Macpherson type suspension wheel rim driving system

Abstract

The invention relates to a Macpherson type suspension wheel edge driving system which comprises a transmission part, a driving motor, a connecting mechanism, an auxiliary support, a frame, a supporting bearing and the like. The transmission part comprises a transmission mechanism shell and a transmission mechanism, the transmission mechanism is connected with the driving motor and the hub, and the transmission mechanism shell and the connecting mechanism are connected with the auxiliary support; the auxiliary support is connected with an inner ring of the supporting bearing, and the frame is connected with an outer ring of the supporting bearing. The axis of the supporting bearing is perpendicular to the axis of the wheel. The plumb line of the contact point of the wheels and the ground is located within the gyration radius of the supporting bearing. Compared with the prior art, the supporting bearing with the large turning radius is arranged at the top of the auxiliary support, so that the plumb line of the contact point of the wheel and the ground is always located within the turning radius of the supporting bearing, the large-angle steering requirement can be met, and the requirement for the supporting rigidity of the whole structure is lowered; the torsion bar spring is arranged, so that the structural rigidity of the transmission part is enhanced, and the abrasion and noise of the gear are reduced.

Description

Technical Field

[0001] The invention relates to the field of chassis design and manufacturing of electric vehicles, and in particular to a MacPherson type suspension wheel side drive system. Background Art

[0002] Developing energy-saving and environmentally friendly electric vehicles is one of the measures taken by the automobile industry to solve future energy and environmental problems. Among them, distributed drive electric vehicles are electric vehicles with multiple independent power sources, eliminating transmission components such as half shafts, and have the advantages of short transmission chain, efficient power transmission, and compact structure. At the same time, the driving / braking torque of each power source is independently controllable, with high maneuverability and high reliability. The drive and steering integrated module with further integrated wire-controlled independent steering technology can not only realize active front and rear wheel control, direct yaw torque control, etc., but also facilitate the modularization and serialization of vehicle development, making it an ideal model for unmanned driving.

[0003] Compared with the wheel hub motor drive technology, the use of wheel side motors can reduce the requirements for the performance of the drive motor. Application publication number CN118254865A discloses a four-wheel independent steering system with a wheel side drive motor double wishbone suspension. This configuration has good structural rigidity, but the maximum steering angle of the wheel is constrained by the shape of the lower arm. At the same time, the output shaft of the steering reducer must strictly coincide with the center line of the steering arm and the ball joint, otherwise it will cause structural interference. In this regard, application publication number CN116279770A discloses an independent wheel steering structure based on a hub motor, in which the steering motor is installed on the frame, so that the steering motor drives the entire suspension structure to steer, thereby avoiding interference between the wheel and the suspension during steering. However, when the wheel bounces vertically under this suspension configuration, the center line of the wheel will move in the lateral direction of the wheel, and the top steering bracket and the steering shaft are supported only by a tapered roller bearing. When the center line of the wheel exceeds the turning radius of the tapered roller bearing, the vertical force at the wheel end will generate a large overturning moment on the bearing. It can be seen that this configuration has very high support stiffness requirements for the top tapered roller bearing support and structure.

[0004] In summary, how to design a wheel-side drive system that can meet the needs of large-angle steering and has low requirements on support stiffness is a technical problem that needs to be solved. Summary of the invention

[0005] The purpose of the present invention is to provide a McPherson suspension wheel-side drive system in order to overcome the defects of the above-mentioned prior art that it cannot meet the requirements of large-angle steering or has high requirements for support stiffness.

[0006] The purpose of the present invention can be achieved by the following technical solutions:

[0007] According to one aspect of the present invention, there is provided a MacPherson suspension wheel-side drive system, comprising a wheel, a wheel hub, a transmission part, a drive motor, a ball joint, a connecting mechanism, a sub-bracket, a frame, a support bearing and a steering motor;

[0008] The wheel is mounted on the wheel hub; the transmission part includes a transmission mechanism housing and a transmission mechanism located in the transmission mechanism housing, the transmission mechanism input end is connected to the drive motor, the output end is connected to the wheel hub, the transmission mechanism housing is connected to the auxiliary bracket through a ball joint and a connecting mechanism; the auxiliary bracket is connected to the inner ring of the support bearing, and the frame is connected to the outer ring of the support bearing; the axis of the support bearing is perpendicular to the axis of the wheel; the output shaft of the steering motor is connected to the auxiliary bracket;

[0009] The plumb line of the wheel's contact point with the ground is located within the gyration radius of the support bearing.

[0010] As a preferred technical solution, the transmission mechanism housing includes a primary transmission mechanism housing and a secondary transmission mechanism housing, and a double-row tapered roller bearing is installed between the primary transmission mechanism housing and the secondary transmission mechanism housing; the transmission mechanism includes a primary transmission mechanism installed in the primary transmission mechanism housing, a secondary transmission mechanism installed in the secondary transmission mechanism housing, and a transmission shaft; the transmission center distances of the primary transmission mechanism and the secondary transmission mechanism are fixed.

[0011] As a preferred technical solution, the drive system also includes a torsion bar spring, a fixed bracket and a rocker arm, and a bearing is installed between the middle part of the transmission shaft and the secondary transmission mechanism housing; the transmission shaft is a hollow shaft, and the torsion bar spring passes through the cavity inside the transmission shaft, with one end connected to the fixed bracket and the other end connected to the rocker arm; the fixed bracket is fixedly connected to the secondary transmission mechanism housing, and the rocker arm forms a rotating pair with the primary transmission mechanism housing.

[0012] As a preferred technical solution, the connecting mechanism includes a transverse pull rod, a lower swing arm and a shock absorber. The side of the primary transmission mechanism housing away from the ground is connected to the sub-bracket through a ball joint; the two ends of the transverse pull rod are respectively connected to the side of the secondary transmission mechanism housing close to the sub-bracket and the sub-bracket through ball joints; one end of the lower swing arm is connected to the side of the secondary transmission mechanism housing close to the ground through a ball joint, and the other end is connected to the sub-bracket through a hinge; the two ends of the shock absorber are respectively connected to the lower swing arm and the sub-bracket through ball joints.

[0013] As a preferred technical solution, the primary transmission mechanism housing, the secondary transmission mechanism housing, the lower control arm and the transverse pull rod constitute a suspension mechanism, and the line connecting the ball joint of the primary transmission mechanism housing away from the ground side and the ball joint of the secondary transmission mechanism housing close to the ground is the secondary kingpin of the suspension mechanism, and an inclination angle is formed between the secondary kingpin and the middle section of the wheel perpendicular to the axis, and a caster angle is formed between the secondary kingpin and the middle section of the wheel parallel to the axis.

[0014] As a preferred technical solution, an elastic element is connected in parallel to the shock absorber.

[0015] As a preferred technical solution, the first-stage transmission mechanism includes a first gear shaft, a first gear and a second gear that mesh with each other; the first gear is fixedly connected to the first gear shaft, the first gear shaft is fixedly connected to the output shaft of the drive motor, and a bearing is installed between the first gear shaft and the first-stage transmission mechanism housing; the second gear is fixedly connected to the transmission shaft.

[0016] As a preferred technical solution, the secondary transmission mechanism includes a fourth gear shaft, a third gear and a fourth gear that mesh with each other; the third gear is fixedly connected to the transmission shaft; the fourth gear is fixedly connected to the fourth gear shaft, the fourth gear is fixedly connected to the fourth gear shaft, the fourth gear shaft is fixedly connected to the wheel hub, and a bearing is installed between the fourth gear shaft and the secondary transmission mechanism housing.

[0017] As a preferred technical solution, the drive motor is fixedly mounted on a side of the primary transmission mechanism housing close to the frame.

[0018] As a preferred technical solution, the steering motor is mounted on the vehicle frame, the output shaft of the steering motor is connected to the auxiliary bracket via a coupling, and the axis of the steering motor output shaft coincides with the axis of the slewing bearing.

[0019] Compared with the prior art, the present invention has the following beneficial effects:

[0020] 1) The present invention arranges a support bearing with a large turning radius on the top of the auxiliary bracket, so that the plumb line of the wheel contact point with the ground is always located within the turning radius of the support bearing during the vertical bouncing or steering process of the wheel, which can not only meet the large-angle steering requirements, but also reduce the support stiffness requirements for the overall structure of the wheel-side drive system and reduce the vertical space occupied by the support bearing;

[0021] 2) The primary transmission mechanism housing, the secondary transmission mechanism housing, the lower arm and the transverse tie rod of the present invention constitute a McPherson suspension, so that the wheel side drive system has a good load-bearing capacity and can achieve wheel alignment parameters similar to those of existing vehicles;

[0022] 3) The present invention arranges a torsion bar spring at the connecting transmission shaft between the primary transmission mechanism and the secondary transmission mechanism as an elastic element in the suspension, thereby enhancing the structural stiffness of the wheel-side drive system, especially the structural stiffness at the connection between the primary transmission mechanism and the secondary transmission mechanism, reducing the change in the center distance of the transmission mechanism and the change in the gear meshing angle caused by the bearing deformation of the transmission mechanism housing, and helping to reduce the wear and noise of the gears;

[0023] 4) The present invention has a large-angle steering capability and reduces the performance requirements for the drive motor through a multi-stage transmission mechanism. At the same time, the steering motor is arranged on the frame and the drive motor is arranged close to the frame, which is conducive to alleviating the negative effect of the unsprung mass caused by the drive motor. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 A schematic diagram of a McPherson suspension wheel-side drive system configuration of the present invention;

[0025] Figure 2 It is a schematic diagram of the transmission structure of the present invention;

[0026] The numbers in the figure show:

[0027] 1. Wheel, 2. Wheel hub, 3. Fourth gear, 4. Fixed bracket, 5. Third gear, 6. Secondary transmission mechanism housing, 7. Double-row tapered roller bearing, 8. Auxiliary bracket, 9. Steering motor, 10. Frame, 11. Support bearing, 12. Primary transmission mechanism housing, 13. Drive motor, 14. First gear, 15. Rocker arm, 16. Torsion bar spring, 17. Drive shaft, 18. Second gear, 19. Shock absorber, 20. Transverse tie rod, 21. Lower arm. DETAILED DESCRIPTION

[0028] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0029] The present invention provides a McPherson suspension wheel-side drive system, comprising a wheel 1, a wheel hub 2, a transmission part, a torsion bar spring 16 mechanism, a drive motor 13, a ball joint, a connecting mechanism, a sub-bracket 8, a frame 10, a support bearing 11 and a steering motor 9.

[0030] The wheel 1 is fixedly connected to the wheel hub 2 by bolts and nuts.

[0031] The transmission part includes a primary transmission mechanism housing 12, a secondary transmission mechanism housing 6, a primary transmission mechanism and a secondary transmission mechanism. The primary transmission mechanism is installed in the primary transmission mechanism housing 12, and the secondary transmission mechanism is installed in the secondary transmission mechanism housing 6. Both the primary transmission mechanism and the secondary transmission mechanism are transmission mechanisms with a fixed transmission center distance, such as a gear transmission mechanism, a belt transmission mechanism, a synchronous belt transmission mechanism, etc. The output shaft of the primary transmission mechanism is connected to the input shaft of the secondary transmission mechanism or shares a shaft. The housing of the primary transmission mechanism and the housing of the secondary transmission mechanism are connected through a revolute pair, and the central axis of the revolute pair is coaxial with the output shaft of the primary transmission mechanism and the input shaft of the secondary transmission mechanism; the output shaft of the secondary transmission mechanism is connected to the wheel 1, and the housing of the secondary transmission mechanism and the wheel 1 are connected by a revolute pair.

[0032] The drive motor 13 is fixedly mounted on the housing of the primary transmission mechanism, and the output shaft of the drive motor 13 is connected to the input shaft of the primary transmission mechanism. The output torque of the drive motor 13 is transmitted through the primary transmission mechanism and the secondary transmission mechanism to drive the wheel 1 to rotate.

[0033] One end of the torsion bar spring 16 is fixedly connected to the housing of the secondary transmission mechanism, and the other end is fixedly connected to the housing of the primary transmission mechanism. The torsion bar of the torsion bar spring 16 is arranged in the center hole of the output shaft of the primary transmission mechanism and the input shaft of the secondary transmission mechanism. The center axis of the torsion bar coincides with the rotation secondary axis between the primary transmission mechanism housing 12 and the secondary transmission mechanism housing 6; one end of the shock absorber 19 is connected to the lower swing arm 21 through a ball joint, and the other end is connected to the auxiliary bracket 8 through a ball joint.

[0034] The connecting mechanism includes a transverse tie rod 20, a lower arm 21 and a shock absorber 19. One end of the lower arm 21 is connected to the auxiliary bracket 8 through a rotating pair, and the other end is connected to the housing of the secondary transmission mechanism through a ball joint; the housing of the primary transmission mechanism is connected to the auxiliary bracket 8 through a ball joint, and the ball joint is generally arranged on the top of the primary transmission mechanism housing 12; one end of the transverse tie rod 20 is connected to the auxiliary bracket 8 through a ball joint, and the other end is connected to the housing of the secondary transmission mechanism through a ball joint; the primary transmission mechanism, the secondary transmission mechanism, the lower arm 21, and the transverse tie rod 20 constitute a McPherson suspension mechanism.

[0035] The support bearing 11 is a bearing with a large turning radius and can bear both axial load and radial load. A turntable bearing, a double-row tapered roller bearing or a double-row angular contact ball bearing can be selected. Compared with double-row tapered roller bearings and double-row angular contact ball bearings, the turntable bearing has the advantages of a large turning radius and a short axial length, which can reduce the vertical size of the wheel-side drive system. The turning axis of the support bearing 11 is the steering kingpin of the wheel 1. The support bearing 11 is arranged between the auxiliary bracket 8 and the frame 10 to form a rotating pair required for the steering of the wheel 1. The inner ring and the outer ring of the support bearing 11 are respectively fixed to the auxiliary bracket 8 and the frame 10 by screws. The plumb line of the contact point between the wheel 1 and the ground is always located within the turning radius of the support bearing 11 during the vertical jumping or steering process of the wheel 1.

[0036] The steering motor 9 is fixedly mounted on the vehicle frame 10 , the output shaft of the steering motor 9 is connected to the auxiliary bracket 8 , and the axis of the output shaft of the steering motor 9 coincides with the rotation center axis of the support bearing 11 .

[0037] When the wheel 1 is stimulated by the road surface and has a vertical bounce, a relative rotation occurs between the primary transmission mechanism and the secondary transmission mechanism, and the relative rotation causes the torsion bar spring 16 to twist, thereby generating a torque to resist the twisting; the lower arm 21 swings accordingly with the bounce of the wheel 1, and the swing causes the shock absorber 19 to be compressed or stretched, thereby generating a damping force; the torque and damping force suppress and attenuate the vertical bounce of the wheel 1; since the center distances of the primary transmission mechanism and the secondary transmission mechanism are fixed values, the vertical bounce of the wheel 1 will not cause interference with the transmission components inside the transmission mechanism.

[0038] When the wheel 1 turns, the steering motor 9 outputs a driving torque to drive the auxiliary bracket 8, the primary transmission mechanism, the secondary transmission mechanism, the lower swing arm 21, the transverse tie rod 20 and the wheel 1 to rotate around the rotation axis of the support bearing 11, so that the wheel 1 can achieve a large angle of steering.

[0039] Specifically, Figure 1 and Figure 2 As shown, the primary transmission mechanism includes a first gear shaft, a first gear 14 and a second gear 18, and the secondary transmission mechanism includes a third gear 5, a fourth gear 3 and a transmission shaft 17. The first gear shaft is connected to the output shaft of the drive motor 13 and is driven by a spline; a pair of deep groove ball bearings are installed between the two ends of the first gear shaft and the primary transmission mechanism housing 12; the first gear 14 is fixedly connected to the first gear shaft, the first gear 14 is meshed with the second gear 18, the two ends of the transmission shaft 17 are respectively connected to the second gear 18 and the third gear 5 by spline matching, the third gear 5 is meshed with the fourth gear 3, the fourth gear 3 is fixedly connected to the fourth gear shaft, and the fourth gear 3 is connected to the wheel hub 2 by spline matching.

[0040] A double-row tapered roller bearing 7 is installed between the secondary transmission mechanism housing 6 and the primary transmission mechanism housing 12. The double-row tapered roller bearing 7 transfers load between the secondary transmission mechanism housing 6 and the primary transmission mechanism housing 12, and forms a rotating pair required for the secondary transmission mechanism housing 6 and the primary transmission mechanism housing 12 to rotate relative to each other.

[0041] The driving motor 13 is fixedly connected to the primary transmission mechanism housing 12 by screws; a pair of tapered roller bearings are arranged between the wheel hub 2 and the secondary transmission mechanism housing 6 to transmit the vertical force, lateral force and corresponding additional bending moment exerted on the wheel 1; a deep groove ball bearing is arranged between the middle section of the transmission shaft 17 and the secondary transmission mechanism housing 6, and the bearing supports the transmission shaft 17.

[0042] The center distance between the first gear shaft and the second gear 18 is a fixed value; the center distance between the third gear 5 and the fourth gear 3 is a fixed value; when the drive motor 13 outputs the driving torque, the driving torque is transmitted to the wheel 1 through the first gear shaft, the second gear 18, the transmission shaft 17, the third gear 5, the fourth gear 3 and the wheel hub 2 in sequence, which is a transmission mechanism that reduces speed and increases torque.

[0043] The torsion bar spring 16 mechanism includes a fixed bracket 4, a torsion bar spring 16 and a swing rod 15. The transmission shaft 17 is a hollow shaft, and the torsion bar spring 16 passes through the center hole of the transmission shaft 17. The two ends of the torsion bar spring 16 are respectively connected to the fixed bracket 4 and the swing rod 15 through spline matching. The fixed bracket 4 is fixedly connected to the secondary transmission mechanism housing 6 through screws, and the swing rod 15 forms a revolving pair with the primary transmission mechanism housing 12 through bolts. In terms of the bearing structure, the double-row tapered roller bearing 7 at the connection between the primary transmission mechanism housing 12 and the secondary transmission mechanism housing 6 has a weak bending moment resistance due to its small span. In this embodiment, the torsion bar spring 16 mechanism is coaxially arranged to enhance the structural stiffness of the connection in the longitudinal and vertical directions, and alleviate the impact of the double-row tapered roller bearing 7 when the wheel 1 is subjected to an impact load.

[0044] The top of the primary transmission mechanism housing 12 is connected to the auxiliary bracket 8 through a ball joint, the secondary transmission mechanism housing 6 is connected to the transverse tie rod 20 and the lower swing arm 21 through ball joints, the transverse tie rod 20 is connected to the auxiliary bracket 8 through a ball joint, and the lower swing arm 21 and the auxiliary bracket 8 are connected by bolts and nuts to form a revolving pair; the two ends of the shock absorber 19 are connected to the auxiliary bracket 8 and the lower swing arm 21 through ball joints.

[0045] The inner ring of the supporting bearing 11 is fixedly connected to the auxiliary bracket 8 by screws, and the outer ring of the supporting bearing 11 is fixedly connected to the frame 10 by screws. The supporting bearing 11 forms a rotating pair required for the steering of the wheel-side drive system, and the plumb line of the contact point of the wheel 1 with the ground is always located within the turning radius of the supporting bearing 11; a self-locking reduction mechanism is integrated inside the steering motor 9, and the steering motor 9 is fixedly connected to the frame 10 by screws, and the output shaft of the steering motor 9 is connected to the auxiliary bracket 8; optionally, a coupling is installed between the output shaft of the steering motor 9 and the auxiliary bracket 8.

[0046] The primary transmission mechanism housing 12, the secondary transmission mechanism housing 6, the double-row tapered roller bearing 7, the lower swing arm 21, and the transverse tie rod 20 constitute a McPherson suspension mechanism, and the shock absorber 19 provides damping force for the suspension; the line between the top ball joint of the primary transmission mechanism housing 12 and the bottom ball joint of the secondary transmission mechanism housing 6 is the secondary kingpin of the suspension mechanism, the angle θ between the secondary kingpin and the longitudinal middle plane of the wheel 1 is the inclination angle, and the angle γ between the secondary kingpin and the transverse middle plane of the wheel 1 is the caster angle; when the wheel 1 is excited by the road surface and vertically bounces, the primary transmission mechanism housing 12 and the secondary transmission mechanism housing 6 rotate relative to each other, and the relative rotation causes the torsion bar spring 16 to twist and generate a torque to resist twisting, and the lower swing arm 21 swings, and the swing causes the shock absorber 19 to be compressed or stretched and generate damping force. Optionally, an elastic element is connected in parallel at the shock absorber 19 to form a secondary spring, so that the suspension mechanism has nonlinear elastic characteristics with variable stiffness.

[0047] The invention proposes a McPherson suspension wheel drive system with independent driving and large-angle steering functions, and a high degree of modularization. At the same time, the overall structural rigidity of the wheel drive system is enhanced by adopting an integrated design of a multi-stage wheel drive mechanism and a McPherson suspension, adopting a support bearing 11 with a large turning radius, and arranging a torsion bar spring 16 at the connection of the transmission mechanism housing.

[0048] The above are only specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed by the present invention, and these modifications or replacements should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. A MacPherson suspension wheel drive system, characterized in that: It comprises a wheel (1), a wheel hub (2), a transmission part, a drive motor (13), a ball joint, a connecting mechanism, a sub-bracket (8), a vehicle frame (10), a supporting bearing (11) and a steering motor (9); The wheel (1) is mounted on the wheel hub (2); the transmission part comprises a transmission mechanism housing and a transmission mechanism located in the transmission mechanism housing, the transmission mechanism input end is connected to the drive motor (13), and the output end is connected to the wheel hub (2); the transmission mechanism housing is connected to the auxiliary bracket (8) through a ball joint and a connecting mechanism; the auxiliary bracket (8) is connected to the inner ring of the supporting bearing (11), and the frame (10) is connected to the outer ring of the supporting bearing (11); the axis of the supporting bearing (11) is perpendicular to the axis of the wheel (1); the output shaft of the steering motor (9) is connected to the auxiliary bracket (8); The plumb line of the contact point between the wheel (1) and the ground is located within the gyration radius of the support bearing (11).

2. A McPherson suspension wheel-side drive system according to claim 1, characterized in that: The transmission mechanism housing comprises a primary transmission mechanism housing (12) and a secondary transmission mechanism housing (6), and a double-row tapered roller bearing (7) is installed between the primary transmission mechanism housing (12) and the secondary transmission mechanism housing (6); the transmission mechanism comprises a primary transmission mechanism installed in the primary transmission mechanism housing (12), a secondary transmission mechanism installed in the secondary transmission mechanism housing (6), and a transmission shaft (17); the transmission center distances of the primary transmission mechanism and the secondary transmission mechanism are both fixed.

3. The McPherson suspension wheel drive system according to claim 2, characterized in that: The driving system further comprises a torsion bar spring (16), a fixed bracket (4) and a rocker arm (15); a bearing is installed between the middle part of the transmission shaft (17) and the secondary transmission mechanism housing (6); the transmission shaft (17) is a hollow shaft; the torsion bar spring (16) passes through the cavity inside the transmission shaft (17), one end of which is connected to the fixed bracket (4) and the other end of which is connected to the rocker arm (15); the fixed bracket (4) is fixedly connected to the secondary transmission mechanism housing (6), and the rocker arm (15) forms a rotation pair with the primary transmission mechanism housing (12).

4. The McPherson suspension wheel drive system according to claim 2, characterized in that: The connecting mechanism comprises a transverse pull rod (20), a lower swing arm (21) and a shock absorber (19); the side of the primary transmission mechanism housing (12) away from the ground is connected to the auxiliary bracket (8) through a ball joint; the two ends of the transverse pull rod (20) are respectively connected to the side of the secondary transmission mechanism housing (6) close to the auxiliary bracket (8) and the auxiliary bracket (8) through ball joints; one end of the lower swing arm (21) is connected to the side of the secondary transmission mechanism housing (6) close to the ground through a ball joint, and the other end is connected to the auxiliary bracket (8) through a hinge; the two ends of the shock absorber (19) are respectively connected to the lower swing arm (21) and the auxiliary bracket (8) through ball joints.

5. The McPherson suspension wheel drive system according to claim 4, characterized in that: The primary transmission mechanism housing (12), the secondary transmission mechanism housing (6), the lower swing arm (21) and the transverse pull rod (20) constitute a suspension mechanism, and the line connecting the ball joint on the side of the primary transmission mechanism housing (12) away from the ground and the ball joint on the side of the secondary transmission mechanism housing (6) close to the ground is the secondary kingpin of the suspension mechanism, and the secondary kingpin forms an inclination angle with the middle section of the wheel (1) perpendicular to the axis, and the secondary kingpin forms a caster angle with the middle section of the wheel (1) parallel to the axis.

6. The McPherson suspension wheel drive system according to claim 4, characterized in that: The shock absorber (19) is connected in parallel with an elastic element.

7. The McPherson suspension wheel-side drive system according to claim 2, characterized in that: The primary transmission mechanism comprises a first gear shaft, a first gear (14) and a second gear (18) meshing with each other; the first gear (14) is fixedly connected to the first gear shaft, the first gear shaft is fixedly connected to the output shaft of the drive motor (13), and a bearing is installed between the first gear shaft and the primary transmission mechanism housing (12); the second gear (18) is fixedly connected to the transmission shaft (17).

8. The McPherson suspension wheel drive system according to claim 2, characterized in that: The secondary transmission mechanism comprises a fourth gear shaft, a third gear (5) and a fourth gear (3) meshing with each other; the third gear (5) is fixedly connected to the transmission shaft (17); the fourth gear (3) is fixedly connected to the fourth gear shaft, the fourth gear (3) is fixedly connected to the fourth gear shaft, the fourth gear shaft is fixedly connected to the wheel hub (2), and a bearing is installed between the fourth gear shaft and the secondary transmission mechanism housing (6).

9. The McPherson suspension wheel drive system according to claim 2, characterized in that: The driving motor (13) is fixedly mounted on a side of the primary transmission mechanism housing (12) close to the vehicle frame (10).

10. The McPherson suspension wheel drive system according to claim 1, characterized in that: The steering motor (9) is mounted on a vehicle frame (10), the output shaft of the steering motor (9) is connected to the auxiliary bracket (8) via a coupling, and the axis of the output shaft of the steering motor (9) coincides with the axis of the slewing bearing.

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