Independent suspension distributed driving system and vehicle

Abstract

The utility model relates to the technical field of heavy-duty trucks, in particular to an independent suspension distributed driving system which comprises a frame, two suspension mechanisms and a power assembly, and the two suspension mechanisms are arranged on the two sides of the frame in the width direction of the frame; the number of the power assemblies is two, the two power assemblies are arranged on the vehicle frame and correspond to the suspension mechanisms one to one, each power assembly comprises a driving assembly, a transmission assembly and a hub reduction gear which are sequentially in transmission connection, the driving assemblies are fixedly connected with the vehicle frame, and the hub reduction gears are fixedly connected with the corresponding suspension mechanisms. The transmission assembly allows the included angle between the output shaft of the driving assembly and the input shaft of the hub reduction gear to change. The independent suspension distributed driving system improves the control stability and the driving safety of the whole vehicle. The utility model further provides a vehicle which is provided with the independent suspension distributed driving system, so that the driving and riding comfort is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of heavy-duty trucks, in particular to an independent suspension distributed drive system and a vehicle. Background Art

[0002] With the rapid development of new energy vehicles in China, especially in the field of passenger cars, the production and sales of new energy vehicles and fuel vehicles have approached 1:1. In the field of heavy-duty trucks, electric axles are already available, which have the advantages of short transmission chains, space saving, energy saving and low operating costs compared to traditional fuel vehicle axles. However, at present, new energy commercial vehicles, especially heavy-duty commercial vehicles, mainly use single-motor integral axles, and can only use non-independent suspension, which has problems such as large unsprung mass, insufficient driving stability, poor handling stability, and insufficient power failure safety. Therefore, an independent suspension distributed drive system is urgently needed. Utility Model Content

[0003] The utility model aims to provide an independent suspension distributed drive system to improve the handling stability and driving stability of the vehicle.

[0004] Another object of the present invention is to provide a vehicle that improves driving comfort by providing the above-mentioned independent suspension distributed drive system.

[0005] To achieve this purpose, the utility model adopts the following technical solutions:

[0006] Independent suspension distributed drive system, including:

[0007] Frame;

[0008] A suspension mechanism, wherein two groups of the suspension mechanism are provided, and the two groups of the suspension mechanism are provided on both sides of the frame along the width direction of the frame;

[0009] A powertrain, wherein the powertrain is provided with two groups, the two groups of the powertrain are arranged on the frame and correspond to the suspension mechanisms one by one, each group of the powertrain includes a drive assembly, a transmission assembly and a wheel-side reducer which are sequentially connected in transmission, the drive assembly is fixedly connected to the frame, the wheel-side reducer is fixedly connected to the corresponding suspension mechanism, the transmission assembly allows the angle between the output shaft of the drive assembly and the input shaft of the wheel-side reducer to change, and the output shaft of the wheel-side reducer is used to connect to the wheel hub.

[0010] Furthermore, the suspension mechanism includes an upper swing arm, a lower swing arm, a steering knuckle and an elastic component, one end of the upper swing arm is hinged to one end of the steering knuckle, and the other end is hinged relative to the frame, one end of the lower swing arm is hinged to the other end of the steering knuckle, and the other end is hinged relative to the frame, the upper swing arm and the lower swing arm are spaced apart in the height direction of the frame, the steering knuckle is fixed on the housing of the wheel-side reducer, one end of the elastic component is hinged to the lower swing arm, and the other end is fixed relative to the frame.

[0011] Furthermore, the suspension mechanism also includes a shock absorber mounting bracket, which is fixed on the frame, the other end of the upper swing arm is hinged to the shock absorber mounting bracket, and the other end of the elastic component is fixed on the shock absorber mounting bracket.

[0012] Furthermore, the shock absorber mounting bracket includes a first supporting portion and a second reinforcing portion, the first supporting portion includes a vertical plate, a supporting plate and an inclined plate, the vertical plate is attached to the side wall of the frame and fixedly connected to the frame, the supporting plate is fixedly connected to the vertical plate, the supporting plate is bent in a direction away from the frame so that the supporting plate and the other end of the elastic component are opposite and abut against each other, at least two inclined plates are provided, at least two inclined plates are spaced apart along the length direction of the frame, the inclined plates are respectively fixedly connected to the vertical plate and the supporting plate, and the two ends of the hinge shaft of the other end of the upper swing arm are respectively passed through two adjacent inclined plates;

[0013] The second reinforcement portion includes a bottom plate and a rib plate, wherein the bottom plate is located on a side of the support plate away from the inclined plate, the bottom plate is attached to a side wall of the frame and is fixedly connected to the frame, and the rib plate is respectively fixedly connected to the bottom plate and the support plate.

[0014] Furthermore, the driving assembly includes a motor and a transmission, the motor is transmission-connected to the transmission, and an output shaft of the transmission is connected to the driving assembly.

[0015] Furthermore, the transmission assembly is a telescopic spline transmission shaft.

[0016] Furthermore, universal joints are provided at both ends of the telescopic spline transmission shaft, one of the universal joints is connected to the output shaft of the drive assembly, and the other universal joint is connected to the input shaft of the wheel-side reducer.

[0017] Furthermore, the independent suspension distributed drive system also includes a brake, which includes a brake disc and a caliper cooperating with the brake disc, the brake disc is fixed on the housing of the wheel-side reducer and is coaxially arranged with the wheel-side reducer, and the caliper is fixedly connected to the suspension mechanism.

[0018] Furthermore, the frame includes a main frame and a sub-frame, the sub-frame is fixed on the main frame, the main frame and the sub-frame are surrounded to form a receiving cavity, and the driving assembly is placed in the receiving cavity and fixed on the sub-frame.

[0019] A vehicle comprises a vehicle body and an independent suspension distributed drive system as described in any of the above schemes, wherein the independent suspension distributed drive system is arranged on the vehicle body.

[0020] Beneficial effects of the utility model:

[0021] The utility model provides an independent suspension distributed drive system, which includes a vehicle frame, a suspension mechanism and a powertrain. The suspension mechanism is provided with two groups, and the two groups of suspension mechanisms are provided on both sides of the vehicle frame along the width direction of the vehicle frame; the powertrain is provided with two groups, and the two groups of powertrains are provided on the vehicle frame and are provided one-to-one with the suspension mechanism. Each group of powertrains includes a drive assembly, a transmission assembly and a wheel-side reducer which are sequentially connected in transmission. The drive assembly is fixedly connected to the vehicle frame, and the wheel-side reducer is fixedly connected to the corresponding suspension mechanism. The transmission assembly allows the angle between the output shaft of the drive assembly and the input shaft of the wheel-side reducer to change. The independent suspension distributed drive system adopts an independent suspension, and the powertrain is provided on the vehicle frame to make it a sprung mass. The powertrain is provided with two groups, and a distributed drive is adopted to improve the handling stability and driving safety of the whole vehicle.

[0022] The utility model also provides a vehicle, which improves the driving comfort by arranging the above-mentioned independent suspension distributed drive system. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 It is a structural schematic diagram of an independent suspension distributed drive system provided by an embodiment of the utility model;

[0024] Figure 2 It is an exploded diagram of an independent suspension distributed drive system provided by an embodiment of the utility model;

[0025] Figure 3 It is a structural schematic diagram of a suspension mechanism provided by an embodiment of the utility model;

[0026] Figure 4 This is a schematic diagram of the structure of the reducer mounting bracket provided by the embodiment of the utility model. Figure 1 ;

[0027] Figure 5 This is a schematic diagram of the structure of the reducer mounting bracket provided by the embodiment of the utility model. Figure 2 ;

[0028] Figure 6 It is a structural schematic diagram of a power assembly provided by an embodiment of the utility model;

[0029] Figure 7 It is a schematic structural diagram of a brake provided by an embodiment of the present utility model.

[0030] In the figure:

[0031] 1. Frame; 11. Main frame; 12. Sub-frame;

[0032] 2. Suspension mechanism; 21. Upper swing arm; 22. Lower swing arm; 23. Steering knuckle; 24. Elastic component; 241. Elastic element; 242. Shock absorber; 25. Shock absorber mounting bracket; 251. First support part; 2511. Vertical plate; 2512. Support plate; 2513. Inclined plate; 252. Second strengthening part; 2521. Bottom plate; 2522. Rib plate;

[0033] 3. Power assembly; 31. Drive component; 311. Motor; 312. Transmission; 32. Transmission component; 33. Wheel side reducer; 34. Brake; 341. Brake disc; 342. Caliper;

[0034] 4. Mount. Specific embodiments

[0035] To make the objectives, technical solutions and advantages of the embodiments of the present utility model clearer, the technical solutions in the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are some, but not all, of the embodiments of the present utility model. Usually, the components of the embodiments of the present utility model described and illustrated in the accompanying drawings here can be arranged and designed in various different configurations.

[0036] Therefore, the following detailed description of the embodiments of the present utility model provided in the accompanying drawings is not intended to limit the scope of the claimed present utility model, but merely represents selected embodiments of the present utility model. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without making creative efforts fall within the scope of protection of the present utility model.

[0037] It should be noted that: Similar reference numerals and letters denote similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings.

[0038] In the description of the present utility model, it should be noted that the orientation or positional relationship indicated by the terms "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship in which the utility model product is habitually placed during use. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be construed as a limitation to the present utility model. In addition, the terms "first", "second", "third", etc. are only used for distinguishing descriptions and cannot be understood as indicating or implying relative importance. In the description of the present utility model, unless otherwise specified, the meaning of "a plurality of" is two or more than two.

[0039] In the description of the present utility model, it should also be noted that unless otherwise clearly specified and defined, the terms "set" and "connected" 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 mechanical connection or an electrical connection. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific situations.

[0040] In the present utility model, unless otherwise clearly specified and defined, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but being in contact through other features therebetween. Moreover, the first feature being "above", "over" and "on" the second feature includes the first feature being directly above and obliquely above the second feature, or merely indicating that the first feature has a higher horizontal height than the second feature. The first feature being "under", "beneath" and "under" the second feature includes the first feature being directly below and obliquely below the second feature, or merely indicating that the first feature has a lower horizontal height than the second feature.

[0041] The embodiments of the present utility model will be described in detail below. The examples of the embodiments are shown in the drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary and are only used to explain the present utility model and cannot be construed as a limitation to the present utility model.

[0042] The following will be combined with Figures 1 - 7 and further illustrate the technical solutions of the present utility model through specific implementation manners.

[0043] At present, the heavy commercial vehicle system is mainly a single-motor integral axle, so the vehicle can only adopt a non-independent suspension, which has problems such as a large unsprung mass, insufficient driving stability, poor handling stability, and insufficient power failure safety.

[0044] In order to solve the above problems, the utility model provides a vehicle, which includes a vehicle body and an independent suspension distributed drive system, wherein the independent suspension distributed drive system is arranged on the vehicle body, the vehicle adopts independent suspension to improve the handling stability and driving stability of the vehicle, and adopts distributed drive to independently control the wheels, making it easier to control the vehicle under complex road conditions. The independent suspension distributed drive system includes a frame 1, a suspension mechanism 2 and a powertrain 3.

[0045] In detail, there are two groups of suspension mechanisms 2, which are arranged on both sides of the frame 1 along the width direction of the frame 1; there are two groups of powertrains 3, which are arranged on the frame 1 and correspond to the suspension mechanisms 2 one by one, and each group of powertrains 3 includes a drive assembly 31, a transmission assembly 32 and a wheel-side reducer 33 which are sequentially connected in transmission. The drive assembly 31 is fixedly connected to the frame 1, and the wheel-side reducer 33 is fixedly connected to the corresponding suspension mechanism 2. The transmission assembly 32 allows the angle between the output shaft of the drive assembly 31 and the input shaft of the wheel-side reducer 33 to change, and the output shaft of the wheel-side reducer 33 is used to connect to the wheel hub. The independent suspension distributed drive system adopts independent suspension, and the powertrain 3 is arranged on the frame 1 to make it a sprung mass. Distributed drive is adopted to improve the handling stability and driving safety of the whole vehicle.

[0046] Furthermore, the vehicle frame 1 includes a main frame 11 and a sub-frame 12. The sub-frame 12 is fixedly mounted at the lower portion of the main frame 11. The upper end of the sub-frame 12 is fixedly connected to the side and bottom surfaces of the main frame 11 by bolts. The sub-frame 12 has an inner cavity. The main frame 11 and the sub-frame 12 are fixedly connected to form a receiving cavity. The drive assembly 31 is disposed in the receiving cavity and is fixedly connected to the sub-frame 12. The main frame 11, as the basic structure of the vehicle, can bear various loads inside and outside the vehicle. The main frame 11 and the sub-frame 12 jointly support the suspension system, which improves the driving stability of the vehicle. The combined design of the main frame 11 and the sub-frame 12 further improves the structural strength and driving safety of the vehicle.

[0047] Optionally, the sub-frame 12 is made of cast iron, which has high strength, good wear resistance and heat resistance, and low manufacturing cost.

[0048] like Figures 3 - 5As shown, the suspension mechanism 2 includes an upper swing arm 21, a lower swing arm 22, a steering knuckle 23, and an elastic component 24. The upper swing arm 21 and the lower swing arm 22 are arranged at intervals in the height direction of the vehicle frame 1. The suspension mechanism 2 further includes a shock absorber mounting bracket 25. The shock absorber mounting bracket 25 is fixedly arranged on both sides of the main vehicle frame 11 by bolts. The shock absorber mounting bracket 25 includes a first support portion 251 and a second strengthening portion 252. The first support portion 251 includes a vertical plate 2511, a support plate 2512, and an inclined plate 2513. The vertical plate 2511 is attached to the side wall of the main vehicle frame 11 and is fixedly connected to the vehicle frame 1. The support plate 2512 is fixedly connected to the vertical plate 2511. The support plate 2512 is bent away from the vehicle frame 1 to be opposite to the elastic component 24. At least two inclined plates 2513 are provided. The at least two inclined plates 2513 are arranged at intervals in the length direction of the vehicle frame 1. The inclined plates 2513 are respectively fixedly connected to the vertical plate 2511 and the support plate 2512. The second strengthening portion 252 includes a bottom plate 2521 and a rib plate 2522. The bottom plate 2521 is located on the side of the support plate 2512 away from the inclined plate 2513. The bottom plate 2521 is attached to the side wall of the main vehicle frame 11 and is fixedly connected to the vehicle frame 1. The rib plates 2522 are respectively fixedly connected to the bottom plate 2521 and the support plate 2512. Specifically, an upper ear is provided at the upper end of the steering knuckle 23, and a lower ear is provided at the lower end of the steering knuckle 23. One end of the upper swing arm 21 is hinged to the upper ear of the steering knuckle 23. The two ends of the hinge shaft at the other end of the upper swing arm 21 respectively pass through two adjacent inclined plates 2513. One end of the lower swing arm 22 is hinged to the lower ear of the steering knuckle 23. The other end of the lower swing arm 22 is hinged to the lower end of the sub-frame 12. The steering knuckle 23 is fixedly arranged on the housing of the wheel side reducer 33. One end of the elastic component 24 is hinged to the lower swing arm 22, and the other end of the elastic component 24 abuts against the support plate 2512. The suspension mechanism 2 is jointly supported by the sub-frame 12 and the shock absorber mounting bracket 25, which improves the connection strength of the suspension mechanism 2, and further improves the driving stability of the vehicle.

[0049] Optionally, the vertical plate 2511 and the support plate 2512 are integrally formed parts. Specifically, the vertical plate 2511 and the support plate 2512 are bent from a metal plate.

[0050] Optionally, a plurality of rib plates 2522 are provided, and the plurality of rib plates 2522 are arranged at intervals in the length direction of the vehicle frame 1.

[0051] Optionally, both the upper swing arm 21 and the lower swing arm 22 are made of cast iron material, which has high strength, good wear resistance and heat resistance, and low manufacturing cost.

[0052] Furthermore, in order to improve the load-bearing capacity of the vehicle, at least two elastic components 24 are provided in each suspension mechanism 2 and arranged according to the size of the shock absorber mounting bracket 25. In this embodiment, two elastic components 24 are provided in each suspension mechanism 2. One ends of the two elastic components 24 are opposite to and in contact with each other with respect to the support plate 2512, and the other ends are hinged to the lower swing arm 22. The two elastic components 24 can jointly mitigate the impact from uneven road surfaces, thereby improving the comfort of passengers during riding.

[0053] Optionally, four inclined plates 2513 are specifically provided and arranged at intervals along the length direction of the vehicle frame 1. The other end of the upper swing arm 21 is located between the middle two inclined plates 2513, and both ends of the hinge shaft at the other end of the upper swing arm 21 pass through the middle two inclined plates 2513 respectively. Limiting cavities are formed between the middle two inclined plates 2513 and the two inclined plates 2513 on both sides respectively. The other ends of the two elastic components 24 are respectively arranged in the two limiting cavities and are both in contact with the support plate 2512.

[0054] The elastic component 24 includes an elastic element 241 and a shock absorber 242. The elastic element 241 is sleeved on the shock absorber 242. The elastic element 241 can bear and transmit loads and mitigate the impact generated by uneven road surfaces during vehicle driving. One ends of the shock absorbers 242 are opposite to and in contact with each other with respect to the support plate 2512, and the other ends are hinged to the lower swing arm 22. The shock absorber 242 can slow down the vibration of the elastic element 241 during movement. The combined action of the elastic element 241 and the shock absorber 242 ensures the smooth driving of the vehicle. Optionally, the elastic element 241 is a helical spring, and the helical spring can effectively absorb and relieve the impact from the road surface.

[0055] As Figure 6 shown, two sets of powertrains 3 are provided, and the two sets of powertrains 3 are symmetrically arranged along the width direction of the vehicle frame 1. The drive assembly 31 in the powertrain 3 is fixedly arranged on the sub-frame 12, making the powertrain 3 a sprung mass, which improves the handling stability and driving stability of the vehicle. Furthermore, by arranging the drive assembly 31 in the accommodation cavity formed by the main frame 11 and the sub-frame 12, the internal space of the sub-frame 12 can be fully utilized, and at the same time, the drive assembly 31 can be effectively protected. Further, the drive assembly 31 is fixedly connected to the sub-frame 12 through the mount 4. The mount 4 is bolted to the sub-frame 12. The mount 4 can not only support the drive assembly 31, but also reduce or control the transmission of the vibration of the powertrain 3 to the vehicle frame 1. It should be noted that the mount 4 is a prior art and will not be elaborated here. Optionally, four mounts 4 are provided, and the two sets of drive assemblies 31 are fixedly connected to the sub-frame 12 through the four mounts 4. Two of the mounts 4 are located on one side of the drive assembly 31 along the length direction of the vehicle frame 1, and the other two mounts 4 are located on the other side of the drive assembly 31 along the length direction of the vehicle frame 1.

[0056] Furthermore, the driving assembly 31 includes a motor 311 and a transmission 312. The motor 311 is in transmission connection with the transmission 312 and integrated as a whole. The motors 311 in the two driving assemblies 31 can respectively control parameters such as the output torque and rotational speed, enabling independent control of the wheels, so that it is easier to control the yaw moment and longitudinal moment of the vehicle under complex road conditions. This distributed drive structure is compact and highly flexible. Moreover, with the distributed drive, the maneuverability of the whole vehicle can be improved. When one of the motors 311 fails, the vehicle can still continue to drive, enhancing the safety of the whole vehicle. The output shaft of the transmission 312 is connected to the transmission component 32, and the power transmitted from the motor 311 is transmitted to the wheels through the transmission component 32, causing the vehicle to generate driving force. The transmission 312 adopts a high-low gear design to enable the vehicle to adapt to different driving conditions and meet the performance requirements of different vehicles.

[0057] In this embodiment, the transmission component 32 is a telescopic spline shaft. The telescopic spline shaft is arranged on the flange at the output end of the driving assembly 31. The middle part of the telescopic spline shaft adopts a telescopic spline structure. While transmitting torque, the telescopic spline shaft allows the shaft to be telescopically adjusted in length. This setting can adapt to the length change of the telescopic spline shaft caused by wheel jounce. Universal joints are arranged at both ends of the telescopic spline shaft. One of the universal joints is connected to the output shaft of the driving assembly 31, and the other universal joint is connected to the input shaft of the wheel side reducer 33. The universal joint can achieve variable-angle power transmission, allowing the angle between the output shaft of the driving assembly 31 and the input shaft of the wheel side reducer 33 to change, thus adapting to the requirements of the vehicle steering and drive system for angle changes.

[0058] Furthermore, the wheel side reducer 33 adopts a single-stage planetary gear structure. An input flange is arranged at the input end of the wheel side reducer 33. The inner side of the input flange is used to install a telescopic spline transmission shaft, and the outer side is used to install a brake 34. An output flange is arranged at the output end of the wheel side reducer 33, and the output flange is used to install the wheel. A plurality of threaded holes are arranged on the housing of the wheel side reducer 33, and bolts pass through the plurality of threaded holes one by one to fixedly connect the steering knuckle 23 to the housing of the wheel side reducer 33.

[0059] As Figure 7 shown, in this embodiment, the independent suspension distributed drive system further includes a brake 34. The brake 34 includes a brake disc 341 and a caliper 342 cooperating with the brake disc 341. The caliper 342 is fixedly arranged on the steering knuckle 23, and the brake disc 341 is fixedly arranged on the housing at the input end of the wheel side reducer 33 and is coaxially arranged with the wheel side reducer 33.

[0060] Obviously, the above embodiments of the present utility model are merely examples for clearly illustrating the present utility model, rather than limitations on the implementation manners of the present utility model. For those of ordinary skill in the art, other different forms of changes or modifications can be made based on the above description. It is not necessary and impossible to enumerate all the implementation manners here. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present utility model shall be included within the protection scope of the claims of the present utility model.

Claims

1. Independent suspension distributed drive system, characterized in that: include: Frame (1); A suspension mechanism (2), wherein two groups of the suspension mechanism (2) are provided, and the two groups of the suspension mechanism (2) are provided on both sides of the frame (1) along the width direction of the frame (1); A power assembly (3), wherein the power assembly (3) is provided with two groups, the two groups of the power assembly (3) are arranged on the frame (1) and are arranged one-to-one with the suspension mechanism (2), each group of the power assembly (3) comprises a drive assembly (31), a transmission assembly (32) and a wheel-side reducer (33) which are sequentially connected in transmission, the drive assembly (31) is fixedly connected to the frame (1), the wheel-side reducer (33) is fixedly connected to the corresponding suspension mechanism (2), the transmission assembly (32) allows the angle between the output shaft of the drive assembly (31) and the input shaft of the wheel-side reducer (33) to change, and the output shaft of the wheel-side reducer (33) is used to be connected to the wheel hub.

2. The independent suspension distributed drive system according to claim 1, characterized in that: The suspension mechanism (2) comprises an upper swing arm (21), a lower swing arm (22), a steering knuckle (23) and an elastic component (24); one end of the upper swing arm (21) is hinged to one end of the steering knuckle (23), and the other end is hinged relative to the frame (1); one end of the lower swing arm (22) is hinged to the other end of the steering knuckle (23), and the other end is hinged relative to the frame (1); the upper swing arm (21) and the lower swing arm (22) are spaced apart in the height direction of the frame (1); the steering knuckle (23) is fixed on the housing of the wheel-side reducer (33); one end of the elastic component (24) is hinged to the lower swing arm (22), and the other end is fixed relative to the frame (1).

3. The independent suspension distributed drive system according to claim 2, characterized in that: The suspension mechanism (2) further comprises a shock absorber mounting bracket (25), wherein the shock absorber mounting bracket (25) is fixedly mounted on the vehicle frame (1), the other end of the upper swing arm (21) is hinged to the shock absorber mounting bracket (25), and the other end of the elastic component (24) is fixedly mounted on the shock absorber mounting bracket (25).

4. The independent suspension distributed drive system according to claim 3, characterized in that: The shock absorber mounting bracket (25) comprises a first supporting portion (251) and a second reinforcing portion (252); the first supporting portion (251) comprises a vertical plate (2511), a supporting plate (2512) and an inclined plate (2513); the vertical plate (2511) is attached to a side wall of the vehicle frame (1) and is fixedly connected to the vehicle frame (1); the supporting plate (2512) is fixedly connected to the vertical plate (2511); and the supporting plate (2512) is bent in a direction away from the vehicle frame (1). , so that the support plate (2512) and the other end of the elastic component (24) are opposite to each other and abut against each other, at least two inclined plates (2513) are provided, at least two inclined plates (2513) are arranged at intervals along the length direction of the frame (1), the inclined plates (2513) are respectively fixed to the vertical plate (2511) and the support plate (2512), and the two ends of the hinge shaft at the other end of the upper swing arm (21) are respectively passed through two adjacent inclined plates (2513); The second reinforcing portion (252) comprises a bottom plate (2521) and a rib plate (2522); the bottom plate (2521) is located on a side of the support plate (2512) away from the inclined plate (2513); the bottom plate (2521) is attached to a side wall of the vehicle frame (1) and is fixedly connected to the vehicle frame (1); and the rib plate (2522) is respectively fixedly connected to the bottom plate (2521) and the support plate (2512).

5. The independent suspension distributed drive system according to claim 1, characterized in that: The driving assembly (31) comprises a motor (311) and a transmission (312); the motor (311) is drivingly connected to the transmission (312); and an output shaft of the transmission (312) is connected to the driving assembly (32).

6. The independent suspension distributed drive system according to claim 1, characterized in that: The transmission assembly (32) is a telescopic spline transmission shaft.

7. The independent suspension distributed drive system according to claim 6, characterized in that: Universal joints are provided at both ends of the telescopic spline transmission shaft, one of the universal joints is connected to the output shaft of the drive assembly (31), and the other universal joint is connected to the input shaft of the wheel-side reducer (33).

8. The independent suspension distributed drive system according to any one of claims 1 to 7, characterized in that: The independent suspension distributed drive system also includes a brake (34), which includes a brake disc (341) and a caliper (342) that cooperates with the brake disc (341). The brake disc (341) is fixed on the housing of the wheel-side reducer (33) and is coaxially arranged with the wheel-side reducer (33). The caliper (342) is fixedly connected to the suspension mechanism (2).

9. The independent suspension distributed drive system according to any one of claims 1 to 7, characterized in that: The vehicle frame (1) comprises a main frame (11) and a sub-frame (12); the sub-frame (12) is fixedly mounted on the main frame (11); the main frame (11) and the sub-frame (12) are arranged to form a receiving cavity; the driving assembly (31) is placed in the receiving cavity and is fixedly mounted on the sub-frame (12).

10. A vehicle, characterized in that It comprises a vehicle body and an independent suspension distributed drive system as described in any one of claims 1 to 9, wherein the independent suspension distributed drive system is arranged on the vehicle body.

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