CN117622303A - Single trailing arm suspension, corner module structure and vehicle - Google Patents

Abstract

The invention relates to the technical field of vehicle engineering, and particularly discloses a single-trailing arm suspension, an angle module structure and a vehicle, wherein the single-trailing arm suspension comprises a trailing arm speed reduction assembly and a knuckle; the inside of the trailing arm speed reducing assembly is provided with a speed reducing mechanism, an output shaft of the speed reducing mechanism is rotationally connected with the trailing arm speed reducing assembly, an axis extension line of the output shaft of the speed reducing mechanism is perpendicular to the ground, one end of the steering knuckle is fixedly connected with the output shaft of the speed reducing mechanism, and the other end of the steering knuckle is fixedly connected with the wheel assembly. The reduction mechanism is arranged in the trailing arm reduction assembly to drive the steering knuckle to rotate so as to drive the wheel assembly to steer, so that the decoupling of the suspension and steering is realized, and meanwhile, the wheel assembly always follows the ZX plane of the frame when jumping, so that the projected corner of the wheel assembly on the XY plane of the frame is consistent with the target corner in the steering process, and the steering precision is ensured.

Description

Single trailing arm suspension, corner module structure and vehicle

Technical field

The invention relates to the technical field of vehicle engineering, and in particular to a single trailing arm suspension, an angle module structure and a vehicle.

Background technique

A corner module refers to an integrated module assembly that integrates driving functions, braking functions, suspension functions, and steering functions. This module assembly is located at each wheel end corner of the vehicle and is called a corner module. Using four-wheel steering, it can realize the driving functions of lateral, diagonal and in-situ steering, improving the vehicle's maneuverability and flexibility. It adopts distributed drive form, multi-wheel drive is redundant to each other and has high safety. The transmission chain is short, the efficiency is high, and the response is fast, which is beneficial to improving economy. The power, transmission and braking systems are highly integrated, eliminating the steering gear and steering rod, improving the chassis layout space.

In existing technical solutions, the structural components of the suspension subsystem are often used to participate in steering. That is, the suspension subsystem and the steering subsystem are not decoupled. There are problems such as excessive steering envelope, large space occupation, and difficult layout. When the vehicle is driving on an undulating road, the wheels swing with the swing arm, thereby changing the angle with the ZX plane of the vehicle, resulting in the problem that the actual rotation angle projected by the wheels on the XY plane is inconsistent with the target rotation angle during steering. This affects the accuracy of the vehicle's target turning angle.

Contents of the invention

The object of the present invention is to provide a single trailing arm suspension, an angle module structure and a vehicle to solve the problem that the existing device occupies too much internal space of the cargo box.

The invention provides a single trailing arm suspension, which includes a trailing arm deceleration assembly and a steering knuckle. The trailing arm deceleration assembly is connected to the frame through a shock absorber assembly. The axis extension line of the shock absorber assembly is connected to the ZX plane of the frame. Parallel; a deceleration mechanism is provided inside the longitudinal arm deceleration assembly. The output shaft of the deceleration mechanism is rotationally connected to the longitudinal arm deceleration assembly. The axis extension line of the output shaft of the deceleration mechanism is perpendicular to the ground. One end of the steering knuckle is fixed to the output shaft of the deceleration mechanism. connection, the other end of the steering knuckle is fixedly connected to the wheel assembly.

As the preferred technical solution for single trailing arm suspension, the trailing arm deceleration assembly includes an upper housing and a lower housing. The upper housing and the lower housing together form a deceleration space. The deceleration mechanism is arranged in the deceleration space. The output shaft of the deceleration mechanism Extend the lower housing and be firmly connected to the steering knuckle.

As the preferred technical solution for a single trailing arm suspension, the reduction mechanism includes a driving gear, an intermediate gear and a driven gear. The driving gear and the intermediate gear are fixedly sleeved on the same shaft. The driven gear meshes with the intermediate gear. The driven gear and the intermediate gear mesh. The transmission ratio of the intermediate gear is greater than 1, and the driven gear can drive the output shaft to rotate.

As a preferred technical solution of the single trailing arm suspension, the reduction mechanism also includes a first reduction shaft and a second reduction shaft. The upper housing and the lower housing are each provided with a first axis seat and a second axis seat oppositely. The first reduction shaft The two ends of the second reduction shaft are set between the two first axle seats through two first bearings, the two ends of the second reduction shaft are set between the two second axle seats through two second bearings, and the driving gear and the intermediate gear are fixed The output shaft is sleeved on one of the first reduction shaft and the second reduction shaft, the driven gear is fixedly sleeved on the other of the first reduction shaft and the second reduction shaft, and the output shaft is connected to the third gear provided with the driven gear. The first reduction shaft or the second reduction shaft is fixedly connected.

As a preferred technical solution for a single trailing arm suspension, the trailing arm deceleration assembly is also provided with a trailing arm connection part. The trailing arm connection part extends along the X direction of the frame. The end of the trailing arm connection part is fixedly connected with a copper sleeve. The axis extension line of the sleeve is perpendicular to the ZX plane of the frame, and the copper sleeve is rotationally connected to the frame.

The invention provides an angle module structure, which includes a reduction motor assembly and a single trailing arm suspension of any of the above solutions. The reduction motor assembly is connected to the trailing arm reduction assembly of the single trailing arm suspension. The reduction motor assembly is used for driving. The reduction mechanism operates.

As a preferred technical solution for the angle module structure, the wheel assembly includes a wheel, a hub motor and a fixed shaft. The hub motor is connected to the wheel and used to drive the wheel to rotate. The fixed shaft is connected to the wheel. The wheel assembly can rotate around the axis of the fixed shaft.

As a preferred technical solution of the corner module structure, it also includes a brake assembly, which is connected to the wheel assembly and is used to brake the wheel assembly.

As a preferred technical solution for the angle module structure, the steering knuckle is provided with a fixed seat and a caliper seat, the fixed shaft is fixedly connected to the fixed seat, and the brake caliper of the brake assembly is fixedly connected to the caliper seat.

The invention provides a vehicle, which includes a vehicle frame and the angle module structure of the above solution. The trailing arm deceleration assembly of the angle module structure is connected to the vehicle frame.

The beneficial effects of the present invention are:

The invention provides a single trailing arm suspension, which includes a trailing arm deceleration assembly and a steering knuckle. The trailing arm deceleration assembly is connected to the frame through a shock absorber assembly. The axis extension line of the shock absorber assembly is connected to the ZX plane of the frame. Parallel; a deceleration mechanism is provided inside the longitudinal arm deceleration assembly. The output shaft of the deceleration mechanism is rotationally connected to the longitudinal arm deceleration assembly. The axis extension line of the output shaft of the deceleration mechanism is perpendicular to the ground. One end of the steering knuckle is fixed to the output shaft of the deceleration mechanism. connection, the other end of the steering knuckle is fixedly connected to the wheel assembly. A deceleration mechanism is set up in the trailing arm deceleration assembly to drive the steering knuckle to rotate and drive the wheel assembly to steer, thereby decoupling the suspension and steering, thereby reducing the steering motion envelope, saving space and making it easier to arrange. And since the shock absorber assembly is arranged along the ZX plane of the frame, the wheel assembly is always along the ZX plane of the frame when jumping, so that the projection angle of the wheel assembly on the XY plane of the frame during the steering process is consistent with the target angle. , ensuring steering accuracy.

Description of drawings

Figure 1 is a schematic structural diagram of a single trailing arm suspension in an embodiment of the present invention;

Figure 2 is a front view of the single trailing arm suspension in the embodiment of the present invention;

Figure 3 is a side view of the single trailing arm suspension in the embodiment of the present invention;

Figure 4 is a schematic structural diagram of the trailing arm deceleration assembly in the embodiment of the present invention;

Figure 5 is an exploded view of the trailing arm deceleration assembly in the embodiment of the present invention;

Figure 6 is a schematic structural diagram of the upper housing of the trailing arm deceleration assembly in the embodiment of the present invention;

Figure 7 is a schematic structural diagram of the lower housing of the trailing arm deceleration assembly in the embodiment of the present invention;

Figure 8 is a front view of the lower housing of the trailing arm deceleration assembly in the embodiment of the present invention;

Figure 9 is a schematic structural diagram of the steering knuckle in the embodiment of the present invention;

Figure 10 is a schematic structural diagram of the reduction motor assembly in the embodiment of the present invention;

Figure 11 is a schematic structural diagram of the wheel assembly and the brake assembly after assembly in the embodiment of the present invention;

Figure 12 is a schematic structural diagram of the single trailing arm suspension connected to the vehicle frame in the embodiment of the present invention.

In the picture:

100. Frame; 200. Wheel assembly; 210. Fixed shaft; 300. Shock absorber assembly; 400. Brake assembly; 410. Brake caliper; 420. Brake disc; 500. Reduction motor assembly; 510 , steering motor; 520, drive shaft;

1. Upper shell; 11. Through hole; 12. Connection boss;

2. Lower housing; 21. First shaft seat; 22. Second shaft seat; 23. Longitudinal arm connection part; 24. Copper sleeve;

3. Reduction mechanism; 31. First reduction shaft; 311. Driving gear; 312. Key; 313. Intermediate gear; 314. First bearing; 32. Second reduction shaft; 321. Output gear; 322. Second bearing; 33. Flange shaft;

4. Steering knuckle; 41. Flange seat; 42. Fixed seat; 43. Caliper seat.

Detailed ways

The technical solution of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without making creative efforts fall within the scope of protection of the present invention.

In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. The indicated orientation or positional relationship is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description. It does not indicate or imply that the device or element referred to must have a specific orientation or a specific orientation. construction and operation, and therefore should not be construed as limitations of the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Wherein, the terms "first position" and "second position" are two different positions, and the first feature "on", "above" and "above" the second feature include the first feature on the second feature. Directly above and diagonally above, or simply means that the level of the first feature is higher than that of the second feature. “Below”, “under” and “under” the first feature is the second feature includes the first feature being directly below and diagonally below the second feature, or simply means that the first feature is less horizontally than the second feature.

In the description of the present invention, it should be noted that, unless otherwise clearly stated and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense. For example, it can be a fixed connection or a detachable connection. Connection, or integral 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 an internal connection between two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood depending on the specific circumstances.

Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements with the same or similar functions. The embodiments described below with reference to the drawings are exemplary and are only used to explain the present invention and cannot be understood as limiting the present invention.

For explanation purposes, this embodiment will be described with reference to the vehicle coordinate system. The definition of the vehicle coordinate system in the prior art is quoted here: the direction in which the vehicle travels forward and backward is defined as the X-axis direction, the directions on the left and right sides of the vehicle are defined as the Y-axis direction, and the up and down directions of the vehicle are defined as Z-axis direction. In this embodiment, the coordinate system of the vehicle points in the same direction as the coordinate system of the vehicle frame 100 .

As shown in Figures 1 to 9, the present invention provides a single trailing arm suspension, which includes a trailing arm deceleration assembly and a steering knuckle 4. The trailing arm deceleration assembly is connected to the frame 100 through a shock absorber assembly 300. The shock absorber The axis extension line of the assembly 300 is parallel to the ZX plane of the frame 100; a deceleration mechanism 3 is provided inside the longitudinal arm deceleration assembly. The output shaft of the deceleration mechanism 3 is rotationally connected to the longitudinal arm deceleration assembly. The axis of the output shaft of the deceleration mechanism 3 is The extension line is perpendicular to the ground, one end of the steering knuckle 4 is fixedly connected to the output shaft of the reduction mechanism 3, and the other end of the steering knuckle 4 is fixedly connected to the wheel assembly 200. A deceleration mechanism 3 is provided in the trailing arm deceleration assembly to drive the steering knuckle 4 to rotate and drive the wheel assembly 200 to steer, thereby decoupling the suspension and steering, thereby reducing the motion envelope of the steering, saving space and making it easier to arrange. And since the shock absorber assembly 300 is arranged along the ZX plane of the frame 100, the wheel assembly 200 is always along the ZX plane of the frame 100 when jumping, so that the wheel assembly 200 is in the XY plane of the frame 100 during the steering process. The projected rotation angle is consistent with the target rotation angle to ensure steering accuracy.

Further, as shown in Figures 4-8, the trailing arm deceleration assembly includes an upper housing 1 and a lower housing 2. The openings of the upper housing 1 and the lower housing 2 are arranged oppositely, and the upper housing 1 and the lower housing 2 jointly form a deceleration space after being fixedly connected. The deceleration mechanism 3 is arranged in the deceleration space. The output shaft of the deceleration mechanism 3 extends out of the lower housing 2 and is fixedly connected to the steering knuckle 4 . Referring to FIG. 5 , the reduction mechanism 3 includes a driving gear 311 , an intermediate gear 313 and a driven gear. The driving gear 311 and the intermediate gear 313 are fixedly sleeved on the same shaft. The driven gear meshes with the intermediate gear 313 and the transmission ratio between the driven gear and the intermediate gear 313 is greater than 1. The driven gear can drive the output shaft to rotate, thereby driving the steering knuckle 4 to rotate. The output shaft is configured as a flange shaft 33 . One end of the flange shaft 33 is provided with a flange and extends out of the lower housing 2 and is fixedly connected to the steering knuckle 4 . The reduction mechanism 3 also includes a first reduction shaft 31 and a second reduction shaft 32. The upper housing 1 and the lower housing 2 are each provided with a first shaft seat 21 and a second shaft seat 22 opposite to each other. After the upper housing 1 and the lower housing 2 are fixedly installed, the first shaft seat 21 of the upper housing 1 and the first shaft seat 21 of the lower housing 2 are aligned, and the second shaft seat 22 of the upper housing 1 and the lower housing 2 are aligned. The second axis seat 22 of the housing 2 is aligned. Both ends of the first reduction shaft 31 are arranged between the two first shaft seats 21 through two first bearings 314, and both ends of the second reduction shaft 32 are arranged between two second shaft seats through two second bearings 322. between 22. The driving gear 311 and the intermediate gear 313 are fixedly sleeved on one of the first reduction shaft 31 and the second reduction shaft 32 , and the driven gear is fixedly sleeved on the other of the first reduction shaft 31 and the second reduction shaft 32 On the other hand, the flange shaft 33 is fixedly connected to the first reduction shaft 31 or the second reduction shaft 32 provided with the driven gear, thereby achieving reduction in speed and torque increase.

Specifically, in this embodiment, the driving gear 311 and the intermediate gear 313 are fixedly mounted on the first reduction shaft 31 . The driving gear 311 and the first reduction shaft 31 are keyed or integrated, and the intermediate gear 313 and the first reduction shaft 31 are fixedly connected through a key 312 . A driven gear is fixedly mounted on the second reduction shaft 32 . The driven gear is integrated with the second reduction shaft 32 , and the flange shaft 33 is fixedly connected to the second reduction shaft 32 . The second reduction shaft 32 is configured as a hollow shaft, and has protrusions along the radial direction inside it. One of the shaft segments of the flange shaft 33 is provided with a groove that matches the protrusions. In order to prevent the flange shaft 33 from falling off, the shaft section at the upper end of the flange shaft 33 is provided with external threads, and a through hole is provided on the upper housing 1. The upper end of the flange shaft 33 passes through the through hole, and is connected to the flange shaft through the nut. The external thread on the upper end of 33 fits, and the nut contacts the inner ring of the second bearing 322 on the second shaft seat 22 of the upper housing 1 . Therefore, the second reduction shaft 32 can drive the flange shaft 33 to rotate, and then drive the steering knuckle 4 to rotate around the axis of the flange shaft 33, causing the wheel assembly 200 to turn, that is, the steering axis of the wheel assembly 200 is the axis of the flange shaft 33. , the axis of the flange shaft 33 is shown as axis A in Figures 2-3.

Furthermore, as shown in Figures 7-8, the upper housing 1 or the lower housing 2 of the trailing arm deceleration assembly is also provided with a trailing arm connection part 23, and the trailing arm connection part 23 extends along the X direction of the frame 100 , and extends in a direction away from the shock absorber assembly 300 . The longitudinal arm connection part 23 is integrated with the upper shell 1 or the lower shell 2, and its end is fixedly connected with a copper sleeve 24. The axis extension line of the copper sleeve 24 is perpendicular to the ZX plane of the frame 100, and the copper sleeve 24 is connected to the vehicle frame 100. The frame 100 is rotatably connected. By providing the copper sleeve 24, the wear of the trailing arm connecting portion 23 and the vehicle frame 100 during relative rotation is reduced.

Specifically, in this embodiment, the shock absorber assembly 300 is connected to one end of the lower housing 2 , and the trailing arm connection portion 23 is provided at the other end of the lower housing 2 and extends away from the shock absorber assembly 300 . When the wheel jumps, the steering knuckle 4 drives the trailing arm deceleration assembly to move relative to the frame 100, and the direction of movement is always parallel to the ZX plane to avoid changes in the angle between the wheel assembly 200 and the ZX plane. The setting of the trailing arm deceleration assembly in this embodiment not only realizes the function of the suspension, but also integrates the deceleration mechanism 3 inside, making the structure more compact, occupying less space, and making it easier to arrange.

As shown in Figures 1 to 11, the present invention provides an angle module structure, including a reduction motor assembly 500, a wheel assembly 200, a brake assembly 400 and a single trailing arm suspension in this embodiment. The reduction motor assembly 500 is connected to the trailing arm reduction assembly of the single trailing arm suspension. The reduction motor assembly 500 is used to drive the reduction mechanism 3 to operate, thereby driving the wheel assembly 200 to turn through the steering knuckle 4 . Referring to FIG. 10 , the reduction motor assembly 500 includes a steering motor 510 and a drive shaft 520 . The steering motor 510 is provided with a worm gear reduction device inside and outputs power through the drive shaft 520 . Please refer to FIGS. 4-6 . Three connecting bosses 12 are provided on the upper housing 1 . The steering motor 510 is fixedly connected to the upper housing 1 through the connecting bosses 12 . At the same time, the upper housing 1 is also provided with a through hole 11 for the drive shaft 520 to pass through. The drive shaft 520 is preferably configured as a gear shaft. The gear shaft meshes with the driving gear 131 of the reduction mechanism 3 after passing through the through hole 11 . The transmission ratio between the driving gear 131 and the gear shaft is greater than 1. The rotation of the steering motor 510 is first decelerated and increased in torque through the internal worm gear, then decelerated and increased in torque through the gear shaft and driving gear 311 for a second time, and finally through the intermediate gear 313 and The driven gear undergoes a third deceleration and torque increase to meet the torque demand required for the wheel assembly 200 to rotate.

Further, the wheel assembly 200 includes a wheel, a hub motor and a fixed shaft 210 . The in-wheel motor is connected to the wheel and used to drive the wheel rotation. The fixed shaft 210 is connected to the wheel, and the wheel assembly 200 can rotate around the axis of the fixed shaft 210 . The brake assembly 400 is connected to the wheel assembly 200 and used to brake the wheel assembly 200 . The brake assembly 400 includes a brake disc 420 and a brake caliper 410. The brake disc 420 is fixedly connected to the wheel assembly 200 and can rotate synchronously with the wheel assembly 200. The brake caliper 410 can clamp the brake disc 420 to achieve alignment. Wheel assembly 200 brake.

The corner module structure provided by this embodiment decouples the suspension and steering, resulting in a smaller motion envelope during steering. At the same time, multi-level speed regulation is performed through the reduction motor assembly 500 and the reduction mechanism 3 integrated into the trailing arm reduction assembly to meet the torque demand during steering. In addition, since the deceleration assembly is provided in the trailing arm deceleration assembly and drives the steering knuckle 4 to rotate, the wheel assembly 200 can be connected to the frame 100 while also integrating the steering function, making the structure more compact.

As shown in Figure 12, the present invention provides a vehicle, including a vehicle frame 100 and a corner module structure in this embodiment. The trailing arm deceleration assembly of the corner module structure is connected to the vehicle frame 100. By arranging the angle module structure in this embodiment, the structure of the vehicle is more compact, the steering envelope is smaller, and the wheel assembly 200 can achieve ±90° steering. At the same time, the steering accuracy of the vehicle is higher, and multiple corner modules cooperate with each other to enable the vehicle to achieve multiple modes such as four-wheel steering, in-situ steering, crab driving, and lateral driving. When the vehicle drives over a road with obstacles, the angle between the wheel assembly 200 and the ZX plane of the vehicle does not change, so the steering accuracy of the vehicle remains unchanged, ensuring the accuracy of the vehicle's driving actions.

Obviously, the above-mentioned embodiments of the present invention are only examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. For those of ordinary skill in the art, other different forms of changes or modifications can be made based on the above description. An exhaustive list of all implementations is neither necessary nor possible. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention shall be included in the protection scope of the claims of the present invention.

Claims (10)

1. Single trailing arm suspension, characterized by: Trailing arm deceleration assembly, the trailing arm deceleration assembly is connected to the vehicle frame (100) through a shock absorber assembly (300), and the axis extension line of the shock absorber assembly (300) is connected to the vehicle frame (100) The ZX plane is parallel; a deceleration mechanism (3) is provided inside the longitudinal arm deceleration assembly. The output shaft of the deceleration mechanism (3) is rotationally connected to the longitudinal arm deceleration assembly. The output of the deceleration mechanism (3) The axis extension line of the shaft is perpendicular to the ground; Steering knuckle (4), one end of the steering knuckle (4) is fixedly connected to the output shaft of the deceleration mechanism (3), and the other end of the steering knuckle (4) is fixedly connected to the wheel assembly (200). 2. The single trailing arm suspension according to claim 1, characterized in that the trailing arm deceleration assembly includes an upper housing (1) and a lower housing (2), and the upper housing (1) and the The lower housing (2) together forms a deceleration space, the deceleration mechanism (3) is arranged in the deceleration space, and the output shaft of the deceleration mechanism (3) extends out of the lower housing (2) and connects with the deceleration space. The steering knuckle (4) is fixedly connected. 3. The single trailing arm suspension according to claim 2, characterized in that the reduction mechanism (3) includes a driving gear (311), an intermediate gear (313) and a driven gear, and the driving gear (311) It is fixedly sleeved on the same shaft as the intermediate gear (313), the driven gear meshes with the intermediate gear (313), and the transmission ratio between the driven gear and the intermediate gear (313) is greater than 1 , the driven gear can drive the output shaft to rotate. 4. The single trailing arm suspension according to claim 3, characterized in that the deceleration mechanism (3) further includes a first deceleration shaft (31) and a second deceleration shaft (32), and the upper housing (3) 1) and the lower housing (2) are provided with a first shaft seat (21) and a second shaft seat (22) opposite each other, and the two ends of the first reduction shaft (31) pass through two first bearings ( 314) is arranged between the two first shaft seats (21), and the two ends of the second reduction shaft (32) are arranged between the two second shaft seats (22) through two second bearings (322) , the driving gear (311) and the intermediate gear (313) are fixedly sleeved on one of the first reduction shaft (31) and the second reduction shaft (32), and the driven gear fixed sleeve Provided on the other one of the first reduction shaft (31) and the second reduction shaft (32), the output shaft is connected to the first reduction shaft (31) or the second reduction shaft provided with a driven gear. (32) Fixed connection. 5. The single trailing arm suspension according to claim 1, characterized in that the trailing arm deceleration assembly is further provided with a trailing arm connection part (23), and the trailing arm connection part (23) is along the vehicle The frame (100) extends in the The ZX plane is vertical, and the copper sleeve (24) is rotationally connected to the frame (100). 6. Angle module structure, characterized in that it includes a reduction motor assembly (500) and a single longitudinal arm suspension according to any one of claims 1-5, and the reduction motor assembly (500) is connected with the single longitudinal arm suspension. The trailing arm reduction assembly of the arm suspension is connected, and the reduction motor assembly (500) is used to drive the reduction mechanism (3) to operate. 7. The angle module structure according to claim 6, characterized in that the wheel assembly (200) includes a wheel, a wheel hub motor and a fixed shaft (210), the wheel hub motor is connected to the wheel and used to drive the wheel. The wheel rotates, the fixed shaft (210) is connected to the wheel, and the wheel assembly (200) can rotate around the axis of the fixed shaft (210). 8. The corner module structure according to claim 7, further comprising a brake assembly (400), the brake assembly (400) being connected to the wheel assembly (200), the brake assembly (400) is used to brake the wheel assembly (200). 9. The angle module structure according to claim 8, characterized in that the steering knuckle (4) is provided with a fixed seat (42) and a caliper seat (43), and the fixed shaft (210) and the fixed seat (42) Fixed connection, the brake caliper (410) of the brake assembly (400) is fixedly connected to the caliper seat (43). 10. Vehicle, including a vehicle frame (100), characterized in that it also includes the corner module structure according to any one of claims 6 to 9, and the trailing arm deceleration assembly of the corner module structure is in contact with the vehicle frame (100) connect.