Chassis assembly for a vehicle and vehicle

Abstract

The application relates to the technical field of vehicle chassis, and discloses a chassis assembly for a vehicle and the vehicle. The chassis assembly comprises a vehicle frame, a first driving axle, a second driving axle, a first motor and a second motor. The first driving axle is arranged on the vehicle frame and comprises a first driving shaft. The second driving axle is arranged on the vehicle frame and located at the rear side of the first driving axle, and comprises a second driving shaft. The first motor is arranged on the vehicle frame, located at the rear side of the first driving axle and power-connected with the first driving shaft. The second motor is arranged on the vehicle frame, located at the rear side of the second driving axle and power-connected with the second driving shaft. The chassis assembly solves the technical problem that the chassis of a new energy vehicle is matched with distributed motors.

Description

Technical Field

[0001] This application relates to the field of vehicle chassis technology, and more particularly to a chassis assembly for a vehicle and a vehicle. Background Technology

[0002] With the development and expansion of new energy vehicles, their application scenarios are becoming increasingly widespread. In new energy vehicles, distributed drive systems enable independent drive and control of each wheel. The chassis, as a crucial architecture for new energy vehicles, not only affects their driving and handling performance but also determines their manufacturing cost. New energy vehicles using distributed drive systems have a large number of distributed motors, which are significantly larger than traditional motors, requiring specially designed chassis to accommodate them. However, in related technologies, traditional new energy vehicle chassis are only suitable for vehicles driven by a single traditional motor. The chassis has poor compatibility with distributed motors, making it difficult to install large and numerous distributed motors. Summary of the Invention

[0003] This application provides a chassis assembly and a vehicle for use in vehicles, which solves the technical problem of poor compatibility between the chassis and distributed motors in new energy vehicles.

[0004] To achieve the above objectives, the main technical solutions adopted in this application include:

[0005] In a first aspect, embodiments of this application provide a chassis assembly for a vehicle. The chassis assembly includes a frame, a first drive axle, a second drive axle, a first motor, and a second motor. The first drive axle is disposed on the frame and includes a first drive shaft. The second drive axle is disposed on the frame and located at the rear of the first drive axle, and includes a second drive shaft. The first motor is disposed on the frame, with at least a portion of the first motor located at the rear of the first drive axle and poweredly connected to the first drive shaft. The second motor is disposed on the frame, with at least a portion of the second motor located at the rear of the second drive axle and poweredly connected to the second drive shaft.

[0006] The chassis assembly for a vehicle proposed in this application embodiment has at least a portion of a first motor located on the rear side of a first drive axle and poweredly connected to a first drive shaft, and at least a portion of a second motor located on the rear side of a second drive axle and poweredly connected to a second drive shaft. On the one hand, by setting the first motor and the second motor on the front and rear sides of the vehicle chassis assembly respectively, the first motor and the second motor can provide power to the front and rear wheels of the vehicle respectively, control the speed of the front and rear wheels independently, reduce power transmission loss, improve transmission efficiency, and improve vehicle handling and driving stability. On the other hand, it can also reduce the occupation of the central space of the vehicle, making the internal structure of the vehicle more compact and making the chassis and distributed motors more compatible.

[0007] Optionally, the chassis assembly also includes an energy unit, which is mounted on the frame to provide power to the first motor and the second motor, and is located between the first motor and the second drive axle.

[0008] The power unit is positioned between the first motor and the second motor. On the one hand, positioning the power unit between the two motors allows for more efficient use of the chassis assembly space, making the entire chassis assembly more compact. For larger distributed motors, a more compact chassis assembly allows for better integration between the distributed motor and the chassis assembly. On the other hand, positioning the power unit between the two motors helps to achieve weight balance between the front and rear axles, thereby improving the vehicle's handling performance.

[0009] Optionally, the energy components include a battery pack and / or a fuel tank.

[0010] The energy components, including the battery pack and / or fuel tank, can effectively provide a smooth power source for the first and second motors, improving the stability and reliability of the vehicle during operation.

[0011] Optionally, the first drive shaft includes a first left half-shaft and a first right half-shaft, which are positioned opposite to and spaced apart along the left-right direction of the vehicle. The first motor includes a first left motor and a first right motor, with the first left motor and the first right motor being poweredly connected to the first left half-shaft and the first right motor being poweredly connected to the first right half-shaft. The second drive shaft includes a second left half-shaft and a second right half-shaft, which are positioned opposite to and spaced apart along the left-right direction of the vehicle. The second motor includes a second left motor and a second right motor, with the second left motor and the second right motor being poweredly connected to the second left half-shaft and the second right motor being poweredly connected to the second right half-shaft.

[0012] The use of multiple independently driven motors reduces the need for intermediate differentials and other transmission components, resulting in a simpler and more compact drivetrain. This further reduces transmission losses and improves energy efficiency. Because it allows for independent control of the wheels, the vehicle can more precisely adjust wheel speed and torque under complex conditions such as cornering or braking, improving handling and stability.

[0013] Optionally, the chassis assembly also includes a first subframe and a second subframe, both of which are mounted on the frame. The first motor is mounted on the first subframe, and the second motor is mounted on the second subframe.

[0014] The first motor is mounted on the first subframe, and the second motor is mounted on the second subframe, which enables more flexible power distribution and drive control. This allows the vehicle to independently adjust the power output to the front and rear wheels according to road conditions and driving needs, thereby improving the vehicle's power and handling.

[0015] Optionally, the first subframe includes a first longitudinal beam and a first crossbeam, the first longitudinal beams are two and spaced apart in the left-right direction, the first crossbeam is connected to the two first longitudinal beams, and the first crossbeam includes multiple separately arranged first sub-crossbeams. The second subframe includes a second longitudinal beam and a second crossbeam, the second longitudinal beams are two and spaced apart in the left-right direction, the second crossbeam is connected to the two second longitudinal beams, and the second crossbeam includes multiple separately arranged second sub-crossbeams.

[0016] Specifically, the first crossbeam includes multiple separately arranged first sub-crossbeams, and the second crossbeam includes multiple separately arranged second sub-crossbeams. This allows for adjustable lengths of the first and second subframes in the left-right direction of the vehicle body. On one hand, by adjusting the lengths of the first and second subframes in the left-right direction, the first and second subframes can be adapted to various vehicle models, expanding their applicability and thus the overall chassis assembly's applicability, while reducing manufacturing costs. On the other hand, the adjustable lengths of the first and second subframes in the left-right direction mean that the structural relationship of the suspension system can be adjusted more precisely. This not only reduces the probability of suspension interference but also optimizes the damping effect of the suspension system by adjusting the length of the first crossbeam, thereby reducing the interference of road vibrations on the vehicle and improving vehicle comfort.

[0017] Optionally, the plurality of first sub-beams include a first connecting beam and two first fixed beams, the two first fixed beams being fixedly connected to two first longitudinal beams respectively, and the first connecting beams being connected between the two first fixed beams. The plurality of second sub-beams include a second connecting beam and two second fixed beams, the two second fixed beams being fixedly connected to two second longitudinal beams respectively, and the second connecting beams being connected between the two second fixed beams.

[0018] The first connecting beam connects between two first fixed beams, and the second connecting beam connects between two second fixed beams. The lengths of the first and second connecting beams can be changed, thereby adjusting the lengths of the first and second subframes in the left and right directions of the vehicle body. This expands the applicability of the chassis assembly, allowing the chassis to be adjusted according to the size of the distributed motor, making the chassis and distributed motor more compatible.

[0019] Optionally, the chassis assembly also includes a plurality of first suspension brackets and a plurality of second suspension brackets, the plurality of first suspension brackets being disposed on a first crossbeam, a first motor being mounted on a plurality of first suspension brackets, the plurality of second suspension brackets being disposed on a second crossbeam, and a second motor being mounted on a plurality of second suspension brackets.

[0020] Multiple first suspension brackets are set on the first crossbeam, the first motor is mounted on multiple first suspension brackets, multiple second suspension brackets are set on the second crossbeam, and the second motor is mounted on multiple second suspension brackets. On the one hand, this can improve the stability of the motor installation, and on the other hand, it can enhance the vehicle's stability and reduce the feeling of bumps in the vehicle.

[0021] Optionally, the chassis assembly also includes a damping structure, with damping structures provided on both the first and second subframes. The damping structure includes a spring and a shock absorber, with the spring sleeved on the shock absorber.

[0022] Since distributed motors are typically large, it is necessary to minimize the space occupied by components on the chassis assembly. Therefore, by combining the springs and shock absorbers of the vibration damping structure, the space occupied by the vibration damping structure on the chassis assembly can be greatly reduced, improving the space utilization of the chassis assembly. This allows the chassis to have enough space to accommodate the distributed motor, thus improving the compatibility between the chassis and the distributed motor.

[0023] Optionally, the chassis assembly also includes a front suspension system comprising two double wishbone structures, one end of each double wishbone structure being connected to a corresponding first longitudinal beam and the other end of each double wishbone structure being connected to a corresponding front wheel. The chassis assembly also includes a steering unit mounted on the two first longitudinal beams, at least a portion of which is located on the front side of the first drive axle.

[0024] With at least a portion of the steering gear located in front of the first drive axle, steering input can act more directly on the front wheels, reducing power transmission delay and improving vehicle handling response. In a double wishbone front suspension system, forward-positioned steering gear helps reduce interference between the steering gear and the first drive axle, thereby improving the overall efficiency of the steering system.

[0025] Secondly, embodiments of this application also provide a vehicle including the chassis assembly of any one of the embodiments of this application.

[0026] The vehicle proposed in this application embodiment has at least a portion of a first motor located on the rear side of the first drive axle and poweredly connected to the first drive shaft, and at least a portion of a second motor located on the rear side of the second drive axle and poweredly connected to the second drive shaft. On the one hand, the first motor and the second motor are respectively arranged on the front and rear sides of the vehicle chassis assembly, which can provide power to the front and rear wheels of the vehicle respectively, control the speed of the front and rear wheels independently, reduce power transmission loss, improve transmission efficiency, and improve vehicle handling and driving stability. On the other hand, it can also reduce the occupation of the central space of the vehicle, make the internal structure of the vehicle more compact, and make the chassis and distributed motors more compatible. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0028] Figure 1 This is a schematic diagram of the vehicle structure provided in an embodiment of this application;

[0029] Figure 2 for Figure 1 Top view;

[0030] Figure 3 The first suspension bracket and the second suspension bracket are shown;

[0031] Figure 4 for Figure 3 A bottom view;

[0032] Figure 5 A front view of a vehicle provided in an embodiment of this application;

[0033] Figure 6 A rear view of a vehicle provided for an embodiment of this application;

[0034] Figure 7 A schematic diagram of the structure of the first motor provided in an embodiment of this application;

[0035] Figure 8 This is a schematic diagram of the structure of the second motor provided in an embodiment of this application;

[0036] Figure 9 This is a schematic diagram of the structure of the first subframe provided in an embodiment of this application;

[0037] Figure 10 This is a schematic diagram of the vibration reduction structure provided in an embodiment of this application.

[0038] [Explanation of Labels in the Attached Image]

[0039] Vehicle 100; Chassis assembly 100A; First drive axle 120; First left half-shaft 121; First right half-shaft 122; Second drive axle 130; Second left half-shaft 131; Second right half-shaft 132; First motor 140; First left motor 141; First right motor 142; Second motor 150; Second left motor 151; Second right motor 152; Power unit 160; First subframe 170; First longitudinal beam 171; First crossbeam 172; Second subframe 180; Second longitudinal beam 181; Second crossbeam 182; First sub-crossbeam 190; First connecting beam 191; First fixed beam 192; Vibration damping structure 210; Spring 211; Shock absorber 212; Steering gear 220; First suspension bracket 230; Second suspension bracket 240; Double wishbone 250; Front-rear direction X; Left-right direction Y. Detailed Implementation

[0040] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0041] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms "comprising" and "having," and any variations thereof, in the description, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the description, claims, or accompanying drawings of this application are used to distinguish different objects, not to describe a specific order or hierarchy.

[0042] In this application, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described in this application can be combined with other embodiments.

[0043] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "attachment" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0044] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0045] In this application, "multiple" refers to two or more (including two), and similarly, "multiple groups" refers to two or more (including two), and "multiple pieces" refers to two or more (including two).

[0046] With the development and expansion of new energy vehicles, their application scenarios are becoming increasingly widespread. In new energy vehicles, a distributed drive system is adopted, in which multiple distributed motors are installed, enabling individual drive and control of the rotational speed of each wheel, thus improving vehicle handling performance.

[0047] As a crucial architecture for new energy vehicles, the chassis not only affects the driving and handling of these vehicles but also determines their manufacturing costs. Compared to traditional motors, each distributed motor integrates multiple sub-motors, resulting in a relatively large size. However, in related technologies, the chassis of traditional new energy vehicles is only suitable for vehicles driven by a single traditional motor. The chassis has poor compatibility with distributed motors, making it difficult to install large and numerous distributed motors.

[0048] In view of this, in order to solve the problem of matching the chassis of new energy vehicles with distributed motors, and at the same time ensure the stability and reliability of vehicle operation, some embodiments of this application provide a chassis assembly and a vehicle. The chassis assembly includes a frame, a first drive axle, a second drive axle, a first motor and a second motor.

[0049] A first drive axle is mounted on the vehicle frame and includes a first drive shaft. A second drive axle is mounted on the vehicle frame and located behind the first drive axle, including a second drive shaft. A first motor is mounted on the vehicle frame, with at least a portion of the first motor located behind the first drive axle and poweredly connected to the first drive shaft. At least a portion of the second motor is mounted on the vehicle frame, with the second motor located behind the second drive axle and poweredly connected to the second drive shaft.

[0050] In the above scheme, at least part of the first motor is located on the rear side of the first drive axle and is poweredly connected to the first drive shaft, which can directly transmit power to the first drive shaft, reduce power loss caused by transmission, and improve the power transmission efficiency of the first motor. At least part of the second motor is located on the rear side of the second drive axle, which can reduce the space occupied on the front side of the second drive axle (middle of the chassis assembly), expand the space on the front side of the second drive axle, and enable it to accommodate larger energy components.

[0051] The front-to-back direction disclosed in this application embodiment is parallel to the length direction of the vehicle.

[0052] The left-right direction disclosed in this application embodiment is parallel to the width direction of the vehicle.

[0053] For ease of explanation, the following embodiments will be described using a chassis assembly for a vehicle as an example.

[0054] Please refer to Figures 1 to 10 , Figure 1 This is a schematic diagram of the vehicle structure provided in an embodiment of this application;

[0055] Figure 2 for Figure 1 Top view; Figure 3 The first suspension bracket and the second suspension bracket are shown; Figure 4 for Figure 3 A bottom view; Figure 5 A front view of a vehicle provided in an embodiment of this application; Figure 6 A rear view of a vehicle provided for an embodiment of this application; Figure 7 A schematic diagram of the structure of the first motor provided in an embodiment of this application; Figure 8 This is a schematic diagram of the structure of the second motor provided in an embodiment of this application;

[0056] Figure 9 This is a schematic diagram of the structure of the first subframe provided in an embodiment of this application; Figure 10 This is a schematic diagram of the vibration reduction structure provided in an embodiment of this application.

[0057] In this embodiment, the chassis assembly 100A for the vehicle 100 includes a frame, a first drive axle 120, a second drive axle 130, a first motor 140, and a second motor 150. The first drive axle 120 is disposed on the frame and includes a first drive shaft. The second drive axle 130 is disposed on the frame and located behind the first drive axle 120, and includes a second drive shaft. The first motor 140 is disposed on the frame, at least a portion of which is located behind the first drive axle 120 and is poweredly connected to the first drive shaft. The second motor 150 is disposed on the frame, at least a portion of which is located behind the second drive axle 130 and is poweredly connected to the second drive shaft.

[0058] The first drive axle 120 is mounted on the vehicle frame and can be fixedly connected to the frame. The first drive axle 120 can be located on the front side of the frame. The second drive axle 130 can be fixedly connected to the frame and can be located on the rear side of the frame, as well as behind the first drive axle 120. Mounting the first drive axle 120 and the second drive axle 130 on the frame enables the support of the frame and the weight of the vehicle 100, ensuring the stability of the vehicle 100 during operation.

[0059] The first motor 140 is mounted on the vehicle frame, with at least a portion of the first motor 140 located behind the first drive axle 120; that is, another portion of the first motor 140 is located between the first drive axle 120 and the second drive axle 130. The chassis assembly 100A may also include a steering unit 220. The front suspension of the vehicle 100 uses a double wishbone front suspension, and the steering unit 220 is used to control the steering of the front wheels of the vehicle 100. Positioning the first motor 140 behind the first drive axle 120 reduces the space occupied in front of the first drive axle 120, allowing for a larger space in front of the first drive axle 120, thus enabling the steering unit 220 to be positioned in front of the first drive axle 120. For the vehicle 100 with a double wishbone front suspension, positioning the steering unit 220 in front of the first drive axle 120 improves the steering performance of the vehicle 100. Specifically, the steering gear 220 is located in front of the first drive axle 120, meaning that steering input can act more directly on the front wheels, reducing power transmission delay and improving the handling response of the vehicle 100. In the double wishbone front suspension system, the forward positioning of the steering gear 220 helps reduce interference between the steering gear 220 and the first drive axle 120, thereby improving the overall efficiency of the steering system.

[0060] The first drive axle 120 includes a first drive shaft, which is connected to the front wheels of the vehicle 100 and drives the front wheels of the vehicle to rotate. The first motor 140 is powered by the first drive shaft, and the first motor 140 can transmit power to the front wheels of the vehicle 100 by driving the first drive shaft.

[0061] At least a portion of the second motor 150 is disposed on the rear side of the second drive axle 130. The second motor 150 is poweredly connected to the second drive shaft and can effectively expand the space on the front side of the second drive axle 130, making the central space of the chassis larger and able to accommodate more or larger components. For example, expanding the central space of the chassis allows for the placement of a larger battery or fuel tank in the central part of the chassis, thereby increasing the driving range of the vehicle 100.

[0062] Specifically, at least a portion of the first motor 140 is located on the rear side of the first drive axle 120 and is poweredly connected to the first drive shaft, and at least a portion of the second motor 150 is located on the rear side of the second drive axle 130 and is poweredly connected to the second drive shaft. On the one hand, the first motor 140 and the second motor 150 are respectively provided on the front and rear sides of the chassis assembly 100A of the vehicle 100, which can provide power to the front and rear wheels of the vehicle 100 respectively, control the speed of the front and rear wheels independently, reduce power transmission loss, improve transmission efficiency, and improve the handling and driving stability of the vehicle 100. On the other hand, it can also reduce the occupation of the central space of the vehicle 100, make the internal structure of the vehicle 100 more compact, and make the chassis and distributed motors more compatible.

[0063] Please refer to Figures 1 to 10 In this embodiment, the structure of the first motor 140 is the same as that of the second motor 150.

[0064] Since the first motor 140 is located behind the first drive axle 120 and the second motor 150 is located behind the second drive axle 130, the first motor 140 and the second motor 150 can face the same direction. That is, the positional relationship between the first drive axle 120 and the first motor 140 is the same as the positional relationship between the second drive axle 130 and the second motor 150. The first motor 140 and the second motor 150 have the same structure; therefore, they are identical in weight, construction, and materials. Within the same vehicle 100, the positions of the first motor 140 and the second motor 150 can be interchanged.

[0065] Specifically, the first motor 140 and the second motor 150 have identical structures. During vehicle manufacturing, only the same type of motor needs to be produced, making it applicable to different locations on the vehicle 100. This significantly reduces manufacturing costs, reduces engine design costs, and consequently lowers the overall vehicle manufacturing cost. Furthermore, the identical structure of the first motor 140 and the second motor 150 eliminates the need to prepare multiple spare parts during maintenance, greatly improving maintenance efficiency and reducing costs. Moreover, in a distributed drive system, using the same type of distributed motor makes it easier to achieve precise control and distribution of driving force, thereby improving the handling and driving stability of the vehicle 100.

[0066] Please refer to Figures 1 to 10 In this embodiment, the chassis assembly 100A also includes an energy component 160, which is disposed on the vehicle frame to provide energy to the first motor 140 and the second motor 150. The energy component 160 is located between the first motor 140 and the second drive axle 130.

[0067] Energy component 160 is mounted on the chassis to provide power to a first motor and a second motor 150. The energy required by the first motor 140 and the second motor comes from energy component 160. Energy component 160 is located between the first motor 140 and the second drive axle 130. That is, energy component 160 is located between the first motor 140 and the second motor 150. On the one hand, placing energy component 160 between the two motors can make more efficient use of the space in the chassis assembly 100A, making the entire chassis assembly 100A more compact. For larger distributed motors, a more compact chassis assembly 100A allows for better adaptation between the distributed motors and the chassis assembly 100A. On the other hand, placing energy component 160 between the two motors helps to achieve weight balance between the front and rear axles, thereby improving the handling performance of vehicle 100.

[0068] Furthermore, placing the energy component 160 between the first motor 140 and the second drive axle 130 allows the energy component 160 to be closer to the motor, thereby reducing energy loss during transmission and improving the energy utilization efficiency of the power system.

[0069] Understandably, during the operation of vehicle 100, energy component 160 provides power to the first motor 140 and the second motor 150. During this process, energy component 160 may generate some heat. By placing energy component 160 between the first motor 140 and the second motor 150, the airflow generated by the motors can be used to dissipate heat, thereby improving the heat dissipation efficiency of energy component 160.

[0070] Please refer to Figures 1 to 10 In this embodiment, the energy component 160 includes a battery pack and / or a fuel tank.

[0071] The energy component 160 can be a battery pack, a fuel tank, or a combination of a fuel tank and a battery pack. For range-extended electric vehicles, the energy component 160 can be a combination of a battery pack and a fuel tank. For pure electric vehicles, the energy component 160 can be a battery pack.

[0072] Furthermore, the energy component 160 includes a battery pack and / or a fuel tank, which can effectively provide a smooth power source for the first motor 140 and the second motor 150, improving the stability and reliability of the vehicle 100 during operation.

[0073] Please refer to Figures 1 to 10 In this embodiment, the first drive shaft includes a first left half-shaft 121 and a first right half-shaft 122. Along the left-right direction Y of the vehicle 100, the first left half-shaft 121 and the first right half-shaft 122 are opposite to each other and spaced apart. The first motor 140 includes a first left motor 141 and a first right motor 142. The first left motor 141 is powered to the first left half-shaft 121, and the first right motor 142 is powered to the first right half-shaft 122. The second drive shaft includes a second left half-shaft 131 and a second right half-shaft 132. Along the left-right direction Y of the vehicle 100, the second left half-shaft 131 and the second right half-shaft 132 are opposite to each other and spaced apart. The second motor 150 includes a second left motor 151 and a second right motor 152. The second left motor 151 is powered to the second left half-shaft 131, and the second right motor 152 is powered to the second right half-shaft 132.

[0074] The first motor 140 includes a first left motor 141 and a first right motor 142. The first left motor 141 is powered by a first left half-shaft 121, and the first right motor 142 is powered by a first right half-shaft 122. The first left motor 141 controls the rotational speed of the first left half-shaft 121, and the first right motor 142 controls the rotational speed of the first right half-shaft 122. In this way, the first motor 140 can independently control the rotational speed of the front wheels of the new energy vehicle. During the turning process of the vehicle 100, the rotational speeds of the two front wheels of the vehicle 100 are different. Compared with traditional vehicles, the first left motor 141 and the first right motor 142 can directly control the rotational speed of the front wheels of the vehicle 100 without the need for a differential, greatly improving the handling performance of the vehicle 100, as well as its operational stability and reliability.

[0075] The second motor 150 includes a second left motor 151 and a second right motor 152. The second left motor 151 is powered by the second left half-shaft 131, and the second right motor 152 is powered by the second right half-shaft 132. The second left motor 151 controls the rotational speed of the second left half-shaft 131, and the second right motor 152 controls the rotational speed of the second right half-shaft 132. In this way, the second motor 150 can independently control the rotational speed of the front wheels of the new energy vehicle. During the turning process of the vehicle 100, the rotational speeds of the two rear wheels of the vehicle 100 are different. Compared with traditional vehicles, the second left motor 151 and the second right motor 152 can directly control the rotational speed of the rear wheels of the vehicle 100 without the need for a differential, which greatly improves the handling performance of the vehicle 100 and also improves the stability and reliability of the vehicle 100's operation.

[0076] Specifically, the first left motor 141 is powered by the first left half-shaft 121, the first right motor 142 is powered by the first right half-shaft 122, the second left motor 151 is powered by the second left half-shaft 131, and the second right motor 152 is powered by the second right half-shaft 132. These motors can independently drive each wheel, giving the vehicle 100 greater power output. The coordinated operation of multiple motors can instantly release huge torque, providing excellent acceleration performance. Furthermore, they can achieve optimal energy distribution according to different driving conditions and needs, which helps to extend the driving range of the vehicle 100 and improve energy efficiency.

[0077] The use of multiple independently driven motors reduces the need for intermediate differentials and other transmission components, resulting in a simpler and more compact drivetrain. This further reduces transmission losses and improves energy efficiency. Independent wheel control allows for more precise adjustment of wheel speed and torque during complex conditions such as turning or braking, enhancing the vehicle's handling and stability. Independent wheel speed control also enables the vehicle to perform functions such as rotating on the spot.

[0078] Please refer to Figures 1 to 10 In this embodiment, the chassis assembly 100A also includes a first subframe 170 and a second subframe 180, both of which are mounted on the frame. A first motor 140 is mounted on the first subframe 170, and a second motor 150 is mounted on the second subframe 180.

[0079] The chassis assembly 100A includes a first subframe 170 and a second subframe 180, which are respectively located on the front and rear sides of the chassis assembly 100A, i.e., the front and rear sides of the vehicle 100. Both the first and second subframes 170 and 180 are mounted on a frame; for example, they can be connected via the frame. A first motor 140 is mounted on the first subframe 170, and a second motor 150 is mounted on the second subframe 180, enabling more flexible power distribution and drive control. This allows the vehicle 100 to independently adjust the power output to the front and rear wheels according to road conditions and driving needs, thereby improving the vehicle 100's power and handling.

[0080] Please refer to Figures 1 to 10In this embodiment, the first subframe 170 includes a first longitudinal beam 171 and a first crossbeam 172. There are two first longitudinal beams 171 and they are spaced apart in the left-right direction Y. The first crossbeam 172 is connected to the two first longitudinal beams 171. The first crossbeam 172 includes a plurality of separately arranged first sub-crossbeams 190. The second subframe 180 includes a second longitudinal beam 181 and a second crossbeam 182. There are two second longitudinal beams 181 and they are spaced apart in the left-right direction Y. The second crossbeam 182 is connected to the two second longitudinal beams 181. The second crossbeam 182 includes a plurality of separately arranged second sub-crossbeams.

[0081] The first subframe 170 includes a first longitudinal beam 171 and a first crossbeam 172. The first longitudinal beam 171 is positioned in the left-right direction (Y) of the first subframe 170, meaning that two first longitudinal beams 171 are located on the left and right sides of the first subframe 170, and the two first longitudinal beams 171 are connected by the first crossbeam 172, thus forming the basic structure of the first subframe 170. The first crossbeam 172 includes multiple separately arranged first sub-crossbeams 190, meaning that the first crossbeam 172 is composed of multiple first sub-crossbeams 190, and the length of the first crossbeam 172 is related to the number and length of the first sub-crossbeams 190. Therefore, the length of the subframe in the left-right direction (Y) of the vehicle body is related to the length of the multiple first sub-crossbeams 190, and the length of the subframe in the left-right direction (Y) of the vehicle body can be adjusted.

[0082] Specifically, the first crossbeam 172 includes multiple separately configured first sub-crossbeams 190, which enables the first subframe 170 to be adjustable in length in the lateral direction Y of the vehicle body. On the one hand, by adjusting the length of the first subframe 170 in the lateral direction Y of the vehicle body, the first subframe 170 can be adapted to various vehicle models, expanding the applicability of the first subframe 170 and thus expanding the applicability of the chassis assembly 100A, while reducing manufacturing costs. On the other hand, the adjustable length of the first subframe 170 in the lateral direction Y of the vehicle body means that the structural relationship of the suspension system can be adjusted more precisely. This not only reduces the probability of interference in the suspension system, but also optimizes the shock absorption effect of the suspension system by adjusting the length of the first crossbeam 172, thereby reducing the interference of road vibration on the vehicle 100 and improving the driving comfort of the vehicle 100.

[0083] The second subframe 180 includes a second longitudinal beam 181 and a second crossbeam 182. The second longitudinal beam 181 is positioned in the left-right direction (Y) of the second subframe 180, meaning that two second longitudinal beams 181 are located on the left and right sides of the second subframe 180 and are connected by the second crossbeam 182, thus forming the basic structure of the second subframe 180. The second crossbeam 182 includes multiple separately arranged second sub-crossbeams, meaning that the second crossbeam 182 is composed of multiple second sub-crossbeams, and the length of the second crossbeam 182 is related to the number and length of the second sub-crossbeams. Therefore, the length of the subframe in the left-right direction (Y) of the vehicle body is related to the length of the multiple second sub-crossbeams, allowing for adjustment of the subframe's length in this direction.

[0084] Specifically, the second crossbeam 182, comprising multiple separately arranged second sub-crossbeams, enables the second subframe 180 to be adjustable in length in the lateral direction Y of the vehicle body. On the one hand, by adjusting the length of the second subframe 180 in the lateral direction Y of the vehicle body, the second subframe 180 can be adapted to various vehicle models, expanding the applicability of the second subframe 180 and thus expanding the applicability of the chassis assembly 100A, while reducing manufacturing costs. On the other hand, the adjustable length of the second subframe 180 in the lateral direction Y of the vehicle body means that the structural relationship of the suspension system can be adjusted more precisely. This not only reduces the probability of interference in the suspension system but also optimizes the shock absorption effect of the suspension system by adjusting the length of the second crossbeam 182, thereby reducing the interference of road vibration on the vehicle 100 and improving the driving comfort of the vehicle 100.

[0085] Please refer to Figures 1 to 10 In this embodiment, the plurality of first sub-beams 190 include a first connecting beam 191 and two first fixed beams 192. The two first fixed beams 192 are respectively fixedly connected to two first longitudinal beams 171. The first connecting beam 191 is connected between the two first fixed beams 192. The plurality of second sub-beams include a second connecting beam and two second fixed beams. The two second fixed beams are respectively fixedly connected to two second longitudinal beams 181. The second connecting beam is connected between the two second fixed beams.

[0086] The multiple first sub-beams 190 include a first connecting beam 191 and two first fixed beams 192. The first fixed beams 192 are fixedly connected to the two first longitudinal beams 171 respectively. That is, the two first fixed beams 192 are arranged on both sides of the first subframe 170, and the two first fixed beams 192 can be connected to the two first longitudinal beams 171 by welding. Two first fixed beams 192 are connected together by a first connecting beam 191. When it is necessary to adjust the length of the first subframe 170 in the left-right direction Y, the length of the first connecting beam 191 can be changed, thereby realizing the adjustment of the length of the first subframe 170 in the left-right direction Y. Multiple first connecting beams 191 can be interconnected to realize the adjustment of the length of the first subframe 170 in the left-right direction Y, so that the first subframe 170 can be adapted to various models, expanding the application range of the first subframe 170. Moreover, since the distributed motor is usually large in size, the adjustable first subframe 170 can be adapted to the model and size of the distributed motor, thereby making the chassis and the distributed motor more compatible.

[0087] The multiple second sub-beams include second connecting beams and two second fixed beams. The second fixed beams are fixedly connected to two second longitudinal beams 181, respectively. That is, the two second fixed beams are located on both sides of the second subframe 180, and can be connected to the two second longitudinal beams 181 by welding. The two second fixed beams are connected together by the second connecting beams. When it is necessary to adjust the length of the second subframe 180 in the lateral Y direction, the length of the second connecting beams can be changed, thereby achieving adjustment of the lateral Y length of the second subframe 180. Multiple second connecting beams can be interconnected to achieve this adjustment, allowing the second subframe 180 to adapt to various vehicle models and expanding its applicability. Furthermore, since distributed motors are typically large, the adjustable second subframe 180 allows for adaptive adjustments based on the model and size of the distributed motor, thus improving the compatibility between the chassis and the distributed motor.

[0088] Please refer to Figures 1 to 10 In this embodiment, the chassis assembly 100A further includes a plurality of first suspension brackets 230 and a plurality of second suspension brackets 240. The plurality of first suspension brackets 230 are disposed on the first crossbeam 172, the first motor 140 is mounted on the plurality of first suspension brackets 230, the plurality of second suspension brackets 240 are disposed on the second crossbeam 182, and the second motor 150 is mounted on the plurality of second suspension brackets 240.

[0089] The chassis assembly 100A also includes a plurality of first suspension brackets 230 and a plurality of second suspension brackets 240, with the plurality of first suspension brackets 230 disposed on the first crossbeam 172. For example, there can be multiple first crossbeams 172, which are spaced apart along the longitudinal direction X of the vehicle 100. Multiple first suspension brackets 230 can be installed on two selected first crossbeams 172, for example, two first suspension brackets 230 can be installed on each of the two first crossbeams 172. The first motor 140 is disposed on the first subframe 170 through the first suspension brackets 230.

[0090] Similarly, multiple second suspension brackets 240 can be installed on the second crossbeam 182. For example, there can be multiple second crossbeams 182, which are spaced apart along the front-rear direction X of the vehicle 100. Multiple second suspension brackets 240 can be installed on two selected second crossbeams 182. For example, two second suspension brackets 240 can be installed on two second crossbeams 182 respectively. The second motor 150 is installed on the second subframe 180 through the second suspension brackets 240.

[0091] The first motor 140 is securely mounted on the first crossbeam 172 by multiple first suspension brackets 230, and the second motor 150 is securely mounted on the second crossbeam 182 by multiple second suspension brackets 240. The multi-point support method can significantly improve the installation stability of the motor and prevent the motor from loosening or being damaged due to vibration or bumps during the operation of the vehicle 100.

[0092] The first suspension bracket 230 and the second suspension bracket 240 can also play a role in shock absorption and vibration isolation, reducing the impact of road vibration on the first motor 140, the second motor 150 and the vehicle 100 as a whole, enhancing the stability of the vehicle 100 and improving the comfort of the ride. Especially under complex road conditions, this design can significantly reduce the bumpiness of the vehicle 100 and improve the driving experience.

[0093] Specifically, multiple first suspension brackets 230 are disposed on the first crossbeam 172, the first motor 140 is mounted on the multiple first suspension brackets 230, multiple second suspension brackets 240 are disposed on the second crossbeam 182, and the second motor 150 is mounted on the multiple second suspension brackets 240. On the one hand, this can improve the stability of the motor installation, and on the other hand, it can enhance the stability of the vehicle 100 and reduce the bumpy feeling of the vehicle 100.

[0094] Please refer to Figures 1 to 10In this embodiment, the chassis assembly 100A also includes a vibration damping structure 210. The first subframe 170 and the second subframe 180 are both provided with vibration damping structures 210. The vibration damping structure 210 includes a spring 211 and a shock absorber 212. The spring 211 is sleeved on the shock absorber 212.

[0095] The chassis assembly 100A also includes a vibration damping structure 210, which is used to reduce the vibration of the vehicle 100 during driving. The vibration damping structure 210 is usually connected to the wheels, and vibration damping structures 210 are installed on both the first subframe 170 and the second subframe 180. Since the distributed motor is usually large, it is necessary to minimize the space occupied by the components on the chassis assembly 100A. Therefore, by fitting the spring 211 and the shock absorber of the vibration damping structure 210 together, the space occupied by the vibration damping structure 210 on the chassis assembly 100A can be greatly reduced, the space utilization of the chassis assembly 100A can be improved, and the chassis can have enough space to accommodate the distributed motor, thereby improving the compatibility between the chassis and the distributed motor.

[0096] Please refer to Figures 1 to 10 The chassis assembly 100A also includes a front suspension system, which includes two double wishbone structures 250. One end of each double wishbone structure 250 is connected to a corresponding first longitudinal beam 171, and the other end of the double wishbone structure 250 is connected to a corresponding front wheel. The chassis assembly 100A also includes a steering unit 220, which is mounted on the two first longitudinal beams 171. At least a portion of the steering unit 220 is located on the front side of the first drive axle 120.

[0097] The front suspension system includes two double wishbone 250 structures. One end of each double wishbone 250 structure is connected to the corresponding first longitudinal beam 171, and the other end is connected to the corresponding wheel. By setting the front suspension of the vehicle 100 to a double wishbone 250 structure, the upper and lower A-shaped wishbones of the double wishbone 250 suspension can precisely position various parameters of the front wheels, giving the vehicle 100 high stability during cornering, reducing body roll, and thus improving the handling of the vehicle 100. This suspension system provides the driver with a more responsive and precise handling experience, especially at high speeds and in complex road conditions, where its superior handling performance is even more evident.

[0098] The double wishbone 250 suspension has two wishbones, one upper and one lower, which can absorb lateral forces simultaneously, while the strut only bears the weight of the vehicle body. This gives the double wishbone 250 suspension excellent lateral stiffness, providing better lateral support and thus improving the vehicle's stability during driving.

[0099] The steering gear 220 is mounted on the two first longitudinal beams 171, with at least a portion of the steering gear 220 located at the front of the first drive axle 120. The chassis assembly 100A may also include the steering gear 220. The front suspension of the vehicle 100 uses a double wishbone 250 front suspension, and the steering gear 220 is used to control the steering of the front wheels of the vehicle 100. By placing at least a portion of the first motor 140 at the rear of the first drive axle 120, the space occupied at the front of the first drive axle 120 can be reduced, allowing for a larger space at the front of the first drive axle 120, thus enabling the steering gear 220 to be positioned at the front of the first drive axle 120. For the vehicle 100 with a double wishbone 250 front suspension, positioning the steering gear 220 at the front of the first drive axle 120 improves the steering performance of the vehicle 100.

[0100] Specifically, at least a portion of the steering gear 220 is located in front of the first drive axle 120, meaning that steering input can act more directly on the front wheels, reducing power transmission delay and improving the handling response of the vehicle 100. In the double wishbone 250 front suspension system, the forward positioning of the steering gear 220 helps reduce interference between the steering gear 220 and the first drive axle 120, thereby improving the overall efficiency of the steering system.

[0101] This application also provides a vehicle 100, including a chassis assembly 100A according to any one of the embodiments of this application.

[0102] The vehicle 100 proposed in this application embodiment has a first motor 140 located behind the first drive axle 120 and poweredly connected to the first drive shaft, and a second motor 150 located behind the second drive axle 130 and poweredly connected to the second drive shaft. On the one hand, the first motor 140 and the second motor 150 are respectively provided on the front and rear sides of the chassis assembly 100A of the vehicle 100, which can provide power to the front and rear wheels of the vehicle 100 respectively, control the speed of the front and rear wheels independently, reduce power transmission loss, improve transmission efficiency, and improve the handling and driving stability of the vehicle 100. On the other hand, it can also reduce the occupation of the central space of the vehicle 100, making the internal structure of the vehicle 100 more compact and making the chassis and distributed motors more compatible.

[0103] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0104] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to interchangeably. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0105] The above description is merely an embodiment of this application and is not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

[0106] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A chassis assembly for a vehicle, characterized by, The chassis assembly comprises: a vehicle frame; a first drive axle arranged on the vehicle frame, the first drive axle comprising a first drive shaft; the first drive shaft comprising a first left half shaft and a first right half shaft, the first left half shaft and the first right half shaft being arranged opposite and spaced apart along a left-right direction of the vehicle; a second drive axle arranged on the vehicle frame and located at a rear side of the first drive axle, the second drive axle comprising a second drive shaft; the second drive shaft comprising a second left half shaft and a second right half shaft, the second left half shaft and the second right half shaft being arranged opposite and spaced apart along the left-right direction of the vehicle; a first motor arranged on the vehicle frame, at least a part of the first motor being located at a rear side of the first drive axle and being power-connected with the first drive shaft, the first motor comprising a first left motor and a first right motor, the first left motor being power-connected with the first left half shaft, and the first right motor being power-connected with the first right half shaft; a second motor arranged on the vehicle frame, at least a part of the second motor being located at a rear side of the second drive axle and being power-connected with the second drive shaft, the second motor comprising a second left motor and a second right motor, the second left motor being power-connected with the second left half shaft, and the second right motor being power-connected with the second right half shaft; the chassis assembly further comprises a first sub-frame and a second sub-frame, the first sub-frame and the second sub-frame are both mounted on the vehicle frame; 2. The chassis assembly of claim 1, wherein, the first motor is mounted on the first sub-frame, and the second motor is mounted on the second sub-frame.

3. The chassis assembly of claim 1, wherein, The chassis assembly further comprises an energy source arranged on the vehicle frame to provide energy for the first motor and the second motor, the energy source is located between the first motor and the second drive axle, and the energy source comprises a battery pack and / or a fuel tank. The first sub-frame comprises a first longitudinal beam and a first cross beam, the first longitudinal beam is two and spaced apart along the left-right direction, the first cross beam is connected to the two first longitudinal beams, and the first cross beam comprises a plurality of first sub-cross beams arranged in sections; 4. The chassis assembly of claim 3, wherein, The second sub-frame comprises a second longitudinal beam and a second cross beam, the second longitudinal beam is two and spaced apart along the left-right direction, the second cross beam is connected to the two second longitudinal beams, and the second cross beam comprises a plurality of second sub-cross beams arranged in sections. The plurality of first sub-cross beams comprises a first connecting beam and two first fixed beams, the two first fixed beams are respectively fixedly connected with the two first longitudinal beams, and the first connecting beam is connected between the two first fixed beams; 5. The chassis assembly of claim 3, wherein, The plurality of second sub-cross beams comprises a second connecting beam and two second fixed beams, the two second fixed beams are respectively fixedly connected with the two second longitudinal beams, and the second connecting beam is connected between the two second fixed beams. The chassis assembly further comprises a plurality of first suspension supports and a plurality of second suspension supports, the plurality of first suspension supports are arranged on the first cross beam, and the first motor is mounted on the plurality of first suspension supports; the plurality of second suspension supports are arranged on the second cross beam, and the second motor is mounted on the plurality of second suspension supports.

6. The chassis assembly of claim 1, wherein, The chassis assembly further comprises a damping structure, the first subframe and the second subframe are both provided with the damping structure, the damping structure comprises a spring and a shock absorber, the spring is sleeved on the shock absorber.

7. The chassis assembly of claim 4, wherein, The chassis assembly further comprises a front suspension system, the front suspension system comprises two double wishbone structures, one end of each double wishbone structure is connected to a corresponding first longitudinal beam, the other end of the double wishbone structure is connected to a corresponding front wheel. The chassis assembly further comprises a steering gear, the steering gear is mounted on the two first longitudinal beams, at least part of the steering gear is located on the front side of the first drive axle.

8. A vehicle characterized by comprising: The chassis assembly comprises any one of claims 1-7.

Images