Independent corner module, steering system and vehicle
By designing the deployment and drive mechanisms of the independent cornering module, the problems of excessively large steering gear size and difficult space layout in traditional vehicles with large-angle steering are solved, realizing flexible steering and stable control of the vehicle and reducing production costs.
Patent Information
- Application Number
- CN202410650459.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-05-23
- Publication Date
- 2025-11-25
AI Technical Summary
When traditional vehicles attempt to make large-angle turns, the steering gear is too large and difficult to arrange in space, leading to interference between the steering gear and the wheels.
An independent corner module is adopted, which inputs a small displacement at the input end through the unfolding mechanism and amplifies the displacement several times at the output end. Combined with the drive mechanism, it is arranged along the longitudinal direction of the vehicle to avoid occupying space in the width direction and reduce costs by using existing parts and layout.
It achieves flexibility and space efficiency in large-angle steering, reduces production and modification costs, and improves the layout flexibility and handling stability of the steering system.
Smart Images
Figure CN121005035A_ABST
Abstract
Description
Technical Field
[0001] This disclosure relates to the field of vehicle technology, and more specifically, to an independent cornering module, a steering system, and a vehicle. Background Technology
[0002] Traditional cars struggle to park in narrow spaces. In some urban areas, non-motorized vehicles share lanes with motorized vehicles, making maneuverability difficult and increasing the risk of collisions. T-junctions are often congested, causing turning vehicles to be stuck in the straight lanes and making lane changes difficult. Specialized vehicles often face difficulties turning or making U-turns at intersections due to narrow roads. Ambulances frequently encounter difficulties entering and exiting residential areas due to narrow roads or insufficient turning space, delaying their arrival at the scene. Therefore, a vehicle's steering agility and adaptability to different driving environments are becoming increasingly important.
[0003] In related technologies, there are already technologies that enable vehicles to turn at large angles, thereby enabling functions such as driving in the width direction and making U-turns on the spot. In order to achieve large-angle steering, the steering gear needs to input a large linear displacement to the steering knuckle, which leads to an increase in the size of the steering gear. However, this may cause the size and arrangement of the steering gear to interfere with the steering of the wheels. Summary of the Invention
[0004] The purpose of this disclosure is to provide an independent steering module, steering system, and vehicle to solve the technical problems of excessively large steering gear size and difficult steering gear space arrangement required for large-angle steering.
[0005] To achieve the above objectives, this disclosure provides an independent steering module, comprising: a steering knuckle adapted to be connected to a wheel; a deployment mechanism having a first input end and a second input end on the side near the vehicle body, and an output end on the side near the steering knuckle; the deployment mechanism being configured such that when a longitudinal displacement along the vehicle is generated between the first input end and the second input end, the output end is capable of generating a displacement in a second direction, the second direction extending horizontally and intersecting the longitudinal direction of the vehicle; a drive mechanism capable of driving a longitudinal displacement along the vehicle between the first input end and the second input end; and a steering tie rod having an outer end rotatably connected to the steering knuckle and an inner end rotatably connected to the output end.
[0006] Optionally, the first input terminal is rotatably connected to the output of the drive mechanism, and the second input terminal is rotatably connected to the subframe.
[0007] Optionally, the unfolding mechanism includes a first output rod and a second output rod that are hinged to each other, the hinge point of the first output rod and the second output rod serving as the output end, and the inner ends of the first output rod and the second output rod serving as the first input end and the second input end, respectively.
[0008] Optionally, the deployment mechanism includes a first output rod and a second output rod hinged to each other. The hinge point of the first output rod and the second output rod serves as the output end. At least one sub-unit is connected between the first output rod and the second output rod and the first input end and the second input end. The sub-unit includes a first link and a second link of the same length. The first link and the second link are hinged, and the hinge point of the first link and the second link is located at a non-end position of the first link and the second link. The inner end of the first link near the vehicle body serves as the first input end, and the inner end of the second link near the vehicle body serves as the second input end. The outer end of the first link near the steering knuckle is hinged to the inner end of the second output rod, and the outer end of the second link near the steering knuckle is hinged to the inner end of the first output rod.
[0009] Optionally, the first output rod and the second output rod are connected to a plurality of the sub-units between the first input terminal and the second input terminal, the end of the first link is hinged to the end of the second link in the adjacent sub-unit, and the end of the second link is hinged to the end of the first link in the adjacent sub-unit.
[0010] Optionally, within the same subunit, the hinge point between the first link and the second link is located at the midpoint between the first link and the second link.
[0011] Optionally, within the same subunit, the hinge point between the first link and the second link is located at a non-middle position of the first link and / or at a non-middle position of the second link.
[0012] Optionally, the angle between the first link and the second link is greater than 0° and less than 180°.
[0013] Optionally, the outer end of the steering tie rod is connected to the steering knuckle via a ball joint, and the inner end of the steering tie rod is connected to the output end via a ball joint.
[0014] Optionally, the independent steering module further includes a swing arm assembly and a shock absorber. The outer end of the swing arm assembly is connected to the steering knuckle, and the inner end is connected to the vehicle body. The shock absorber extends vertically, with its lower end connected to the swing arm assembly and its upper end fixedly connected to the vehicle body.
[0015] Optionally, the control arm assembly includes an upper control arm and a lower control arm. The outer ends of the upper control arm and the lower control arm are respectively connected to the steering knuckle via ball joints, and the inner ends of the upper control arm and the lower control arm are respectively connected to the vehicle body via bushings. The lower end of the shock absorber is provided with a universal joint, which is connected to the lower control arm.
[0016] Optionally, the second direction is along the width direction of the vehicle.
[0017] Based on the above technical solutions, this disclosure also provides a steering system, including the independent steering module in the above technical solutions.
[0018] Based on the above technical solutions, this disclosure also provides a vehicle including the steering system described in the above technical solutions.
[0019] Through the above technical solutions, in the independent steering module provided in this disclosure, the displacement amplification effect of the deployment mechanism—that is, by inputting a small displacement between the first and second input ends of the drive mechanism—can output a displacement amplified several times at the output end. This allows the steering tie rod connected to the output end to drive the steering knuckle and wheels to rotate at a larger angle. Furthermore, due to the compact structure of the deployment mechanism itself, the problems of excessively large steering gear size and difficult space arrangement for large-angle steering are solved. In addition, since the deployment mechanism can rotate its output displacement relative to the input displacement by a certain angle, the drive mechanism can be arranged along the longitudinal direction of the vehicle, avoiding the drive mechanism occupying too much space in the width direction of the vehicle, making the arrangement of the drive mechanism more flexible. Finally, in the independent steering module provided in this disclosure, all components and arrangements except for the deployment mechanism can be reused from existing steering modules, reducing production and modification costs. The steering system provided in this disclosure has the same technical effects as the independent steering module in the above technical solutions, and will not be elaborated upon here to avoid unnecessary repetition. The vehicle provided in this disclosure has the same technical effects as the steering system in the above technical solutions, and will not be elaborated upon here to avoid unnecessary repetition.
[0020] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description
[0021] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings:
[0022] Figure 1 This is a schematic diagram of the structure of the independent corner module in a specific embodiment of this disclosure.
[0023] Figure 2This is a top view of the independent corner module at a 0° rotation angle in a specific embodiment of this disclosure.
[0024] Figure 3 This is a top view of the independent turning module at a 90° turning angle (i.e., the wheel rotates 90° clockwise) in a specific embodiment of this disclosure.
[0025] Figure 4 This is a top view of the independent turning module -45° turning angle (i.e., the wheel rotates 45° counterclockwise) in a specific embodiment of this disclosure.
[0026] Figure 5 This is a schematic diagram of the structure of a sub-unit of the unfolding mechanism in a specific embodiment of this disclosure.
[0027] Explanation of reference numerals in the attached figures
[0028] 1- Steering knuckle,
[0029] 2-Swing arm assembly, 21-Upper swing arm, 22-Lower swing arm,
[0030] 3-Shock absorber,
[0031] 4-Wheels
[0032] 5-Steering tie rod,
[0033] 6- Deployment mechanism, 61- First input end, 62- Second input end, 63- Output end, 631- First output rod, 632- Second output rod, 60- Sub-unit, 601- First connecting rod, 602- Second connecting rod. Detailed Implementation
[0034] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.
[0035] In this disclosure, unless otherwise stated, directional terms such as "upper" and "lower" generally refer to the upper and lower positions of the independent corner module when it is mounted on the vehicle in normal use; "inner" and "outer" refer to the inner and outer positions relative to the contours of the corresponding components; and "inner end" and "outer end" refer to the inner end of the independent corner module facing away from the wheel and the outer end facing the wheel. The terms "first," "second," etc., used in this disclosure are for distinguishing one element from another and do not have sequential or material significance. Furthermore, when the following description relates to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.
[0036] According to a specific embodiment of this disclosure, an independent corner module is provided, with reference to... Figures 1 to 5As shown, taking wheel 4 as the left wheel of the vehicle as an example, the independent steering module may include steering knuckle 1, swing arm assembly 2, shock absorber 3, wheel 4, connecting rod 5, deployment mechanism 6, and drive mechanism (not shown).
[0037] Among them, the wheel 4 can be fixedly connected to the steering knuckle 1 by screws, and can rotate around the virtual kingpin axis formed by the line connecting the upper and lower ball joints of the steering knuckle 1 to achieve vehicle steering.
[0038] The side of the unfolding mechanism 6 near the vehicle body may include a first input end 61 and a second input end 62, and the side near the wheel 4 may include an output end 63. The unfolding mechanism 6 may be configured such that when a displacement along the longitudinal direction of the vehicle is generated between the first input end 61 and the second input end 62, the output end 63 can generate a displacement along a second direction, which extends horizontally and intersects the longitudinal direction of the vehicle.
[0039] The drive mechanism can drive the first input terminal 61 and the second input terminal 62 to generate a longitudinal displacement along the vehicle, so that the output terminal 63 outputs a displacement along the second direction.
[0040] The outer end of the steering tie rod 5 can be rotatably connected to the steering knuckle 1, and the inner end of the steering tie rod 5 can be rotatably connected to the output end 63. When the output end 63 outputs a displacement in the second direction, the steering tie rod 5 can be pushed outward in the width direction of the vehicle to drive the wheel 4 to rotate in the clockwise direction, and the steering tie rod 5 can be pulled back in the width direction of the vehicle to drive the wheel 4 to rotate in the counterclockwise direction.
[0041] Through the above technical solution, in the independent cornering module provided in this disclosure, the displacement amplification effect of the deployment mechanism 6—that is, by inputting a small displacement between the first input end 61 and the second input end 62 through the drive mechanism—can output a displacement amplified several times at the output end 63. This allows the steering tie rod 5 connected to the output end 63 to drive the steering knuckle 1 and the wheel 4 to rotate at a larger angle. Furthermore, because the deployment mechanism 6 itself has a compact structure, the problems of excessively large steering gear size and difficult space arrangement required for large-angle steering are solved. In addition, since the deployment mechanism 6 can rotate its output displacement relative to the input displacement by a certain angle, the drive mechanism can be arranged along the longitudinal direction of the vehicle, avoiding the drive mechanism occupying too much space in the width direction of the vehicle, making the arrangement of the drive mechanism more flexible. Finally, in the independent cornering module provided in this disclosure, all other components and arrangements except for the deployment mechanism 6 can be reused from existing cornering modules, reducing production and modification costs.
[0042] In some embodiments, the second direction may be the width direction of the vehicle.
[0043] To reduce the number of drive mechanisms, the first input terminal 61 can be rotatably connected to the output of the drive mechanism, and the second input terminal 62 can be rotatably connected to the subframe (not shown). That is, the second input terminal 62 is fixed along the longitudinal direction of the vehicle, and displacement between the first input terminal 61 and the second input terminal 62 along the longitudinal direction of the vehicle can be achieved by driving the first input terminal 61 closer to or away from the second input terminal 62 through only one drive mechanism.
[0044] In one embodiment of this disclosure, the deployment mechanism 6 may include a first output rod 631 and a second output rod 632 hinged together. The hinge point of the first output rod 631 and the second output rod 632 can be used as an output end 63. The inner end of the first output rod 631 (i.e., the end facing the vehicle body) and the inner end of the second output rod 632 (i.e., the end facing the vehicle body) can be used as a first input end 61 and a second input end 62, respectively. That is, the inner end of the first output rod 631 is rotatably connected to the output part of the drive mechanism, and the inner end of the second output rod 632 is rotatably connected to the subframe. The drive mechanism directly inputs a displacement along the longitudinal direction of the vehicle between the inner ends of the first output rod 631 and the second output rod 632, so that the hinge point of the first output rod 631 and the second output rod 632 outputs a displacement along the width direction of the vehicle.
[0045] In another embodiment of this disclosure, reference is made to Figures 1 to 5 As shown, the unfolding mechanism 6 may also include a first output rod 631 and a second output rod 632 that are hinged to each other. The hinge point of the first output rod 631 and the second output rod 632 can be used as an output end 63. Unlike the previous embodiment, at least one sub-unit 60 may be connected between the first output rod 631 and the second output rod 632 and the first input end 61 and the second input end 62. Each sub-unit 60 may include a first connecting rod 601 and a second connecting rod 602 of the same length. The first connecting rod 601 and the second connecting rod 602 are hinged, and the hinge point of the first connecting rod 601 and the second connecting rod 602 is located at a non-end position of the first connecting rod 601 and the second connecting rod 602.
[0046] In the specific embodiments of this disclosure, reference is made to Figures 1 to 5 As shown, the link stacked on top is named the first link 601, and the link stacked below is named the second link 602.
[0047] When a subunit 60 is connected between the first output rod 631 and the second output rod 632 and the first input terminal 61 and the second input terminal 62, in the subunit 60, the inner end of the first connecting rod 601 can be used as the first input terminal 61, and the outer end can be hinged to the inner end of the second output rod 632; the inner end of the second connecting rod 602 can be used as the second input terminal 62, and the outer end can be hinged to the inner end of the first output rod 631.
[0048] When multiple sub-units 60 are connected between the first output rod 631 and the second output rod 632 and the first input terminal 61 and the second input terminal 62, the multiple sub-units 60 can be connected in series by hinges, allowing the deployment mechanism 6 to extend and retract approximately along the width direction of the vehicle. Specifically, refer to... Figures 1 to 4 As shown, among the multiple sub-units 60, the sub-unit 60 closest to the vehicle body is used as an input sub-unit. In this input sub-unit, the inner end of the first link 601 can be used as the first input end 61, and the inner end of the second link 602 can be used as the second input end 62. Among the multiple sub-units 60, the sub-unit 60 closest to the steering knuckle 1 is used as an output sub-unit. In this output sub-unit, the outer end of the first link 601 is hinged to the inner end of the second output rod 632, and the outer end of the second link 602 is hinged to the inner end of the first output rod 631. In two adjacent sub-units 60, the end of the first link 601 of one is hinged to the end of the second link 602 of the other, thereby realizing the series connection of multiple sub-units 60.
[0049] In a specific embodiment of this disclosure, as a first embodiment of subunit 60, reference is made to... Figures 1 to 5 As shown, within the same subunit 60, the hinge point between the first link 601 and the second link 602 can be located at the midpoint between the first link 601 and the second link 602. That is, the hinge axis passes through the center of the first link 601 along its own length direction, and simultaneously, the hinge axis passes through the center of the second link 602 along its own length direction. When multiple subunits 60 are all subunits 60 in the first embodiment, the movement trajectory of the output terminal 63 is a straight line.
[0050] In a specific embodiment of this disclosure, as a second embodiment of subunit 60, the hinge point between the first link 601 and the second link 602 in the same subunit 60 can be located at a non-central position of the first link 601 and / or at a non-central position of the second link 602. That is, the hinge axis passes through a non-central position of the first link 601 along its own length direction, and / or the hinge axis passes through a non-central position of the second link 602 along its own length direction. When multiple subunits 60 are all subunits 60 in the second embodiment, or when a portion of multiple subunits 60 are subunits 60 in the first embodiment and another portion are subunits 60 in the second embodiment, the movement trajectory of the output end 63 is non-linear. In other words, different types of subunits 60 can be combined according to the actual requirements for the movement trajectory of the output end 63, as long as the output end 63 outputs a displacement along the vehicle width direction.
[0051] In addition, to prevent the unfolding mechanism 6 from jamming, the included angle between the first link 601 and the second link 602 must always be greater than 0° and less than 180°, so as to ensure that the first input end 61 and the second input end 62 can generate displacement along the longitudinal direction of the vehicle under the drive of the drive mechanism.
[0052] The following will describe the working process of the independent cornering module provided in this disclosure, taking as an example that multiple sub-units 60 are all sub-units 60 in the first embodiment and the wheel 4 is the wheel on the left side of the vehicle.
[0053] refer to Figure 2 As shown, when the steering angle of wheel 4 is 0°, that is, when the vehicle is traveling in the direction of forward or backward, both the deployment mechanism 6 and the steering tie rod 5 are in their initial state.
[0054] When the vehicle needs to turn right, the drive mechanism can move the first input end 61 closer to the second input end 62, allowing the deployment mechanism 6 to extend from its initial state. This causes the output end 63 to push the steering tie rod 5 outward along the width of the vehicle, thereby causing the wheel 4 to rotate clockwise to the desired angle. (Reference) Figure 3 The diagram shows a structure where wheel 4 rotates 90° clockwise. When all four wheels of the vehicle rotate 90° clockwise, the vehicle can travel in the width direction.
[0055] When the vehicle needs to turn left, the drive mechanism can drive the first input end 61 away from the second input end 62, allowing the deployment mechanism 6 to retract further from its initial state. This causes the output end 63 to pull the steering tie rod 5 inward along the width of the vehicle, thereby causing the wheel 4 to rotate counterclockwise to the desired angle. (Reference) Figure 4 The diagram shows a structural schematic of wheel 4 rotating counterclockwise by 45°. When all four wheels of the vehicle rotate counterclockwise by 45°, the vehicle can travel diagonally, that is, the vehicle can move along a diagonal direction.
[0056] In addition, in order to maintain the structural stability of the deployment mechanism 6, the outer end of the steering tie rod 5 can be connected to the steering knuckle 1 through a ball pin, and the inner end of the steering tie rod 5 can be connected to the output end 63 through a ball pin, so as to prevent the vertical jump of the wheel 4 from being transmitted to the deployment mechanism 6, thereby preventing the deployment mechanism 6 from deforming and improving the handling, stability and smoothness of the independent steering module.
[0057] In a specific embodiment of this disclosure, as one option, the drive mechanism may include a linear motor, the output end of which may be rotatably connected to the first input end 61. Alternatively, the drive mechanism may include a rotary motor and a transmission connection structure, the output end of which may be connected to the first input end 61 via the transmission connection structure, the transmission connection structure being capable of converting the rotational motion output by the rotary motor into linear motion of the first input end 61.
[0058] refer to Figures 1 to 4 As shown, the independent steering module may also include a swing arm assembly 2 and a shock absorber 3. The outer end of the swing arm assembly 2 can be connected to the steering knuckle 1, and the inner end can be connected to the vehicle body (not shown). The shock absorber 3 can extend vertically, with its lower end connected to the swing arm assembly 2 and its upper end fixedly connected to the vehicle body.
[0059] refer to Figures 1 to 4 As shown, the control arm assembly 2 may include an upper control arm 21 and a lower control arm 22. The outer ends of the upper control arm 21 and the lower control arm 22 are respectively connected to the steering knuckle 1 via ball joints, and the inner ends of the upper control arm 21 and the lower control arm 22 are respectively connected to the vehicle body via bushings (not shown). The lower end of the shock absorber 3 may be provided with a universal joint, which is connected to the lower control arm 22 via fasteners. In this way, the shock absorber 3 can be arranged between the upper control arm 21 and the lower control arm 22, making the structure of the independent cornering module more compact.
[0060] Based on the above technical solutions, this disclosure also provides a steering system, including the independent steering module in the above technical solutions.
[0061] The steering system provided by this disclosure has the same technical effect as the independent steering module in the above technical solution. To avoid unnecessary repetition, it will not be described in detail here.
[0062] Based on the above technical solutions, this disclosure also provides a vehicle including the steering system described in the above technical solutions.
[0063] Through the above technical solution, the vehicle provided in this disclosure has the same technical effect as the steering system in the above technical solution. To avoid unnecessary repetition, it will not be described in detail here.
[0064] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.
[0065] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.
[0066] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.
Claims
1. An independent corner module, characterized in that, include: Steering knuckles are designed for connection to wheels; The deployment mechanism includes a first input end and a second input end on the side near the vehicle body, and an output end on the side near the steering knuckle. The deployment mechanism is configured such that when a longitudinal displacement is generated between the first input end and the second input end along the vehicle, the output end is capable of generating a displacement in a second direction, the second direction extending horizontally and intersecting the longitudinal direction of the vehicle. The drive mechanism is capable of driving a longitudinal displacement between the first input terminal and the second input terminal of the vehicle. The steering tie rod has its outer end rotatably connected to the steering knuckle and its inner end rotatably connected to the output end.
2. The independent corner module according to claim 1, characterized in that, The first input terminal is rotatably connected to the output of the drive mechanism, and the second input terminal is rotatably connected to the subframe.
3. The independent corner module according to claim 1, characterized in that, The unfolding mechanism includes a first output rod and a second output rod that are hinged to each other. The hinge point of the first output rod and the second output rod serves as the output end, and the inner ends of the first output rod and the second output rod serve as the first input end and the second input end, respectively.
4. The independent corner module according to claim 1, characterized in that, The deployment mechanism includes a first output rod and a second output rod that are hinged to each other. The hinge point of the first output rod and the second output rod serves as the output end. At least one sub-unit is connected between the first output rod and the second output rod and the first input end and the second input end. The sub-unit includes a first link and a second link of the same length. The first link and the second link are hinged together, and the hinge point between the first link and the second link is located at a non-end position of the first link and the second link. The inner end of the first link closer to the vehicle body is used as the first input end, and the inner end of the second link closer to the vehicle body is used as the second input end. The outer end of the first connecting rod near the steering knuckle is hinged to the inner end of the second output rod, and the outer end of the second connecting rod near the steering knuckle is hinged to the inner end of the first output rod.
5. The independent corner module according to claim 4, characterized in that, The first output rod and the second output rod are connected to the first input terminal and the second input terminal by a plurality of the aforementioned sub-units. The end of the first link is hinged to the end of the second link in the adjacent sub-unit, and the end of the second link is hinged to the end of the first link in the adjacent sub-unit.
6. The independent corner module according to claim 4, characterized in that, Within the same subunit, the hinge point between the first link and the second link is located at the midpoint between the first link and the second link.
7. The independent corner module according to any one of claims 4 to 6, characterized in that, Within the same subunit, the hinge point between the first link and the second link is located at a non-middle position of the first link and / or at a non-middle position of the second link.
8. The independent corner module according to claim 4, characterized in that, The angle between the first link and the second link is greater than 0° and less than 180°.
9. The independent corner module according to claim 1, characterized in that, The outer end of the steering tie rod is connected to the steering knuckle via a ball joint, and the inner end of the steering tie rod is connected to the output end via a ball joint.
10. The independent corner module according to claim 1, characterized in that, The independent steering module also includes a swing arm assembly and a shock absorber. The outer end of the swing arm assembly is connected to the steering knuckle, and the inner end is connected to the vehicle body. The shock absorber extends vertically, with its lower end connected to the swing arm assembly and its upper end fixedly connected to the vehicle body.
11. The independent corner module according to claim 10, characterized in that, The control arm assembly includes an upper control arm and a lower control arm. The outer ends of the upper and lower control arms are respectively connected to the steering knuckle via ball joints, and the inner ends of the upper and lower control arms are respectively connected to the vehicle body via bushings. The lower end of the shock absorber is provided with a universal joint, which is connected to the lower control arm.
12. The independent corner module according to claim 1, characterized in that, The second direction is along the width direction of the vehicle.
13. A steering system, characterized in that, Includes the independent corner module as described in any one of claims 1 to 12.
14. A vehicle, characterized in that, Includes the steering system as described in claim 13.