A chassis structure and a vehicle

Abstract

The present invention relates to a chassis structure and a vehicle. The chassis structure includes: a drive axle longitudinally extending along a first direction, the drive axle including a bridge housing, and a relief cavity is formed by recessing the outer surface of the bridge housing along a second direction, and an opening communicating with the relief cavity, the second direction intersecting with the first direction; a leaf spring longitudinally extending along the second direction, and an end portion of the leaf spring in the second direction enters the relief cavity through the opening. In the above chassis structure, by providing a recess on the outer part of the bridge housing of the drive axle, a relief cavity for accommodating the leaf spring is formed on the side of the drive axle, so that the leaf spring can be installed on the side of the drive axle instead of above the drive axle, thereby reducing the height of the vehicle chassis and improving the driving stability of the vehicle.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and particularly to a chassis structure and a vehicle. Background Art

[0002] The vehicle chassis connects driving components such as drive axles to the vehicle frame, enabling the vehicle to travel driven by wheels on the drive axles. Among them, in order to mitigate the impact load transmitted from uneven road surfaces to the vehicle frame and ensure normal vehicle driving, it is necessary to provide elastic elements between the vehicle frame and the drive axle for buffering. Leaf springs were the earliest elastic elements used in vehicles, playing roles of buffering, shock absorption, and guiding. Due to their simple structure, good effects, etc., they have been widely used.

[0003] In existing commercial vehicles, the installation space on the side of the drive axle is limited, and only the method of arranging the leaf spring above the drive axle can be adopted. This not only increases the height of the vehicle chassis but also reduces the driving stability of the vehicle. Summary of the Invention

[0004] Based on this, in view of the problem in the suspension of existing commercial vehicles that due to the limited layout space of the vehicle drive axle, the leaf spring can only be arranged above the vehicle drive axle, it is necessary to provide a chassis structure and a vehicle that can improve the above defects.

[0005] A chassis structure includes:

[0006] A drive axle longitudinally extending along a first direction, the drive axle includes a bridge housing, and a side outer surface of the bridge housing is recessed along a second direction to form an avoidance cavity with an opening; the second direction intersects the first direction;

[0007] A leaf spring longitudinally extending along the second direction, and ends of the leaf spring in the second direction are received in the avoidance cavity through the opening.

[0008] In one embodiment, the avoidance cavity penetrates the bridge housing in the second direction.

[0009] In one embodiment, the chassis structure includes two drive axles, the two drive axles are spaced from each other in the second direction, and openings of the avoidance cavities provided on the two drive axles are opposite;

[0010] Both ends of the leaf spring in the second direction are respectively received in the two avoidance cavities through the corresponding openings.

[0011] In one embodiment, the drive axle includes an input unit, a reduction unit, and a drive unit, and the reduction unit is conventionally connected between the input unit and the drive unit;

[0012] An installation space that is independently provided relative to the avoidance cavity is formed inside the axle housing. The reduction unit includes an input shaft connected to the input unit, a connecting shaft, and an output shaft connected to the driving unit. Both ends of the connecting shaft are respectively connected to the input shaft and the output shaft. The input shaft, the connecting shaft, and the output shaft are all installed in the installation space.

[0013] In one embodiment, the axle housing includes a main body and a recessed portion that are connected to each other. The main body and the recessed portion define the installation space, and the avoidance cavity is formed inside the recessed portion.

[0014] The input shaft and the output shaft are respectively located at two ends of the recessed portion in the first direction, and the connecting shaft is located at one end of the recessed portion in the third direction. The third direction intersects both the first direction and the second direction.

[0015] In one embodiment, each reduction unit further includes a first driving gear installed on the input shaft, a first driven gear installed at one end of the connecting shaft and meshing with the first driving gear, a second driving gear installed at the other end of the connecting shaft, and a second driven gear installed on the output shaft and meshing with the second driving gear.

[0016] The rotation speed of the input shaft is output to the output shaft after being reduced and transmitted by the first driving gear, the first driven gear, the second driving gear, and the second driven gear.

[0017] In one embodiment, the number of teeth of the first driving gear is less than or equal to the number of teeth of the first driven gear, the number of teeth of the first driven gear is greater than or equal to the number of teeth of the second driving gear, and the number of teeth of the second driving gear is less than or equal to the number of teeth of the second driven gear. Among them, the number of teeth of the first driving gear, the first driven gear, the second driving gear, and the second driven gear are not all the same.

[0018] In one embodiment, the input unit includes an input gear for inputting a rotation speed and an output gear meshing with the input gear. The output gear is connected to each driving unit, and the number of teeth of the input gear is greater than that of the output gear.

[0019] In one embodiment, the leaf spring is formed by stacking multiple steel plates. At least part of the end portions of the steel plates in the second direction pass through the opening and are accommodated in the avoidance cavity.

[0020] A vehicle includes the chassis structure as described above.

[0021] The above chassis structure forms an avoidance cavity for accommodating leaf springs by means of a depression on the outer surface of the axle housing of the drive axle, and increases the installation space for the leaf springs on the side of the drive axle through the avoidance cavity, so that the leaf springs can have sufficient installation space to be installed on the side of the drive axle, thus eliminating the need to install the leaf springs above the drive axle, reducing the height of the vehicle chassis, and improving the driving stability of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 is a schematic structural diagram of the chassis structure in an embodiment of the present invention;

[0023] Figure 2 is Figure 1 a schematic structural diagram of the reduction unit of the chassis structure in;

[0024] Figure 3 is Figure 1 a top view of the input unit of the chassis structure in.

[0025] Drive axle 100; Leaf spring 200; Steel plate 201; Wheel 300;

[0026] Axle housing 10; Avoidance cavity 11; Opening 12; Installation space 13; First sub-space 14, second sub-space 15, third sub-space 16; Body 17; Depression 18;

[0027] Reduction unit 20; Input shaft 21; Connecting shaft 22; Output shaft 23; First driving gear 24; First driven gear 25; Second driving gear 26; Second driven gear 27;

[0028] Input unit 30; Input gear 31; Output gear 32. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0029] In order to make the above objects, features and advantages of the present invention more obvious and understandable, the following detailed description of the specific embodiments of the present invention will be given with reference to the accompanying drawings. Many specific details are set forth in the following description in order to fully understand the present invention. However, the present invention can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without departing from the connotation of the present invention. Therefore, the present invention is not limited by the specific embodiments disclosed below.

[0030] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. 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, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present invention.

[0031] In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include at least one of such features. In the description of the present invention, the meaning of "a plurality" is at least two, such as two, three, etc., unless otherwise specifically and clearly defined.

[0032] In the present invention, unless otherwise clearly defined and limited, the terms such as "mounted", "connected", "coupled", "fixed", etc. shall be construed in a broad sense. For example, it may be a fixed connection, a detachable connection, or integrated; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the internal communication of two elements or the interaction relationship between two elements, unless otherwise clearly limited. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0033] In the present invention, unless otherwise clearly defined and limited, the first feature being "on" or "under" the second feature may be that the first and second features are in direct contact, or the first and second features are indirectly in contact through an intermediate medium. Moreover, the first feature being "above", "over" and "on top of" the second feature may be that the first feature is directly above or obliquely above the second feature, or merely indicates that the first feature has a higher horizontal height than the second feature. The first feature being "under", "beneath" and "underneath" the second feature may be that the first feature is directly below or obliquely below the second feature, or merely indicates that the first feature has a lower horizontal height than the second feature.

[0034] It should be noted that when an element is referred to as "fixed to" or "disposed on" another element, it can be directly on the other element or there may be an intermediate element. When an element is considered to be "connected" to another element, it can be directly connected to the other element or there may be an intermediate element at the same time. The terms "intersecting", "horizontal", "upper", "lower", "left", "right" and similar expressions used herein are for illustrative purposes only and do not represent the only implementation.

[0035] Referring to Figure 1 and Figure 2 , a chassis structure provided by an embodiment of the present invention includes a drive axle 100 longitudinally extending in a first direction and a leaf spring 200 longitudinally extending in a second direction.

[0036] The drive axle 100 includes a axle housing 10, and a relief cavity 11 with an opening 12 is formed by recessing the outer surface of the axle housing 10 in the second direction.

[0037] The end of the leaf spring 200 in the second direction is received in the relief cavity 11 through the opening 12, so that the leaf spring 200 can be installed on the side of the drive axle 100 instead of above the drive axle 100, which can reduce the center of gravity of the chassis structure, and thus reduce the height of the chassis and improve the driving stability of the vehicle.

[0038] For the above-mentioned chassis structure, a relief cavity 11 for accommodating the leaf spring 200 is formed by recessing the outer surface of the axle housing 10 of the drive axle 100, and the relief cavity 11 is used to increase the installation space for the leaf spring 200 on the side of the drive axle 100, so that the leaf spring 200 has enough installation space to be installed on the side of the drive axle 100, thus eliminating the need to install the leaf spring 200 above the drive axle 100, reducing the height of the vehicle chassis, and improving the driving stability of the vehicle.

[0039] Furthermore, the above-mentioned chassis structure is particularly suitable for vehicles with two drive axles 100. When the chassis structure includes two drive axles 100, the two drive axles 100 are spaced apart from each other in the second direction, and the openings 12 of the relief cavities provided on the two drive axles 100 are opposite to each other. In this way, the two ends of the leaf spring 200 in the second direction can be respectively received in the two relief cavities 11 through the corresponding openings 12, thereby greatly increasing the installation space for installing the leaf spring 200 between the two drive axles 100, eliminating the need to install the leaf spring 200 above the two drive axles 100, reducing the height of the vehicle chassis, and improving the driving stability of the vehicle.

[0040] Specifically in Figure 1 the embodiment, the first direction is the left-right direction, the second direction is the direction perpendicular to the paper surface, and the following third direction is the up-down direction.

[0041] In an embodiment of the present invention, the leaf spring 200 is formed by stacking multiple steel plates 201, and at least part of the ends of the steel plates 201 in the second direction enter the avoidance cavity 11 through the opening 12. During actual use, the lengths of each steel plate 201 in the second direction are different. Therefore, according to the actual installation space 13 of the leaf spring 200, some steel plates 201 with appropriate positions in the leaf spring 200 can be selected to be placed in the avoidance cavity 11, and generally three to four steel plates 201 are selected. If the lengths of each steel plate 201 are the same or the difference is small, the ends of all the steel plates 201 can also be placed in the avoidance cavity 11.

[0042] In an embodiment of the present invention, the avoidance cavity 11 penetrates the axle housing 10 in the second direction, which can further increase the size of the avoidance cavity 11, so that the volume of the steel plate 201 of the leaf spring 200 located in the avoidance cavity 11 is larger, thereby further reducing the installation space 13 on the side of the drive axle 100 for installing the leaf spring 200. Specifically, the axle housing 10 has two opposite sides in the second direction, and an opening 12 is provided on each side. Each opening 12 is connected to the avoidance cavity 11, so that the avoidance cavity 11 can penetrate the axle housing 10 through the two openings 12.

[0043] Furthermore, by making the avoidance cavity 11 penetrate the axle housing 10, there can be more choices for the installation method of the leaf spring 200. Specifically, for the steel plate 201 of the leaf spring 200, the end of the steel plate 201 can be installed in the avoidance cavity 11, or the steel plate 201 can be passed through the avoidance cavity 11, that is, the steel plate 201 penetrates through one opening 12 and exits from the other opening 12. Passing the steel plate 201 through the avoidance cavity 11 can further reduce the installation space 13 occupied by the leaf spring 200 on the side of the drive axle 100 compared to only installing the end of the steel plate 201 in the avoidance cavity 11.

[0044] In an embodiment of the present invention, refer to Figure 1 , the drive axle 100 includes an input unit 30, two reduction units 20 and two drive units. The two drive units are respectively installed at both ends of the axle housing 10 in the first direction. Each reduction unit 20 is in transmission connection with the input unit 30 and is in transmission connection with one of the drive units. The input unit 30 is used to input the rotation from the vehicle drive shaft and transmit the rotation to the reduction unit 20. After receiving the rotational speed from the input unit 30, the reduction unit 20 reduces the speed and increases the torque and then outputs it to the corresponding drive unit, so as to drive the rotation of the wheels 300 installed at both ends of the drive axle 100 through the drive unit.

[0045] Among them, when the depression degree outside the axle housing 10 is not large, the transmission shaft for connecting the input unit 30 and the reduction unit 20, or the transmission shaft for connecting the reduction unit 20 or the driving unit can normally pass through the inside of the axle housing 10 to transmit power to the driving unit.

[0046] However, when the depression on the outer surface of the axle housing 10 reaches a certain degree, the installation space of the transmission shaft will be affected by the inward concavity of the outer surface of the axle housing 10, making it impossible for the transmission shaft to directly connect the input unit 30 and the driving unit. Especially when the avoidance cavity 11 runs through the entire axle housing 10, the transmission shaft cannot directly pass through the avoidance cavity 11 to transmit the rotational speed.

[0047] For this reason, in some embodiments, refer to Figure 2 , the reduction unit 20 includes an input shaft 21, a connecting shaft 22, and an output shaft 23. The two ends of the connecting shaft 22 are respectively connected to the input shaft 21 and the output shaft 23.

[0048] Among them, an installation space 13 is formed in the axle housing, which is independently arranged relative to the avoidance cavity 11. Due to the depression outside the axle housing 10, the installation space 13 is divided into a first sub-space 14, a second sub-space 15, and a third sub-space 16 through the side wall of the avoidance cavity 11. The first sub-space 14 and the third sub-space 16 are respectively located on both sides of the avoidance cavity 11 in the first direction, and the second sub-space 15 communicates with the first sub-space 14 and the third sub-space 16. If the avoidance cavity 11 does not completely penetrate the axle housing 10, the second sub-space 15 can be located on one side of the avoidance cavity 11 in the third direction, that is Figure 2 the up and down direction of the avoidance cavity 11 in Figure 2 and the third sub-space 16 can also be located in the part where the avoidance cavity 11 does not completely penetrate the axle housing 10, that is, on one side of the avoidance cavity 11 in the second direction. If the avoidance cavity 11 completely penetrates the axle housing 10, the second sub-space 15 can only be located above or below the avoidance cavity 11, that is, on one side of the avoidance cavity 11 in the third direction.

[0049] Regardless of which direction the third sub-space 16 is located in the avoidance cavity 11, the first sub-space 14 and the third sub-space 16 can be connected through the third sub-space 16. Therefore, the connecting shaft 22 can be installed in the second sub-space 15, the input shaft 21 can be installed in the first sub-space 14, and the output shaft 23 can be installed in the third sub-space 16. In this way, the rotational speed input by the input shaft 21 can be transmitted to the output shaft 23 through the transmission of the connecting shaft 22 in the third space, so as to bypass the avoidance cavity 11 to transmit power to the driving unit.

[0050] Specifically in the embodiment, the axle housing 10 includes a body 17 and a recessed portion 18 that are connected to each other. The body 17 and the recessed portion 18 define the above-mentioned installation space, and the avoidance cavity is formed in the recessed portion 18. The input shaft 21 and the output shaft 23 are respectively located at two ends of the recessed portion 18 in the first direction, and the connecting shaft 22 is located at one end of the recessed portion 18 in the third direction. Since the avoidance cavity is formed in the recessed portion 18, the power of the power input shaft 21 can be transmitted to the output shaft 23 through the connecting shaft 22 bypassing the avoidance cavity 11.

[0051] For the traditional drive axle 100, a wheel side planetary gear train structure needs to be installed in the drive axle 100 to reduce the speed of the rotation speed input by the transmission shaft. Since the installation of the wheel side planetary gear train structure in the drive axle 100 requires a large amount of installation space 13 in the axle housing 10, when the recess on the outer surface of the axle housing 10 reaches a certain degree, it will conflict with the installation of the wheel side planetary gear train structure. Therefore, specifically in the embodiment, the reduction unit 20 further includes a first driving gear 24 installed on the input shaft 21, a first driven gear 25 installed at one end of the connecting shaft 22 and meshing with the first driving gear 24, a second driving gear 26 installed at the other end of the connecting shaft 22, and a second driven gear 27 installed on the output shaft 23 and meshing with the second driving gear 26. The rotation speed of the input shaft 21 is output to the output shaft 23 after being reduced by the reduction transmission of the first driving gear 24, the first driven gear 25, the second driving gear 26, and the second driven gear 27.

[0052] Among them, the number of teeth of the first driving gear 24 and the first driven gear 25 are equal to transmit the rotation speed of the input shaft 21 at a constant speed to the connecting shaft 22. The number of teeth of the first driven gear 25 is greater than that of the second driving gear 26, and the number of teeth of the second driving gear 26 is less than that of the second driven gear 27. In this way, the rotation speed of the connecting shaft 22 is reduced and transmitted to the output shaft 23 through the second driving gear 26 and the second driven gear 27, so that the rotation speed of the output shaft 23 is greatly reduced compared with the rotation speed of the input shaft 21.

[0053] As can be seen from the above, a gear reducer is constituted by the first driving gear 24, the first driven gear 25, the second driving gear 26, and the second driven gear 27, and the rotation speed input by the input unit 30 is reduced by this gear reducer to replace the traditional wheel side planetary gear train structure. The reduced rotation speed is transmitted to the output shaft 23 through the output shaft 23. Since the transmission shaft can bypass the avoidance cavity 11 to transmit power, the installation of the above-mentioned gear reducer can be not affected by the size of the avoidance cavity 11. Even if the avoidance cavity 11 penetrates the entire axle housing 10, all the gears are arranged on both sides of the avoidance cavity 11, and then the power is transmitted through the transmission shaft to achieve the effect of speed reduction.

[0054] It should be noted that the first driving gear 24, the first driven gear 25, the second driving gear 26 and the second driven gear 27 can be configured arbitrarily, as long as the following requirements are met: the number of teeth of the first driving gear 24 is less than or equal to the number of teeth of the first driven gear 25, the number of teeth of the first driven gear 25 is greater than or equal to the number of teeth of the second driving gear 26, and the number of teeth of the second driving gear 26 is less than or equal to the number of teeth of the second driven gear 27. Among them, the number of teeth of the four gears of the first driving gear 24, the first driven gear 25, the second driving gear 26 and the second driven gear 27 are not all the same. In this way, it can be ensured that the transmission formed by the first driving gear 24, the first driven gear 25, the second driving gear 26 and the second driven gear 27 is a speed reduction transmission.

[0055] Specifically in the embodiment, there are two second sub-spaces 15, and the two second sub-spaces 15 are respectively located on the upper and lower sides of the avoidance cavity 11. Moreover, there are also two connecting shafts 22 and the first driven gear 25 and the second driving gear 26 installed on the connecting shaft 22. Each first driven gear 25 meshes with the first driving gear 24, and each second driving gear 26 meshes with the second driven gear 27. Transmitting the rotational speed through multiple gears can improve the stability during the transmission process.

[0056] In some embodiments, referring to Figure 3 , the input unit 30 includes an input gear 31 for inputting the rotational speed and an output gear 32 meshing with the input gear 31. The output gear 32 is connected to each driving unit. The number of teeth of the input gear 31 is greater than that of the output gear 32. In this way, through the input gear 31 and the output gear 32, the rotational speed input from the main input shaft 21 is decelerated at the first stage, and then decelerated at the second stage through each deceleration unit 20. Finally, the rotational speed transmitted to the driving unit has been decelerated through multiple stages to ensure that the rotational speed and torque of the wheel 300 meet the usage requirements.

[0057] Optionally, both the input gear 31 and the output gear 32 are bevel gears. By using bevel gears, not only can the rotational speed of the input gear 31 be decelerated and output, but also the transmission direction of the input gear 31 can be changed, so as to facilitate transmitting the rotational speed of the input gear 31 to the two driving units.

[0058] The embodiment of the present invention also provides a vehicle, including the chassis structure in any of the above embodiments. Since this vehicle includes all the technical features of the above chassis structure, therefore, this vehicle has all the technical effects of the above chassis structure, which will not be elaborated here.

[0059] The technical features of the above-described embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as falling within the scope described in this specification.

[0060] The above-described embodiments merely represent several implementation manners of the present invention. The description is relatively specific and detailed, but it should not be construed as a limitation on the scope of the invention patent. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present invention, several modifications and improvements can still be made, and these all belong to the protection scope of the present invention. Therefore, the protection scope of the present invention patent shall be subject to the appended claims.

Claims

1. A chassis structure, characterized in that, The chassis structure includes: A drive axle (100) longitudinally extending along a first direction, the drive axle (100) including a axle housing (10), and a relief cavity (11) with an opening (12) formed by recessing one outer surface side of the axle housing (10) along a second direction; the second direction intersects with the first direction; A leaf spring (200) longitudinally extending along the second direction, and ends of the leaf spring (200) in the second direction are received in the relief cavity (11) through the opening (12); Wherein, the drive axle (100) further includes an input unit (30), a reduction unit (20) and a drive unit, and the reduction unit (20) is drivingly connected between the input unit (30) and the drive unit; An installation space (13) independently provided relative to the relief cavity (11) is formed in the axle housing (10), the reduction unit (20) includes an input shaft (21) connected to the input unit (30), a connecting shaft (22) and an output shaft (23) connected to the drive unit, two ends of the connecting shaft (22) are respectively connected to the input shaft (21) and the output shaft (23), and the input shaft (21), the connecting shaft (22) and the output shaft (23) are all installed in the installation space (13).

2. The chassis structure according to claim 1, characterized in that, The relief cavity (11) penetrates the axle housing (10) in the second direction.

3. The chassis structure according to claim 1, characterized in that, The chassis structure includes two drive axles (100), the two drive axles (100) are spaced from each other in the second direction, and the openings (12) of the relief cavities (11) provided on the two drive axles (100) are opposite; Two ends of the leaf spring (200) in the second direction are respectively received in the two relief cavities (11) through the corresponding openings (12).

4. The chassis structure according to claim 1, characterized in that, The axle housing (10) includes a main body (17) and a recessed part (18) connected to each other, the main body (17) and the recessed part (18) define the installation space, and the relief cavity is formed in the recessed part (18); The input shaft (21) and the output shaft (23) are respectively located at two ends of the recessed part (18) in the first direction, and the connecting shaft (22) is located at one end of the recessed part (18) in a third direction, and the third direction intersects with both the first direction and the second direction.

5. The chassis structure according to claim 1, characterized in that Each reduction unit (20) further includes a first driving gear (24) installed on the input shaft (21), a first driven gear (25) installed on one end of the connecting shaft (22) and meshing with the first driving gear (24), a second driving gear (26) installed on the other end of the connecting shaft (22), and a second driven gear (27) installed on the output shaft (23) and meshing with the second driving gear (26); The rotation speed of the input shaft (21) is output to the output shaft (23) after being reduced and transmitted by the first driving gear (24), the first driven gear (25), the second driving gear (26) and the second driven gear (27).

6. The chassis structure according to claim 5, characterized in that, The number of teeth of the first driving gear (24) is less than or equal to the number of teeth of the first driven gear (25), the number of teeth of the first driven gear (25) is greater than or equal to the number of teeth of the second driving gear (26), and the number of teeth of the second driving gear (26) is less than or equal to the number of teeth of the second driven gear (27); wherein, the number of teeth of the first driving gear (24), the first driven gear (25), the second driving gear (26) and the second driven gear (27) are not all the same.

7. The chassis structure according to claim 1, characterized in that, The input unit (30) includes an input gear (31) for inputting rotational speed and an output gear (32) engaged with the input gear (31), the output gear (32) is connected to each of the driving units, and the number of teeth of the input gear (31) is greater than that of the output gear (32).

8. The chassis structure according to claim 1, wherein The leaf spring (200) is formed by stacking a plurality of steel plates (201), and at least part of the ends of the steel plates (201) in the second direction pass through the opening (12) and are received in the avoidance cavity (11).

9. A vehicle, characterized in that, It includes the chassis structure according to any one of claims 1-8.

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