Vehicle

Abstract

The invention relates to the technical field of vehicle wheel end assemblies, and discloses a vehicle which comprises a vehicle frame, a first wheel end assembly and a second wheel end assembly, the first wheel end assembly and the second wheel end assembly are both arranged on the vehicle frame, and the first wheel end assembly and the second wheel end assembly are arranged in a spaced mode in the front-back direction of the vehicle. The first wheel end assembly comprises a first wheel part, a second wheel part and a connecting piece, the first wheel part and the second wheel part are arranged at the left end and the right end of the connecting piece respectively in the left-right direction of the vehicle, and the length of the connecting piece is adjustable in the left-right direction of the vehicle. The technical problem that a wheel end assembly is poor in compatibility is solved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle wheel end assemblies, and in particular to a vehicle. Background Art

[0002] With the maturity and development of electric vehicles, four-wheel drive technology is increasingly used in electric vehicles. As an advanced vehicle driving method, four-wheel drive technology allows each wheel to be driven independently, thereby driving the vehicle forward. However, in related technologies, the wheel end assembly of vehicles using four-wheel drive technology needs to be re-developed to adapt to the vehicle model, which requires large R&D investment and poor compatibility of the wheel end assembly. Summary of the invention

[0003] The present application provides a vehicle, which solves the technical problem of poor compatibility of wheel end assemblies.

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

[0005] An embodiment of the present application provides a vehicle, including a frame, a first wheel end assembly and a second wheel end assembly, the first wheel end assembly and the second wheel end assembly are both arranged on the frame, along the front and rear direction of the vehicle, the first wheel end assembly is spaced apart from the second wheel end assembly, the first wheel end assembly includes a first wheel portion, a second wheel portion and a connecting member, along the left and right direction of the vehicle, the connecting member is constructed as a left-right symmetrical structure, the first wheel portion and the second wheel portion are detachably arranged at the left and right ends of the connecting member, respectively, along the left and right direction of the vehicle.

[0006] In the vehicle proposed in the embodiment of the present application, the connecting member 160 is constructed to be symmetrical along the left-right direction Y of the vehicle 100, and the first wheel portion 140 and the second wheel portion 150 are detachably arranged at the left and right ends of the connecting member 160, respectively. In this way, on the one hand, the length of the first wheel end assembly 120 in the left-right direction Y can be changed by simply changing the length of the connecting member 160, and the first wheel end assembly 120 can be adapted to vehicles 100 with different lengths in the left-right direction Y, thereby enabling the first wheel end assembly 120 to be adapted to vehicles of different models and widths, thereby expanding the adaptability and compatibility of the first wheel end assembly 120. On the other hand, the first wheel portion 140 and the second wheel portion 150 are connected to the connecting member 160 as independent modules, which are convenient for installation, maintenance and replacement.

[0007] Optionally, the first wheel portion includes a first wheel hub and a first swing arm, the first wheel hub is installed at the left end of the connecting member through the first swing arm, the second wheel portion includes a second wheel hub and a second swing arm, the second wheel hub is installed at the right end of the connecting member through the second swing arm, the first wheel hub and the second wheel hub are symmetrically arranged about the first plane, the first swing arm and the second swing arm are symmetrically arranged about the first plane, and the first plane is perpendicular to the left and right direction of the vehicle.

[0008] The first wheel hub and the second wheel hub are symmetrically arranged with respect to the first plane, and the first swing arm and the second swing arm are symmetrically arranged with respect to the first plane. On the one hand, the wear and stress distribution of the vehicle during use can be more even, reducing excessive wear or damage caused by imbalance, thereby extending the service life of the vehicle. On the other hand, symmetrical component design and production can greatly simplify the production process and reduce production costs.

[0009] Optionally, the first swing arm includes a first upper swing arm, which is connected to the upper end of the first fork arm and the upper end of the connecting member, the first upper swing arm includes a first section and a second section, along the left and right direction of the vehicle, the second section is closer to the connecting member than the first section, the first section has a first mounting platform, the second section is rotatably disposed on the first section, the first steering motor is disposed on the first mounting platform of the first swing arm, the second swing arm includes a second upper swing arm, the second upper swing arm is connected to the upper end of the second fork arm and the upper end of the connecting member, the second upper swing arm includes a third section and a fourth section, along the left and right direction, the fourth section is closer to the connecting member than the third section, the third section has a second mounting platform, the fourth section is rotatably disposed on the third section, the second steering motor is disposed on the second mounting platform of the second swing arm, and the first upper swing arm and the second upper swing arm have the same structure.

[0010] The first upper swing arm and the second upper swing arm have the same structure. When the first wheel end assembly or the second wheel end assembly needs to be adapted to more vehicle models, the production and research and development costs of the first wheel end assembly or the second wheel end assembly can be reduced and the compatibility range of the first wheel end assembly or the second wheel end assembly can be expanded.

[0011] Optionally, the first wheel portion also includes a first fork arm, the first fork arm is arranged on the first wheel hub, and the first swing arm connects the first fork arm and the connecting piece. The second wheel portion also includes a second fork arm, the second fork arm is arranged on the second wheel hub, and the second swing arm connects the second fork arm and the connecting piece. The first fork arm and the second fork arm are symmetrically arranged about the first plane.

[0012] The first fork arm and the second fork arm are symmetrically arranged with respect to the first plane. On the one hand, this can improve the shock absorption performance of the vehicle, and evenly distribute force on the vehicle in the left and right directions, thereby improving user comfort. On the other hand, symmetrical component design and production can greatly simplify the production process and reduce production costs.

[0013] Optionally, the first wheel portion also includes a first steering motor, which drives the first wheel hub to rotate through the first fork arm, and the first steering motor is arranged on the first swing arm. The second wheel portion also includes a second steering motor, which drives the second wheel hub to rotate through the second fork arm, and the second steering motor is arranged on the second swing arm. The structure of the first steering motor is the same as that of the second steering motor.

[0014] The structure of the first steering motor is the same as that of the second steering motor, which can not only improve the steering operation performance of the vehicle, but also reduce the production cost of the first wheel end assembly or the second wheel end assembly.

[0015] Optionally, the connecting member has a first vertical beam, a second vertical beam, a first cross beam and a second cross beam, the first vertical beam and the second vertical beam are spaced apart in the left-right direction, the first cross beam is connected to the upper end of the first vertical beam and the upper end of the second vertical beam, the second cross beam is connected to the lower end of the first vertical beam and the lower end of the second vertical beam, the first vertical beam has the same structure as the second vertical beam, and the first cross beam has the same structure as the second cross beam.

[0016] The first vertical beam has the same structure as the second vertical beam, and the first cross beam has the same structure as the second cross beam. The same component design can reduce the manufacturing cost of the connector.

[0017] Optionally, the connecting member also includes a first square tube, a second square tube and a first plate portion, the first square tube and the second square tube are respectively arranged at the upper ends of the first vertical beam and the second vertical beam, the first cross beam connects the first vertical beam and the second vertical beam through the first square tube and the second square tube respectively, and along the left and right directions of the vehicle, the first plate portion has a first end and a second end spaced apart, the first end is connected to the first square tube, and the second end is connected to the second square tube, and the first square tube and the second square tube have the same structure.

[0018] The first cross beam connects the first vertical beam and the second vertical beam through the first square tube and the second square tube respectively, thus forming a stable connecting member structure, enhancing the overall rigidity of the vehicle, and reducing the single-point force of the first cross beam on the first vertical beam and the second vertical beam, thereby improving the durability of the structure.

[0019] Optionally, along the up-down direction of the vehicle, the first end has a first mounting portion and a second mounting portion spaced apart, and along the up-down direction of the vehicle, the second end has a third mounting portion and a fourth mounting portion spaced apart, the first upper swing arm is rotatably disposed on the second mounting portion, and the second upper swing arm is rotatably disposed on the fourth mounting portion.

[0020] The first upper swing arm is rotatably disposed on the second mounting portion, and the second upper swing arm is rotatably disposed on the fourth mounting portion. By adjusting the positions of the second mounting portion and the fourth mounting portion, the connection positions of the first upper swing arm and the second upper swing arm and the first plate portion can be adjusted, so that the first upper arm and the second upper swing arm can adapt to different vehicle models with different vehicle widths.

[0021] Optionally, the vehicle also includes a first spring shock absorber and a second spring shock absorber. Along the up and down direction of the vehicle, the upper end of the first spring shock absorber is connected to the first mounting part, the lower end of the first spring shock absorber is connected to the first lower swing arm, the upper end of the second spring shock absorber is connected to the third mounting part, the lower end of the second spring shock absorber is connected to the second lower swing arm, and the first spring shock absorber and the second spring shock absorber have the same structure.

[0022] By connecting the first spring shock absorber and the second spring shock absorber to the first mounting portion and the third mounting portion respectively and connecting their respective lower ends to the corresponding lower swing arms, road vibration can be effectively absorbed and dispersed, the overall stability of the suspension system can be improved, the bumpy feeling during vehicle driving can be reduced, and the ride comfort can be improved. Moreover, since the two spring shock absorbers have the same structure, they have the same performance parameters and characteristics, making the commissioning and maintenance of the suspension system simpler and more efficient, and technicians can more easily predict and adjust the behavior of the system.

[0023] Optionally, the first plate portion is constructed to be bilaterally symmetrical.

[0024] The first plate portion is constructed to be symmetrical on the left and right sides. On the one hand, the same mold or tooling can be used to produce components on the left and right sides during the manufacturing process, which simplifies the production process and improves production efficiency. On the other hand, due to the left-right symmetry of the first plate portion, assemblers do not need to distinguish between the left and right sides of the first plate portion, reducing the probability of assembly errors.

[0025] Optionally, the first swing arm includes a first lower swing arm, which is connected to the lower end of the first fork arm and the lower end of the connecting member; the second swing arm includes a second lower swing arm, which is connected to the lower end of the second fork arm and the lower end of the connecting member; the first lower swing arm and the second lower swing arm are symmetrically arranged about the first plane.

[0026] The first lower arm and the second lower arm are symmetrically arranged about the first plane, so that the vehicle can better resist lateral force and torsional force during driving, thereby improving the stability and handling of the vehicle. The symmetrical arm design helps to more evenly distribute the load borne by the vehicle suspension system, reduce excessive wear of individual components, extend the service life of the wheel end assembly, and improve overall performance.

[0027] Optionally, the first lower swing arm and the connecting member are connected via a first connecting portion and a second connecting portion, a third connecting portion is further provided between the first lower swing arm and the first fork arm, along the front-to-back direction, the first connecting portion is located in front of the second connecting portion, a line connecting the first connecting portion and the third connecting portion is configured as a first virtual line, a first recessed portion recessed rearwardly relative to the first virtual line is provided on the front side of the first lower swing arm, the second lower swing arm and the connecting member are connected via a fourth connecting portion and a fifth connecting portion, a sixth connecting portion is further provided between the second lower swing arm and the second fork arm, along the front-to-back direction, the fourth connecting portion is located in front of the fifth connecting portion, a line connecting the fourth connecting portion and the sixth connecting portion is configured as a second virtual line, and a second recessed portion recessed rearwardly relative to the second virtual line is provided on the front side of the second lower swing arm.

[0028] The front side of the first lower swing arm is provided with a first recessed portion recessed rearward relative to the first virtual line, and the front side of the second lower swing arm is provided with a second recessed portion recessed rearward relative to the second virtual line, which can expand the steering angle of the vehicle and enable the vehicle to achieve large-angle steering.

[0029] Optionally, the first wheel portion and the second wheel portion are symmetrically arranged about a first plane, and the first plane is perpendicular to the left-right direction of the vehicle.

[0030] The first wheel portion and the second wheel portion are symmetrically arranged with respect to the first plane. On the one hand, due to the same or similar components and structural design, the manufacturing cost of the vehicle can be reduced. On the other hand, the vehicle can maintain a good balance during driving, reducing the shaking and deviation caused by the imbalance between the left and right sides, thereby improving driving stability.

[0031] Optionally, the first wheel end assembly and the second wheel end assembly have the same structure.

[0032] The first wheel end assembly and the second wheel end assembly have the same structure, which can reduce the R&D and production costs of the vehicle and improve the vehicle production efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the specific implementation methods of the present application or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0034] Figure 1 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application;

[0035] Figure 2 A schematic diagram of the structure of a first wheel end assembly and a second wheel end assembly provided in an embodiment of the present application;

[0036] Figure 3 A schematic diagram of the structure of a first wheel end assembly or a second wheel end assembly provided in an embodiment of the present application;

[0037] Figure 4 for Figure 3 Schematic diagram of the structure in another direction;

[0038] Figure 5 The structure in which the first hub is turned 90 degrees is shown;

[0039] Figure 6 The structure in which the second wheel hub is turned 90 degrees is shown;

[0040] Figure 7 A schematic diagram of the structure of a connector provided in an embodiment of the present application.

[0041] [Description of Reference Numerals]

[0042] Vehicle 100; vehicle frame 110; first wheel end assembly 120; second wheel end assembly 130; first wheel portion 140; second wheel portion 150; connecting member 160; first vertical beam 161; second vertical beam 162; first cross beam 163; second cross beam 164; first wheel hub 170; first swing arm 180; second wheel hub 190; second swing arm 200; first fork arm 210; second fork arm 220; first upper swing arm 230; second upper swing arm 231; first lower swing arm 240; second lower swing arm 241; first steering motor 250; second steering motor 260; first section 270; first mounting platform 271; second section 280; third section 290; second mounting platform 291; fourth section 300; first connection part 310; second connection part 311; third connection part 312; first virtual line 320; first recessed part 330; fourth connection part 340; fifth connection part 350; sixth connection part 370; second virtual line 380; second recessed part 390; first braking mechanism 400; second braking mechanism 410; first spring shock absorber 420; second spring shock absorber 430; first plane 440; first square tube 450; second square tube 460; first plate part 470; first end 471; second end 472; first mounting part 480; second mounting part 481; third mounting part 490; fourth mounting part 491; front-to-back direction X; left-right direction Y; up-down direction Z. DETAILED DESCRIPTION

[0043] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0044] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as those commonly understood by technicians in the technical field of this application; the terms used in the specification of this application are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" in the specification and claims of this application and the above-mentioned drawings and any variations thereof are intended to cover non-exclusive inclusions. The terms "first", "second", etc. in the specification and claims of this application or the above-mentioned drawings are used to distinguish different objects, rather than to describe a specific order or a primary and secondary relationship.

[0045] Reference to "embodiments" in this application means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present application. The appearance of the phrase in various locations in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described in this application may be combined with other embodiments.

[0046] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", and "attached" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication of two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0047] The term "and / or" in this application is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this application generally indicates that the associated objects before and after are in an "or" relationship.

[0048] The term "multiple" as used in the present application refers to more than two (including two). Similarly, "multiple groups" refers to more than two groups (including two groups), and "multiple sheets" refers to more than two sheets (including two sheets).

[0049] With the maturity and development of electric vehicles, four-wheel drive technology is increasingly used in electric vehicles. As an advanced vehicle driving method, four-wheel drive technology allows each wheel to be driven independently, thereby driving the vehicle forward. The four-wheel drive system usually includes four independently installed wheel hub motors, each of which directly drives the corresponding wheel without the need for a drive shaft or differential.

[0050] However, for vehicles using four-wheel drive technology, different wheel-end assemblies need to be redesigned to adapt to the length or width of new models. The wheel-end assemblies of vehicles using four-wheel drive technology have a small range of applicability and are not compatible with multiple models. As a result, each time a new model is developed, a wheel-end assembly needs to be developed to match it, which makes the R&D cost too high.

[0051] In view of this, in order to make the wheel end assembly compatible with a variety of vehicle models while reducing research and development costs, some embodiments of the present application provide a vehicle including a frame, a first wheel end assembly and a second wheel end assembly.

[0052] The first wheel end assembly and the second wheel end assembly are both arranged on the vehicle frame. The first wheel end assembly and the second wheel end assembly are arranged at intervals along the front-rear direction of the vehicle. The first wheel end assembly includes a first wheel portion, a second wheel portion and a connecting member. Along the left-right direction of the vehicle, the connecting member is constructed as a left-right symmetrical structure. The first wheel portion and the second wheel portion are respectively detachably arranged at the left and right ends of the connecting member.

[0053] In the above scheme, the length of the connecting piece is adjustable along the left and right direction of the vehicle. On the one hand, the distance between the first wheel portion and the second wheel portion can be changed, so that the first wheel end assembly can be adapted to vehicles of different models and widths, thereby expanding the adaptability and compatibility of the first wheel end assembly. On the other hand, the first wheel portion and the second wheel portion are connected to the connecting piece as independent modules, which is convenient for installation, maintenance and replacement.

[0054] For the convenience of description, the following embodiments are described by taking a vehicle according to an embodiment of the present application as an example.

[0055] Please refer to Figures 1 to 7 , Figure 1 A schematic diagram of the structure of a vehicle 100 provided in an embodiment of the present application; Figure 2 A schematic diagram of the structure of a first wheel end assembly 120 and a second wheel end assembly 130 provided in an embodiment of the present application; Figure 3 A schematic diagram of the structure of a first wheel end assembly 120 or a second wheel end assembly 130 provided in an embodiment of the present application; Figure 4 for Figure 3 Schematic diagram of the structure in another direction; Figure 5 The structure in which the first hub 170 is turned 90 degrees is shown; Figure 6The structure in which the second hub 190 is turned 90 degrees is shown; Figure 7 A schematic diagram of the structure of the connector 160 provided in an embodiment of the present application.

[0056] In this embodiment, the vehicle 100 includes a frame 110, a first wheel end assembly 120 and a second wheel end assembly 130. The first wheel end assembly 120 and the second wheel end assembly 130 are both arranged on the frame 110. Along the front-to-rear direction X of the vehicle 100, the first wheel end assembly 120 and the second wheel end assembly 130 are arranged at intervals. The first wheel end assembly 120 includes a first wheel portion 140, a second wheel portion 150 and a connecting member 160. Along the left-right direction Y of the vehicle 100, the connecting member 160 is constructed to be symmetrical on the left and right sides. The first wheel portion 140 and the second wheel portion 150 are respectively detachably arranged on the left and right ends of the connecting member 160.

[0057] The vehicle 100 includes a frame 110, which may be an integration of the body-in-white, chassis and other structures of the vehicle 100 except for the first wheel-end assembly 120 and the second wheel-end assembly 130. The first wheel-end assembly 120 and the second wheel-end assembly 130 are both arranged on the frame 110. Along the front-rear direction X of the vehicle 100, the first wheel-end assembly 120 and the second wheel-end assembly 130 are arranged at intervals. It can be understood that the positions of the first wheel-end assembly 120 and the second wheel-end assembly 130 in the length direction of the vehicle 100 can be adjusted.

[0058] The first wheel end assembly 120 and the second wheel end assembly 130 both include a first wheel portion 140 and a second wheel portion 150. Along the left-right direction Y of the vehicle 100, the first wheel portion 140 can be arranged at the left end of the connecting member 160, and the second wheel portion 150 can be arranged at the right end of the connecting member 160. For example, the first wheel portion 140 and the second wheel portion 150 can form a symmetrical layout at the left and right ends of the connecting member 160, which helps the vehicle 100 to maintain balance during driving, reduces the probability of rollover, and improves the controllability and stability of the vehicle 100. Moreover, the first wheel portion 140 and the second wheel portion 150 are arranged at both ends of the connecting member 160 as independent modules, which is conducive to the separate maintenance and replacement of the first wheel portion 140 or the second wheel portion 150, reducing maintenance costs and maintenance time.

[0059] Along the left-right direction Y of the vehicle 100, the connector 160 is constructed to be bilaterally symmetrical, that is, when manufacturing connectors 160 of different lengths, it is only necessary to control the length change of the connector 160. For example, beams of different lengths can be added to the symmetric plane of the connector 160, and then the length of the connector 160 in the left-right direction Y of the vehicle 100 can be changed. Since the connector 160 is constructed to be bilaterally symmetrical, when changing the length of the connector 160, it is not necessary to consider the connection and matching problem between the connector 160 and the first wheel portion 140 and the second wheel portion 150, so the connector 160 can be produced relatively simply, thereby improving the production efficiency of the vehicle 100. Since the first wheel portion 140 is arranged at the left end of the connector 160 and the second wheel portion 150 is arranged at the right end of the connector 160, when the length of the connector 160 in the left-right direction Y of the vehicle 100 changes, the distance between the first wheel portion 140 and the second wheel portion 150 will also change. When different vehicle models are developed and the length of the vehicle 100 in the left-right direction Y changes, connectors 160 of different lengths can be manufactured to adapt the length of the first wheel end assembly 120 in the left-right direction Y of the vehicle 100 to the vehicle 100, thereby reducing the R&D and manufacturing costs of the vehicle 100.

[0060] Specifically, along the left-right direction Y of the vehicle 100, the connecting member 160 is constructed to be symmetrical on the left and right sides, and the first wheel portion 140 and the second wheel portion 150 are detachably arranged on the left and right ends of the connecting member 160, respectively. In this way, on the one hand, the length of the first wheel end assembly 120 in the left-right direction Y can be changed by simply changing the length of the connecting member 160, and the first wheel end assembly 120 can be adapted to vehicles 100 with different lengths in the left-right direction Y, thereby enabling the first wheel end assembly 120 to be adapted to vehicles of different models and widths, thereby expanding the adaptability and compatibility of the first wheel end assembly 120. On the other hand, the first wheel portion 140 and the second wheel portion 150 are connected to the connecting member 160 as independent modules, which are convenient for installation, maintenance and replacement.

[0061] Please refer to Figures 1 to 7 In this embodiment, the first wheel portion 140 includes a first wheel hub 170 and a first swing arm 180, and the first wheel hub 170 is installed at the left end of the connecting member 160 through the first swing arm 180. The second wheel portion 150 includes a second wheel hub 190 and a second swing arm 200, and the second wheel hub 190 is installed at the right end of the connecting member 160 through the second swing arm 200. The first wheel hub 170 and the second wheel hub 190 are symmetrically arranged with respect to the first plane 440, and the first swing arm 180 and the second swing arm 200 are symmetrically arranged with respect to the first plane 440, and the first plane 440 is perpendicular to the left-right direction Y of the vehicle 100.

[0062] In the left-right direction Y of the vehicle 100, the first wheel hub 170 is arranged at the left end of the connecting member 160, and the first wheel hub 170 and the connecting member 160 are connected through the first swing arm 180. A tire can also be arranged on the first wheel hub 170, and the tire contacts the ground to support the vehicle 100 as a whole. The second wheel hub 190 is arranged at the right end of the connecting member 160, and the second wheel hub 190 and the connecting member 160 are connected through the second swing arm 200. The first swing arm 180 can cause the first wheel hub 170 and the connecting member 160 to have a relative displacement in the up-down direction Z of the vehicle 100. That is, when the vehicle 100 vibrates, the position of the first wheel hub 170 in the up-down direction Z of the vehicle 100 can change, while the position of the connecting member 160 can remain unchanged. Similarly, the second wheel hub 190 is connected to the second swing arm 200. The position of the second wheel hub 190 in the up-down direction Z of the vehicle 100 can change, while the position of the connecting member 160 can remain unchanged. This can greatly improve the shock absorption performance of the vehicle 100 and improve the comfort of the user.

[0063] Specifically, the first wheel hub 170 and the second wheel hub 190 are symmetrically arranged with respect to the first plane 440, and the first swing arm 180 and the second swing arm 200 are symmetrically arranged with respect to the first plane 440. On the one hand, the wear and stress distribution of the vehicle 100 during use can be more uniform, reducing excessive wear or damage caused by imbalance, thereby extending the service life of the vehicle 100. On the other hand, the symmetrical component design and production can greatly simplify the production process and reduce production costs.

[0064] Please refer to Figures 1 to 7 In this embodiment, the first swing arm 180 includes a first upper swing arm 230, the first upper swing arm 230 is connected to the upper end of the first fork arm 210 and the upper end of the connecting member 160, the first upper swing arm 230 includes a first section 270 and a second section 280, along the left-right direction Y of the vehicle 100, the second section 280 is closer to the connecting member 160 than the first section 270, the first section 270 has a first mounting platform 271, the second section 280 is rotatably disposed on the first section 270, the first steering motor 250 is disposed on the first mounting platform 271 of the first swing arm 180, and the second swing arm 200 includes a second upper swing arm 231, which is connected to the upper end of the second fork arm 220 and the upper end of the connecting member 160. The second upper swing arm 231 includes a third section 290 and a fourth section 300. Along the left-right direction Y, the fourth section 300 is closer to the connecting member 160 than the third section 290. The third section 290 has a second mounting platform 291. The fourth section 300 is rotatably disposed on the third section 290. The second steering motor 260 is disposed on the second mounting platform 291 of the second swing arm 200. The first upper swing arm 230 and the second upper swing arm 231 have the same structure.

[0065] The first swing arm 180 includes a first upper swing arm 230, which is disposed at the upper end of the first fork arm 210 and the upper end of the connecting member 160. The first fork arm 210 and the connecting member 160 can be connected through the first upper swing arm 230. The first upper swing arm 230 and the upper end of the first fork arm 210 can be connected in a rotating manner. The length extension direction of the first upper swing arm 230 is substantially perpendicular to the length extension direction of the first fork arm 210. The first fork arm 210 can rotate relative to the first upper swing arm 230, thereby driving the first wheel hub 170 to rotate, so as to turn the vehicle 100. The second swing arm 200 includes a second upper swing arm 231, which is disposed at the upper end of the second fork arm 220 and the upper end of the connecting member 160. The second upper swing arm 231 and the upper end of the second fork arm 220 may be connected in a rotational manner. The length extension direction of the second upper swing arm 231 is approximately perpendicular to the length extension direction of the second fork arm 220. The second fork arm 220 may rotate relative to the second upper swing arm 231, thereby driving the second wheel hub 190 to rotate and turning the vehicle 100.

[0066] Specifically, the first upper swing arm 230 and the second upper swing arm 231 have the same structure. When the first wheel end assembly 120 or the second wheel end assembly 130 needs to be adapted to more vehicle models, the production and research and development costs of the first wheel end assembly 120 or the second wheel end assembly 130 can be reduced and the compatibility range of the first wheel end assembly 120 or the second wheel end assembly 130 can be expanded.

[0067] The first upper swing arm 230 includes a first section 270 and a second section 280. The first section 270 is connected to the connecting piece 160, and the second section 280 is connected to the upper end of the first fork arm 210. The second section 280 is rotatably arranged on the first section 270, that is, the first section 270 and the second section 280 can rotate relative to each other. Exemplarily, the first section 270 and the second section 280 can be connected by a bushing, which can effectively reduce wear and tear and extend the life of the mechanical connection. When the vehicle 100 vibrates, the first section 270 and the second section 280 are connected by the bushing, which can reduce the vibration transmitted into the cockpit, so that the vehicle 100 can run more smoothly and quietly.

[0068] The first section 270 has a first mounting platform 271, and the first steering motor 250 is arranged on the first mounting platform 271. Since the second section 280 is rotatably arranged on the first section 270, when the vehicle 100 vibrates during movement, the relative position and relative angle of the first steering motor 250 and the first fork arm 210 can remain unchanged, which helps to maintain the stability and reliability of the first steering motor 250 driving the first fork arm 210 to turn when the vehicle 100 vibrates. In addition, this segmented design of the first upper swing arm 230 can enhance the stability of the suspension system, so that the vehicle 100 can better absorb and disperse road impact during driving, and improve ride comfort.

[0069] The second upper swing arm 231 includes a third section 290 and a fourth section 300. The third section 290 is connected to the connecting piece 160, and the fourth section 300 is connected to the upper end of the first fork arm 210. The fourth section 300 is rotatably arranged in three sections, that is, the third section 290 and the fourth section 300 can rotate relative to each other. Exemplarily, the third section 290 and the fourth section 300 can be connected by a bushing, which can effectively reduce wear and tear and extend the life of the mechanical connection. When the vehicle 100 vibrates, the third section 290 and the fourth section 300 are connected by the bushing, which can reduce the vibration transmitted into the cockpit, making the vehicle 100 run more smoothly and quietly.

[0070] The third section 290 has a second mounting platform 291, and the second steering motor 260 is arranged on the second mounting platform 291. Since the fourth section 300 is rotatably arranged on the third section 290, when the vehicle 100 vibrates during movement, the relative position and relative angle of the second steering motor 260 and the second fork arm 220 can remain unchanged, which helps to maintain the stability and reliability of the second steering motor 260 driving the second fork arm 220 to turn when the vehicle 100 vibrates. In addition, this segmented design of the second upper swing arm 231 can enhance the stability of the suspension system, so that the vehicle 100 can better absorb and disperse road impact during driving, and improve ride comfort.

[0071] Specifically, the second section 280 is rotatably disposed on the first section 270, the first steering motor 250 is disposed on the first mounting platform 271 of the first swing arm 180, the fourth section 300 is rotatably disposed on the third section 290, and the second steering motor 260 is disposed on the second mounting platform 291 of the second swing arm 200, which can improve the overall shock absorption performance of the vehicle 100, improve the passenger comfort and improve the steering performance of the vehicle 100.

[0072] Please refer to Figures 1 to 7 The first wheel portion 140 also includes a first fork arm 210, which is disposed on the first wheel hub 170, and a first swing arm 180 connects the first fork arm 210 and the connecting member 160. The second wheel portion 150 also includes a second fork arm 220, which is disposed on the second wheel hub 190, and a second swing arm 200 connects the second fork arm 220 and the connecting member 160. The first fork arm 210 and the second fork arm 220 are symmetrically disposed about the first plane 440.

[0073] The first fork arm 210 is connected to the first wheel hub 170, and the first fork arm 210 is connected to the connecting member 160 through the first swing arm 180. The first fork arm 210 provides a solid support for the first wheel hub 170, ensuring that they maintain a stable posture during driving. In addition, the first fork arm 210 plays a guiding role during the steering process of the vehicle 100, ensuring that the wheel can be steered according to the driver's intention. When the vehicle 100 is driving on an uneven road, the first fork arm 210 can absorb and buffer the vibration from the ground, reducing the impact of the vibration on the passengers inside the vehicle 100.

[0074] The second fork arm 220 is connected to the second wheel hub 190, and the second fork arm 220 is connected to the connecting member 160 through the second swing arm 200. The second fork arm 220 provides a solid support for the second wheel hub 190, ensuring that they maintain a stable posture during driving. In addition, the second fork arm 220 plays a guiding role during the steering process of the vehicle 100, ensuring that the wheels can be steered according to the driver's intention. When the vehicle 100 is driving on an uneven road, the second fork arm 220 can absorb and buffer the vibration from the ground, reducing the impact of the vibration on the passengers inside the vehicle 100.

[0075] Specifically, the first fork arm 210 and the second fork arm 220 are symmetrically arranged with respect to the first plane 440. On the one hand, this can improve the shock absorption performance of the vehicle 100, and the force on the vehicle 100 in the left and right directions Y is uniform, thereby improving user comfort. On the other hand, the symmetrical component design and production can greatly simplify the production process and reduce production costs.

[0076] Please refer to Figures 1 to 7 In this embodiment, the first wheel portion 140 also includes a first steering motor 250, which drives the first wheel hub 170 to rotate through the first fork arm 210, and the first steering motor 250 is arranged on the first upper swing arm 230. The second wheel portion 150 also includes a second steering motor 260, which drives the second wheel hub 190 to rotate through the second fork arm 220, and the second steering motor 260 is arranged on the second upper swing arm 231. The structure of the first steering motor 250 is the same as that of the second steering motor 260.

[0077] The first wheel portion 140 includes a first steering motor 250, which can be disposed at the upper end of the first fork arm 210, and the power output end of the first steering motor 250 is connected to the first fork arm 210, and the first steering motor 250 can drive the first fork arm 210 to rotate, and the first fork arm 210 is connected to the first wheel hub 170, so that the first steering motor 250 can drive the first wheel hub 170 to rotate. The second wheel portion 150 includes a second steering motor 260, which can be disposed at the upper end of the second fork arm 220, and the power output end of the second steering motor 260 is connected to the second fork arm 220, and the second steering motor 260 can drive the second fork arm 220 to rotate, and the second fork arm 220 is connected to the second wheel hub 190, so that the second steering motor 260 can drive the second wheel hub 190 to rotate.

[0078] Each wheel hub is equipped with an independent steering motor, which means that each wheel can perform independent steering operations as needed, making the steering of the vehicle 100 more flexible and able to respond to the driver's steering instructions more quickly. Moreover, the independently driven steering motor can act directly on the wheel hub, reducing the delay of the intermediate links and making the steering faster. The independently driven steering motor can achieve precise control of the steering angle of each wheel. This precise control helps the vehicle 100 maintain a stable driving trajectory under complex road conditions and improves handling and stability. By adjusting the parameters of the steering motor, the steering ratio of the vehicle 100 can be flexibly set, and the driver can adjust the steering sensitivity of the vehicle 100 according to personal preferences or road conditions, thereby obtaining a more personalized driving experience. The independently driven steering motor reduces the complex mechanical structure and transmission components in the traditional steering system, reduces the weight of the vehicle 100, and reduces the failure rate and maintenance costs.

[0079] Furthermore, the structure of the first steering motor 250 is the same as that of the second steering motor 260 , which can not only improve the steering operation performance of the vehicle 100 , but also reduce the production cost of the first wheel end assembly 120 or the second wheel end assembly 130 .

[0080] Please refer to Figures 1 to 7 In this embodiment, the connecting member 160 is constructed as a left-right symmetrical structure.

[0081] The connecting member 160 is constructed to be symmetrical on the left and right. When the first wheel end assembly 120 or the second wheel end assembly 130 needs to be adapted to vehicle models of different widths, only the length of the connecting member 160 in the left-right direction Y can be changed. There is no need to change the shape or design a new structure. The first wheel end assembly 120 or the second wheel end assembly 130 can be adapted to the new vehicle model, thereby greatly reducing production and research and development costs.

[0082] Please refer to Figures 1 to 7In this embodiment, the connecting member 160 has a first vertical beam 161, a second vertical beam 162, a first cross beam 163 and a second cross beam 164. The first vertical beam 161 and the second vertical beam 162 are spaced apart along the left-right direction Y. The first cross beam 163 is connected to the upper end of the first vertical beam 161 and the upper end of the second vertical beam 162. The second cross beam 164 is connected to the lower end of the first vertical beam 161 and the lower end of the second vertical beam 162. The first vertical beam 161 has the same structure as the second vertical beam 162, and the first cross beam 163 has the same structure as the second cross beam 164.

[0083] Along the left-right direction Y, the first vertical beam 161 and the second vertical beam 162 are arranged at intervals, and along the up-down direction Z, the first cross beam 163 and the second cross beam 164 are arranged at intervals. Different vehicle models have different widths and chassis structures. When the first wheel end assembly 120 or the second wheel end assembly 130 is adapted to different vehicle models, the length of the first wheel end assembly 120 or the second wheel end assembly 130 in the left-right direction Y of the vehicle 100 can be changed by simply changing the length of the first cross beam 163 and the second cross beam 164, so that the first wheel end assembly 120 and the second wheel end assembly 130 are adapted to more vehicle models.

[0084] The first cross beam 163 is connected to the upper end of the first vertical beam 161 and the upper end of the second vertical beam 162, connecting the tops of the first vertical beam 161 and the second vertical beam 162, thereby enhancing the stability and integrity of the structure. The second cross beam 164 is connected to the lower end of the first vertical beam 161 and the lower end of the second vertical beam 162, thereby further consolidating the structure of the connector 160. Moreover, the connector 160 can form a closed frame, such as a rectangular or square frame, which has high stability and load-bearing capacity. The first cross beam 163 and the second cross beam 164 not only connect the first vertical beam 161 and the second vertical beam 162, but also share the pressure and enhance the overall structural strength of the connector 160.

[0085] The first vertical beam 161 and the second vertical beam 162 have the same structure, and the first cross beam 163 and the second cross beam 164 have the same structure. The same component design can reduce the manufacturing cost of the connector 160 .

[0086] Please refer to Figures 1 to 7In the present embodiment, the connecting member 160 further includes a first square tube 450, a second square tube 460 and a first plate portion 470. The first square tube 450 and the second square tube 460 are respectively arranged at the upper ends of the first vertical beam 161 and the second vertical beam 162. The first cross beam 163 connects the first vertical beam 161 and the second vertical beam 162 through the first square tube 450 and the second square tube 460 respectively. Along the left-right direction Y of the vehicle 100, the first plate portion 470 has a first end 471 and a second end 472 arranged at intervals. The first end 471 is connected to the first square tube 450, and the second end 472 is connected to the second square tube 460. The first square tube 450 and the second square tube 460 have the same structure.

[0087] The connecting member 160 includes a first square tube 450 and a second square tube 460. The first square tube 450 and the second square tube 460 are arranged at intervals along the left-right direction Y of the vehicle 100. The first square tube 450 is arranged at the upper end of the first vertical beam 161, and the first square tube 450 is fixedly connected to the first vertical beam 161. The second square tube 460 is arranged at the upper end of the second vertical beam 162, and the second square tube 460 is fixedly connected to the second vertical beam 162. The first cross beam 163 is arranged between the first square tube 450 and the second square tube 460. Exemplarily, the two ends of the first cross beam 163 can be fixedly connected to the middle positions of the first square tube 450 and the second square tube 460 in the length direction, respectively, so that the force on the first square tube 450 and the second square tube 460 can be more uniform.

[0088] Along the left-right direction Y of the vehicle 100, the first plate portion 470 has a first end 471 and a second end 472 spaced apart at both ends, the first end 471 is connected to the first square tube 450, and the second end 472 is connected to the second square tube 460, and along the up-down direction Z of the vehicle 100, the first plate portion 470 is disposed above the first square tube 450 and the second square tube 460. The first square tube 450 and the second square tube 460 have the same structure, which can reduce the manufacturing cost of the connector 160.

[0089] Specifically, the first cross beam 163 connects the first vertical beam 161 and the second vertical beam 162 through the first square tube 450 and the second square tube 460 respectively, thereby forming a stable connecting member 160 structure, enhancing the overall rigidity of the vehicle 100, and reducing the single-point force of the first cross beam 163 on the first vertical beam 161 and the second vertical beam 162, thereby improving the durability of the structure.

[0090] Please refer to Figures 1 to 7In this embodiment, along the up-down direction Z of the vehicle 100, the first end 471 has a first mounting portion 480 and a second mounting portion 481 that are spaced apart, and along the up-down direction Z of the vehicle 100, the second end 472 has a third mounting portion 490 and a fourth mounting portion 491 that are spaced apart, the first upper swing arm 230 is rotatably disposed on the second mounting portion 481, and the second upper swing arm 231 is rotatably disposed on the fourth mounting portion 491.

[0091] The first plate portion 470 has a first end 471 and a second end 472, and the first end 471 has a first mounting portion 480 and a second mounting portion 481, and the first mounting portion 480 and the second mounting portion 481 are arranged at intervals along the up-down direction Z of the vehicle 100. Exemplarily, the line connecting the first mounting portion 480 and the second mounting portion 481 can be arranged tilted relative to the up-down direction Z of the vehicle 100, and the tilt angle can be 0-30 degrees, and the first mounting portion 480 is arranged above the second mounting portion 481. The second end 472 has a third mounting portion 490 and a fourth mounting portion 491, and the third mounting portion 490 and the fourth mounting portion 491 are arranged at intervals along the up-down direction Z of the vehicle 100. Exemplarily, the line connecting the third mounting portion 490 and the fourth mounting portion 491 can be arranged tilted relative to the up-down direction Z of the vehicle 100, and the tilt angle can be 0-30 degrees, and the third mounting portion 490 is arranged above the fourth mounting portion 491.

[0092] One end of the first upper swing arm 230 is rotatably disposed on the second mounting portion 481 , and the other end of the first upper swing arm 230 is connected to the first fork arm 210 . The first end 471 of the second upper swing arm 231 is rotatably disposed on the fourth mounting portion 491 , and the other end of the second upper swing arm 231 is connected to the second fork arm 220 .

[0093] In some embodiments, the second mounting portion 481 and the fourth mounting portion 491 may be configured as bushing structures, and one end of the first upper swing arm 230 and the second upper swing arm 231 may be connected to the first plate portion 470 via bushings.

[0094] Specifically, the first upper swing arm 230 is rotatably disposed on the second mounting portion 481, and the second upper swing arm 231 is rotatably disposed on the fourth mounting portion 491. By adjusting the positions of the second mounting portion 481 and the fourth mounting portion 491, the connection positions of the first upper swing arm 230 and the second upper swing arm 231 with the first plate portion 470 can be adjusted, so that the first upper arm and the second upper swing arm 231 can adapt to different vehicle models with different widths of the vehicle 100.

[0095] Please refer to Figures 1 to 7In this embodiment, the vehicle 100 also includes a first spring shock absorber 420 and a second spring shock absorber 430. Along the up-down direction Z of the vehicle 100, the upper end of the first spring shock absorber 420 is connected to the first mounting portion 480, the lower end of the first spring shock absorber 420 is connected to the first lower swing arm 240, the upper end of the second spring shock absorber 430 is connected to the third mounting portion 490, and the lower end of the second spring shock absorber 430 is connected to the second lower swing arm 241. The first spring shock absorber 420 and the second spring shock absorber 430 have the same structure.

[0096] The first spring shock absorber 420 and the second spring shock absorber 430 can be symmetrically arranged about the first plane 440, the lower end of the first spring shock absorber 420 is connected to the first lower swing arm 240, and the upper end of the first spring shock absorber 420 is connected to the first mounting portion 480 of the first plate portion 470, and the exemplary first mounting portion 480 can be configured as a mounting hole, and the first spring shock absorber 420 can cooperate with the mounting hole. The lower end of the second spring shock absorber 430 is connected to the second lower swing arm 241, and the upper end of the second spring shock absorber 430 is connected to the third mounting portion 490 of the first plate portion 470, and the exemplary third mounting portion 490 can be configured as a mounting hole, and the second spring shock absorber 430 can cooperate with the mounting hole.

[0097] Specifically, by connecting the first spring shock absorber 420 and the second spring shock absorber 430 to the first mounting portion 480 and the third mounting portion 490 respectively and connecting their respective lower ends to the corresponding lower swing arms, the road vibration can be effectively absorbed and dispersed, the overall stability of the suspension system can be improved, the bumpy feeling during the driving of the vehicle 100 can be reduced, and the riding comfort can be improved. Moreover, since the two spring shock absorbers have the same structure, they have the same performance parameters and characteristics, making the commissioning and maintenance of the suspension system simpler and more efficient, and technicians can more easily predict and adjust the behavior of the system.

[0098] Please refer to Figures 1 to 7 In this embodiment, the first plate portion 470 is constructed to be bilaterally symmetrical.

[0099] The first plate portion 470 is constructed to be symmetrical on the left and right sides. On the one hand, the same mold or tooling can be used to produce components on the left and right sides during the manufacturing process, which simplifies the production process and improves production efficiency. On the other hand, due to the left-right symmetry of the first plate portion 470, the assembler does not need to distinguish between the left and right sides of the first plate portion 470, reducing the probability of assembly errors.

[0100] Please refer to Figures 1 to 7In this embodiment, the first swing arm 180 includes a first lower swing arm 240, which is connected to the lower end of the first fork arm 210 and the lower end of the connecting member 160. The second swing arm 200 includes a second lower swing arm 241, which is connected to the lower end of the second fork arm 220 and the lower end of the connecting member 160. The first lower swing arm 240 and the second lower swing arm 241 are symmetrically arranged about the first plane 440.

[0101] The first swing arm 180 includes a first upper swing arm 230 and a first lower swing arm 240. The first upper swing arm 230 and the first lower swing arm 240 are arranged at intervals along the up-down direction Z of the vehicle 100. The first upper swing arm 230 is arranged at the upper end of the first fork arm 210 and the upper end of the connecting member 160, and the first lower swing arm 240 is arranged at the lower end of the first fork arm 210 and the lower end of the connecting member 160. The first upper swing arm 230 and the upper end of the first fork arm 210 can be connected in a rotating manner. The length extension direction of the first upper swing arm 230 is substantially perpendicular to the length extension direction of the first fork arm 210. The first fork arm 210 can rotate relative to the first upper swing arm 230, thereby driving the first wheel hub 170 to rotate, so that the vehicle 100 turns. The first lower swing arm 240 and the lower end of the first fork arm 210 can be connected by a ball head. The ball head connection allows the first lower swing arm 240 and the first fork arm 210 to rotate at multiple angles. This design enables the first fork arm 210 to perform steering operations smoothly and unimpeded, thereby improving the overall steering performance of the vehicle 100 and reducing resistance and vibration during steering. This helps to improve the maneuverability of the vehicle 100 and enables the driver to control the direction and speed of the vehicle 100 more easily.

[0102] The second swing arm 200 includes a second upper swing arm 231 and a second lower swing arm 241. The second upper swing arm 231 and the second lower swing arm 241 are arranged at intervals along the up-down direction Z of the vehicle 100. The second upper swing arm 231 is arranged at the upper end of the second fork arm 220 and the upper end of the connecting member 160, and the second lower swing arm 241 is arranged at the lower end of the second fork arm 220 and the lower end of the connecting member 160. The second upper swing arm 231 and the upper end of the second fork arm 220 can be connected in a rotating manner. The length extension direction of the second upper swing arm 231 is substantially perpendicular to the length extension direction of the second fork arm 220. The second fork arm 220 can rotate relative to the second upper swing arm 231, thereby driving the second wheel hub 190 to rotate, so that the vehicle 100 turns. The second lower swing arm 241 and the lower end of the second fork arm 220 can be connected by a ball head. The ball head connection allows the second lower swing arm 241 and the second fork arm 220 to rotate at multiple angles. This design enables the second fork arm 220 to perform steering operations smoothly and unimpeded, thereby improving the overall steering performance of the vehicle 100 and reducing resistance and vibration during steering, which helps to improve the maneuverability of the vehicle 100 and enables the driver to control the direction and speed of the vehicle 100 more easily.

[0103] Specifically, the first lower swing arm 240 and the second lower swing arm 241 are symmetrically arranged about the first plane 440, so that the vehicle 100 can better resist lateral force and torsional force during driving, thereby improving the stability and handling of the vehicle 100. The symmetrical swing arm design helps to more evenly distribute the load borne by the suspension system of the vehicle 100, reduce excessive wear of individual components, extend the service life of the wheel end assembly, and improve overall performance.

[0104] Please refer to Figures 1 to 7 In this embodiment, the first lower swing arm 240 is connected to the connecting member 160 through the first connecting portion 310 and the second connecting portion 311. A third connecting portion 312 is further provided between the first lower swing arm 240 and the first fork arm 210. Along the front-to-back direction X, the first connecting portion 310 is located in front of the second connecting portion 311. The connecting line between the first connecting portion 310 and the third connecting portion 312 is configured as a first virtual line 320. The front side of the first lower swing arm 240 is provided with a first recessed portion that is recessed backward relative to the first virtual line 320. 330, the second lower swing arm 241 is connected to the connecting member 160 via the fourth connecting portion 340 and the fifth connecting portion 350, a sixth connecting portion 370 is further provided between the second lower swing arm 241 and the second fork arm 220, along the front-to-back direction X, the fourth connecting portion 340 is located in front of the fifth connecting portion 350, a connecting line between the fourth connecting portion 340 and the sixth connecting portion 370 is constructed as a second virtual line 380, and a second recessed portion 390 recessed rearwardly relative to the second virtual line 380 is provided on the front side of the second lower swing arm 241.

[0105] When the vehicle 100 is turning, the first steering motor 250 drives the first fork arm 210 to rotate, and then drives the first wheel hub 170 to rotate, so that the driving direction of the vehicle 100 changes. It can be understood that a tire is usually provided on the outer side of the first wheel hub 170. During the turning process of the first wheel hub 170, if the rotation amplitude is large, the tire may interfere with the first lower arm 240, thereby placing certain restrictions on the steering amplitude of the vehicle 100.

[0106] The first lower swing arm 240 is connected to the connecting member 160 via the first connecting portion 310 and the second connecting portion 311, and the first lower swing arm 240 is connected to the first fork arm 210 via the third connecting portion 312. The first connecting portion 310 and the second connecting portion 311 can be constructed as bushings, and the third connecting portion 312 can be constructed as a ball head connecting member 160. Along the left-right direction Y, the third connecting portion 312 is located on the left side of the first connecting portion 310 and the second connecting portion 311. Along the front-to-back direction X, the first connecting portion 310 is located in front of the second connecting portion 311. The connecting line between the first connecting portion 310 and the third connecting portion 312 is constructed as a first virtual line 320. It can be understood that the first virtual line 320 is not part of the physical part. A first recessed portion 330 is provided on the front side of the first lower swing arm 240, and the opening of the first recessed portion 330 is toward the side of the first virtual line 320. In this way, when the vehicle 100 turns, for example, the turning amplitude of the wheel is degrees, due to the existence of the first recessed portion 330, interference between the wheel and the first lower swing arm 240 can be avoided.

[0107] Similarly, the function of the second groove portion is the same, and will not be elaborated in the embodiments of the present application.

[0108] Specifically, the front side of the first lower swing arm 240 is provided with a first recessed portion 330 recessed rearward relative to the first virtual line 320, and the front side of the second lower swing arm 241 is provided with a second recessed portion 390 recessed rearward relative to the second virtual line 380, which can expand the steering angle of the vehicle 100 and enable the vehicle 100 to achieve a large-angle steering.

[0109] In some embodiments, the first wheel end assembly 120 also includes a first braking mechanism 400 and a second braking mechanism 410. The first braking mechanism 400 is connected to the first wheel hub 170, and the second braking mechanism 410 is connected to the second wheel hub 190. The first braking mechanism 400 and the second braking mechanism 410 are symmetrically arranged about the first plane 440. The first braking mechanism 400 is used to reduce the speed of the first wheel hub 170, and the second braking mechanism 410 is used to reduce the speed of the second wheel hub 190, thereby reducing the speed of the vehicle 100.

[0110] Please refer to Figures 1 to 7 In this embodiment, the first wheel portion 140 and the second wheel portion 150 are symmetrically arranged about the first plane 440 , and the first plane 440 is perpendicular to the left-right direction Y of the vehicle 100 .

[0111] The first wheel portion 140 and the second wheel portion 150 are symmetrically arranged with respect to the first plane 440. On the one hand, due to the same or similar components and structural design, the manufacturing cost of the vehicle 100 can be reduced. On the other hand, the vehicle 100 can maintain a good balance during driving, reducing the shaking and deviation caused by the imbalance between the left and right sides, thereby improving driving stability.

[0112] Please refer to Figures 1 to 7 In this embodiment, the first wheel end assembly 120 and the second wheel end assembly 130 have the same structure.

[0113] The first wheel end assembly 120 and the second wheel end assembly 130 have the same structure, that is, in the same vehicle 100, the first wheel end assembly 120 replaces the second wheel end assembly 130, and the second wheel end assembly 130 can also replace the first wheel end assembly 120. When the model of the vehicle 100 changes, for example, the length of the vehicle 100 changes, the length of the frame 110 will also change accordingly. The first wheel end assembly 120 and the second wheel end assembly 130 have the same structure and can be symmetrically arranged on the front and rear sides of the frame 110, which helps the vehicle 100 to maintain balance during driving, especially when driving at high speed or turning, which can effectively reduce the roll and improve the driving stability of the vehicle 100. In addition, since the first wheel end assembly 120 and the second wheel end assembly 130 have the same structure, standardized production can be achieved, which greatly reduces the production cost and R&D cost, and improves the versatility and interchangeability of parts.

[0114] Specifically, the first wheel end assembly 120 and the second wheel end assembly 130 have the same structure, which can reduce the R&D and production costs of the vehicle 100 and improve the production efficiency of the vehicle 100.

[0115] It should also be noted that the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, commodity or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, commodity or device. In the absence of more restrictions, the elements defined by the sentence "comprises a ..." do not exclude the existence of other identical elements in the process, method, commodity or device including the elements.

[0116] Each embodiment in this specification is described in a progressive manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the system embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0117] The above is only an embodiment of the present application and is not intended to limit the present application. For those skilled in the art, the present application may have various changes and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the scope of the claims of the present application.

[0118] Although the embodiments of the present application have been described in conjunction with the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present application, and such modifications and variations are all within the scope defined by the appended claims.

Claims

1. A vehicle, characterized in that: include: Frame; A first wheel end assembly and a second wheel end assembly, wherein the first wheel end assembly and the second wheel end assembly are both arranged on the vehicle frame, and along the front-rear direction of the vehicle, the first wheel end assembly and the second wheel end assembly are arranged at intervals; The first wheel end assembly includes a first wheel portion, a second wheel portion and a connecting member. Along the left-right direction of the vehicle, the connecting member is constructed as a left-right symmetrical structure. The first wheel portion and the second wheel portion are detachably arranged at the left and right ends of the connecting member, respectively.

2. The vehicle according to claim 1, characterized in that The first wheel portion includes a first wheel hub and a first swing arm, and the first wheel hub is mounted on the left end of the connecting member through the first swing arm; The second wheel portion includes a second wheel hub and a second swing arm, the second wheel hub is installed on the right end of the connecting member through the second swing arm, the first wheel hub and the second wheel hub are symmetrically arranged about a first plane, the first swing arm and the second swing arm are symmetrically arranged about the first plane, and the first plane is perpendicular to the left and right direction of the vehicle.

3. The vehicle according to claim 2, characterized in that The first wheel portion further includes a first fork arm, the first fork arm is arranged on the first wheel hub, and the first swing arm connects the first fork arm and the connecting member; The second wheel portion further includes a second fork arm, the second fork arm is arranged on the second wheel hub, the second swing arm connects the second fork arm and the connecting member, and the first fork arm and the second fork arm are symmetrically arranged about the first plane.

4. The vehicle according to claim 3, wherein the first wheel portion further comprises a first steering motor, the first steering motor drives the first wheel hub to rotate through the first fork arm, and the first steering motor is disposed on the first swing arm; The second wheel portion further includes a second steering motor, which drives the second wheel hub to rotate via the second fork arm. The second steering motor is arranged on the second swing arm, and the structure of the first steering motor is the same as that of the second steering motor.

5. The vehicle according to claim 4, characterized in that The first swing arm includes a first upper swing arm, the first upper swing arm is connected to the upper end of the first fork arm and the upper end of the connecting member, the first upper swing arm includes a first section and a second section, along the left-right direction of the vehicle, the second section is closer to the connecting member than the first section, the first section has a first mounting platform, the second section is rotatably disposed on the first section, and the first steering motor is disposed on the first mounting platform of the first swing arm; The second swing arm includes a second upper swing arm, which is connected to the upper end of the second fork arm and the upper end of the connecting member. The second upper swing arm includes a third section and a fourth section. In the left-right direction, the fourth section is closer to the connecting member than the third section. The third section has a second mounting platform. The fourth section is rotatably arranged on the third section. The second steering motor is arranged on the second mounting platform of the second swing arm. The first upper swing arm and the second upper swing arm have the same structure.

6. The vehicle according to claim 5, characterized in that The connecting member comprises a first vertical beam, a second vertical beam, a first cross beam and a second cross beam, the first vertical beam and the second vertical beam are spaced apart in the left-right direction, the first cross beam is connected to the upper end of the first vertical beam and the upper end of the second vertical beam, and the second cross beam is connected to the lower end of the first vertical beam and the lower end of the second vertical beam; The first vertical beam has the same structure as the second vertical beam, and the first horizontal beam has the same structure as the second horizontal beam.

7. The vehicle according to claim 6, characterized in that The connecting member further includes a first square tube, a second square tube and a first plate portion, the first square tube and the second square tube are respectively arranged at the upper ends of the first vertical beam and the second vertical beam, and the first cross beam connects the first vertical beam and the second vertical beam through the first square tube and the second square tube respectively; Along the left-right direction of the vehicle, the first plate portion has a first end and a second end spaced apart, the first end is connected to the first square tube, the second end is connected to the second square tube, and the first square tube and the second square tube have the same structure.

8. The vehicle according to claim 7, characterized in that The first end has a first mounting portion and a second mounting portion arranged at intervals along the up-down direction of the vehicle, and the second end has a third mounting portion and a fourth mounting portion arranged at intervals along the up-down direction of the vehicle; The first upper swing arm is rotatably disposed on the second mounting portion, and the second upper swing arm is rotatably disposed on the fourth mounting portion.

9. The vehicle according to claim 8, characterized in that The first swing arm comprises a first lower swing arm, and the first lower swing arm is connected to the lower end of the first fork arm and the lower end of the connecting member; The second swing arm includes a second lower swing arm, the second lower swing arm is connected to the lower end of the second fork arm and the lower end of the connecting member, and the first lower swing arm and the second lower swing arm are symmetrically arranged with respect to the first plane.

10. The vehicle according to claim 9, characterized in that The vehicle also includes a first spring shock absorber and a second spring shock absorber. Along the up and down direction of the vehicle, the upper end of the first spring shock absorber is connected to the first mounting portion, the lower end of the first spring shock absorber is connected to the first lower swing arm, the upper end of the second spring shock absorber is connected to the third mounting portion, the lower end of the second spring shock absorber is connected to the second lower swing arm, and the first spring shock absorber and the second spring shock absorber have the same structure.

11. The vehicle according to claim 7, characterized in that The first plate portion is configured to be bilaterally symmetrical.

12. The vehicle according to claim 10, characterized in that The first lower swing arm is connected to the connecting member through a first connecting portion and a second connecting portion, a third connecting portion is further provided between the first lower swing arm and the first fork arm, the first connecting portion is located in front of the second connecting portion in the front-to-back direction, a connecting line between the first connecting portion and the third connecting portion is configured as a first virtual line, and a first recessed portion recessed rearward relative to the first virtual line is provided on the front side of the first lower swing arm; The second lower swing arm is connected to the connecting member via a fourth connecting portion and a fifth connecting portion, a sixth connecting portion is further provided between the second lower swing arm and the second fork arm, the fourth connecting portion is located in front of the fifth connecting portion along the front-to-back direction, a connecting line between the fourth connecting portion and the sixth connecting portion is constructed as a second virtual line, and a second recessed portion recessed rearwardly relative to the second virtual line is provided on the front side of the second lower swing arm.

13. The vehicle according to claim 1, characterized in that The first wheel portion and the second wheel portion are symmetrically arranged with respect to a first plane, and the first plane is perpendicular to the left-right direction of the vehicle.

14. The vehicle according to claim 13, characterized in that The first wheel end assembly and the second wheel end assembly have the same structure.

Images