Chassis framework for hub motor and vehicle

Abstract

The invention discloses a chassis framework for a hub motor and a vehicle, the chassis framework for the hub motor comprises a first-stage shock absorber, a first connecting arm and a second-stage shock absorber, the first-stage shock absorber comprises a first end and a second end which are oppositely arranged, and the first end is used for being connected with a vehicle body; the first connecting arm is connected with the second end; the end face, deviating from the first-stage damper, of the second-stage damper is connected with the hub motor, the second-stage damper comprises a third end and a fourth end which are oppositely arranged, the third end is used for being connected with a vehicle body, and the fourth end is connected to the end, away from the second end, of the first connecting arm. The double-stage shock absorbers are adopted for attenuating unsprung vibration energy, and the running stability of a chassis framework is improved; and the structure is simple, the cost is controllable, and application and popularization are facilitated.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a chassis architecture for a hub motor and a vehicle. Background Technology

[0002] Some vehicles currently use in-wheel motors for direct drive. However, when the in-wheel motor is located on the inside of the tire, it increases the tire's unsprung mass, thus affecting the vehicle's stability. Summary of the Invention

[0003] This application provides a chassis architecture and vehicle for a hub motor to solve the problem that when the hub motor is installed on the inner side of the tire, it increases the unsprung mass of the tire, thereby affecting the stability of the vehicle operation.

[0004] To address the aforementioned technical problems, this application proposes a chassis architecture for a hub motor, comprising: a primary shock absorber, including a first end and a second end disposed opposite to each other, the first end being used to connect to the vehicle body; a first connecting arm, connected to the second end; and a secondary shock absorber, one end face away from the primary shock absorber being connected to the hub motor, the secondary shock absorber including a third end and a fourth end disposed opposite to each other, the third end being used to connect to the vehicle body, and the fourth end being connected to the end of the first connecting arm away from the second end.

[0005] It also includes a first damping frame and a second damping frame arranged opposite to each other, a third end connected to the end face of the first damping frame facing the second damping frame, a fourth end connected to the end face of the second damping frame facing the first damping frame, a first connecting arm connected to the second damping frame, and the first damping frame being used to connect to the vehicle body.

[0006] The chassis includes two secondary shock absorbers, which are positioned between the first and second damping frames. The chassis also includes a connecting damping frame, which is connected between the outer peripheries of the two secondary shock absorbers and to the hub motor.

[0007] Two secondary dampers are spaced apart and symmetrically arranged between the first damping frame and the second damping frame along the first direction, and the orthographic projection of the primary damper on the plane where the two secondary dampers are located is located in the middle of the two secondary dampers.

[0008] The end of the first connecting arm away from the first-stage shock absorber can be rotatably connected to the second damping frame in the second direction.

[0009] It also includes a second connecting arm, which is rotatably connected to the middle of the first damping frame in a second direction, and the end of the second connecting arm away from the first damping frame is used for flexible connection to the vehicle body.

[0010] The third end is rotatably connected to the first damping frame in the first direction, and the fourth end is rotatably connected to the second damping frame in the first direction.

[0011] The first damping frame has a first fixing part on one end face facing the second damping frame, and a first sleeve part extending in a first direction on the third end. The first sleeve part rotates relative to the first fixing part in the first direction through a fixing member; and / or, the second damping frame has a second fixing part on one end face facing the first damping frame, and a second sleeve part extending in the first direction on the fourth end. The second sleeve part rotates relative to the second fixing part in the first direction through another fixing member.

[0012] The first connecting arm includes two first sub-connecting arms and a fixed arm. The two first sub-connecting arms are connected at one end, and the distance between the two first sub-connecting arms gradually increases in the direction away from the secondary shock absorber. The fixed arm extends along the first direction and is connected between the two first sub-connecting arms. The second end is provided with a third sleeve, which is sleeved on the fixed arm.

[0013] To address the aforementioned technical problems, this application proposes a vehicle including the chassis architecture for hub motors described above.

[0014] The beneficial effects of this application are as follows: Unlike existing technologies, this application provides a chassis architecture for a hub motor. The chassis architecture includes a primary shock absorber, a first connecting arm, and a secondary shock absorber. The primary shock absorber includes a first end and a second end disposed opposite to each other. The first end is used to connect to the vehicle body. The first connecting arm is connected to the second end. The end face of the secondary shock absorber opposite to the primary shock absorber is connected to the hub motor. The secondary shock absorber includes a third end and a fourth end disposed opposite to each other. The third end is used to connect to the vehicle body. The fourth end is connected to the end of the first connecting arm away from the second end.

[0015] By using the combined action of the primary shock absorber, the secondary shock absorber, and the first connecting arm, a two-stage shock absorber is employed to attenuate unsprung vibration energy, which not only improves the stability of the chassis structure during operation, but also has a simple structure and controllable cost, thus facilitating its application and promotion. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort, wherein:

[0017] Figure 1 This is a schematic diagram of a chassis architecture embodiment of this application;

[0018] Figure 2 This is an exploded view of an embodiment of the chassis architecture of this application;

[0019] Figure 3 This is a schematic diagram of two secondary shock absorbers and a connecting damping frame in one embodiment of the chassis architecture of this application;

[0020] Figure 4 This is a first structural schematic diagram of the hub motor in the vehicle of this application;

[0021] Figure 5 This is a structural schematic diagram of the first damping frame in the chassis architecture of this application;

[0022] Figure 6 This is a structural schematic diagram of the second damping frame in the chassis architecture of this application;

[0023] Figure 7 This is a schematic diagram of the second connecting arm in the chassis architecture of this application;

[0024] Figure 8 This is a schematic diagram of the first connecting arm in the chassis architecture of this application;

[0025] Figure 9 This is a partial schematic diagram of the primary shock absorber in the chassis architecture of this application;

[0026] Figure 10 This is a partial schematic diagram of an embodiment of the vehicle described in this application;

[0027] Figure 11 This is a second structural schematic diagram of the hub motor in the vehicle of this application;

[0028] Figure 12 This is a structural diagram of the tires in the vehicle of this application.

[0029] Reference numerals: 10. Chassis frame; 11. Primary shock absorber; 11a. First end; 11b. Second end; 111. Third sleeve section; 112. Support bracket; 12. First connecting arm; 121. First sub-connecting arm; 122. Fixed arm; 123. First ball joint pin; 13. Secondary shock absorber; 13a. Third end; 13b. Fourth end; 131. First sleeve section; 132. Second sleeve section; 14. First damping frame; 141. First fixing part; 1411. First sub-fixing part; 14111. First mounting hole; 1412. First sub-transition part; 1 42. Second ball joint mounting hole; 143. Extension; 15. Second damping bracket; 151. Second fixing part; 1511. Second sub-fixing part; 15111. Second mounting hole; 1512. Second sub-transition part; 152. First ball joint mounting hole; 16. Connecting damping bracket; 161. Central bracket; 1611. First bracket hole; 162. Connecting bracket; 17. Second connecting arm; 171. Second sub-connecting arm; 172. Second ball joint pin; 20. Hub motor; 201. Second bracket hole; 202. Fourth bracket hole; 30. Tire; 301. Third bracket hole. Detailed Implementation

[0030] 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 a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0031] In this document, the term "embodiment" means that a particular 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 separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0032] The chassis architecture for hub motors provided by the present invention will be described in detail below with reference to embodiments.

[0033] Please see Figure 1 and Figure 2 , Figure 1 This is a schematic diagram of a chassis architecture embodiment of this application; Figure 2 This is an exploded view of an embodiment of the chassis architecture of this application. This application provides a chassis architecture for a hub motor. The chassis architecture 10 includes a primary shock absorber 11, a first connecting arm 12, and a secondary shock absorber 13. The primary shock absorber 11 includes a first end 11a and a second end 11b disposed opposite to each other. The first end 11a is used to connect to the vehicle body (not shown in the figure). The first connecting arm 12 is connected to the second end 11b. The end face of the secondary shock absorber 13 facing away from the primary shock absorber 11 is connected to the hub motor 20. The secondary shock absorber 13 includes a third end 13a and a fourth end 13b disposed opposite to each other. The third end 13a is used to connect to the vehicle body. The fourth end 13b is connected to the end of the first connecting arm 12 away from the second end 11b.

[0034] The hub motor 20 is a power drive motor that can propel the vehicle forward. Both the primary shock absorber 11 and the secondary shock absorber 13 can attenuate the vibration energy of the unsprung mass.

[0035] The first end 11a of the primary shock absorber 11 is detachably connected to the vehicle body. In this embodiment, the first end 11a of the primary shock absorber 11 is detachably connected to the strut (not shown in the figure). The first connecting arm 12 serves as a connector, connecting the primary shock absorber 11 and the secondary shock absorber 13. One end of the first connecting arm 12 is detachably or fixedly connected to the second end 11b of the primary shock absorber 11.

[0036] The end face of the secondary shock absorber 13 facing away from the primary shock absorber 11 is detachably or fixedly connected to the hub motor 20. The detachable method can be, but is not limited to, snap-fit, plug-in, and bolt connections. The third end 13a of the secondary shock absorber 13 is detachably connected to the vehicle body. In this embodiment, the third end 13a of the secondary shock absorber 13 is detachably connected to the strut tower. The fourth end 13b of the secondary shock absorber 13 is detachably or fixedly connected to the end of the first connecting arm 12 furthest from the second end 11b.

[0037] Through the combined action of the primary shock absorber 11, the secondary shock absorber 13, and the first connecting arm 12, a dual-stage shock absorber is used to attenuate unsprung vibration energy, which not only improves the stability of the chassis structure 10 during operation, but also has a simple structure and controllable cost, thus facilitating application and promotion.

[0038] In some embodiments, the chassis architecture 10 further includes a first damping frame 14 and a second damping frame 15 disposed opposite to each other. A third end 13a is connected to one end face of the first damping frame 14 facing the second damping frame 15. A fourth end 13b is connected to one end face of the second damping frame 15 facing the first damping frame 14. A first connecting arm 12 is connected to the second damping frame 15. The first damping frame 14 is used to connect to the vehicle body.

[0039] The first damping frame 14 and the second damping frame 15 can be arranged vertically opposite each other. The first damping frame 14 is located above the second damping frame 15. The third end 13a of the secondary shock absorber 13 is detachably or fixedly connected to the end face of the first damping frame 14 facing the second damping frame 15. The fourth end 13b of the secondary shock absorber 13 is detachably or fixedly connected to the side of the second damping frame 15 facing the first damping frame 14. The first connecting arm 12 is detachably or fixedly connected to the second damping frame 15. The first damping frame 14 is detachably connected to the vehicle body.

[0040] By including the first damping frame 14 and the second damping frame 15 in the chassis structure 10, the installation stability of the secondary shock absorber 13 and the primary shock absorber 11 can be improved, thereby improving the stability of the secondary shock absorber 13 and the primary shock absorber 11 in jointly attenuating the unsprung vibration energy.

[0041] The first damping frame 14 and the second damping frame 15 mentioned above are both forged structural components, which can increase their own stiffness and thus improve their load-bearing strength.

[0042] Please see Figure 3 , Figure 3 This is a structural schematic diagram of two secondary shock absorbers and a connecting damping frame in one embodiment of the chassis architecture of this application. Combined with... Figures 1 to 2In some embodiments, there are two secondary shock absorbers 13. The two secondary shock absorbers 13 are disposed between the first damping frame 14 and the second damping frame 15. The chassis frame 10 also includes a connecting damping frame 16. The connecting damping frame 16 is connected between the outer peripheries of the two secondary shock absorbers 13 and is connected to the hub motor 20.

[0043] In this embodiment, the third end 13a of each of the two secondary dampers 13 is detachably or fixedly connected to the first damping frame 14. The fourth end 13b of each of the two secondary dampers 13 is detachably or fixedly connected to the second damping frame 15. The two secondary dampers 13 can be spaced apart between the first damping frame 14 and the second damping frame 15. In other embodiments, the number of secondary dampers 13 may also be, but is not limited to, three, four, or five or more, etc., and is not limited here.

[0044] The connecting damping frame 16 is detachably or fixedly connected between the outer peripheries of the two secondary shock absorbers 13. In this embodiment, the connecting damping frame 16 is integrally formed between the outer peripheries of the two secondary shock absorbers 13. The side of the connecting damping frame 16 facing away from the primary shock absorber 11 is detachably or fixedly connected to the hub motor 20.

[0045] The two secondary dampers 13 and the primary damper 11 together form three parallel dampers, which further effectively attenuate the unsprung vibration energy brought by the hub motor 20, facilitating the mass production and application of hub motor 20 technology. In addition, the two secondary dampers 13 are connected by a damping bracket 16, which can improve the stability of the connection between the two secondary dampers 13.

[0046] In practice, by adjusting the different force values ​​of the two secondary shock absorbers 13 and the primary shock absorber 11, the various performance characteristics of the chassis structure 10 can be balanced.

[0047] In some embodiments, the connecting damping frame 16 includes a central support 161 and connecting frames 162 symmetrically arranged at both ends of the central support 161. The connecting frames 162 are connected to the outer periphery of the corresponding secondary shock absorber 13. The central support 161 is detachably connected to the hub motor 20.

[0048] One end of the connecting bracket 162 is detachably or fixedly connected to the outer periphery of the central support 161. In this embodiment, one end of each of the two connecting brackets 162 is integrally formed on the outer periphery of the central support 161. The other end of the connecting bracket 162 is detachably or fixedly connected to the outer periphery of the secondary shock absorber 13. The central support 161 can be connected to the outer periphery of the secondary shock absorber 13 by means of, but not limited to, snap-fit, plug-in, and bolts.

[0049] Through the combined action of the aforementioned central support 161 and two connecting frames 162, the hub motor 20 and two secondary shock absorbers 13 can be supported and fixed simultaneously.

[0050] Please see Figure 4 , Figure 4 This is a first structural schematic diagram of the hub motor in the vehicle described in this application. Combined with... Figures 1 to 3 Specifically, the central support 161 is circular. The dimensions of the central support 161 can match the dimensions of one end face of the hub motor 20. The central support 161 has multiple first support holes 1611 around its periphery. One end face of the hub motor 20 has multiple second support holes 201. Fasteners pass through the first support holes 1611 and the second support holes 201, allowing the central support 161 to be connected to the hub motor 20. These fasteners can be, but are not limited to, bolts.

[0051] Please see Figure 5 and Figure 6 , Figure 5 This is a structural schematic diagram of the first damping frame in the chassis architecture of this application; Figure 6 This is a structural schematic diagram of the second damping frame in the chassis architecture of this application. Combined with... Figures 1 to 4 In some embodiments, two secondary dampers 13 are spaced apart along a first direction X and symmetrically arranged between the first damping frame 14 and the second damping frame 15. The orthographic projection of the primary damper 11 onto the plane containing the two secondary dampers 13 is located between the two secondary dampers 13.

[0052] The first direction X can be, but is not limited to, the front-to-back direction. For example, two secondary dampers 13 are spaced apart along the front-to-back direction. Two secondary dampers 13 are symmetrically arranged between the first damping frame 14 and the second damping frame 15 along the front-to-back direction.

[0053] Two secondary dampers 13 are defined to form a surface. The primary damper 11 is located at the midpoint of the surface containing the two secondary dampers 13. That is, the two secondary dampers 13 and the primary damper 11 together form an isosceles triangle.

[0054] By limiting the positions of the two secondary shock absorbers 13 and the primary shock absorber 11, the balance of damping unsprung mass vibration energy can be improved, thereby further enhancing the stability of the chassis structure 10 during operation.

[0055] Please see Figure 7 and Figure 8 , Figure 7 This is a schematic diagram of the second connecting arm in the chassis architecture of this application; Figure 8 This is a structural schematic diagram of the first connecting arm in the chassis architecture of this application. Combined with... Figures 1 to 6 In some embodiments, the end of the first connecting arm 12 away from the first-stage shock absorber 11 can be rotatably connected to the second damping frame 15 in the second direction Y.

[0056] The second direction Y can be, but is not limited to, the vertical direction. The second direction Y can serve as the vertical rotation axis. One end of the first connecting arm 12 can rotate horizontally relative to the second damping frame 15 to different angles along the vertical rotation axis. The rotational connection method can be, but is not limited to, ball joints, ball pins, and rotating structures.

[0057] By defining the relationship between the first connecting arm 12 and the second damping frame 15, the first connecting arm 12 can be rotated horizontally at a certain angle relative to the second damping frame 15 to achieve the steering function, thereby satisfying the stability requirements under different working conditions.

[0058] The end of the first connecting arm 12 away from the primary shock absorber 11 can be rotatably connected to the middle position of the second damping frame 15 along the second direction Y. The middle position of the second damping frame 15 is the first symmetrical position. The position of the orthographic projection of the primary shock absorber 11 onto the plane containing the two secondary shock absorbers 13 between the two secondary shock absorbers 13 is the aforementioned first symmetrical position.

[0059] Specifically, a first ball joint pin 123 is provided at one end of the first connecting arm 12. A first ball joint mounting hole 152 is provided at the middle position of the second damping frame 15. The first ball joint pin 123 is inserted into the first ball joint mounting hole 152, which not only connects the first connecting arm 12 to the second damping frame 15, but also allows the first connecting arm 12 to rotate horizontally relative to the second damping frame 15.

[0060] In some embodiments, the chassis architecture 10 further includes a second connecting arm 17. The second connecting arm 17 is rotatably connected to the middle of the first damping frame 14 in a second direction Y. The end of the second connecting arm 17 away from the first damping frame 14 is used for flexible connection to the vehicle body.

[0061] The second direction Y can serve as the vertical rotation axis. The second connecting arm 17 can rotate horizontally relative to the middle of the first damping frame 14 along the vertical rotation axis to different angles. The rotational connection method can be, but is not limited to, ball joints, ball pins, and rotating structures. The end of the second connecting arm 17 away from the first damping frame 14 is detachably and flexibly connected to the vehicle body.

[0062] By defining the relationship between the second connecting arm 17 and the first damping frame 14, the second connecting arm 17 can be rotated horizontally at a certain angle relative to the first damping frame 14 to achieve the steering function, thereby satisfying the stability requirements under different working conditions.

[0063] The end of the second connecting arm 17 furthest from the primary damper 11 can be rotatably connected to the middle position of the first damping frame 14 along the first direction X. The middle position of the second damping frame 15 is the second symmetrical position. The position of the orthographic projection of the primary damper 11 onto the plane containing the two secondary dampers 13, between the two secondary dampers 13, is the aforementioned second symmetrical position.

[0064] In some embodiments, a second ball joint pin 172 is provided at one end of the second connecting arm 17. A second ball joint mounting hole 142 is provided at the middle position of the first damping frame 14. The second ball joint pin 172 is inserted into the second ball joint mounting hole 142, which not only connects the second connecting arm 17 to the first damping frame 14, but also allows the second connecting arm 17 to rotate horizontally relative to the first damping frame 14.

[0065] Specifically, the first damping frame 14 has an extension 143 at one end facing the primary shock absorber 11. The extension 143 protrudes relative to the first damping frame 14 and the second damping frame 15. The second ball joint mounting hole 142 is located in the extension 143. That is, the position of the second ball joint mounting hole 142 is closer to the primary shock absorber 11 than the position of the first ball joint mounting hole 152.

[0066] Furthermore, the second connecting arm 17 includes a second sub-connecting arm 171. The two second sub-connecting arms 171 are connected at one end. A second ball joint pin 172 is disposed at one end of the two first sub-connecting arms 121. The distance between the two second sub-connecting arms 171 gradually increases away from the first damping frame 14. That is, the two second sub-connecting arms 171 are arranged in a forked configuration.

[0067] Continue reading Figures 1 to 8 In some embodiments, the third end 13a is rotatably connected to the first damping frame 14 about the first direction X. The fourth end 13b is rotatably connected to the second damping frame 15 about the first direction X.

[0068] The first direction X can be, but is not limited to, the front-to-back direction. The first direction X can serve as the front-to-back axis. The third end 13a of the secondary shock absorber 13 is rotatably connected to the first damping frame 14 around the front-to-back axis. That is, the third end 13a can swing at a certain angle relative to the first damping frame 14 in the left-to-right direction.

[0069] The fourth end 13b of the secondary shock absorber 13 is rotatably connected to the second damping frame 15 around the front and rear axes. That is, the fourth end 13b can swing at a certain angle relative to the second damping frame 15 in the left and right directions.

[0070] By defining the relationship between the third end 13a of the secondary shock absorber 13 and the first damping frame 14, and the relationship between the fourth end 13b of the secondary shock absorber 13 and the second damping frame 15, the steering function of the secondary shock absorber 13 can be realized, thereby satisfying the stability requirements under different working conditions.

[0071] In some embodiments, a first fixing portion 141 is provided on one end face of the first damping frame 14 facing the second damping frame 15. A first sleeve portion 131 extending along a first direction X is provided on the third end 13a. The first sleeve portion 131 rotates relative to the first fixing portion 141 about the first direction X by a fixing member. And / or, a second fixing portion 151 is provided on one end face of the second damping frame 15 facing the first damping frame 14. A second sleeve portion 132 extending along the first direction X is provided on the fourth end 13b. The second sleeve portion 132 rotates relative to the second fixing portion 151 about the first direction X by another fixing member.

[0072] The first fixing part 141 is detachably or fixedly connected to one end face of the first damping frame 14 facing the second damping frame 15. In this embodiment, the first fixing part 141 is integrally formed on the first damping frame 14. The third end 13a is detachably or fixedly connected to the first sleeve part 131. In this embodiment, the first sleeve part 131 is integrally formed on the third end 13a of the secondary shock absorber 13. The first sleeve part 131 extends in the front-rear direction.

[0073] The fastener connects the first fixing part 141 and the first sleeve part 131, such that the first sleeve part 131 is connected to the first fixing part 141. The fastener has a pivot function, and the first sleeve part 131 can swing relative to the first fixing part 141 at a certain angle through the fastener.

[0074] The second fixing part 151 is detachably or fixedly connected to one end face of the second damping frame 15 facing the first damping frame 14. In this embodiment, the second fixing part 151 is integrally formed on the second damping frame 15. The fourth end 13b is detachably or fixedly connected to the second sleeve part 132. In this embodiment, the second sleeve part 132 is integrally formed on the fourth end 13b of the secondary shock absorber 13. The second sleeve part 132 extends in the front-rear direction.

[0075] Another fastener is connected to the second fixing part 151 and the second sleeve part 132, such that the second sleeve part 132 is connected to the second fixing part 151. The other fastener has a pivot function, and the second sleeve part 132 can swing relative to the second fixing part 151 at a certain angle through the other fastener.

[0076] The combined action of the first fixing part 141 of the first damping frame 14, the first sleeve part 131 of the secondary shock absorber 13, and the fixing member simplifies the steering function and facilitates wider application. And / or, the combined action of the second fixing part 151 of the second damping frame 15, the second sleeve part 132 of the secondary shock absorber 13, and another fixing member simplifies the steering function and facilitates wider application.

[0077] In one specific embodiment, when there are two secondary dampers 13, two first fixing parts 141 are provided on one end face of the first damping frame 14 facing the second damping frame 15. The two first fixing parts 141 are spaced apart along the first direction X. That is, the first fixing parts 141, the first sleeve part 131, and the fixing member cooperate with each other. At the same time, two second fixing parts 151 are provided on one end face of the second damping frame 15 facing the first damping frame 14. The two second fixing parts 151 are spaced apart along the first direction X. That is, the second fixing parts 151, the second sleeve part 132, and the fixing member cooperate with each other.

[0078] In one specific embodiment, the first fixing part 141 includes two first sub-fixing parts 1411. The two first sub-fixing parts 1411 are arranged at intervals along a first direction X. Each of the two first sub-fixing parts 1411 is provided with a first mounting hole 14111. The fixing member passes through the two first mounting holes 14111 and the first sleeve part 131 to realize the connection and relative rotation between the first fixing part 141 and the first sleeve part 131.

[0079] Specifically, the first fixing part 141 further includes a first sub-transition part 1412. Two first sub-fixing parts 1411 are respectively vertically disposed at both ends of the first sub-transition part 1412. The first sub-transition part 1412 is fixedly connected to one side of the first damping frame 14 facing the second damping frame 15. A first mounting groove (not shown in the figure) is formed between the two first sub-fixing parts 1411 and the first sub-transition part 1412. The first mounting groove can accommodate the first sleeve part 131, etc. By defining the structure of the first fixing part 141, the steering function can be simplified, and production costs can be reduced.

[0080] Similarly, the structure of the second fixing part 151 is similar to that of the first fixing part 141, and will not be described again here. The second fixing part 151 includes two second sub-fixing parts 1511 and a second sub-transition part 1512. The two second sub-fixing parts 1511 are respectively vertically disposed at both ends of the second sub-transition part 1512. A second mounting groove (not shown in the figure) is formed between the two second sub-fixing parts 1511 and the second sub-transition part 1512. The second mounting groove can accommodate the first sleeve part 131, etc.

[0081] In some embodiments, the first sleeve portion 131, the second sleeve portion 132, and the third sleeve portion 111 each include a sleeve (not shown in the figure) and a buffer portion (not shown in the figure). The buffer portion is integrally formed inside the sleeve. A buffer hole (not shown in the figure) is provided in the middle of the buffer portion. The fasteners pass through the buffer holes in sequence and are flexibly installed with the corresponding vehicle body or fixed arm 122.

[0082] Continue reading Figures 1 to 8In some embodiments, the first connecting arm 12 includes two first sub-connecting arms 121 and a fixed arm 122. The two first sub-connecting arms 121 are connected at one end. The distance between the two first sub-connecting arms 121 gradually increases in a direction away from the secondary shock absorber 13. The fixed arm 122 extends along a first direction X and connects between the two first sub-connecting arms 121. A third sleeve portion 111 is provided at the second end 11b. The third sleeve portion 111 is sleeved on the fixed arm 122.

[0083] The two first sub-connecting arms 121 are detachably or fixedly connected at one end. In this embodiment, the two first sub-connecting arms 121 are integrally formed and connected. One end of the two first sub-connecting arms 121 is connected to the second damping frame 15. The two first sub-connecting arms 121 are arranged in a forked shape. The fixed arm 122 extends in the front-rear direction.

[0084] The fixed arm 122 is detachably or fixedly connected at both ends to the two first sub-connecting arms 121. In this embodiment, the fixed arm 122 is integrally formed between the two first sub-connecting arms 121. The primary shock absorber 11 is detachably or fixedly connected to the third sleeve portion 111. In this embodiment, the third sleeve portion 111 is integrally formed into the primary shock absorber 11. When the third sleeve portion 111 is sleeved on the fixed arm 122, the third sleeve portion 111 can rotate relative to the fixed arm 122 by a certain angle.

[0085] The third sleeve portion 111 of the primary shock absorber 11 can be fitted onto the fixed arm 122, allowing the primary shock absorber 11 to rotate relative to the first connecting arm 12, thereby meeting the requirements of different working conditions. In addition, the two first sub-connecting arms 121 and the fixed arm 122 together form a triangle, which can improve the strength of the first connecting arm 12, and further improve the rotational strength of the primary shock absorber 11 relative to the first connecting arm 12.

[0086] Please see Figure 9 , Figure 9 This is a partial schematic diagram of the primary shock absorber in the chassis architecture of this application. Combined with... Figures 1 to 8 In some embodiments, the first end 11a of the primary shock absorber 11 is further provided with a support bracket 112. The support bracket 112 is flexibly connected to the vehicle body. For example, the support bracket 112 is connected to the strut of the vehicle body. When the chassis architecture 10 includes a second connecting arm 17, the support bracket 112 passes through two second sub-connecting arms 171.

[0087] In some embodiments, both the primary damper 11 and the secondary damper 13 are twin-tube dampers (not shown in the figure).

[0088] Among them, the twin-tube damper has a good shock absorption effect and can be well connected to the vehicle body, the first connecting arm 12, the first damping frame 14 and the second damping frame 15, etc.

[0089] By limiting both the primary damper 11 and the secondary damper 13 to twin-tube dampers, the consistency of damping unsprung vibration by the two dampers can be improved.

[0090] Please see Figure 10 , Figure 11 as well as Figure 12 , Figure 10 This is a partial schematic diagram of an embodiment of the vehicle described in this application; Figure 11 This is a second structural schematic diagram of the hub motor in the vehicle of this application; Figure 12 This is a structural diagram of the tires in the vehicle described in this application. Combined with... Figures 1 to 9 This application provides a vehicle. The vehicle (not shown in the figure) includes a chassis architecture 10 for hub motors. It should be noted that the chassis architecture 10 in this embodiment is the same as the chassis architecture 10 described in the above embodiments, and is not limited thereto.

[0091] The vehicle utilizes the combined action of the primary shock absorber 11, the secondary shock absorber 13, and the first connecting arm 12 in the aforementioned chassis architecture 10 to attenuate unsprung vibration energy. This not only improves the operational stability of the chassis architecture 10 but also simplifies the structure and makes the cost controllable, thus facilitating its application and promotion.

[0092] In some embodiments, the vehicle further includes a tire 30. The end face of the tire 30 facing the hub motor 20 is provided with a plurality of third bracket holes 301. The end face of the hub motor 20 away from the chassis frame 10 is provided with a plurality of fourth bracket holes 202. A fastener passes through the corresponding fourth bracket holes 202 and the corresponding third bracket holes 301 in sequence, so that the hub motor 20 is mounted on the tire 30.

[0093] The terms "first," "second," and "third" in this application are for descriptive purposes only and should not be construed as indicating the number of technical features indicated. Therefore, a feature defined as "first," "second," or "third" may explicitly or implicitly include at least one of those features. All directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of this application are only used to explain the relative positional relationships and movements between components in a specific orientation (as shown in the figures). If the specific orientation changes, the directional indications will change accordingly. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. A process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or devices.

[0094] The above are merely embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A chassis architecture for a hub motor, characterized in that, include: A primary shock absorber includes a first end and a second end disposed opposite to each other, the first end being used to connect to the vehicle body; The first connecting arm is connected to the second end; The secondary shock absorber is connected to the hub motor at one end face away from the primary shock absorber. The secondary shock absorber includes a third end and a fourth end arranged opposite to each other. The third end is used to connect to the vehicle body, and the fourth end is connected to the end of the first connecting arm away from the second end.

2. The chassis architecture for a hub motor according to claim 1, characterized in that, It also includes a first damping frame and a second damping frame arranged opposite to each other, a third end connected to one end face of the first damping frame facing the second damping frame, a fourth end connected to one end face of the second damping frame facing the first damping frame, a first connecting arm connected to the second damping frame, and the first damping frame being used to connect the vehicle body.

3. The chassis architecture for a hub motor according to claim 2, characterized in that, The number of secondary shock absorbers is two, and the two secondary shock absorbers are disposed between the first damping frame and the second damping frame; the chassis structure also includes a connecting damping frame, which is connected between the outer peripheries of the two secondary shock absorbers and connected to the hub motor.

4. The chassis architecture for a hub motor according to claim 3, characterized in that, The two secondary dampers are spaced apart and symmetrically arranged between the first damping frame and the second damping frame along the first direction, and the orthographic projection of the primary damper on the plane where the two secondary dampers are located is located between the two secondary dampers.

5. The chassis architecture for a hub motor according to claim 2, characterized in that, The end of the first connecting arm away from the primary shock absorber can be rotatably connected to the second damping frame in the second direction.

6. The chassis architecture for a hub motor according to claim 2, characterized in that, It also includes a second connecting arm, which is rotatably connected to the middle of the first damping frame in a second direction, and the end of the second connecting arm away from the first damping frame is used for flexible connection to the vehicle body.

7. The chassis architecture for a hub motor according to claim 2, characterized in that, The third end is rotatably connected to the first damping frame in a first direction, and the fourth end is rotatably connected to the second damping frame in a first direction.

8. The chassis architecture for a hub motor according to claim 7, characterized in that, The first damping frame has a first fixing part on one end face facing the second damping frame, and the third end has a first sleeve part extending along the first direction. The first sleeve part rotates relative to the first fixing part around the first direction through a fixing member. And / or, the second damping frame is provided with a second fixing part on one end face facing the first damping frame, and the fourth end is provided with a second sleeve part extending along the first direction, and the second sleeve part rotates relative to the second fixing part about the first direction by another fixing member.

9. The chassis architecture for a hub motor according to claim 1, characterized in that, The first connecting arm includes two first sub-connecting arms and a fixed arm. The two first sub-connecting arms are connected at one end, and the distance between the two first sub-connecting arms gradually increases in the direction away from the secondary shock absorber. The fixed arm extends along a first direction and is connected between the two first sub-connecting arms. The second end is provided with a third sleeve portion, which is sleeved on the fixed arm.

10. A vehicle, characterized in that, The chassis architecture for hub motors as described in any one of claims 1 to 9.

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