CN118024801A - Steering angle module and vehicle chassis - Google Patents

Abstract

The present disclosure relates to a steering angle module and a vehicle chassis, the steering angle module comprising: a housing; a steering system including a steering output shaft within the housing; and the suspension system comprises a damping component, a steering transmission shaft and a lower cantilever, wherein the lower end of the damping component is in torsion-resistant connection with the output end face of the steering output shaft, the lower end of the steering transmission shaft is in torsion-resistant connection with the output end face of the steering output shaft, and the lower cantilever is hinged at the intersection point of the lower end of the shell and the axis of the kingpin. The steering output shaft is in torsion-resistant connection with the steering transmission shaft and the damping component, so that the steering torque of the steering system can be transmitted to the frame, and the steering motor can drive the shell to rotate relative to the steering output shaft or the frame, so that structural components such as a traditional steering pull rod are reduced, the structure is less, the occupied space is more compact, and meanwhile, the decoupling of left and right wheels is realized, so that independent steering is realized.

Description

Steering angle module and vehicle chassis

Technical Field

The invention relates to the technical field of vehicle chassis suspensions, in particular to a steering angle module and a vehicle chassis.

Background

The suspension is an important component of the vehicle, and functions to transmit force and torque between the wheels and the frame, and to buffer impact force transmitted from the uneven road surface to the frame or the body, and to reduce vibration caused thereby, so as to ensure smooth running of the vehicle. The suspension ensures the steering safety and the steering comfort and also ensures the agile and accurate steering of the wheels. In the related art, many different suspensions are known, such as a macpherson suspension system.

With the development of intelligent networking and automatic driving automobile technology, a more intelligent and shared high mobility vehicle chassis becomes an industry hotspot, and particularly, independent wheels of steering angle modules integrating steering, driving, braking and suspension become an ideal modularized solution.

The existing steering angle module has the problems of small wheel rotation angle, large turning radius, low transmission efficiency and large occupied space arrangement size, so that the application scene is limited. Therefore, how to improve the compactness and integration of the steering angle module is a technical problem to be solved.

Disclosure of Invention

To overcome the problems in the related art, the present disclosure provides a steering angle module and a vehicle chassis.

According to a first aspect of embodiments of the present disclosure, the present disclosure provides a steering angle module, comprising: a housing; a steering system including a steering output shaft within the housing; and the suspension system comprises a damping component, a steering transmission shaft and a lower cantilever, wherein the lower end of the damping component is in torsion-resistant connection with the output end face of the steering output shaft, the lower end of the steering transmission shaft is in torsion-resistant connection with the output end face of the steering output shaft, and the lower cantilever is hinged at the intersection point of the lower end of the shell and the axis of the kingpin.

In some embodiments, the lower end of the shock absorbing assembly is provided with a mounting seat, wherein the mounting seat is in anti-torque connection with the output end face of the steering output shaft through a first fastener, and the lower end of the steering transmission shaft is in anti-torque connection with the mounting seat through a second fastener.

In some embodiments, the output end face of the steering output shaft faces upward, and the central axis of the steering output shaft coincides with the kingpin axis.

In some embodiments, the steering drive shaft is disposed non-coincident with the kingpin axis.

In some embodiments, the steering drive shaft comprises: the first mounting bracket and the spline sleeve form a first universal joint; the spline sleeve is sleeved outside the spline shaft; and the second mounting bracket and the spline shaft form a second universal joint.

In some embodiments, the first mounting bracket or the second mounting bracket is fastened to the mounting hole of the mounting base by a second fastener.

In some embodiments, the shock assembly includes a shock absorber and a shock absorbing spring that is sleeved outside the shock absorber.

In some embodiments, the steering system further comprises a steering motor having a central axis parallel to and offset from the central axis of the steering output shaft.

According to a second aspect of embodiments of the present disclosure, the present disclosure provides a vehicle chassis comprising: four wheels; the steering angle module of the first aspect, the steering angle module being located axially inward of the wheels.

In some embodiments, the kingpin axis is inclined rearwardly relative to a ground normal to form a kingpin caster in a longitudinal plane of the vehicle chassis; in a transverse plane of the vehicle chassis, the kingpin axis is inclined inwardly relative to a ground normal to form a kingpin camber angle.

The technical scheme provided by the embodiment of the disclosure can comprise the following beneficial effects: the lower end of the damping component is in torsion-resistant connection with the output end face of the steering output shaft, so that the damping component not only plays roles of damping and supporting a vehicle body, but also can reduce the application of steering pull rods and other structures in the related art, and reduce the number of structures, occupied space and weight, so that the corresponding speed and rebound speed of the suspension system are high.

In addition, the steering transmission shaft is in torsional connection with the steering output shaft through the damping component, so that the steering torque of the steering system can be transmitted to the frame, and the steering motor can drive the shell to rotate relative to the steering output shaft or the frame, so that structural parts such as a traditional steering pull rod are reduced, the structure is less, the structure is more compact, the occupied space is small, and meanwhile, the decoupling of left wheels and right wheels is realized, so that independent steering is realized.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the disclosure and together with the description, serve to explain the principles of the disclosure.

FIG. 1 is a perspective view of a steering angle module according to an embodiment;

FIG. 2 is a perspective view of an in-wheel power module shown according to an embodiment;

FIG. 3 is another perspective view of the in-wheel power module shown according to an embodiment;

FIG. 4 is an exploded perspective view of a steering angle module according to an embodiment;

FIG. 5 is a schematic view of a wheel and steering angle module at 0, according to an embodiment;

FIG. 6 is a schematic view of the wheel and steering angle module at-40 deg. according to an embodiment;

Fig. 7 is a schematic view showing a structure of the wheel and steering angle module at 90 ° according to the embodiment.

Detailed Description

Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples are not representative of all implementations consistent with the present disclosure. Rather, they are merely examples of apparatus and methods consistent with some aspects of the present disclosure as detailed in the accompanying claims.

According to an embodiment of the invention, the steering angle module is adapted to be mounted inside the axle end of each wheel of the vehicle. For a better understanding of the present invention, a steering angle module according to an embodiment of the present invention is described in detail below with reference to fig. 1 to 4. In addition, the term "torsion-resistant connection" means a connection between two elements in a manner that does not rotate relative to each other, which may be achieved via a press fit (i.e. interference fit), or by integrally forming the two mentioned components. The specific meaning of the above terms in the present invention can be understood as appropriate by those of ordinary skill in the art.

Based on the technical problems in the related art, the present disclosure provides a steering angle module 300, as shown in fig. 1, 4 and 5 to 7, the steering angle module 300 includes an in-wheel power module 100 (as shown in fig. 2 and 3), one steering angle module 300 is provided for each wheel 200, and each wheel 200 can make independent turns, rotations and brakes through the steering angle module 300.

Further, the steering angle module 300 includes the in-wheel power module 100 (shown in fig. 2 and 3) and the suspension system 60. The in-wheel power module 100 includes a housing 10, a steering system 20, a drive system 30, and a brake system 50. Suspension system 60 includes a shock assembly 70, a steering drive shaft 61, and a lower suspension arm 62. In the vertical direction of the vehicle, the damper assembly 70 and the steering transmission shaft 61 are located above the in-wheel power module 100, and the lower suspension arm 62 is located below the in-wheel power module 100, so that the in-wheel power module 100 is located between the damper assembly 70, the steering transmission shaft 61 and the lower suspension arm 62, and when the in-wheel power module 100 drives the wheel 200 to turn, the in-wheel power module 100 rotates between the suspension systems 60, reducing the space occupation in the vertical direction.

Specifically, the steering system 20 includes a steering motor 21 and a steering output shaft 22, the steering output shaft being located in the housing 10 with an output end face of the steering output shaft 22 facing upward, the steering motor 21 being located in or out of the housing 10, and is not particularly limited herein. The center axis of the steering output shaft 22 coincides with the kingpin axis, and the steering motor 21 drives the wheels 200 to rotate about the kingpin axis.

The suspension system 60 is used for bearing the weight of the whole vehicle and various impacts during the movement of the vehicle, wherein the lower end of the shock absorbing assembly 70 is in torsion-resistant connection with the output end face of the steering output shaft 22, the upper end of the shock absorbing assembly 70 is fixedly connected with the frame, the lower end of the steering transmission shaft 61 is also in torsion-resistant connection with the output end face of the steering output shaft 22, the upper end of the steering transmission shaft 61 is fixedly connected with the frame, and the lower cantilever 62 is hinged at the intersection point of the lower end of the housing 10 and the main pin axis through the ball pin assembly 40.

In other words, the steering output shaft 22 and the frame cannot rotate relative to each other in the direction about the kingpin axis by the damper assembly 70 and the steering drive shaft 61. Therefore, when the steering motor 21 is started, the steering motor 21 transmits steering torque to the steering output shaft 22, and the steering torque is transmitted to the vehicle frame through the damper assembly 70 and the steering transmission shaft 61, and the vehicle frame keeps stationary, so that the steering motor 21 drives the housing 10, the driving system 30, the braking system 50 and the wheels 200 to rotate relative to the vehicle frame, thereby realizing rotation of the wheels 200.

The shock absorbing assembly 70 includes a mounting base 71, a shock absorber 72 and a shock absorbing spring 73, the shock absorber 72 may be a support column shock absorber 72, and has the function of supporting the whole vehicle body in addition to the shock absorbing function, and the shock absorbing spring 73 is sleeved outside the shock absorber 72, so that the weight of the suspension system 60 is reduced, and the occupied space is reduced. Further, the lower end of the damper assembly 70 is provided with a mounting seat 71, and as can be seen from fig. 4, the mounting seat 71 is fixedly connected with the lower end of a damper 72, and the damper 72 is in torsion-resistant connection with the axial end face of the steering output shaft 22 through the mounting seat 71.

Specifically, the mounting seat 71 may be circular corresponding to the steering output shaft 22, square, triangular, or any pattern designed according to the design requirements, which is not illustrated here. Because the middle part of the steering output shaft 22 is of a hollow structure, the hollow structure can accommodate cables required by various circuits, pipelines required by oil, and the like, and therefore, the middle part of the mounting seat 71 is correspondingly provided with a wire passing hole, which corresponds to the hollow structure of the steering output shaft 22, so that the wire harness of the vehicle chassis is arranged in a five-interference way, and the wheels 200 and the steering angle module 300 can be rotated between-40 degrees and 90 degrees, as shown in fig. 5 to 7.

In this embodiment, due to the arrangement of the wire passing holes of the mounting seat 71, the mounting seat 71 is circular, and the lower end of the shock absorber 72 is fixedly mounted on the side of the mounting seat 71 far away from the wheel 200, so that the distance between the shock absorber 72 and the tire of the wheel 200 is increased, and the turning interference and the abrasion of the tire or the shock absorber 72 are avoided.

A bolt hole penetrating along the kingpin axis is provided on a side near the tire, and is used to cooperate with a first fastener by which the mount 71 is connected with the output end face of the steering output shaft 22 in a torsion-resistant manner. The mounting seat 71 is mated with the first fastener as an exemplified embodiment, and in other embodiments, the first fastener may be fastened parallel to the output end face of the steering output shaft 22, or the mounting seat 71 may be welded to the output end face of the steering output shaft 22, or the like, which is not particularly limited herein.

Further, as shown in fig. 1 and 4, the damper assembly 70 is disposed above the steering system 20 (i.e., the in-wheel power module 100), and the damper spring 73 is disposed further above the tire of the wheel 200 (i.e., the damper spring 73 is disposed around a portion of the damper 72), so that it is possible to ensure that the damper assembly 70 is connected to the in-wheel power module 100 located axially inside the wheel 200, and to avoid interference and friction between the damper assembly 70 and the tire of the wheel 200 when the wheel 200 turns while not affecting the in-wheel power module 100 disposed axially inside the wheel 200 and reducing the space occupation.

In addition, the lower end of the shock absorbing assembly 70 is directly connected with the steering output shaft 22 in a torsion-resistant manner, so that the shock absorbing assembly 70 does not rotate along with the wheels 200, and the shock absorbing spring 73 is prevented from being frequently subjected to reciprocating torsion force due to frequent rotation of the wheels 200, thereby prolonging the service life of the shock absorbing assembly 70.

The shock absorbing assembly 70 is integrated with the steering system 20, which can reduce the use of steering levers and other structures in the related art, not only decouples the left and right wheels 200, but also reduces the number of structural components, the occupied space, and the weight of the suspension system 60, and improves the response speed and rebound speed of the suspension system 60.

The steering drive shaft 61 is located on the side of the damper assembly 70 remote from the wheel 200, so that interference of the steering drive shaft 61 with the wheel 200 can be avoided. The steering drive shaft 61 is connected to the output end face of the steering output shaft 22 by a damper assembly 70 in a torsion-resistant manner, and specifically, the mount 71 is provided with a longitudinally extending mounting hole on a side remote from the wheels 200, and the lower end of the steering drive shaft 61 is connected to the mount 71 in a torsion-resistant manner by a second fastener, thereby serving to transmit steering torque to the vehicle frame.

The installation direction of the second fastener is merely exemplary, and is not intended to limit the scope of the present invention, and in other embodiments, the second fastener may be along the axis of the kingpin or any direction, which is not specifically limited herein.

The upper end of the damper assembly 70 may be connected to the vehicle frame by a fastener such as a bolt or a screw, for example, in this embodiment, the upper end of the damper 72 is provided in a flat surface, and three bolts are provided on the flat surface for fixedly connecting to the vehicle frame. In other embodiments, other connection methods may be used, and are not listed here.

In some embodiments, since the steering drive shaft 61 is disposed non-coincident with the kingpin axis, the steering drive shaft 61 is configured as a cardan drive shaft in order to improve the drive efficiency of the steering torque.

Specifically, the universal joint transmission shaft sequentially includes a first mounting bracket 611, a spline sleeve 612, a spline shaft 613 and a second mounting bracket 614 from top to bottom, in this embodiment, the upper end of the first mounting bracket 611 is fixedly connected with the frame, the lower end of the first mounting bracket 611 and the spline sleeve 612 form a first universal joint 615, the lower end of the second mounting bracket 614 and a mounting hole of the mounting seat 71 are fastened and connected by a second fastener, and the upper end of the second mounting bracket 614 and the spline shaft 613 form a second universal joint 616.

The spline sleeve 612 is sleeved outside the spline shaft 613, so that the spline sleeve 612 and the spline shaft 613 can transmit steering torque, and can stretch and retract along the axial direction to adapt to the jumping and stress deformation of the suspension caused by the jumping of the wheels 200, so that the stress deformation of the suspension and the stress deformation of the frame are reduced, the steering transmission shaft 61 is matched with the shock absorption component 70, the shock absorption effect of the suspension system 60 is further improved, and the riding comfort is improved.

In addition, the first universal joint 615 and the second universal joint 616 may allow displacement of the two axial ends of the steering transmission shaft 61, and still ensure that the steering transmission shaft 61 can transmit steering torque and may further play a role in shock absorption in the case that the steering transmission shaft 61 is not coaxial with the kingpin axis.

In other embodiments, spline sleeve 612 and spline shaft 613 may be interchanged up and down, i.e., first mounting bracket 611 and the upper end of spline shaft 613 form a first universal joint 615, and the lower end of spline sleeve 612 and second mounting bracket 614 form a second universal joint 616.

The first fastening member and the second fastening member may be a bolt, a screw, or the like. In addition, the mounting seat 71 may be fixed to the steering output shaft 22 by welding, or integrally formed, or the steering transmission shaft 61 and the mounting seat 71 may be fixed by welding, or integrally formed, so long as the anti-torsion connection between the mounting seat 71 and the steering output shaft 22 is satisfied, the anti-torsion connection between the steering transmission shaft 61 and the mounting seat 71 is not specifically mentioned herein.

Further, the steering system 20 further includes a steering motor 21, and a central axis of the steering motor 21 is parallel to and offset from a central axis of the steering output shaft 22. Further, the drive system 30 comprises a drive motor 31 and a drive output shaft 32, both the drive output shaft 32 and the drive motor 31 being mounted within the housing 10, wherein the central axis of the drive output shaft 32 and the central axis of the drive motor 31 are parallel and offset, and the central axis of the drive output shaft 32 intersects the kingpin axis but not perpendicular.

In this way, as shown in fig. 2 and 3, the in-wheel power module 100 occupies a small space in the longitudinal, axial and vertical directions, so that the in-wheel power module 100 can rotate between the shock absorbing assembly 70, the steering transmission shaft 61 and the lower cross arm 62, especially along the vertical line, the space occupied by the steering angle module 300 on the chassis can be reduced, so as to reduce the height of the chassis, facilitate the low-level design of the chassis, and improve the space ratio of the passenger cabin, thereby improving the driving and riding comfort.

Further, the lower cantilever arm 62 is hinged to the housing 10 by a ball stud assembly 40, the lower cantilever arm 62 providing primarily lateral support force, the ball stud assembly 40 being disposed at the intersection of the kingpin axis and the housing 10. The ball stud assembly 40 includes a ball seat and a ball stud.

Wherein, the ball seat is fixedly connected with the shell 10 through a fastener, and the ball seat is provided with a ball socket at one side far away from the shell 10; the ball pin comprises a ball head and a neck, the ball head is positioned in the ball socket, and the neck is in torsion-resistant connection with the lower cross arm, so that the ball pin can rotate or swing up and down along various directions relative to the ball seat.

In some embodiments, the steering angle module 300 further includes a brake system 50, the brake system 50 including a brake disc 51 and a brake caliper 52, the brake disc 51 being mounted to an output face of the drive output shaft 32; a brake caliper 52 is mounted and fixed to the housing 10 for clamping the brake disc 51.

As shown in fig. 1 and 4, the brake system 50 is a butterfly brake system, a brake caliper 52 is mounted on the housing 10, and the brake caliper 52 is also integrated with an electronic parking brake system 50 (EPB for short). The brake disc is mounted on the end face of the drive output shaft 32, and after the rim is mounted, the brake disc 51 is pressed down, so that the brake disc 51 is connected with the rim in a torsion-resistant manner, and torque can be transmitted. When the brake system 50 is operated, the brake caliper 52 clamps the brake disc 52, thereby braking the rotating brake disc 51, the rim, and the tire.

In some embodiments, the kingpin axis is inclined rearwardly relative to a ground normal in a longitudinal plane of the vehicle to form a kingpin caster; in the transverse plane of the vehicle, the kingpin axis is inclined inwardly relative to the ground normal to form a kingpin inclination angle.

In particular, a longitudinal plane generally refers to a plane parallel to the direction of forward or reverse travel of the vehicle, while a transverse plane generally refers to a plane intersecting perpendicularly to the longitudinal plane and the ground.

In the longitudinal plane of the vehicle, the kingpin axis is inclined backwardly relative to the ground normal to form a kingpin caster (typically no more than 2-3 °); in the transverse plane of the vehicle, the kingpin axis is inclined inwardly relative to the ground normal to form a kingpin inclination angle (typically no more than 8 °).

The caster of the kingpin can create a righting moment and when the kingpin has a caster, the intersection of the kingpin axis (i.e., the kingpin axis) and the road surface will be forward of the point of contact of the wheel 200 with the road surface. When the vehicle travels straight, if the steering wheel is deflected slightly (for example, to the right) by an external force by accident, the traveling direction of the vehicle is deviated to the right.

At this time, the road surface applies a side reaction force to the wheel 200 at the contact point of the wheel 200 with the road surface due to the centrifugal force of the vehicle itself. The side reaction forces create a moment on the wheel 200 about the kingpin axis in a direction that is exactly opposite to the direction of deflection of the wheel 200. Under the action of the moment, the wheels 200 are returned to the original middle position, so that the stable straight running of the vehicle is ensured, and the moment is the aligning moment.

Further, the kingpin offset of the in-wheel power module 100 is-10 to 10mm; the king pin offset is the distance between the intersection point of the longitudinal plane of the vehicle and the ground and the intersection point of the king pin axis and the ground on the central axis of the driving output shaft.

The king pin offset is small, parking turning can be realized, the flexibility of vehicle driving is improved, so that the vehicle meets driving requirements of different environments, meanwhile, the output torque of the steering motor 21 can be reduced, the power and the size of the steering motor 21 are reduced, the frame connected with the steering transmission shaft 61 can be more stable, and the driving and riding comfort, the driving stability and the driving smoothness are improved.

Based on the same inventive concept, the present disclosure provides a vehicle chassis including four wheels 200 and the above-described steering angle modules 300, each wheel 200 is configured with one steering angle module 300, and the steering angle modules 300 are located axially inward of the corresponding wheel 200.

The specific manner in which the functions implemented in the steering angle module 300 in the vehicle chassis of the above-described embodiment are described in detail in the embodiment regarding the steering angle module 300, will not be explained in detail here.

It is understood that the term "plurality" in this disclosure means two or more, and other adjectives are similar thereto. "and/or", describes an association relationship of an association object, and indicates that there may be three relationships, for example, a and/or B, and may indicate: a exists alone, A and B exist together, and B exists alone. The character "/" generally indicates that the context-dependent object is an "or" relationship. The singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.

It will be further understood that the terms "first," "second," and the like are used to describe various structures, but these structures should not be limited to these terms. These terms are only used to distinguish one type of structure from another and do not indicate a particular order or importance. Indeed, the expressions "first", "second", etc. may be used entirely interchangeably. For example, a first structure may also be referred to as a second structure, and similarly, a second structure may also be referred to as a first structure, without departing from the scope of the present disclosure.

It will be further understood that the terms "center," "longitudinal," "transverse," "front," "rear," "upper," "lower," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like, as used herein, refer to an orientation or positional relationship based on that shown in the drawings, merely for convenience in describing the present embodiments and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operate in a particular orientation.

It will be further understood that "connected" includes both direct connection where no other member is present and indirect connection where other element is present, unless specifically stated otherwise.

It will be further understood that although operations are depicted in the drawings in a particular order, this should not be understood as requiring that such operations be performed in the particular order shown or in sequential order, or that all illustrated operations be performed, to achieve desirable results. In certain circumstances, multitasking and parallel processing may be advantageous.

Other embodiments of the disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the disclosure disclosed herein. This application is intended to cover any adaptations, uses, or adaptations of the disclosure following, in general, the principles of the disclosure and including such departures from the present disclosure as come within known or customary practice within the art to which the disclosure pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the disclosure being indicated by the following claims.

It is to be understood that the present disclosure is not limited to the precise arrangements and instrumentalities shown in the drawings, and that various modifications and changes may be effected without departing from the scope thereof. The scope of the present disclosure is limited only by the scope of the appended claims.

Claims (10)

1. A steering angle module (300), characterized by comprising: Housing (10); A steering system (20) comprising a steering output shaft (22) located within the housing (10); and The suspension system (60) includes a shock absorbing assembly (70), a steering transmission shaft (61) and a lower suspension arm (62). The lower end of the shock absorbing assembly (70) is torsionally connected to the output end face of the steering output shaft (22), the lower end of the steering transmission shaft (61) is torsionally connected to the output end face of the steering output shaft (22), and the lower cantilever (62) is hinged at the intersection of the lower end of the housing (10) and the kingpin axis. 2. The steering angle module (300) according to claim 1, characterized in that: A mounting seat (71) is provided at the lower end of the shock absorbing assembly (70). The mounting seat (71) is torsionally connected to the output end face of the steering output shaft (22) via a first fastener, and the lower end of the steering transmission shaft (61) is torsionally connected to the mounting seat (71) via a second fastener. 3. The steering angle module (300) according to claim 1, characterized in that: The output end face of the steering output shaft (22) faces upward, and the central axis of the steering output shaft (22) coincides with the kingpin axis. 4. The steering angle module (300) according to claim 2, characterized in that: The steering transmission shaft (61) is arranged to be non-coincident with the kingpin axis. 5. The steering angle module (300) according to claim 4, characterized in that: The steering transmission shaft (61) comprises: A first mounting bracket (611); A spline sleeve (612), wherein the spline sleeve (612) and the first mounting bracket (611) form a first universal joint (615); A spline shaft (613), wherein the spline sleeve (612) is sleeved on the outside of the spline shaft (613); A second mounting bracket (614), wherein the second mounting bracket (614) and the spline shaft (613) form a second universal joint (616). 6. The steering angle module (300) according to claim 5, characterized in that: The first mounting bracket (611) or the second mounting bracket (614) is fastened to the mounting hole of the mounting seat (71) via a second fastener. 7. The steering angle module (300) according to claim 1, characterized in that: The shock absorbing assembly (70) comprises a shock absorber (72) and a shock absorbing spring (73), wherein the shock absorbing spring (73) is sleeved on the outside of the shock absorber (72). 8. The steering angle module (300) according to claim 1, characterized in that: The steering system (20) further comprises a steering motor (21), wherein a central axis of the steering motor (21) is parallel to and offset from a central axis of the steering output shaft (22). 9. A vehicle chassis, comprising: four wheels (200); The steering angle module (300) according to any one of claims 1 to 8, wherein the steering angle module (300) is located axially inside the wheel (200). 10. The vehicle chassis according to claim 9, characterized in that In the longitudinal plane of the vehicle chassis, the kingpin axis is tilted backward relative to the vertical line of the ground to form a kingpin caster angle; In the transverse plane of the vehicle chassis, the kingpin axis is inclined inwardly relative to a vertical line of the ground to form a kingpin inclination angle.