Multi-degree-of-freedom angle module system for distributed electric drive chassis

Abstract

The invention is suitable for the technical field of vehicles, and provides a multi-degree-of-freedom angle module system for a distributed electric drive chassis, which comprises a hub motor, an upper control arm assembly, a lower control arm assembly, a shock absorber assembly, a steering knuckle and a steering mechanism, one end of the upper control arm assembly is movably hinged to the upper portion of a shell of the hub motor, and the other end of the upper control arm assembly is connected with a vehicle body. The lower control arm assembly is of an approximate linear mechanism structure, one end of the lower control arm assembly is hinged to the lower portion of the hub motor shell, and the other end of the lower control arm assembly is connected with a vehicle body. One end of the steering knuckle is hinged to the steering mechanism through a kinematic pair capable of providing rotational freedom in multiple directions, the other end of the steering knuckle is rigidly connected to a hub motor shell, and the steering mechanism is used for driving the steering knuckle so as to drive the wheel to rotate around the axis of the main pin. The angle module system is compact in structure, has multiple motion functions, and has the technical characteristics of high function cohesion and low system coupling.

Description

Technical Field

[0001] The present invention belongs to the field of vehicle technology, and in particular relates to a multi-degree-of-freedom angle module system for a distributed electric drive chassis. Background Art

[0002] Distributed drive electric vehicles install the drive motor directly in or near the drive wheel, which has outstanding advantages such as short drive transmission chain, compact structure, and simplified chassis structure. The drive motor is both the information unit and the control execution unit of the vehicle. It can bring significant technological innovation in fully tapping the potential of vehicle dynamics control, enhancing vehicle safety, and improving driving efficiency, and provide a hardware carrier for high-performance vehicle control technology. The corner module system that integrates drive, braking, steering and suspension systems can effectively broaden the performance boundaries of the vehicle and is the frontier development direction of distributed electric drive chassis configuration.

[0003] According to the topological structure characteristics, the current corner module configuration can be divided into three categories. The first typical configuration is to directly connect the steering freedom into the topological loop of the original suspension and drive it through the kingpin steering gear. However, the above configuration integrates multiple drive pairs in a single open chain, which will lead to the coupling of different movements, reducing the reliability and load-bearing capacity of the system. The second configuration introduces a yoke-shaped component between the suspension and the steering knuckle to achieve the decoupling of wheel hop and steering freedom. However, the components used for motion decoupling will occupy a large wheel side space, making it difficult to arrange the suspension actuator unit, which may lead to a decrease in the transmission performance of the mechanism. The third configuration disconnects the suspension system loop from the body, making it completely dependent on the steering system to form a series topology. The above configuration supports the corner module to achieve a 360° steering range. However, there are defects such as large vertical space occupation, excessive bending moment at the connection point between the steering arm and the frame, and long steering transmission chain. Summary of the invention

[0004] The purpose of the embodiments of the present invention is to provide a multi-degree-of-freedom angle module system for a distributed electric drive chassis, aiming to solve the problems raised in the above-mentioned background technology.

[0005] The embodiment of the present invention is implemented as follows: a multi-degree-of-freedom angle module system for a distributed electric drive chassis, comprising a wheel hub motor, an upper control arm assembly, a lower control arm assembly, a shock absorber assembly, a steering knuckle and a steering mechanism; The wheel hub motor is installed in the wheel hub; One end of the upper control arm assembly is movably hinged to the upper part of the housing of the wheel hub motor and can rotate in multiple directions, and the other end of the upper control arm assembly is connected to at least one of the vehicle body or the frame; The lower control arm assembly adopts an approximately linear mechanism structure, one end of which is hinged to the bottom of the hub motor housing and can rotate in multiple directions, and the other end is connected to at least one of the vehicle body or the frame; One end of the steering knuckle is hinged to the steering mechanism through a kinematic pair that can provide multiple directions of rotational freedom, and the other end is rigidly connected to the hub motor housing. The steering mechanism is used to drive the steering knuckle to drive the wheel to rotate around the kingpin axis.

[0006] According to a further technical solution, the corner module system is a three-degree-of-freedom parallel mechanism having two rotational degrees of freedom and one vertical translational degree of freedom; The wheel serves as a moving platform of the parallel mechanism, the steering motion and the camber motion correspond to the rotational degree of freedom, and the wheel hop motion corresponds to the vertical translational degree of freedom; The topological structure of the parallel mechanism is λS-UPS-RRS, where λ represents the Chebyshev linear mechanism, S is the spherical pair, U is the Hooke pair, R is the revolute pair, and P is the translation pair.

[0007] According to a further technical solution, derivative configurations of the topology structure include λS-UPS-RPS, λU-UPS-RRU and λS-PUS-RRS.

[0008] According to a further technical solution, the upper control arm assembly includes an upper control arm body, a first spherical pair, a first bushing, a first connecting rod, a coupling, a camber drive motor and a reducer; One end of the upper control arm body is provided with a first mounting hole for arranging the first spherical pair; the other end is provided with a second mounting hole for assembling the first bushing; One end of the first connecting rod is rotatably connected to the first bushing through the second assembly shaft; the other end is connected to the coupling through the first assembly shaft; The coupling is used to transmit the power of the camber drive motor to the upper control arm body, driving the wheel to rotate around the end of the lower control arm assembly; The reducer is connected in series with the camber drive motor to reduce speed and increase torque.

[0009] According to a further technical solution, the lower control arm assembly includes a Chebyshev linear mechanism and a planar single open chain mechanism; The Chebyshev linear mechanism includes a lower control arm body, a second connecting rod and a third connecting rod; wherein, a third mounting hole is provided at one end of the lower control arm body for arranging a second spherical pair, so as to be hinged with the wheel hub motor housing; a third assembly shaft and a fourth assembly shaft are respectively provided on both sides of the lower control arm body; the third assembly shaft is rotatably connected to the fourth mounting hole of the second connecting rod through a bearing; the fourth assembly shaft is rotatably connected to the sixth mounting hole of the third connecting rod through a bearing; a fifth mounting hole is provided at one end of the second connecting rod away from the lower control arm body, and the second bushing is fixedly sleeved in the fifth mounting hole and is rotatably connected to the frame; a seventh mounting hole is provided at one end of the third connecting rod away from the lower control arm body, and the third bushing is fixedly sleeved in the seventh mounting hole and is rotatably connected to the frame; The planar single-open-chain mechanism includes a fourth connecting rod, a fifth connecting rod and a shock absorber assembly; wherein, one end of the fourth connecting rod is rotatably connected to the first ear structure of the lower control arm body through the eighth mounting hole, and the other end is rotatably connected to the second ear structure of the fifth connecting rod through the ninth mounting hole; the other end of the fifth connecting rod is rotatably connected to the eleventh mounting hole of the shock absorber assembly through the third ear structure; the fourth bushing is installed in the tenth mounting hole opened in the middle part of the fifth connecting rod; the twelfth mounting hole on the shock absorber assembly is hinged to the frame.

[0010] Another object of an embodiment of the present invention is a skateboard chassis, based on the above-mentioned corner module system, comprising a frame, four corner module systems, and wheels for mounting each corner module system; The wheel comprises a wheel hub and a tire, the wheel hub motor is fixedly installed inside the wheel hub, and the tire is sleeved on the outer circumference of the wheel hub.

[0011] The embodiment of the present invention provides a multi-degree-of-freedom angle module system for a distributed electric drive chassis, and its beneficial effects are as follows: (1) It has three degrees of freedom: wheel hop, steering and wheel camber. In terms of wheel hop, a compound kinematic pair (Chebyshev-lambda mechanism) is used as the lower control arm to effectively improve the geometric kinematic characteristics of the suspension. Active camber control is introduced into the corner module system to improve the stability and safety of the vehicle. For example, when turning, tilting the wheel to the inside of the curve is conducive to improving lateral stability; at the same time, the wheel camber adjustment mechanism can moderately increase the wheelbase, thereby reducing the risk of rollover. In addition, active camber adjustment can also reduce tire wear, improve wheel adhesion and compensate for wheelbase changes.

[0012] (2) The drive, brake, steering and suspension systems are organically integrated into a plug-and-play modular structure, which can be assembled and disassembled according to the transportation requirements and is easy to maintain. Each corner module system can be regarded as a parallel robot with all the driving functions of the chassis and multiple motion modes.

[0013] (3) The structure-function integration design is adopted. The steering chain serves as both a drive unit and can constrain the wheel movement when there is no angle input. At the same time, it also avoids the occupation of wheel side space by the kingpin steering gear widely used in current corner modules.

[0014] (4) The stiffness and load-bearing capacity of the suspension are improved by introducing overconstraints, and it has good transfer characteristics and low coupling.

[0015] (5) The skateboard chassis provided has multiple sports modes, including: front wheel steering, rear wheel steering, on-the-spot steering, fixed-axis steering, oblique driving, body posture adjustment, and steering assistance brought by active wheel roll. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 A schematic structural diagram of a multi-degree-of-freedom angle module system for a distributed electric drive chassis provided by an embodiment of the present invention; Figure 2 A schematic structural diagram of another perspective of a multi-degree-of-freedom angle module system for a distributed electric drive chassis provided by an embodiment of the present invention; Figure 3 A structural schematic diagram of another perspective of a multi-degree-of-freedom angle module system for a distributed electric drive chassis provided by an embodiment of the present invention; Figure 4 A schematic structural diagram of an upper control arm assembly in a multi-degree-of-freedom angle module system for a distributed electric drive chassis provided by an embodiment of the present invention; Figure 5 A schematic diagram of the disassembled structure of an upper control arm assembly in a multi-degree-of-freedom angle module system for a distributed electric drive chassis provided by an embodiment of the present invention; Figure 6 A schematic structural diagram of a lower control arm assembly in a multi-degree-of-freedom angle module system for a distributed electric drive chassis provided by an embodiment of the present invention; Figure 7 A schematic diagram of the disassembled structure of a lower control arm assembly in a multi-degree-of-freedom angle module system for a distributed electric drive chassis provided by an embodiment of the present invention; Figure 8 A schematic structural diagram of a lower control arm body in a multi-degree-of-freedom angle module system for a distributed electric drive chassis provided by an embodiment of the present invention; Fig. 9 A schematic diagram of a skateboard chassis passing through a bump road surface provided by an embodiment of the present invention; Fig.10 A schematic diagram of a skateboard chassis four-wheel steering provided by an embodiment of the present invention; Fig.11 A schematic diagram of the front wheel camber of a skateboard chassis provided by an embodiment of the present invention; Fig.12 A schematic diagram of the rear wheel camber of a skateboard chassis provided by an embodiment of the present invention; Fig.13 A schematic diagram of the camber of all wheels of a skateboard chassis provided by an embodiment of the present invention.

[0017] In the attached drawings: 100-skateboard chassis; 200-road bump; 10-wheel; 11-wheel hub; 12-tire; 20-corner module system; 21-wheel hub motor; 22-upper control arm assembly; 221-upper control arm body; 2211-first mounting hole; 2212-second mounting hole; 222-first spherical pair; 223-first bushing; 224-first connecting rod; 2241-first assembly axis; 2242-second assembly axis; 225-coupling; 226-camber drive motor; 227-reducer; 23-lower control arm assembly; 231-lower control arm body; 2311-third mounting hole; 2312-third assembly axis; 2313-fourth assembly axis; 2314-first ear structure; 2315-bearing; 232-second spherical pair; 233-second connecting rod; 2331-fourth mounting hole; 2332-fifth mounting hole; 234-third connecting rod; 2341-sixth mounting hole; 2342-seventh mounting hole; 235-fourth connecting rod; 2351-eighth mounting hole; 2352-ninth mounting hole; 236-fifth connecting rod; 2361-second ear structure; 2362-third ear structure; 2363-tenth mounting hole; 237-second bushing; 238-third bushing; 239-fourth bushing; 24-shock absorber assembly; 241-eleventh mounting hole; 242-twelfth mounting hole; 25-steering knuckle; 26-steering mechanism; 30-frame; A-kingpin axis. DETAILED DESCRIPTION

[0018] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with 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 intended to limit the present invention.

[0019] The specific implementation of the present invention is described in detail below in conjunction with specific embodiments.

[0020] like Figure 1-Figure 3 As shown, a multi-degree-of-freedom angle module system for a distributed electric drive chassis provided by one embodiment of the present invention includes a hub motor 21, an upper control arm assembly 22, a lower control arm assembly 23, a shock absorber assembly 24, a steering knuckle 25 and a steering mechanism 26; The wheel hub motor 21 is installed in the wheel 10. Specifically, the wheel 10 includes a wheel hub 11 and a tire 12. The wheel hub motor 21 is fixedly installed inside the wheel hub 11. The tire 12 is sleeved on the outer periphery of the wheel hub 11. The upper control arm assembly 22, the lower control arm assembly 23, the shock absorber assembly 24, the steering knuckle 25 and the steering mechanism 26 are arranged on one side of the wheel hub motor 21, thereby forming a modular structure. One end of the upper control arm assembly 22 is provided with a multi-directional rotation connection component, and is movably hinged to the upper part of the housing of the hub motor 21 through the multi-directional rotation connection component, and the other end of the upper control arm assembly 22 is connected to at least one of the vehicle body or the frame 30; The lower control arm assembly 23 is constructed in an approximately linear mechanism, one end of which is also hinged to the lower side of the housing of the hub motor 21 through a multi-directional rotation connection assembly, and the other end is connected to at least one of the vehicle body or the frame 30; One end of the steering knuckle 25 is hinged to the steering mechanism 26 through a kinematic pair that can provide multiple degrees of rotational freedom, and the other end is rigidly connected to the housing of the hub motor 21. The steering mechanism 26 is used to drive the steering knuckle 25, thereby driving the wheel 10 to rotate around the kingpin axis A.

[0021] In the embodiment of the present invention, the steering mechanism 26 can be an actuator such as an electric cylinder or a hydraulic cylinder that can provide translational motion, and the specific structure of the steering mechanism 26 will not be described here. The steering mechanism 26 causes the wheel hub motor 21 to rotate with the wheel 10 around the kingpin axis A by telescoping, and the kingpin axis A passes through the center of the multi-directional rotation connection assembly at the ends of the upper control arm assembly 22 and the lower control arm assembly 23. Through the reasonable arrangement of the suspension hard points, the lower point of the kingpin axis A penetrates deep into the wheel hub 11, so that the kingpin lateral offset of the corner module system is smaller, which is beneficial to the stability of the distributed electric drive chassis under driving and braking conditions.

[0022] As a preferred embodiment of the present invention, the corner module system is a three-degree-of-freedom parallel mechanism having two rotational degrees of freedom and one vertical translational degree of freedom; The wheel 10 serves as a moving platform of the parallel mechanism, the steering motion and the camber motion correspond to the rotational degree of freedom, and the wheel hop motion corresponds to the vertical translational degree of freedom; The topological structure of the parallel mechanism is λS-UPS-RRS, where λ represents the Chebyshev linear mechanism, S is the spherical pair, U is the Hooke pair, R is the revolute pair, and P is the translation pair.

[0023] In the embodiment of the present invention, the derivative configurations of the topology structure include λS-UPS-RPS, λU-UPS-RRU and λS-PUS-RRS.

[0024] like Figure 4 and Figure 5 As shown, as a preferred embodiment of the present invention, the upper control arm assembly 22 includes an upper control arm body 221, a first spherical pair 222, a first bushing 223, a first connecting rod 224, a coupling 225, a camber drive motor 226 and a reducer 227; One end of the upper control arm body 221 is provided with a first mounting hole 2211 for arranging the first spherical pair 222, and the other end is provided with a second mounting hole 2212 for assembling the first bushing 223. The upper control arm body 221 and the first bushing 223 can be tightly fitted together by pressing, that is, there is no axial displacement between the upper control arm body 221 and the first bushing 223.

[0025] One end of the first connecting rod 224 is rotatably connected to the first bushing 223 through the second assembly shaft 2242, and the other end is connected to the coupling 225 through the first assembly shaft 2241. The coupling 225 transmits the power of the camber drive motor 226 to the upper control arm body 221, driving the wheel 10 to rotate around the multi-directional rotation connection component at the end of the lower control arm assembly 23.

[0026] The reducer 227 is connected in series with the camber drive motor 226 to reduce speed and increase torque.

[0027] In the embodiment of the present invention, the reducer 227 can be a planetary gear reducer; the coupling 225 can be a plum blossom coupling, a gear coupling, a slider coupling, etc.; the camber drive motor 226 can be a brushless DC motor and a permanent magnet synchronous motor, etc.

[0028] like Figure 6-Figure 8 As shown, the lower control arm assembly 23 is based on the Chebyshev linear mechanism, which is an approximate linear mechanism. This structure can minimize the change of the wheel alignment parameters during wheel hop, thereby improving the geometric kinematic characteristics of the suspension. The lower control arm assembly 23 includes: a lower control arm body 231, a second spherical pair 232, a second connecting rod 233, a third connecting rod 234, a fourth connecting rod 235 and a fifth connecting rod 236. In addition, it also has a second bushing 237, a third bushing 238 and a fourth bushing 239.

[0029] The lower control arm body 231, the second connecting rod 233 and the third connecting rod 234 together constitute the main part of the Chebyshev linear mechanism. Among them, a third mounting hole 2311 is provided at one end of the lower control arm body 231 for arranging the second spherical pair 232, so as to be hinged with the housing of the hub motor 21; at the same time, a third assembly shaft 2312 and a fourth assembly shaft 2313 are respectively provided on both sides. The third assembly shaft 2312 is rotatably connected to the fourth mounting hole 2331 of the second connecting rod 233 through a bearing 2315. The fourth assembly shaft 2313 is rotatably connected to the sixth mounting hole 2341 of the third connecting rod 234 through a bearing 2315. A fifth mounting hole 2332 is provided at one end of the second connecting rod 233 away from the lower control arm body 231, and the second bushing 237 is fixedly sleeved in the fifth mounting hole 2332 and rotatably connected to the frame 30 (or the vehicle body). A seventh mounting hole 2342 is formed at one end of the third connecting rod 234 away from the lower control arm body 231 . The third bushing 238 is fixedly sleeved in the seventh mounting hole 2342 and is rotatably connected to the vehicle frame 30 (or vehicle body).

[0030] The fourth connecting rod 235, the fifth connecting rod 236, the shock absorber assembly 24 and the hinged parts between the above components together constitute a planar single open chain mechanism, which is intended to change the transmission path of the vertical force so that the arrangement position of the shock absorber assembly 24 can be transferred to the side of the wheel, thereby reducing the occupation of the vertical space. This configuration is conducive to the skateboard chassis 100 to obtain an open and flat upper space. Specifically, one end of the fourth connecting rod 235 is rotatably connected to the first ear structure 2314 of the lower control arm body 231 through the eighth mounting hole 2351, and the other end is rotatably connected to the second ear structure 2361 of the fifth connecting rod 236 through the ninth mounting hole 2352. The other end of the fifth connecting rod 236 is rotatably connected to the eleventh mounting hole 241 of the shock absorber assembly 24 through the third ear structure 2362, and the fourth bushing 239 is installed in the tenth mounting hole 2363 opened in the middle of the fifth connecting rod 236. Finally, the above-mentioned planar single open chain mechanism is hinged to the frame 30 (or vehicle body) through the twelfth mounting hole 242 of the shock absorber assembly 24 .

[0031] In the embodiment of the present invention, the first bushing 223, the second bushing 237, the third bushing 238 and the fourth bushing 239 are all elastic elements, which can undergo elastic deformation under the action of external force; they are used to absorb the trajectory error generated by the rod end when the rod system is running, improve the smoothness of the vehicle and withstand the lateral force during the driving of the vehicle; they are usually made of high-quality rubber materials that are resistant to aging, such as butyl rubber, fluororubber or chloroprene rubber.

[0032] like Fig. 9 (where the arrow indicates the direction of travel) and Fig.10As shown, a skateboard chassis 100 provided by an embodiment of the present invention is based on the above-mentioned corner module system 20, including a frame 30, four corner module systems 20, and a wheel 10 for installing each corner module system 20; The wheel 10 includes a wheel hub 11 and a tire 12 . The wheel hub motor 21 is fixedly installed inside the wheel hub 11 , and the tire 12 is sleeved on the outer circumference of the wheel hub 11 .

[0033] In the embodiment of the present invention, each wheel 10 can achieve independent steering, so that the vehicle can achieve Fig.10 The front and rear wheels steer in opposite directions as shown in the figure. This steering method can reduce the turning radius, thereby improving the flexibility of the vehicle. In addition, the skateboard chassis 100 equipped with the corner module system 20 can also achieve crab steering, front wheel steering, rear wheel steering and on-site steering, etc., so that the vehicle can adapt to various operating scenarios and working modes. When the skateboard chassis 100 passes through a bumpy road surface, Fig. 9 As shown, the structure of the corner module system 20 ensures the kinematic characteristics of the suspension, thereby reducing the change in the positioning parameters of the wheel 10 and reducing the phenomenon that the frame 30 moves due to the bouncing of the wheel 10 and causes the frame 30 to tilt. At the same time, the damping effect of the shock absorber assembly 24 will also attenuate the excitation of the road bump 200, further improving the stability and ride comfort of the vehicle.

[0034] Figure 11-13 (where the arrow indicates the direction of travel) shows three different configurations of the wheel camber of the skateboard chassis 100: front wheel camber, rear wheel camber and all wheel camber. Introducing active camber control into the corner module system 20 will significantly improve the stability and safety of the vehicle. For example, when turning, tilting the wheel 10 to the inside of the curve can enable the tire 12 to obtain additional lateral force, thereby widening the stability boundary of the vehicle. In addition, active camber angle adjustment can also reduce the wear of the tire 12, improve the adhesion of the wheel 10 and compensate for the change in wheel width. Among the three wheel camber configurations, the front wheel camber can achieve vehicle movement equivalent to front wheel steering, while also reducing the lateral load transfer rate; the rear wheel camber can simultaneously reduce the yaw rate response and the center of mass slip angle; the full wheel camber can decouple the control of the yaw response and the center of mass slip angle.

[0035] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A multi-degree-of-freedom angle module system for a distributed electric drive chassis, characterized in that: Including wheel hub motor, upper control arm assembly, lower control arm assembly, shock absorber assembly, steering knuckle and steering mechanism; The wheel hub motor is installed in the wheel hub; One end of the upper control arm assembly is movably hinged to the upper part of the housing of the wheel hub motor and can rotate in multiple directions, and the other end of the upper control arm assembly is connected to at least one of the vehicle body or the frame; The lower control arm assembly adopts an approximately linear mechanism structure, one end of which is hinged to the bottom of the wheel hub motor housing and can rotate in multiple directions, and the other end is connected to at least one of the vehicle body or the frame; One end of the steering knuckle is hinged to the steering mechanism through a kinematic pair that can provide multiple directions of rotational freedom, and the other end is rigidly connected to the hub motor housing. The steering mechanism is used to drive the steering knuckle to drive the wheel to rotate around the kingpin axis.

2. The multi-degree-of-freedom angle module system for a distributed electric drive chassis according to claim 1, characterized in that: The corner module system is a three-degree-of-freedom parallel mechanism, having two rotational degrees of freedom and one vertical translational degree of freedom; The wheel serves as a moving platform of the parallel mechanism, the steering motion and the camber motion correspond to the rotational degree of freedom, and the wheel hop motion corresponds to the vertical translational degree of freedom; The topological structure of the parallel mechanism is λS-UPS-RRS, where λ represents the Chebyshev linear mechanism, S is the spherical pair, U is the Hooke pair, R is the revolute pair, and P is the translation pair.

3. The multi-degree-of-freedom angle module system for a distributed electric drive chassis according to claim 2, characterized in that: Derivative configurations of the topology include λS-UPS-RPS, λU-UPS-RRU and λS-PUS-RRS.

4. The multi-degree-of-freedom angle module system for a distributed electric drive chassis according to claim 1, characterized in that: The upper control arm assembly includes an upper control arm body, a first spherical pair, a first bushing, a first connecting rod, a coupling, a camber drive motor and a reducer; One end of the upper control arm body is provided with a first mounting hole for arranging the first spherical pair; the other end is provided with a second mounting hole for assembling the first bushing; One end of the first connecting rod is rotatably connected to the first bushing through the second assembly shaft; the other end is connected to the coupling through the first assembly shaft; The coupling is used to transmit the power of the camber drive motor to the upper control arm body, driving the wheel to rotate around the end of the lower control arm assembly; The reducer is connected in series with the camber drive motor.

5. The multi-degree-of-freedom angle module system for a distributed electric drive chassis according to claim 4, characterized in that: The lower control arm assembly includes a Chebyshev linear mechanism and a planar single open chain mechanism; The Chebyshev linear mechanism includes a lower control arm body, a second connecting rod and a third connecting rod; wherein, a third mounting hole is provided at one end of the lower control arm body for arranging a second spherical pair, so as to be hinged with the wheel hub motor housing; a third assembly shaft and a fourth assembly shaft are respectively provided on both sides of the lower control arm body; the third assembly shaft is rotatably connected to the fourth mounting hole of the second connecting rod through a bearing; the fourth assembly shaft is rotatably connected to the sixth mounting hole of the third connecting rod through a bearing; a fifth mounting hole is provided at one end of the second connecting rod away from the lower control arm body, and the second bushing is fixedly sleeved in the fifth mounting hole and is rotatably connected to the frame; a seventh mounting hole is provided at one end of the third connecting rod away from the lower control arm body, and the third bushing is fixedly sleeved in the seventh mounting hole and is rotatably connected to the frame; The planar single-open-chain mechanism includes a fourth connecting rod, a fifth connecting rod and a shock absorber assembly; wherein, one end of the fourth connecting rod is rotatably connected to the first ear structure of the lower control arm body through the eighth mounting hole, and the other end is rotatably connected to the second ear structure of the fifth connecting rod through the ninth mounting hole; the other end of the fifth connecting rod is rotatably connected to the eleventh mounting hole of the shock absorber assembly through the third ear structure; the twelfth mounting hole on the shock absorber assembly is hinged to the frame.

6. A skateboard chassis, based on the multi-degree-of-freedom angle module system for a distributed electric drive chassis according to any one of claims 1 to 5, characterized in that: It includes a vehicle frame, four corner module systems, and wheels for mounting each corner module system; The wheel comprises a wheel hub and a tire, the wheel hub motor is fixedly installed inside the wheel hub, and the tire is sleeved on the outer circumference of the wheel hub.

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