A MacPherson strut suspension wheel-side drive system

Abstract

This invention relates to a MacPherson strut suspension wheel-side drive system, comprising a transmission unit, a drive motor, a connecting mechanism, a sub-support, a frame, and a support bearing. The transmission unit includes a transmission mechanism housing and a transmission mechanism, which connects the drive motor and the wheel hub. The transmission mechanism housing and the connecting mechanism connect to the sub-support. The sub-support connects to the inner ring of the support bearing, and the frame connects to the outer ring of the support bearing. The axis of the support bearing is perpendicular to the axis of the wheel. The vertical line of the wheel's contact point with the ground is located within the radius of rotation of the support bearing. Compared with the prior art, this invention features a support bearing with a large radius of rotation arranged at the top of the sub-support, ensuring that the vertical line of the wheel's contact point with the ground is always within the radius of rotation of the support bearing. This satisfies the requirements for large-angle steering and reduces the support stiffness requirements of the overall structure. The torsion bar spring enhances the structural stiffness of the transmission unit, helping to reduce gear wear and noise.

Description

Technical Field

[0001] This invention relates to the field of chassis design and manufacturing of electric vehicles, and in particular to a MacPherson strut suspension wheel-side drive system. Background Technology

[0002] Developing energy-saving and environmentally friendly electric vehicles is one of the measures the automotive industry takes to address future energy and environmental issues. 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 chains, efficient power transmission, and compact structure. At the same time, the drive / braking torque of each power source is independently controllable, possessing high maneuverability and high reliability. Further integration of drive and steering modules with steer-by-wire technology not only enables active front and rear wheel control and direct yaw torque control, but also facilitates modular and serialized vehicle development, making it an ideal model for achieving autonomous driving.

[0003] Compared to hub motor drive technology, using wheel-side motors can reduce the performance requirements of the drive motor. Application publication number CN118254865A discloses a four-wheel independent steering system with a wheel-side drive motor and 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 control arm. At the same time, the output shaft of the steering reducer must be strictly aligned with the center line of the steering arm and the ball joint, otherwise it will cause structural interference. In response, application publication number CN116279770A discloses a wheel-independent steering structure based on a hub motor. The steering motor is mounted on the vehicle frame, and the steering motor drives the entire suspension structure to steer, avoiding interference between the wheel and the suspension during steering. However, under this suspension structure, when the wheel bounces vertically, the wheel centerline will move in the lateral direction of the wheel. The top steering bracket and the steering shaft are only supported by tapered roller bearings. When the wheel centerline 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 high requirements for the support stiffness of the top tapered roller bearing and the structure.

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

[0005] The purpose of this invention is to overcome the shortcomings of the existing technology, which cannot meet the requirements of large-angle steering or high support stiffness, and to provide a MacPherson strut suspension wheel-side drive system.

[0006] The objective of this invention can be achieved through the following technical solutions:

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

[0008] The wheel is mounted on the wheel hub; the transmission unit includes a transmission mechanism housing and a transmission mechanism located within the transmission mechanism housing, the input end of the transmission mechanism is connected to the drive motor, and the output end is connected to the wheel hub; the transmission mechanism housing is connected to the sub-support via a ball joint and a connecting mechanism; the sub-support 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 sub-support.

[0009] The vertical line of the wheel's contact point with the ground is located within the rotation radius of the supporting bearing.

[0010] As a preferred technical solution, the transmission mechanism housing includes a primary transmission mechanism housing and a secondary transmission mechanism housing, with a double-row tapered roller bearing installed between the primary and secondary transmission mechanism housings; 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 distance of the primary and secondary transmission mechanisms is fixed.

[0011] As a preferred technical solution, the drive system further includes a torsion bar spring, a fixed bracket, and a rocker arm. A bearing is installed between the middle of the drive shaft and the housing of the secondary transmission mechanism. The drive shaft is a hollow shaft, and the torsion bar spring passes through the cavity inside the drive 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 housing of the secondary transmission mechanism, and the rocker arm forms a rotating pair with the housing of the primary transmission mechanism.

[0012] As a preferred technical solution, the connecting mechanism includes a lateral tie 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 secondary support via a ball joint. The two ends of the lateral tie rod are respectively connected to the side of the secondary transmission mechanism housing near the secondary support and the secondary support via ball joints. One end of the lower swing arm is connected to the side of the secondary transmission mechanism housing near the ground via a ball joint, and the other end is connected to the secondary support via a hinge. The two ends of the shock absorber are respectively connected to the lower swing arm and the secondary support via ball joints.

[0013] As a preferred technical solution, the primary transmission mechanism housing, the secondary transmission mechanism housing, the lower control arm, and the lateral tie rod constitute a suspension mechanism. The line connecting the ball joint on the side of the primary transmission mechanism housing away from the ground and the ball joint on the side of the secondary transmission mechanism housing near the ground is the secondary kingpin of the suspension mechanism. The secondary kingpin forms an inclination angle with the mid-section of the wheel perpendicular to the axis, and forms a caster angle with the mid-section of the wheel parallel to the axis.

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

[0015] As a preferred technical solution, the primary transmission mechanism includes a first gear shaft, a first gear and a second gear meshing 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 housing of the primary transmission mechanism; 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 meshing 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 shaft is fixedly connected to the hub, and a bearing is installed between the fourth gear shaft and the housing of the secondary transmission mechanism.

[0017] As a preferred technical solution, the drive motor is fixedly installed on the side of the primary transmission mechanism housing near the vehicle frame.

[0018] As a preferred technical solution, the steering motor is mounted on the vehicle frame, and the output shaft of the steering motor is connected to the auxiliary bracket through a coupling. The axis of the output shaft of the steering motor 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 has a support bearing with a large turning radius arranged on the top of the sub-support, so that the vertical line of the wheel contact point with the ground is always within the turning radius of the support bearing during the vertical jump or turning of the wheel. This can not only meet the requirements of large-angle turning, but also reduce the support stiffness requirements of 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, secondary transmission mechanism housing, lower control arm, and lateral tie rod of this invention constitute a MacPherson strut suspension, which enables the wheel-side drive system to have good load-bearing capacity and can achieve wheel alignment parameters similar to those of existing vehicles.

[0022] 3) By arranging a torsion bar spring at the connection shaft between the primary and secondary transmission mechanisms as an elastic element in the suspension, this invention enhances the structural rigidity of the wheel-side drive system, especially the structural rigidity at the connection between the primary and secondary transmission mechanisms. This reduces the changes in the center distance of the transmission mechanism and the gear meshing angle caused by the deformation of the transmission mechanism housing, which helps to reduce gear wear and noise.

[0023] 4) This invention has a large-angle steering capability and reduces the performance requirements of 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 helps to alleviate the negative effect of unsprung mass caused by the drive motor. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of a MacPherson strut suspension wheel-side drive system according to the present invention;

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

[0026] The numbers in the diagram are as follows:

[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. Sub-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. Lateral tie rod, 21. Lower control arm. Detailed Implementation

[0028] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

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

[0030] Wheel 1 is fixed to hub 2 by bolts and nuts.

[0031] The transmission unit 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 inside the primary transmission mechanism housing 12, and the secondary transmission mechanism is installed inside the secondary transmission mechanism housing 6. Both the primary and secondary transmission mechanisms are transmission mechanisms with a fixed transmission center distance, such as gear transmission mechanisms, belt transmission mechanisms, and synchronous belt transmission mechanisms. The output shaft of the primary transmission mechanism is connected to or shares a shaft with the input shaft of the secondary transmission mechanism. The housings of the primary and secondary transmission mechanisms are connected by a revolute joint, and the central axis of the revolute joint 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 is connected to the wheel 1 by a revolute joint.

[0032] The drive motor 13 is fixedly mounted on the housing of the primary transmission mechanism. 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 central hole of the output shaft of the primary transmission mechanism and the input shaft of the secondary transmission mechanism. The central axis of the torsion bar coincides with the axis of the rotation pair between the housing 12 of the primary transmission mechanism and the housing 6 of the secondary transmission mechanism. 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 sub-support 8 through a ball joint.

[0034] The connecting mechanism includes a lateral tie rod 20, a lower control arm 21, and a shock absorber 19. One end of the lower control arm 21 is connected to the sub-support 8 via a revolute joint, and the other end is connected to the housing of the secondary transmission mechanism via a ball joint. The housing of the primary transmission mechanism is connected to the sub-support 8 via a ball joint, which is generally located at the top of the housing 12 of the primary transmission mechanism. One end of the lateral tie rod 20 is connected to the sub-support 8 via a ball joint, and the other end is connected to the housing of the secondary transmission mechanism via a ball joint. The primary transmission mechanism, the secondary transmission mechanism, the lower control arm 21, and the lateral tie rod 20 constitute a MacPherson strut suspension mechanism.

[0035] The support bearing 11 is a bearing with a large radius of rotation, capable of simultaneously bearing axial and radial loads. It can be a turntable bearing, a double-row tapered roller bearing, or a double-row angular contact ball bearing. Compared to double-row tapered roller bearings and double-row angular contact ball bearings, the main advantage of the turntable bearing is its large radius of rotation, followed by its short axial length, which reduces the vertical dimensions of the wheel-side drive system. The axis of rotation of the support bearing 11 is the steering kingpin of the wheel 1. The support bearing 11 is arranged between the sub-support 8 and the frame 10 to form the rotating pair required for the steering of the wheel 1. The inner and outer rings of the support bearing 11 are fixed to the sub-support 8 and the frame 10 respectively by screws. The vertical line of the wheel 1's contact point with the ground remains within the radius of rotation of the support bearing 11 during the vertical jump or steering of the wheel 1.

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

[0037] When wheel 1 bounces vertically due to road surface excitation, relative rotation occurs between the primary and secondary transmission mechanisms. This relative rotation causes the torsion bar spring 16 to twist, thereby generating a torque to resist the torsion. The lower control arm 21 swings accordingly with the bounce of wheel 1. This 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 wheel 1. Since the center distance between the primary and secondary transmission mechanisms is a fixed value, the vertical bounce of wheel 1 will not cause interference to the transmission components inside the transmission mechanism.

[0038] When wheel 1 turns, steering motor 9 outputs driving torque, driving sub-support 8, primary transmission mechanism, secondary transmission mechanism, lower control arm 21, lateral tie rod 20 and wheel 1 to rotate around the rotation axis of support bearing 11, which can enable wheel 1 to achieve large-angle steering.

[0039] Specifically, such as 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. 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 housing 12 of the primary transmission mechanism. The first gear 14 is fixed to the first gear shaft and meshes with the second gear 18. The two ends of the transmission shaft 17 are connected to the second gear 18 and the third gear 5 respectively by spline engagement. The third gear 5 meshes with the fourth gear 3. The fourth gear 3 is fixed to the fourth gear shaft and is connected to the hub 2 by spline engagement.

[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 transmits load between the secondary transmission mechanism housing 6 and the primary transmission mechanism housing 12 and forms the rotating pair required for the relative rotation of the secondary transmission mechanism housing 6 and the primary transmission mechanism housing 12.

[0041] The drive motor 13 is fixed to the housing 12 of the primary transmission mechanism by screws; a pair of tapered roller bearings are arranged between the wheel hub 2 and the housing 6 of the secondary transmission mechanism to transmit the vertical force, lateral force and corresponding additional bending moment on the wheel 1; a deep groove ball bearing is arranged between the middle section of the drive shaft 17 and the housing 6 of the secondary transmission mechanism, which supports the drive 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 drive torque, the drive torque is transmitted to the wheel 1 in sequence 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, which is a transmission mechanism for reducing speed and increasing torque.

[0043] The torsion bar spring 16 mechanism includes a fixed bracket 4, a torsion bar spring 16, and a rocker arm 15. The transmission shaft 17 is a hollow shaft, and the torsion bar spring 16 passes through the central hole of the transmission shaft 17. The two ends of the torsion bar spring 16 are connected to the fixed bracket 4 and the rocker arm 15 respectively through spline joints. The fixed bracket 4 is fixed to the secondary transmission mechanism housing 6 by screws, and the rocker arm 15 is connected to the primary transmission mechanism housing 12 by bolts to form a rotating pair. In terms of load-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 coaxial arrangement of the torsion bar spring 16 mechanism enhances the structural stiffness of the connection in the longitudinal and vertical directions and alleviates the impact on the double-row tapered roller bearing 7 when the wheel 1 is subjected to impact load.

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

[0045] The inner ring of the support bearing 11 is fixed to the sub-support 8 by screws, and the outer ring of the support bearing 11 is fixed to the frame 10 by screws. The support bearing 11 forms the rotating pair required for steering of the wheel-side drive system, and the vertical line of the contact point between the wheel 1 and the ground is always within the rotation radius of the support bearing 11. The steering motor 9 has a self-locking reduction mechanism integrated inside. The steering motor 9 is fixed to the frame 10 by screws, and the output shaft of the steering motor 9 is connected to the sub-support 8. Optionally, a coupling is installed between the output shaft of the steering motor 9 and the sub-support 8.

[0046] The primary transmission housing 12, secondary transmission housing 6, double-row tapered roller bearing 7, lower control arm 21, and lateral tie rod 20 constitute a MacPherson strut suspension mechanism. The shock absorber 19 provides damping force to the suspension. The line connecting the top ball joint of the primary transmission housing 12 and the bottom ball joint of the secondary transmission housing 6 forms the secondary kingpin of the suspension mechanism. The angle θ between the secondary kingpin and the longitudinal mid-plane of wheel 1 is the inclination angle, and the angle γ between the secondary kingpin and the lateral mid-plane of wheel 1 is the caster angle. When wheel 1 experiences vertical bouncing due to road surface excitation, relative rotation occurs between the primary transmission housing 12 and the secondary transmission housing 6. This relative rotation causes the torsion bar spring 16 to twist and generate a torque resisting the torsion. Simultaneously, the lower control arm 21 swings, causing the shock absorber 19 to be compressed or stretched, generating damping force. Optionally, an elastic element can be connected in parallel with the shock absorber 19 to form a secondary spring, giving the suspension mechanism variable stiffness and nonlinear elastic characteristics.

[0047] The present invention proposes a MacPherson strut suspension wheel-side drive system with independent drive and large-angle steering functions, and a high degree of modularity. At the same time, the overall structural rigidity of the wheel-side drive system is enhanced by adopting an integrated design of a multi-stage wheel-side transmission mechanism and MacPherson strut suspension, using 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 merely specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A MacPherson strut suspension wheel-side drive system, characterized in that, It includes wheels (1), wheel hubs (2), transmission parts, drive motors (13), ball joints, connecting mechanisms, sub-supports (8), frames (10), support bearings (11) and steering motors (9); The wheel (1) is mounted on the hub (2); the transmission unit includes a transmission mechanism housing and a transmission mechanism located inside the transmission mechanism housing. The input end of the transmission mechanism is connected to the drive motor (13), and the output end is connected to the hub (2). The transmission mechanism housing is connected to the sub-support (8) through a ball joint and a connecting mechanism. The sub-support (8) is connected to the inner ring of the support bearing (11), and the frame (10) is connected to the outer ring of the support bearing (11). The axis of the support bearing (11) is perpendicular to the axis of the wheel (1). The output shaft of the steering motor (9) is connected to the sub-support (8). The vertical line of the contact point between the wheel (1) and the ground is located within the rotation radius of the support bearing (11); The transmission mechanism housing includes a primary transmission mechanism housing (12) and a secondary transmission mechanism housing (6), with a double-row tapered roller bearing (7) installed between the primary transmission mechanism housing (12) and the secondary transmission mechanism housing (6); the transmission mechanism includes 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 distance of the primary transmission mechanism and the secondary transmission mechanism is fixed; The drive system also includes a torsion bar spring (16), a fixed bracket (4), and a rocker arm (15). A bearing is installed between the middle of the drive shaft (17) and the housing (6) of the secondary transmission mechanism. The drive shaft (17) is a hollow shaft. The torsion bar spring (16) passes through the cavity inside the drive shaft (17), with one end connected to the fixed bracket (4) and the other end connected to the rocker arm (15). The fixed bracket (4) is fixedly connected to the housing (6) of the secondary transmission mechanism, and the rocker arm (15) forms a rotating pair with the housing (12) of the primary transmission mechanism. The primary transmission mechanism includes a first gear shaft, a first gear (14) meshing with each other, and a second gear (18); 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 housing (12) of the primary transmission mechanism; the second gear (18) is fixedly connected to the transmission shaft (17). The secondary transmission mechanism includes 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 shaft is fixedly connected to the hub (2), and a bearing is installed between the fourth gear shaft and the housing (6) of the secondary transmission mechanism.

2. The MacPherson strut suspension wheel-side drive system according to claim 1, characterized in that, The connecting mechanism includes a transverse tie 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 secondary support (8) via a ball joint. The two ends of the transverse tie rod (20) are respectively connected to the side of the secondary transmission mechanism housing (6) near the secondary support (8) and the secondary support (8) via ball joints. One end of the lower swing arm (21) is connected to the side of the secondary transmission mechanism housing (6) near the ground via a ball joint, and the other end is connected to the secondary support (8) via a hinge. The two ends of the shock absorber (19) are respectively connected to the lower swing arm (21) and the secondary support (8) via ball joints.

3. A MacPherson strut suspension wheel-side drive system according to claim 2, characterized in that, The primary transmission mechanism housing (12), the secondary transmission mechanism housing (6), the lower control arm (21), and the lateral tie rod (20) constitute the suspension mechanism. 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. The secondary kingpin forms an inclination angle with the mid-section of the wheel (1) perpendicular to the axis, and the secondary kingpin forms a caster angle with the mid-section of the wheel (1) parallel to the axis.

4. A MacPherson strut suspension wheel-side drive system according to claim 2, characterized in that, The shock absorber (19) is connected in parallel with an elastic element.

5. A MacPherson strut suspension wheel-side drive system according to claim 1, characterized in that, The drive motor (13) is fixedly installed on the side of the primary transmission mechanism housing (12) near the frame (10).

6. A MacPherson strut suspension wheel-side drive system according to claim 1, characterized in that, The steering motor (9) is mounted on the frame (10). The output shaft of the steering motor (9) is connected to the auxiliary bracket (8) through a coupling. The axis of the output shaft of the steering motor (9) coincides with the axis of the slewing bearing.

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