 20

[0065] As a preferred embodiment of the present invention, the distributed electric drive commercial vehicle is a three-axle distributed electric drive commercial vehicle, which includes: six of the wheel corner modules 30, a vehicle frame 21, a cargo loading platform 20 covering the vehicle frame, and an equipment compartment 22 distributed between the wheel corner modules 30.

[0066] The suspension structure is used to connect the wheel 10 and the vehicle frame 21, transmit the force received by the wheel to the vehicle frame, and then transmit it to the entire vehicle body; at the same time, output a suitable wheel end movement trajectory.

[0067] As Figure 7As shown, the lateral driving function enables the vehicle to park conveniently in narrow spaces, which is particularly important for commercial vehicles operating in urban scenarios. In this embodiment, the wheel corner module 30 has an independent steering function and can achieve a steering angle range of +90° to -35°. To enable the vehicle to drive laterally, the corner module mechanisms corresponding to the front axle and the intermediate axle of the distributed electric drive commercial vehicle 100 drive the wheels to rotate 90° towards the front of the vehicle; the corner module mechanisms corresponding to the rear axle drive the wheels to rotate 90° towards the rear of the vehicle. When steering, the first servo electric cylinder 34 extends and the second servo electric cylinder 35 contracts, causing the wheel 10 composed of the drive and brake integrated structure 31 and the tire 11 to rotate counterclockwise.

[0068] As Figure 8 shown, in-situ steering, also known as zero-radius steering, enables the vehicle to quickly change directions in a narrow space. To enable the vehicle to achieve the in-situ steering function, the corner module mechanisms corresponding to the front axle and the rear axle of the distributed electric drive commercial vehicle 100 drive the wheels to rotate inward, and the steering centers of the four wheels are located on the intermediate axle. The corner module corresponding to the intermediate axle does not perform a steering motion and only performs differential drive through the drive system.

[0069] As Figure 9 shown, the oblique steering maneuver is beneficial for avoiding collisions during high-speed driving. In this motion mode, all corner modules drive the wheels to rotate in the same direction by the same angle, and the driving direction of the vehicle can be changed without changing the orientation of the vehicle head.

[0070] As Figure 10 shown, the transportation tasks of commercial vehicles often face unstructured terrains, and it is necessary to adjust the degrees of freedom of each wheel to keep the vehicle body level and the tires in contact with the ground. The active camber adjustment function of the variable geometry suspension mechanism enables the vehicle to adapt to the slope road surface 400.

[0071] Figure 11 and Figure 12 show the motion mode of active wheel camber to assist vehicle steering. Under turning conditions, tilting the wheels inward by a certain angle can provide more lateral force and reduce the required wheel steering angle. For multi-axle commercial vehicles, a reasonable wheel camber configuration can reduce the roll angle, lateral load transfer ratio, and center of mass sideslip angle, thereby effectively reducing the risk of vehicle rollover. In this embodiment, the corner module corresponding to the front axle of the distributed electric drive commercial vehicle steers, and the corner modules corresponding to the intermediate axle and the rear axle perform roll motions, and the left and right wheels roll in the same direction, both towards the inside of the curve. In this configuration, the vehicle yaw response changes little compared to the configuration without camber, while the center of mass sideslip angle is significantly reduced. The above characteristics help to decouple the yaw angular velocity control and sideslip angle control of multi-axle vehicles.

[0072] Combining multiple of the distributed electric drive commercial vehicles 100 can effectively expand the size and weight range of the transported goods. The transported goods may include: precast box girder components, large wind turbine blades, large pressure vessels, large power grid transformers, etc. Figure 13 Figure 13 shows an implementation scheme of two distributed electric drive commercial vehicles 100 transporting a precast box girder 500 in cooperation. In addition, by changing the number of axles of the distributed electric drive commercial vehicle and the number of chassis participating in the transportation, the configuration of the vehicles participating in the transportation can be configured according to the size of the transported goods.

[0073] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A variable geometry suspension mechanism for a distributed electric drive commercial vehicle, used to connect the wheels and frame of the distributed electric drive commercial vehicle, characterized in that: include: A support frame, an upper control arm assembly, a first servo electric cylinder, a second servo electric cylinder and a shock absorber; The fourth mounting seat on the support frame is connected to the first mounting seat on the driving and braking integrated structure through a cross shaft; The upper control arm assembly is composed of a first control arm, a second control arm and a third control arm; wherein the first mounting hole at the end of the first control arm is hinged to the sixth mounting seat on the support frame, and the other end is connected to the frame through the second mounting hole; one end of the second control arm is hinged to the support frame through the fifth mounting seat, and the other end is connected to the frame, and its structure is the same as that of the first control arm; one end of the third control arm is connected to the seventh mounting seat on the support frame through the first assembly hole by a rotating pair, and the other end is connected to the frame through the second assembly hole by a rotating pair; A shock absorber, one end of which is connected to the eighth mounting seat on the third control arm through the third mounting hole, and the other end of which is connected to the vehicle frame through the fourth mounting hole; A first servo electric cylinder and a second servo electric cylinder, wherein a ninth mounting seat is arranged at one end of the first servo electric cylinder, the ninth mounting seat is connected to the second mounting seat of the driving brake integrated structure through a cross shaft, and the other end of the first servo electric cylinder is rotatably connected to the frame through a tenth mounting seat; the structure of the second servo electric cylinder is similar to that of the first servo electric cylinder, one end of which is connected to the third mounting seat of the driving brake integrated structure through a cross shaft, and the other end is rotatably connected to the frame.

2. The variable geometry suspension mechanism for a distributed electric drive commercial vehicle according to claim 1, characterized in that: Also included is a first bushing and a second bushing, both of which are elastic elements; One end of the first control arm is hinged to the sixth mounting seat on the support frame through the first mounting hole and the first bushing, and the other end is hinged to the frame through the second mounting hole and the second bushing; one end of the second control arm is hinged to the fifth mounting seat on the support frame through the mounting hole and the bushing, and the other end is hinged to the frame through the mounting hole and the bushing.

3. The variable geometry suspension mechanism for a distributed electric drive commercial vehicle according to claim 1, characterized in that: The topological configuration of the suspension mechanism is PaU-2UPU, wherein Pa is a parallelogram pair, U is a Hooke pair, and P is a translation pair; it can realize three degrees of freedom of motion: steering, camber, and wheel hop, and has a 2R1T motion characteristic, wherein R is a rotational degree of freedom and T is a translational degree of freedom; Among them, the upper control arm assembly corresponds to the PaU branch in the topological structure; the first servo electric cylinder and the second servo electric cylinder both correspond to the UPU branch.

4. The variable geometry suspension mechanism for a distributed electric drive commercial vehicle according to claim 3, characterized in that: Derivative structures of the topological configuration include: PaS-2UPU, PaU-2SPU, PaU-2SPU, PaS-RPU-UPU and PaS-2SS-UPS; Among them, Pa is the parallelogram pair, S is the spherical pair, U is the Hooke pair, R is the rotation pair, and P is the translation pair.

5. A wheel corner module for a distributed electric drive commercial vehicle, based on the variable geometry suspension mechanism for a distributed electric drive commercial vehicle according to any one of claims 1 to 4, characterized in that: It includes a driving structure, a braking structure, a steering structure, a camber structure and a suspension mechanism; The driving structure and the braking structure are integrated to form a driving and braking integrated structure, which is arranged inside the rim and forms a wheel with the tire; The steering structure and the camber structure are designed to be integrated with the suspension mechanism, and the posture of the wheel is controlled by the extension and retraction of the first servo electric cylinder and the second servo electric cylinder.

6. A distributed electric drive commercial vehicle, based on the wheel corner module for a distributed electric drive commercial vehicle according to claim 5, characterized in that: It includes a vehicle frame, an equipment compartment, a loading platform and at least one wheel corner module; The wheel corner modules are arranged on both sides of the frame and below the loading platform.

7. The distributed electric drive commercial vehicle according to claim 6, characterized in that: There are multiple wheel corner modules.

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