A vehicle corner module and vehicle

Abstract

The application relates to the technical field of automobile chassis, in particular to a vehicle corner module and a vehicle. The application provides a vehicle corner module, which comprises a wheel assembly, a hub motor arranged in the wheel assembly, a steering assembly, a damping unit arranged in a steering column of the steering assembly, a fork arm assembly connected between the wheel assembly and the steering column, and a steering driving mechanism in transmission connection with the steering column and configured to drive the steering column to rotate around the axial direction of the steering column. The steering column is movable along the axial direction of the steering column relative to the steering driving mechanism. The damping unit is in abutment with the steering driving mechanism and is compressed or rebounded along with the movement of the steering column. The application solves the problems of complex structure and many parts in the prior art.

Description

Technical Field

[0001] This application relates to the field of automotive chassis technology, and more specifically to a vehicle corner module and a vehicle. Background Technology

[0002] The automotive corner module is a highly integrated chassis technology that integrates the four major systems around the wheels—drive, steering, braking, and suspension—into an independent unit, achieving precise control of vehicle movement through drive-by-wire technology.

[0003] The core directions of existing corner module technology are structural integration, drive-by-wire, and multi-functionality. A typical solution integrates the drive, steering, suspension, and braking systems into a modular assembly by eliminating traditional mechanical structures such as drive shafts and steering tie rods.

[0004] However, existing vehicle corner module technology still faces challenges such as complex structure and numerous parts. Utility Model Content

[0005] This application provides a vehicle corner module and a vehicle to solve the technical problems that existing vehicle corner module technologies still face, such as complex structure and numerous parts.

[0006] In a first aspect, this application provides a vehicle corner module, which includes a wheel assembly, a steering assembly, a wishbone assembly, and a steering drive mechanism. The wheel assembly includes a hub motor; the steering assembly includes a steering column and a damping unit, the damping unit being disposed on the steering column; the wishbone assembly is connected between the wheel assembly and the steering column; the steering drive mechanism is drively connected to the steering column and configured to drive the steering column to rotate axially about the steering column. The steering column is movable axially relative to the steering drive mechanism; the damping unit abuts against the steering drive mechanism, and the damping unit compresses or rebounds as the steering column moves.

[0007] This design reduces the number of parts, simplifies the structure, and increases the steering angle.

[0008] As an alternative implementation, the steering column surface of the vehicle corner module has a protrusion surrounding its circumference, a damping unit is fitted onto the steering column, and the two ends of the damping unit abut against the protrusion and the steering drive mechanism, respectively.

[0009] This configuration improves the system's reliability and durability.

[0010] As an optional implementation, the vehicle corner module also includes an auxiliary shock absorber connected between the steering column and the wishbone assembly.

[0011] This configuration improves tire grip and handling stability while reducing tire wear and energy loss.

[0012] As an alternative implementation, the auxiliary shock absorber of the vehicle corner module is tilted relative to the vertical direction.

[0013] This design effectively absorbs multi-directional impacts during steering and rollover, while making full use of the internal space of the corner module and avoiding interference with other components.

[0014] As an optional implementation, the fork arm assembly of the vehicle corner module includes an upper fork arm and a lower fork arm; the steering column is vertically arranged and located on the side of the wheel assembly; the two ends of the upper fork arm are respectively connected to the steering column and the stator of the wheel hub motor, and the two ends of the lower fork arm are respectively connected to the steering column and the stator of the wheel hub motor.

[0015] The upper fork arm is located above the lower fork arm. The upper end of the auxiliary shock absorber is connected to the protrusion, and the lower end of the auxiliary shock absorber is connected to the lower fork arm.

[0016] This configuration optimizes wheel alignment parameters to improve ground contact performance, effectively reduces unsprung mass by using the stator as a suspension fixing point, and features a simple, reliable, and highly integrated overall structure.

[0017] As an optional implementation, the steering drive mechanism includes a housing, a drive unit, a transmission gear set, and a steering sleeve, all of which are disposed within the housing; one end of the transmission chain of the transmission gear set is connected to the output end of the drive unit, and the other end of the transmission chain of the transmission gear set meshes with the steering sleeve.

[0018] One end of the steering column passes through the steering gear sleeve; the steering column and the steering gear sleeve are splinedly connected, and there is a gap between the steering column and the steering gear sleeve.

[0019] This design enhances dust and water resistance and environmental adaptability, decouples steering and suspension functions, and ensures the system's stability, accuracy, and durability under complex operating conditions.

[0020] As an alternative implementation, the vehicle corner module also includes a damper disposed within the housing and abutting against the end of the steering column.

[0021] This design effectively suppresses vibrations and rebounds caused by suspension bounces, prevents impacts from being directly transmitted to the transmission gear set and drive unit inside the housing, improves driving comfort and steering stability, and has a compact structure that does not increase external space occupation.

[0022] As an optional implementation, the vehicle angle module also includes a steering locking mechanism, which includes a locking disc and a locking device. The locking disc is connected to one end of the steering column inserted into the housing, and the locking device is disposed within the housing. The locking device can be locked to the locking disc to fix the rotation angle of the steering column relative to the steering drive mechanism.

[0023] This configuration not only improves steering stability and safety under highly dynamic operating conditions, but also reduces the continuous load and energy consumption of the drive motor.

[0024] As an alternative implementation, the vehicle corner module also includes a braking mechanism located on the side of the wheel assembly facing the steering column.

[0025] The braking mechanism includes a brake disc and an electric brake. The brake disc is connected to the rotor of the hub motor, and the electric brake is connected to the stator of the hub motor. The electric brake can engage with the brake disc to achieve braking of the wheel assembly.

[0026] This configuration integrates the brake disc with the hub motor rotor and fixes the electric brake on the stator side, achieving a highly compact and lightweight braking system that effectively reduces unsprung mass and supports fast-response brake-by-wire and energy recovery. At the same time, this layout facilitates brake redundancy in conjunction with the hub motor, improving system safety and reliability.

[0027] On the other hand, this application also provides a vehicle whose wheels employ vehicle corner modules as described in any of the above optional embodiments, and each vehicle corner module can be independently controlled. As the smallest functional unit of the chassis system, this vehicle corner module integrates four core subsystems: drive, steering, braking, and suspension. It directly replaces components such as steering knuckles, shock absorbers, brake calipers, and drive shafts that are dispersed in traditional chassis, achieving a high degree of modularity and drive-by-wire control of the chassis architecture.

[0028] In the vehicle of this application, each of the four wheels is equipped with an independent corner module, and the corner modules are controlled collaboratively by the chassis domain controller.

[0029] This configuration enhances mobility, space utilization, and intelligence, thereby supporting a variety of advanced motion modes.

[0030] This application provides a vehicle corner module and a vehicle to solve the technical problems that existing vehicle corner module technologies still face, such as complex structure and numerous parts.

[0031] In a first aspect, this application provides a vehicle corner module, which includes a wheel assembly, a steering assembly, a wishbone assembly, and a steering drive mechanism. The wheel assembly includes a hub motor; the steering assembly includes a steering column and a damping unit, the damping unit being disposed on the steering column; the wishbone assembly is connected between the wheel assembly and the steering column; the steering drive mechanism is drively connected to the steering column and configured to drive the steering column to rotate axially about the steering column. The steering column is movable axially relative to the steering drive mechanism; the damping unit abuts against the steering drive mechanism, and the damping unit compresses or rebounds as the steering column moves.

[0032] On the other hand, this application also provides a vehicle that includes the vehicle corner module as described in any of the above optional embodiments.

[0033] This solves the problem that existing vehicle corner module technology still faces, which is characterized by complex structure and numerous parts.

[0034] In addition to the technical problems solved by the embodiments of this application, the technical features constituting the technical solutions, and the beneficial effects brought about by the technical features of these technical solutions described above, other technical problems that the cleaning equipment provided by this application can solve, other technical features included in the technical solutions, and the beneficial effects brought about by these technical features will be further described in detail in the specific embodiments. Attached Figure Description

[0035] The accompanying drawings, which are provided to further illustrate this application and form part of this application, illustrate exemplary embodiments of this application and are used to explain this application, but do not constitute an undue limitation of this application.

[0036] Figure 1 This is a schematic diagram of a hub motor corner module structure according to an embodiment of this application.

[0037] The components in the attached diagram are labeled as follows:

[0038] 1. Transmission gear set; 2. Steering drive unit; 3. Steering drive mechanism; 4. Steering lock disc; 5. Damper; 6. Steering lock; 7. Steering sleeve; 8. Shock absorber unit; 9. Steering column; 10. Auxiliary shock absorber; 11. Lower wishbone; 12. Brake disc; 13. Electric brake; 14. Wheel; 15. Upper wishbone. Detailed Implementation

[0039] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, an indirect connection through an intermediate medium, or the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0040] In the description of this application, it should be understood that the terms "upper", "lower", "front", "back", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0041] The terms "first," "second," and "third" (if any) in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a particular order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein.

[0042] Furthermore, the terms “comprising” and “having”, and any variations thereof, are intended to cover non-exclusive inclusion, such as a process, method, system, product, or maintenance tool that includes a series of steps or units, not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or maintenance tool.

[0043] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0044] It should be noted that if the embodiments of this application involve descriptions such as "first" and "second," such descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" and "second" may explicitly or implicitly include at least one of those features.

[0045] First, let me explain the terms used in this application:

[0046] Angular module: refers to a modular chassis device that integrates drive, steering, braking and suspension functions into the wheel unit.

[0047] Shock-absorbing springs: elastic elements used to absorb vibration energy.

[0048] Damper: A device that generates damping force through a damping medium (such as hydraulic oil or magnetorheological fluid).

[0049] Steering sleeve: refers to a sliding connection component that works with the steering column to transmit torque.

[0050] Spline: refers to the mating structure of keyways and key teeth machined on the surface of shafts and sleeves.

[0051] Dust cover: refers to an elastic protective cover used to isolate external dust.

[0052] EMB (Electro-Mechanical Brake) disc: This refers to the rotating friction component used in an electromechanical braking system. It is usually mounted on the wheel hub and rotates with the wheel. When the EMB system is working, the EMB caliper clamps the brake disc via a motor drive, using friction to convert the vehicle's kinetic energy into heat energy, thereby achieving deceleration or stopping.

[0053] EMB calipers: refer to electromechanical brake calipers that are driven by a motor, do not require hydraulic media, and directly clamp the EMB brake disc to generate braking force.

[0054] The automotive corner module is a highly integrated chassis technology that integrates the four major systems around the wheels—drive, steering, braking, and suspension—into an independent unit, achieving precise control of vehicle movement through drive-by-wire technology.

[0055] The core directions of existing corner module technology are structural integration, drive-by-wire, and multi-functionality. A typical solution integrates the drive, steering, suspension, and braking systems into a modular assembly by eliminating traditional mechanical structures such as drive shafts and steering tie rods.

[0056] However, existing vehicle corner module technology still faces challenges such as complex structure and numerous parts.

[0057] To address the aforementioned issues, this embodiment provides a vehicle corner module and a vehicle. The core technical concept is to achieve a comprehensive improvement in the corner module's lightweight design, steering performance, shock absorption capacity, and braking safety through the synergistic optimization of structural functional integration design and redundant safety mechanisms. Specifically, by integrating the steering column and shock absorber functions, the traditional steering arm and mechanical transmission structure are eliminated. A steering locking mechanism is used to fix the wheel angle. Simultaneously, a dual redundancy backup design of the wheel hub motor and EMB system constructs a technical closed loop of "mechanical simplification - functional enhancement - safety redundancy." This concept, centered on "modular integration," solves the problems of complex structures and numerous parts in existing technologies through the structural reorganization and collaborative control of functional components.

[0058] Figure 1 This is a schematic diagram of a hub motor corner module structure according to an embodiment of this application;

[0059] See Figure 1As shown, this application provides a vehicle corner module, which includes a wheel assembly, a steering assembly, a wishbone assembly, and a steering drive mechanism 3. The wheel assembly includes a hub motor; the steering assembly includes a steering column 9 and a damping unit 8, with the damping unit 8 disposed on the steering column 9; the wishbone assembly connects the wheel assembly and the steering column 9; the steering drive mechanism 3 is drively connected to the steering column 9 and is configured to drive the steering column 9 to rotate about its axial direction. The steering column 9 is movable relative to the steering drive mechanism 3 along its axial direction; the damping unit 8 abuts against the steering drive mechanism 3, and compresses or rebounds as the steering column 9 moves.

[0060] It should be noted that the integrated design of the steering column 9 and the shock absorber unit 8 reduces redundant components, effectively reduces unsprung mass, and significantly reduces lateral space, avoiding interference between the suspension mechanism and the steering mechanism, and improving the steering angle.

[0061] As an alternative implementation, the steering column 9 of the vehicle corner module has a protrusion around its circumference, the damping unit 8 is sleeved on the steering column, and the two ends of the damping unit 8 abut against the protrusion and the steering drive mechanism 3 respectively.

[0062] It is understandable that by axially limiting the damping unit 8 through the protrusion, the damping unit 8 forms a stable buffer path between the steering column 9 and the steering drive mechanism 3, effectively absorbing road impacts and isolating the transmission of vibration to the steering drive mechanism 3, thereby improving the system reliability and durability.

[0063] As an optional implementation, the vehicle corner module also includes an auxiliary shock absorber 10 connected between the steering column and the wishbone assembly.

[0064] It should be noted that the optimized contact patch state of the wheel 14 is achieved through the coordinated design of the double wishbone suspension and the auxiliary shock absorber 10. The double wishbone structure keeps the wheel 14 positioning parameters stable, and the auxiliary shock absorber 10 suppresses high-frequency vibrations, thereby improving tire grip and handling stability under complex road conditions (such as high-speed curves and gravel roads), while reducing tire wear and energy loss.

[0065] As an alternative implementation, the auxiliary shock absorber 10 of the vehicle corner module is tilted relative to the vertical direction.

[0066] It should be noted that this configuration allows the auxiliary shock absorber 10 to respond to combined vertical and lateral vibrations simultaneously during vehicle operation, effectively absorbing multi-directional impacts under steering and roll conditions; at the same time, it works in conjunction with the shock absorber unit 8 to form a graded damping mechanism, taking into account both comfort and handling stability, and making full use of the internal space of the corner module to avoid interference with other components.

[0067] It should be noted that the shock absorber unit 8 focuses on "low-frequency large impacts" (such as going over speed bumps or potholes), using softer damping to absorb impact energy and prevent the vehicle body from shaking violently; the auxiliary shock absorber 10 focuses on "high-frequency small vibrations" (such as road gravel or joints), using harder damping to filter out minor bumps and prevent excessive shaking of the vehicle body.

[0068] As an optional implementation, the fork arm assembly of the vehicle corner module includes an upper fork arm 15 and a lower fork arm 11; the steering column 9 is vertically arranged and located on the side of the wheel assembly; the two ends of the upper fork arm are respectively connected to the steering column 9 and the stator of the wheel hub motor, and the two ends of the lower fork arm 11 are respectively connected to the steering column 9 and the stator of the wheel hub motor.

[0069] The upper fork arm 15 is located above the lower fork arm 11. The upper end of the auxiliary shock absorber 10 is connected to the protrusion, and the lower end of the auxiliary shock absorber 10 is connected to the lower fork arm 11.

[0070] Understandably, by directly connecting the steering column 9 to the hub motor stator through the upper wishbone 15 and the lower wishbone 11, a double wishbone independent suspension structure is formed. This can optimize wheel alignment parameters to improve ground contact performance and effectively reduce unsprung mass by using the stator as a suspension fixing point. At the same time, the steering column 9 obtains stable support at both the upper and lower points, which is conducive to achieving large-angle steering. The connection method of the auxiliary shock absorber 10 takes into account both vibration reduction efficiency and space compactness. The overall structure is simple, reliable, and highly integrated.

[0071] As an optional implementation, the steering drive mechanism includes a housing, a steering drive unit 2, a transmission gear set 1, and a steering sleeve 7. The steering drive unit 2, the transmission gear set 1, and the steering sleeve 7 are all disposed within the housing. One end of the transmission chain of the transmission gear set 1 is connected to the output end of the steering drive unit 2, and the other end of the transmission chain of the transmission gear set 1 meshes with the steering sleeve 7.

[0072] One end of the steering column 9 passes through the steering sleeve 7; the steering column 9 and the steering sleeve 7 are splinedly connected, and there is a gap between the steering column 9 and the steering sleeve 7.

[0073] Understandably, the steering drive mechanism 3 is completely sealed inside the housing to improve dust and water resistance and environmental adaptability; the steering column 9 and the steering sleeve 7 are connected by a spline with clearance, which allows the steering column 9 to move freely along the axis to adapt to suspension bounce while reliably transmitting steering torque, thereby decoupling the steering and suspension functions and ensuring the stability, accuracy and durability of the system under complex working conditions.

[0074] It should be noted that the steering column torque output end has a dust cover to ensure sealing and reduce daily maintenance.

[0075] As an optional implementation, the vehicle corner module also includes a damper 5, which is disposed within the housing and abuts against the end of the steering column 9.

[0076] Understandably, the damper 5 can apply damping force to the axial movement of the steering column 9, effectively suppressing the vibration and rebound caused by suspension bounce, and preventing the impact from being directly transmitted to the transmission gear set and drive unit inside the housing; at the same time, it works in conjunction with the main shock absorber unit to improve driving comfort and steering stability, and the structure is compact and does not increase the external space occupation.

[0077] As an optional implementation, the vehicle angle module also includes a steering locking mechanism, which includes a steering locking disc 4 and a steering locker 6. The steering locking disc 4 is connected to one end of the steering column 9 that is inserted into the housing, and the steering locker 6 is disposed in the housing. The steering locker 6 can be locked to the steering locking disc 4 to fix the rotation angle of the steering column 9 relative to the steering drive mechanism 3.

[0078] It should be noted that after the target turning angle is reached, the steering column 9 is rigidly fixed relative to the steering drive mechanism 3 by the mechanical engagement of the steering lock 6 and the steering lock disc 4, which effectively prevents the turning angle drift caused by road impact. This not only improves the steering stability and safety under high dynamic conditions, but also reduces the continuous load and energy consumption of the steering drive motor, and provides passive safety redundancy when the control system fails.

[0079] As an optional implementation, the vehicle corner module also includes a braking mechanism located on the side of the wheel assembly facing the steering column 9. As an optional implementation, the vehicle corner module also includes a braking mechanism located on the side of the wheel assembly facing the steering column.

[0080] The braking mechanism includes a brake disc 12 and an electric brake 13. The brake disc 12 is connected to the rotor of the hub motor, and the electric brake 13 is connected to the stator of the hub motor. The electric brake 13 can be engaged with the brake disc 12 to achieve braking of the wheel assembly.

[0081] Understandably, integrating the brake disc 12 with the hub motor rotor and fixing the electric brake 13 to the stator side not only achieves a highly compact and lightweight braking system, effectively reducing unsprung mass, but also supports fast-response brake-by-wire and energy recovery. At the same time, this layout facilitates brake redundancy in coordination with the hub motor, improving system safety and reliability.

[0082] For example, the brake disc 12 can be an EMB brake disc, and the electric brake 13 can be an EMB caliper. The EMB brake disc is connected to the rotor of the hub motor, and the EMB caliper is connected to the stator of the hub motor. The EMB caliper engages with the EMB brake disc to achieve braking of the wheel assembly.

[0083] On the other hand, this application also provides a vehicle that employs the vehicle corner modules described in any of the above optional embodiments, and each of the vehicle corner modules can be controlled independently. As the smallest functional unit of the chassis system, the vehicle corner module integrates four core subsystems: drive, steering, braking, and suspension. It directly replaces components such as steering knuckles, shock absorbers, brake calipers, and drive shafts that are dispersed in traditional chassis, achieving a high degree of modularity and drive-by-wire control of the chassis architecture.

[0084] In the vehicle of this application, each of the four wheels 14 is equipped with an independent corner module, and each corner module is controlled collaboratively by a chassis domain controller.

[0085] Understandably, each corner module has independent driving, steering and braking capabilities, and the whole vehicle can achieve XYZ three-axis full-degree-of-freedom motion control, which significantly improves maneuverability, space utilization and intelligence level, thereby supporting a variety of advanced motion modes, including but not limited to: four-wheel same-direction driving, four-wheel opposite-direction rotation and four-wheel lateral deflection.

[0086] It should be noted that, firstly, users can select modes such as crab mode, tank turn, and four-wheel independent steering according to the scenario. The vehicle perception system will automatically identify whether the current scenario is applicable. If it is not applicable, it will prompt the user that the function is unavailable. If the site is applicable, the system will calculate the target turning angle and wheel turning angle according to different modes. When the output turning angle deviation is within a reasonable range, the locking mechanism will lock the steering column to ensure stable output of wheel turning angle until the mode is exited, the locking mechanism is released, and the process ends.

[0087] It should be noted that the technical challenge lies in the fact that EMB (Electronic Braking System) in traditional automobiles cannot provide braking redundancy safety. This application solves this problem perfectly by achieving dual redundancy backup through the wheel hub motor corner module. When the EMB function fails, the wheel hub motor torque is dynamically adjusted and the slip ratio is controlled to achieve wheel hub motor braking as the first layer of redundant braking backup. When the wheel hub motor function fails, the system can automatically adjust the corner module to an "inward" position and maintain it, reducing the vehicle speed and achieving the second set of redundant braking backup.

[0088] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A vehicle corner module, characterized in that, The vehicle corner module includes: A wheel assembly, wherein a hub motor is provided in the wheel assembly; A steering assembly, the steering assembly including a steering column and a damping unit, the damping unit being disposed on the steering column; A wishbone assembly, the wishbone assembly being connected between the wheel assembly and the steering column; A steering drive mechanism, which is drively connected to the steering column and configured to drive the steering column to rotate about the axial direction of the steering column; The steering column is movable relative to the steering drive mechanism along the axial direction of the steering column; the damping unit abuts against the steering drive mechanism, and the damping unit compresses or rebounds as the steering column moves.

2. The vehicle corner module according to claim 1, characterized in that, The surface of the steering column has a circumferential protrusion, the damping unit is sleeved on the steering column, and the two ends of the damping unit abut against the protrusion and the steering drive mechanism, respectively.

3. The vehicle corner module according to claim 2, characterized in that, The vehicle corner module also includes an auxiliary shock absorber connected between the steering column and the wishbone assembly.

4. The vehicle corner module according to claim 3, characterized in that, The auxiliary shock absorber is set at an angle relative to the vertical direction.

5. The vehicle corner module according to claim 3, characterized in that, The fork arm assembly includes an upper fork arm and a lower fork arm; the steering column is vertically arranged and located to the side of the wheel assembly; the two ends of the upper fork arm are respectively connected to the steering column and the stator of the hub motor, and the two ends of the lower fork arm are respectively connected to the steering column and the stator of the hub motor. The upper fork arm is located above the lower fork arm, the upper end of the auxiliary shock absorber is connected to the protrusion, and the lower end of the auxiliary shock absorber is connected to the lower fork arm.

6. The vehicle corner module according to any one of claims 1-5, characterized in that, The steering drive mechanism includes a housing, a drive unit, a transmission gear set, and a steering sleeve. The drive unit, the transmission gear set, and the steering sleeve are all disposed within the housing. One end of the transmission chain of the transmission gear set is connected to the output end of the drive unit, and the other end of the transmission chain of the transmission gear set meshes with the steering sleeve. One end of the steering column passes through the steering gear sleeve; the steering column and the steering gear sleeve are splinedly connected, and there is a gap between the steering column and the steering gear sleeve.

7. The vehicle corner module according to claim 6, characterized in that, The vehicle corner module also includes a damper, which is disposed within the housing and abuts against the end of the steering column.

8. The vehicle corner module according to claim 6, characterized in that, The vehicle angle module also includes a steering locking mechanism, which includes a locking disc and a locking device. The locking disc is connected to one end of the steering column that is inserted into the housing, and the locking device is disposed inside the housing. The locking device can be locked to the locking disc to fix the rotation angle of the steering column relative to the steering drive mechanism.

9. The vehicle corner module according to any one of claims 1-5, characterized in that, The vehicle corner module also includes a braking mechanism located on the side of the wheel assembly facing the steering column; The braking mechanism includes a brake disc and an electric brake. The brake disc is connected to the rotor of the hub motor, and the electric brake is connected to the stator of the hub motor. The electric brake can engage with the brake disc to achieve braking of the wheel assembly.

10. A vehicle, characterized in that, Each wheel of the vehicle employs a vehicle corner module as described in any one of claims 1-9, and each vehicle corner module can be controlled independently.

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