Corner module and vehicle

Abstract

The angle module comprises a wheel and a steering driving assembly, the steering driving assembly is arranged on one side of the axis direction of the wheel and comprises a driving part and a speed reducer, the driving part extends in the axis direction of the wheel, and the speed reducer extends in the first direction and is connected with the wheel and the driving part. The driving part is used for driving the wheel to rotate around the axis parallel to the first direction by means of the speed reducer so as to drive the wheel to steer through the speed reducer, and the first direction is parallel to the gravity direction of the wheel. According to the steering driving assembly, the driving piece extends in the axis direction of the wheel, the speed reducer extends in the first direction parallel to the gravity direction of the wheel, the driving piece and the speed reducer of the driving assembly are arranged in an L shape and arranged in the axis direction and the gravity direction of the wheel of the driving assembly, and the occupied transverse space is reduced; and therefore, the transverse space occupied by the whole corner module is reduced, the miniaturization design is realized, and a lower vehicle chassis can be conveniently designed.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a corner module and a vehicle. Background Art

[0002] The corner module is a highly integrated chassis integration technology. It has the driving, braking and steering functions of a traditional vehicle chassis, and uses wire control technology to replace the traditional chassis structure. It has greater versatility, such as all four wheels can be used, and it also reduces the use of parts such as transmission components, achieving effects such as high integration and weight reduction. The use of corner modules can enable the vehicle to have multiple movement modes, such as crab-shaped lane changes, 90° turns, on-the-spot U-turns and small-radius turns, thereby improving the vehicle's movement flexibility and passability.

[0003] However, the corner modules in the related art occupy too much space, which makes the vehicle chassis higher and makes it difficult to design a miniaturized vehicle. Utility Model Content

[0004] Based on this, it is necessary to provide a corner module and a vehicle to address the problem in the related art that the corner module occupies too much space, making the vehicle chassis higher and making the miniaturization design of the vehicle difficult.

[0005] According to one aspect of the present application, a corner module is provided, the corner module comprising:

[0006] wheel;

[0007] A steering drive assembly, arranged at one side of the wheel axis direction, and comprising a driving member and a reducer, wherein the driving member is extended along the wheel axis direction, the reducer is extended along a first direction, and is connected to the wheel and the driving member respectively, and the driving member is used to drive the wheel to rotate around an axis parallel to the first direction by means of the reducer, so as to drive the wheel to steer through the reducer;

[0008] Wherein, the first direction is parallel to the gravity direction of the wheel.

[0009] In one embodiment, the corner module includes a steering knuckle connected to the wheel, and the output end of the reducer is drivingly connected to the steering knuckle to drive the wheel to turn through the steering knuckle;

[0010] A dimension of the steering knuckle along the first direction is smaller than a dimension of the wheel along the first direction.

[0011] In one embodiment, the corner module includes a control arm assembly, the control arm assembly includes a first control arm and a second control arm spaced apart along the first direction;

[0012] One end of the first control arm is connected to the vehicle body, and the other end is hinged to the steering knuckle, so that the steering knuckle can rotate relative to the first control arm around an axis parallel to the first direction;

[0013] One end of the second control arm is connected to the reducer so as to be rotatable about a second direction, and the other end is connected to the vehicle body;

[0014] The first direction and the second direction intersect each other.

[0015] In one embodiment, the steering knuckle includes a main body, and a first connecting portion and a second connecting portion spaced apart from the main body along the first direction, wherein the first connecting portion and the second connecting portion are both extended along the axis direction of the wheel;

[0016] The main body is connected to the wheel, the first connecting portion is hinged to the first control arm, and the second connecting portion is connected to the reducer.

[0017] In one embodiment, the control arm assembly further comprises a shock absorber, wherein a first end of the shock absorber is hinged to the first control arm so that the shock absorber can rotate relative to the first control arm around an axis parallel to the second direction;

[0018] The second end of the shock absorber is hinged to the vehicle body so that the shock absorber can rotate relative to the vehicle body around an axis parallel to the second direction.

[0019] In one embodiment, the control arm assembly further includes a first transmission shaft and two second transmission shafts, the first transmission shaft is connected between the first control arm and the vehicle body, and the second transmission shaft is connected between the second control arm and the vehicle body, so that the first control arm and the second control arm can both rotate relative to the vehicle body around an axis parallel to the second direction;

[0020] The second end of the shock absorber is at least partially located between the two second transmission shafts.

[0021] In one embodiment, the corner module further comprises a hub motor and a brake member provided on the wheel, wherein the hub motor is used to drive the wheel to rotate;

[0022] The brake member is used for braking the wheels.

[0023] In one of the embodiments, the braking member comprises an electromagnetic brake disposed in the wheel hub motor, and the electromagnetic brake is configured to release the wheel hub motor when power is on and lock the wheel hub motor when power is off.

[0024] In one of the embodiments, the brake member comprises an electronic caliper brake, and a brake disc is provided on a side of the wheel close to the electronic caliper brake;

[0025] The electronic caliper brake is provided at the steering knuckle and is configured to clamp the brake disc to brake the wheel.

[0026] According to one aspect of the present application, a vehicle is provided, comprising the above-mentioned corner module.

[0027] The above-mentioned steering drive assembly is configured such that the drive member extends along the axial direction of the wheel and the reducer extends along a first direction parallel to the gravity direction of the wheel, so that the drive member and the reducer of the drive assembly are arranged in an L shape and along the axial direction and gravity direction of the wheel of the drive assembly, thereby reducing the lateral space occupied, thereby reducing the lateral space occupied by the entire corner module, achieving a miniaturized design, and facilitating the design of a lower vehicle chassis. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] FIG1 is a schematic structural diagram of a corner module of the present application.

[0029] FIG. 2 is a front view of the corner module of the present application.

[0030] FIG. 3 is a side view of the corner module of the present application.

[0031] FIG. 4 is a schematic diagram of the structure of the electromagnetic brake disposed in the wheel hub motor.

[0032] FIG. 5 is a schematic diagram of the structure of a corner module using an electronic caliper brake.

[0033] Figure 6 It is a front view of the corner module shown in FIG5 .

[0034] Description of Figure Numbers:

[0035] 10. Corner module;

[0036] 11. Wheel; 12. Control arm assembly; 121. First control arm; 122. Second control arm; 123. Shock absorber; 124. First transmission shaft; 125. Second transmission shaft; 13. Steering drive assembly; 131. Drive member; 132. Speed ​​reducer; 14. Steering knuckle; 141. Main body; 142. First connecting part; 143. Second connecting part; 15. Wheel hub motor; 16. Electromagnetic brake; 17. Electronic caliper brake; 18. Brake disc;

[0037] F1, first direction; F2, second direction. DETAILED DESCRIPTION

[0038] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present application, so the present application is not limited by the specific embodiments disclosed below.

[0039] In the description of the present application, it should be understood that if the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. appear, the orientation or position relationship indicated by these terms is based on the orientation or position relationship shown in the accompanying drawings, which is only for the convenience of describing the present application and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application.

[0040] In addition, if the terms "first" or "second" appear, these terms are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, if the term "plurality" appears, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0041] In this application, unless otherwise clearly specified and limited, if the terms "installed", "connected", "connected", "fixed" and the like appear, these terms should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integrated connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0042] In the present application, unless otherwise clearly specified and limited, if there is a description that a first feature is "above" or "below" a second feature, etc., or similar descriptions appear, it may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature being "above", "above" and "above" the second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. The first feature being "below", "below" and "below" the second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0043] It should be noted that if an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be a central element. If an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. If any, the terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used in this application are for illustrative purposes only and do not represent the only implementation method.

[0044] The corner module is a highly integrated chassis integration technology that has the driving, braking and steering functions of a traditional vehicle chassis, and uses wire control technology to replace the traditional chassis structure. It has great versatility, such as all four wheels can be used, and it also reduces the use of parts such as transmission components, achieving effects such as high integration and weight reduction.

[0045] The use of the corner module can make the vehicle have multiple movement modes, such as crab-shaped lane change, 90° turn, on-the-spot U-turn and small-radius turn, etc., to improve the flexibility and passability of the vehicle's movement. If you fail to avoid the obstacle in front in time, using a small-radius turn can shorten the driving distance required for turning, and can turn in time, improving driving safety. If you need to turn around in a congested section, you can use a 90° turn or on-the-spot U-turn in a small space, which can quickly and conveniently change the driving direction. If the side parking space is small, you can use a crab-shaped lane change to ensure that you can park while maintaining a safe distance from the front and rear vehicles.

[0046] However, the corner modules in the related art have poor overall rigidity and low durability, and are complex in structure, large in size, and heavy in weight. After the corner modules are installed, the chassis width is large, generally ≥1200mm, and the width of the vehicle occupies a large space, so it is difficult to arrange the vehicle width within 1000mm. After some corner modules are installed, the chassis height of the vehicle is relatively high, usually ≥700mm, and the wheel size is usually required to be greater than or equal to 15 inches in diameter. The tire diameter is relatively large, and the height of the vehicle chassis cannot be reduced, and the chassis is uneven, that is, the corner modules in the related art cannot make the vehicle chassis flatly installed. In addition, some corner modules have poor steering performance and durability, and the steering system is large in size and volume, and the steering torque is relatively large, which causes the transmission mechanism to be easily worn and loose when the steering system transmits the steering torque. In addition, the existing corner module solutions generally use high-power high-voltage (for example: 360V) drive wheel hub motors. Since they have not been mass-produced, the cost is too high to be industrialized, and mass production is difficult.

[0047] Based on the above problems, the present application provides a corner module 10 and a vehicle, which can improve the supporting stiffness and durability while reducing the volume and weight. The corner module 10 installed on the vehicle can relatively reduce the height of the vehicle chassis, make the chassis flat, and can reduce the steering torque, increase the service life of the transmission mechanism, and can achieve mass production.

[0048] Referring to Figures 1, 2 and 3, the present application provides a corner module 10, which includes a wheel 11 and a steering drive assembly 13. The steering drive assembly 13 is arranged on one side of the axial direction of the wheel 11, and includes a driving member 131 and a reducer 132. The driving member 131 is extended along the axial direction of the wheel 11, and the reducer 132 is extended along a first direction F1 and is respectively connected to the wheel 11 and the driving member 131. The driving member 131 is used to drive the wheel 11 to rotate around an axis parallel to the first direction F1 with the aid of the reducer 132, so as to drive the wheel 11 to turn through the reducer 132, wherein the first direction F1 is parallel to the gravity direction of the wheel 11.

[0049] It can be understood that the above-mentioned steering drive assembly 13 is configured such that the drive member 131 extends along the axial direction of the wheel 11, and the reducer 132 extends along the first direction F1 parallel to the gravity direction of the wheel 11, so that the drive member 131 and the reducer 132 of the drive assembly are arranged in an inverted L-shape and are arranged along the axial direction of the wheel 11 of the drive assembly and the gravity direction, and the lateral space occupied is reduced, thereby reducing the lateral space occupied by the corner module 10 as a whole, realizing a miniaturized design, and facilitating the design of a lower vehicle chassis.

[0050] The corner module 10 includes a steering knuckle 14 connected to the wheel 11, and the output end of the reducer 132 is transmission-connected to the steering knuckle 14, so as to drive the wheel 11 to turn through the steering knuckle 14, and the size of the steering knuckle 14 along the first direction F1 is smaller than the size of the wheel 11 along the first direction F1. It can be understood that the driving member 131 and the reducer 132 of the driving assembly are arranged in an inverted L shape, so that the driving assembly will not block the turning and other movements of the wheel 11, so that a smaller-sized steering knuckle 14 can be set, so that it can be connected to the output end of the reducer 132 and the wheel 11, and can drive the wheel 11 to turn, without setting a larger-sized steering knuckle 14 that must be higher than the wheel 11, so that the reducer 132 and the driving member 131 are far away from the wheel 11 and will not block the movement of the wheel 11, and the steering knuckle 14 is small in size, which can reduce the steering resistance torque of the corner module 10 and ensure the durability of the corner module 10.

[0051] Therefore, the arrangement of the driving member 131 and the reducer 132 adopted in the present application, combined with the arrangement of the steering knuckle 14, reduces the size of the corner module 10 both in the lateral and longitudinal directions, thereby realizing a miniaturized design of the corner module 10. In addition, given that the size of the steering knuckle 14 is smaller than the size of the wheel 11 along the first direction F1, a vehicle using the corner module 10 of the present application can be equipped with a lower chassis, thereby relatively reducing the height of the vehicle chassis.

[0052] In some embodiments, the reducer 132 adopts an L-shaped planetary gear structure, which can realize the L-arrangement of the driving member 131 and the reducer 132, which is beneficial to reducing the longitudinal height. The driving member 131 adopts a technologically mature brushless motor, etc. The specific motor type is matched and selected according to vehicle requirements.

[0053] Continuing to refer to FIG. 1, FIG. 2 and FIG. 3, the corner module 10 includes a control arm assembly 12, and the control arm assembly 12 includes a first control arm 121 and a second control arm 122 arranged at intervals along the first direction F1. One end of the first control arm 121 is connected to the vehicle body, and the other end is hinged to the steering knuckle 14, so that the steering knuckle 14 can rotate relative to the first control arm 121 around an axis parallel to the first direction F1, so that when the driving member 131 is driven, the steering knuckle 14 can synchronously rotate relative to the first control arm 121, thereby driving the steering of the wheel 11. The setting of the double control arms can improve the overall rigidity and durability of the corner module 10, and its lateral and longitudinal support rigidity is excellent, which effectively guarantees the camber and toe rigidity of the wheel 11, and improves the service life and reliability of the corner module 10.

[0054] One end of the second control arm 122 is connected to the reducer 132 so as to be rotatable about the second direction F2, and the other end is connected to the vehicle body. It can be understood that, on the one hand, the reducer 132 and the driving member 131 are arranged on the vehicle body through the second control arm 122, or the reducer 132 is connected between the second control arm 122 and the steering knuckle 14. The second control arm 122 is connected to the reducer 132, and there is no need to set up an additional part on the steering knuckle 14 to install the second control arm 122, so that the size of the steering knuckle 14 can be further reduced, which is convenient for realizing a miniaturized design, and the space on the reducer 132 can be reasonably used to avoid the reducer 132 occupying too much space alone, resulting in an increase in the volume of the corner module 10. On the other hand, when the vehicle is traveling and shaking up and down, the second control arm 122 can rotate appropriately relative to the reducer 132 to cushion the impact of the up and down movement of the vehicle body on the second control arm 122, the reducer 132 and the steering knuckle 14 connected between the vehicle body and the wheel 11, thereby reducing damage to the second control arm 122, the reducer 132 and the steering knuckle 14 and improving the service life of the corner module 10 and the reliability of the corner module 10.

[0055] In some embodiments, as shown in FIG. 3 , the steering knuckle 14 includes a body portion 141, and a first connection portion 142 and a second connection portion 143 spaced apart from the body portion 141 along a first direction F1. The first connection portion 142 and the second connection portion 143 are both extended along the axis direction of the wheel 11. The body portion 141 is used to be connected to the wheel 11. The first connection portion 142 is hinged to the first control arm 121 so that the first control arm 121 and the steering knuckle 14 can rotate relative to each other around an axis parallel to the first direction F1. The second connection portion 143 is used to be connected to the reducer 132. It can be understood that the arrangement of the first connection portion 142 and the second connection portion 143 makes the steering knuckle 14 a C-shaped structure, which further reduces the structure of the steering knuckle 14, because there is no need to arrange an additional structure extending along the first direction F1 to connect the steering knuckle 14 to the first control arm 121 and the second control arm 122, further realizing the miniaturized design of the corner module 10.

[0056] In some embodiments, the control arm assembly 12 also includes a shock absorber 123, a first end of the shock absorber 123 is hinged to the first control arm 121 so that the shock absorber 123 can rotate relative to the first control arm 121 around an axis parallel to the second direction F2, and a second end of the shock absorber 123 is hinged to the vehicle body so that the shock absorber 123 can rotate relative to the vehicle body around an axis parallel to the second direction F2, wherein the first direction F1 and the second direction F2 intersect with each other.

[0057] When the vehicle is running and shaking up and down, the shock absorber 123 can rotate appropriately relative to the first control arm 121 and the vehicle body respectively to buffer the impact force of the up and down movement of the vehicle body on the first control arm 121 connected between the vehicle body and the wheel 11, the steering knuckle 14 and the shock absorber 123, thereby reducing damage to the first control arm 121, the steering knuckle 14 and the shock absorber 123. Combined with the setting that one end of the second control arm 122 can be rotatably connected to the reducer 132 around the second direction F2, the impact force when the vehicle is running and shaking up and down is further buffered, thereby improving the service life and reliability of the corner module 10.

[0058] As shown in FIG. 1 , the control arm assembly 12 further includes two first transmission shafts 124 and two second transmission shafts 125. The first transmission shaft 124 is connected between the first control arm 121 and the vehicle body, and the second transmission shaft 125 is connected between the second control arm 122 and the vehicle body, so that the first control arm 121 and the second control arm 122 can rotate relative to the vehicle body around an axis parallel to the second direction F2. It can be understood that the first control arm 121 and the second control arm 122 are both Y-shaped structures, and the bifurcated ends of the first control arm 121 and the second control arm 122 are arranged on the vehicle body, so it is necessary to set two first transmission shafts 124 and two second transmission shafts 125 so that the vehicle body is respectively connected to the first control arm 121 and the second control arm 122. In some embodiments, the first transmission shaft 124 and the second transmission shaft 125 are rubber bushings, and the second control arm 122 and the reducer 132 are also hinged in the form of rubber bushings. In some embodiments, the first control arm 121 and the steering knuckle 14 are connected in a ball joint with a ball stud.

[0059] In some embodiments, the second end of the shock absorber 123 is at least partially located between the two second transmission shafts 125, so that the shock absorber 123 is located in a groove-shaped space defined by the first control arm 121, the second control arm 122 and the steering knuckle 14, and does not protrude from the second control arm 122, thereby facilitating the miniaturization design of the corner module 10.

[0060] Refer to Figure 1, and refer to Figures 4, 5 and Figure 6 As shown, the corner module 10 also includes a hub motor 15 and a brake member disposed on the wheel 11. The hub motor 15 is used to drive the wheel 11 to rotate, and the brake member is used to brake the wheel 11. The hub motor 15 is directly disposed on the wheel 11, and no additional drive is required to drive the wheel 11 to move, which facilitates the miniaturization design of the corner module 10. In some embodiments, the hub motor 15 uses a 72V hub motor 15, and the 72V hub motor 15 technology is mature and can be mass-produced, thereby facilitating the quantization of the corner module 10 of the present application.

[0061] In some embodiments, as shown in FIG. 4 , the brake member includes an electromagnetic brake 16 disposed in the wheel hub motor 15, or the electromagnetic brake 16 is integrated in the wheel hub motor 15 to achieve its braking function. The electromagnetic brake 16 is configured to release the wheel hub motor 15 when powered on, so that the wheel hub motor 15 drives normally, the wheel 11 moves normally, and the vehicle travels normally. When the electromagnetic brake 16 is powered off, the wheel hub motor 15 is locked to achieve parking braking. The driving brake can be achieved by applying a reverse torque to the wheel hub motor 15 for braking. The use of the electromagnetic brake 16 integrated in the wheel hub motor 15 can reduce the lateral size of the wheel 11, thereby reducing the width of the vehicle and further achieving a miniaturized design.

[0062] It can be understood that the electromagnetic brake 16 includes a first end and a second end, the first end is connected to the shell of the hub motor 15, and the second end is connected to the output end of the hub motor 15. When the electromagnetic brake 16 is powered on, the first end and the second end are loosened from each other, so that the output end of the hub motor 15 can normally drive the wheel 11 to rotate. When the electromagnetic brake 16 is powered off, the first end and the second end are locked to each other, so that the output end of the hub motor 15 and the shell are locked, or the output end drive of the hub motor 15 is limited, thereby achieving braking.

[0063] In some embodiments, referring to FIG. 5 and Figure 6 As shown, the brake member includes an electronic caliper brake 17, and a brake disc 18 is provided on the side of the wheel 11 close to the electronic caliper brake 17. The electronic caliper brake 17 is provided on the steering knuckle 14 and is configured to be able to clamp the brake disc 18 to brake the wheel 11. When the brake member adopts the electronic caliper brake 17, the driving brake is applied by the wheel hub motor 15 to apply reverse torque and the electronic caliper brake 17 to form the brake, and the parking brake is braked by the electronic caliper brake 17.

[0064] It can be understood that in some embodiments, the corner module 10 also includes a controller, such as a chassis CCU controller, which is electrically connected to the wheel hub motor 15 and the brake member through the controller, so that when braking is required, the wheel hub motor 15 and the brake member are controlled to brake to achieve parking.

[0065] The present application also provides a vehicle, including the above-mentioned corner module 10 and a vehicle body, wherein a plurality of corner modules 10 are provided, and are respectively provided on both sides of the vehicle body. The vehicle using the corner module 10 of the present application can be provided with a lower chassis, and the vehicle width of a vehicle with a load capacity of less than or equal to one ton can be reduced by 800mm, and the width of a vehicle with a load capacity of 1-2 tons can be reduced by 1200mm. When the mass of the vehicle itself increases to 1-2 tons, an additional braking system can be added, and at this time the width of the vehicle is approximately increased by 1200mm.

[0066] The corner module 10 and the vehicle of the present application can improve the supporting stiffness and durability while reducing the volume and weight. The corner module 10 installed on the vehicle can relatively reduce the height and flatness of the vehicle chassis, allowing the chassis to be installed flatly, and is suitable for low-chassis vehicles, thereby improving the versatility of the corner module 10, reducing the steering torque, and increasing the service life of the transmission mechanism, and can be put into mass production.

[0067] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0068] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be construed as limiting the scope of the patent application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent application shall be subject to the attached claims.

Claims

1. A corner module, characterized in that: The corner module comprises: wheel; A steering drive assembly, arranged at one side of the wheel axis direction, and comprising a driving member and a reducer, wherein the driving member is extended along the wheel axis direction, the reducer is extended along a first direction, and is connected to the wheel and the driving member respectively, and the driving member is used to drive the wheel to rotate around an axis parallel to the first direction by means of the reducer, so as to drive the wheel to steer through the reducer; Wherein, the first direction is parallel to the gravity direction of the wheel.

2. The corner module according to claim 1, characterized in that The corner module includes a steering knuckle connected to the wheel, and the output end of the reducer is drivingly connected to the steering knuckle to drive the wheel to turn through the steering knuckle; A dimension of the steering knuckle along the first direction is smaller than a dimension of the wheel along the first direction.

3. The corner module according to claim 2, characterized in that The corner module includes a control arm assembly, the control arm assembly including a first control arm and a second control arm spaced apart along the first direction; One end of the first control arm is connected to the vehicle body, and the other end is hinged to the steering knuckle, so that the steering knuckle can rotate relative to the first control arm around an axis parallel to the first direction; One end of the second control arm is connected to the reducer so as to be rotatable about a second direction, and the other end is connected to the vehicle body; The first direction and the second direction intersect each other.

4. The corner module according to claim 3, characterized in that The steering knuckle comprises a main body, and a first connecting portion and a second connecting portion spaced apart from the main body along the first direction, wherein the first connecting portion and the second connecting portion are both extended along the axis direction of the wheel; The main body is connected to the wheel, the first connecting portion is hinged to the first control arm, and the second connecting portion is connected to the reducer.

5. The corner module according to claim 3, characterized in that: The control arm assembly further includes a shock absorber, a first end of which is hinged to the first control arm so that the shock absorber can rotate relative to the first control arm around an axis parallel to the second direction; The second end of the shock absorber is hinged to the vehicle body so that the shock absorber can rotate relative to the vehicle body around an axis parallel to the second direction.

6. The corner module according to claim 5, characterized in that The control arm assembly further includes a first transmission shaft and two second transmission shafts, wherein the first transmission shaft is connected between the first control arm and the vehicle body, and the second transmission shaft is connected between the second control arm and the vehicle body, so that the first control arm and the second control arm can both rotate relative to the vehicle body around an axis parallel to the second direction; The second end of the shock absorber is at least partially located between the two second transmission shafts.

7. The corner module according to claim 2, characterized in that The corner module further comprises a hub motor and a brake member provided on the wheel, wherein the hub motor is used to drive the wheel to rotate; The brake member is used for braking the wheels.

8. The corner module according to claim 7, characterized in that The brake member comprises an electromagnetic brake arranged in the wheel hub motor, and the electromagnetic brake is configured to release the wheel hub motor when power is on and lock the wheel hub motor when power is off.

9. The corner module according to claim 7, characterized in that: The brake member comprises an electronic caliper brake, and a brake disc is provided on a side of the wheel close to the electronic caliper brake; The electronic caliper brake is provided at the steering knuckle and is configured to clamp the brake disc to brake the wheel.

10. A vehicle, characterized in that: Comprising a corner module as described in any one of claims 1-9.

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