Travel unit and vehicle

Abstract

The utility model discloses a kind of running unit and vehicle, the running unit includes: wheel assembly, steering knuckle, steering motor assembly and suspension assembly, steering knuckle is located wheel assembly, steering knuckle is formed with mounting portion, steering motor assembly is located mounting portion, suspension assembly includes: upper control arm, upper control arm is located above steering motor assembly, one of upper control arm and steering knuckle is connected with the output shaft of steering motor assembly.According to the running unit of the utility model, the transmission structure of steering knuckle and steering motor assembly is simplified, the integration and space utilization of running unit are improved, the force transmission path is shortened, so as to improve the steering response speed and control precision of running unit, ensure the running stability of vehicle, also avoid the power loss of traditional central drive mode.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and in particular to a driving unit and a vehicle. Background Technology

[0002] As the automotive industry continues to develop towards intelligence and electrification, people's demands for vehicle handling stability and safety are also increasing. Therefore, modular vehicles have become a major research direction for future automotive development. Traditional vehicles use the engine as their power source, transmitting power sequentially through a clutch to the transmission, drive shaft, drive axle, half-shaft, and finally to the wheels. This entire mechanical structure is relatively complex and inefficient, requiring significant space. Therefore, engineers have researched modular vehicles that integrate the drive system, braking system, steering system, and suspension system. This vehicle structure not only offers higher integration and better weight reduction, enabling functions such as crabbing, U-turns, and diagonal driving, but also better adapts to autonomous driving and advanced driver assistance systems (ADAS), electric power steering (EPS), etc., thereby improving steering precision and adapting to various driving scenarios.

[0003] In related technologies, the steering system retains some mechanisms of the traditional vehicle steering system. The steering system includes a worm gear assembly installed in the housing and an external drive motor and steering output shaft. It does not improve the integration of the corner module system. The redundant mechanical structure is not conducive to the release of vehicle space and may even affect the stability and reliability of the structure to a certain extent. Utility Model Content

[0004] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a driving unit that can improve the steering response speed and control precision of the driving unit, ensure vehicle driving stability, and is compatible with autonomous driving and advanced driver assistance systems (ADAS), electric power steering systems (EPS), etc., achieving torque vector control and dynamic stability control.

[0005] The driving unit according to this utility model includes: a wheel assembly; a steering knuckle disposed on the wheel assembly and having a mounting portion; a steering motor assembly disposed on the mounting portion; and a suspension assembly including: an upper control arm located above the steering motor assembly, wherein one of the upper control arm and the steering knuckle is connected to the output shaft of the steering motor assembly.

[0006] According to the present invention, the driving unit simplifies the transmission structure between the steering knuckle and the steering motor assembly by directly integrating the steering motor assembly into the mounting part of the steering knuckle; by placing the upper control arm above the steering motor assembly, the integration and space utilization of the driving unit are improved; and by directly connecting the output shaft of the steering motor assembly to the steering knuckle or the upper control arm, the force transmission path is shortened, thereby improving the steering response speed and control accuracy of the driving unit, ensuring the driving stability of the vehicle, and avoiding the power loss of the traditional central drive system.

[0007] In some feasible embodiments, the steering motor assembly includes: a housing defining the mounting portion within the housing, the housing being connected to the output shaft; a steering motor body and a reducer, both the steering motor body and the reducer being disposed within the housing, the steering motor body being drively connected to the reducer and coaxially arranged.

[0008] In some feasible embodiments, the housing includes: a motor housing and an output shaft housing, the motor housing and the output shaft housing being rotatably connected relative to each other, the output shaft housing being connected to the output shaft, the upper control arm being connected to the output shaft housing, and the motor housing being integrally formed with the steering knuckle.

[0009] In some feasible embodiments, a first connecting portion is formed on the housing, a second connecting portion is formed at one end of the upper control arm, the upper control arm is connected to the housing through the first connecting portion and the second connecting portion, and the other end of the upper control arm is connected to the vehicle frame through a bushing.

[0010] In some feasible embodiments, one of the first connecting portion and the second connecting portion is formed as a connecting hole, and the other of the first connecting portion and the second connecting portion is formed as a connecting cavity. A connecting bearing is provided in the connecting cavity, and a first shaft passes through the connecting hole. A connecting bearing is respectively sleeved at both ends of the first shaft.

[0011] In some feasible embodiments, the wheel assembly includes a drive motor and a wheel assembly, the wheel assembly including a hub and a second axle, the drive motor being disposed within the hub, the steering knuckle having a first flange, the hub having a second flange, the first flange being connected to the second flange, the steering knuckle and the hub being rotatably connected relative to each other via the first flange and the second flange, the drive motor including a first stator and a first rotor, the first rotor being connected to the hub, the first stator being connected to the second axle, and the second axle being connected to the second flange.

[0012] In some feasible embodiments, the lower end of the steering knuckle is formed with a connecting seat, and the suspension assembly further includes a lower control arm, which is hinged to the steering knuckle via the connecting seat.

[0013] In some feasible embodiments, the upper control arm forms a clearance portion, and the suspension assembly further includes a shock absorber assembly located within the clearance portion. The shock absorber assembly includes a damping spring, a damping body, and a damping strut. The damping body is disposed on the damping strut, the damping spring is sleeved on the outside of the damping body, and the damping strut is connected to the lower control arm.

[0014] In some feasible embodiments, the driving unit further includes a braking assembly disposed within the wheel assembly, the braking assembly including a brake disc and a brake caliper, the brake disc being connected to the first rotor and the brake caliper being connected to the first stator.

[0015] The vehicle according to the second aspect of the present invention includes the driving unit according to the first aspect of the present invention.

[0016] According to the present invention, by setting up the vehicle of the first aspect described above, the transmission structure of the steering knuckle and steering motor assembly is simplified, the integration and space utilization of the vehicle are improved, the force transmission path is shortened, thereby improving the steering response speed and control accuracy of the vehicle, ensuring the driving stability of the vehicle, and avoiding the power loss of the traditional central drive mode. At the same time, the vehicle's flexibility, safety and comfort are improved.

[0017] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of a driving unit according to an embodiment of the present utility model; Figure 2 yes Figure 1 A cross-sectional schematic diagram of the driving unit shown; Figure 3 yes Figure 1 A schematic diagram of the upper control arm shown; Figure 4 yes Figure 1 A schematic diagram of the steering motor assembly shown; Figure 5 This is a schematic diagram of the assembly of the steering motor assembly and the upper control arm of the driving unit in another embodiment.

[0019] Figure label: 100. Driving unit; 1. Wheel assembly; 11. Drive motor; 12. Wheel assembly; 121. Second flange; 122. Second axle; 123. Wheel rim; 124. Tire; 2. Steering knuckle; 21. First flange; 22. Connecting seat; 3. Steering motor assembly; 31. Housing; 311. Motor housing; 312. Output shaft housing; 313. Connecting hole; 32. Steering motor body; 33. Reducer; 4. Suspension assembly; 41. Upper control arm; 411. Connecting bearing; 412. First shaft; 413. Connecting cavity; 414. Upper inner control arm; 415. Upper outer control arm; 416. Axle cover; 417. Clearance part; 42. Lower control arm; 43. Vibration damper assembly; 431. Vibration damping spring; 432. Vibration damper body; 433. Vibration damping support; 5. Brake assembly; 6. Bushing. Detailed Implementation

[0020] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying 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 with reference to the accompanying drawings are exemplary and intended to explain this utility model, and should not be construed as limiting this utility model.

[0021] The following is for reference. Figures 1-5 Describes a driving unit 100 according to an embodiment of the present utility model.

[0022] like Figures 1-5 As shown, the driving unit 100 according to an embodiment of the present utility model includes: a wheel assembly 1, a steering knuckle 2, a steering motor assembly 3, and a suspension assembly 4.

[0023] Specifically, the steering knuckle 2 is located on the wheel assembly 1, and the steering knuckle 2 has a mounting portion. The steering motor assembly 3 is located on the mounting portion. The suspension assembly 4 includes an upper control arm 41, which is located above the steering motor assembly 3. One of the upper control arm 41 and the steering knuckle 2 is connected to the output shaft of the steering motor assembly 3. It is understood that the wheel assembly 1 is in direct contact with the ground, bears the load of the entire vehicle, and transmits driving force, braking force, and lateral force. In this application, the wheel assembly 1 is connected to the steering knuckle 2 and rotates together with the steering knuckle 2 to achieve directional control. The steering motor assembly 3 is located on the mounting portion, realizing the integration of the steering motor assembly 3 and the steering knuckle 2. The upper control arm 41 is located above the steering motor assembly 3, increasing the space below the steering motor assembly 3.

[0024] Reference Figure 2As shown, by connecting the steering knuckle 2 to the wheel assembly 1, the steering knuckle 2 serves as the pivot point for the steering motion of the wheel assembly 1. The wheel assembly 1 can deflect around the kingpin axis, thereby realizing the steering function of the vehicle. It bears the vertical load, lateral force and braking force of the wheel, ensuring the stability of the vehicle during driving.

[0025] By forming a mounting part on the steering knuckle 2 for direct connection to the steering motor assembly 3, and placing the steering motor assembly 3 at the mounting part, the steering motor assembly 3 is integrated into the steering knuckle 2. The steering torque acts directly on the steering knuckle 2, causing the steering knuckle 2 to rotate around the kingpin axis. This reduces the number of intermediate transmission components (e.g., reducing tie rods, gears, racks, etc.) and simplifies the connection structure between the steering knuckle 2 and the steering motor assembly 3. In this way, the steering motor assembly 3 acts directly on the steering knuckle 2, which speeds up the response, improves control accuracy, shortens the force transmission path, and frees up installation space in the vehicle chassis.

[0026] Reference Figure 1 and Figure 3 As shown, the upper control arm 41 is a double wishbone, used to connect the vehicle body and the steering knuckle 2 to limit the attitude change when the wheel assembly 1 jumps up and down. By placing the upper control arm 41 above the steering motor assembly 3, that is, the upper control arm 41 is on the upper side and the steering motor assembly 3 is on the lower side, interference between components is avoided and the structural compactness of the driving unit 100 is improved.

[0027] The upper control arm 41 and one of the steering knuckles 2 are connected to the output shaft of the steering motor assembly 3 to achieve the deflection of the wheel assembly 1. For example, if the steering motor assembly 3 is an internal rotor motor, the upper control arm 41 can be connected to the output shaft of the steering motor assembly 3. Since the upper control arm 41 is located above the steering motor assembly 3, the output shaft of the steering motor assembly 3 is placed at the upper part of the steering motor assembly 3. The upper control arm 41 is connected to the output shaft located at the upper part of the steering motor assembly 3, which improves the permeability of the space below the steering motor assembly 3 and enhances the space utilization.

[0028] For example, the steering knuckle 2 can be connected to the output shaft of the steering motor assembly 3. Since the steering knuckle 2 is located below the steering motor assembly 3, the output shaft of the steering motor assembly 3 is located at the lower part of the steering motor assembly 3. The steering knuckle 2 is connected to the output shaft located at the lower part of the steering motor assembly 3. The upper control arm 41 is connected to the upper part of the steering motor assembly 3. Thus, the steering motor assembly 3 directly drives the steering knuckle 2 through the output shaft, which improves the structural strength of the driving unit 100 and ensures the safety and stability of the vehicle driving.

[0029] According to the embodiment of the present invention, the driving unit 100 simplifies the transmission structure between the steering knuckle 2 and the steering motor assembly 3 by directly integrating the steering motor assembly 3 into the mounting part of the steering knuckle 2; by placing the upper control arm 41 above the steering motor assembly 3, the integration and space utilization of the driving unit 100 are improved; and by directly connecting the output shaft of the steering motor assembly 3 to the steering knuckle 2 or the upper control arm 41, the force transmission path is shortened, thereby improving the steering response speed and control accuracy of the driving unit 100, ensuring the driving stability of the vehicle, and avoiding the power loss of the traditional central drive method.

[0030] In some embodiments of this utility model, such as Figure 2 As shown, the steering motor assembly 3 includes: a housing 31, a steering motor body 32, and a reducer 33. The housing 31 defines a mounting portion and is connected to the output shaft. Both the steering motor body 32 and the reducer 33 are housed within the housing 31, and are drively connected and coaxially arranged. It can be understood that the housing 31, connected to the output shaft, transmits power from the output shaft to the components connected to the housing 31. The housing 31 also protects both the steering motor body 32 and the reducer 33.

[0031] Reference Figure 2 As shown, by defining the mounting portion within the housing 31, a precise assembly space is provided for the steering motor body 32 and the reducer 33, ensuring that the steering motor body 32 and the reducer 33 are coaxially aligned and securely connected. The housing 31 is dustproof, waterproof, and impact-resistant, improving the reliability and stability of the driving unit 100 under complex road conditions. Furthermore, the direct connection between the steering motor body 32 and the reducer 33 reduces the use of transmission components, shortens the force transmission path, reduces failure points, and makes the structure of the steering motor assembly 3 more compact.

[0032] Furthermore, by arranging the steering motor body 32 and the reducer 33 coaxially, that is, the output shaft of the steering motor body 32 and the input shaft of the reducer 33 share the same central axis, the power of the steering motor body 32 is transmitted along the axial direction of the steering motor body 32. In this way, the radial dimension of the steering motor assembly 3 is saved, avoiding NVH (noise, vibration and harshness) problems caused by gear misalignment or shaft eccentricity. In addition, the coaxial arrangement reduces transmission backlash and improves the control accuracy of steering angle. When the vehicle is in autonomous driving mode, it can meet the stringent requirements of the vehicle for path tracking.

[0033] In some embodiments of this utility model, such as Figure 2As shown, the outer casing 31 includes a motor housing 311 and an output shaft housing 312. The motor housing 311 and the output shaft housing 312 are rotatably connected relative to each other. The output shaft housing 312 is connected to the output shaft. The upper control arm 41 is connected to the output shaft housing 312. The motor housing 311 is integrally formed with the steering knuckle 2. It can be understood that the motor housing 311 is not an independent component, but is integrally formed with the steering knuckle 2, saving components such as connecting flanges and fasteners, realizing vehicle weight reduction, and improving the structural compactness of the driving unit 100.

[0034] Reference Figure 1 and Figure 2 As shown, by designing the housing 31 in two parts, the motor housing 311 is used to accommodate and fix the steering motor body 32 and the reducer 33, the output shaft housing 312 is connected to the output shaft, and the upper control arm 41 is connected to the output shaft housing 312, thereby transmitting power from the steering motor body 32 to the upper control arm 41. The motor housing 311 and the output shaft housing 312 are rotatably connected relative to each other, which enhances the rigidity of the output structure of the driving unit 100.

[0035] By integrating the motor housing 311 with the steering knuckle 2, no intermediate connecting parts are needed, reducing the number of parts and assembly steps, improving production efficiency, avoiding the risk of loosening that may occur with traditional bolt connections, enhancing the stability and safety of the driving unit 100, improving the connection reliability between the steering motor assembly 3 and the steering knuckle 2, and allowing the heat generated by the steering motor body 32 to be transferred outward through the steering knuckle 2, or increasing the heat dissipation area of ​​the steering motor body 32, which is beneficial for auxiliary heat dissipation.

[0036] In some embodiments of this utility model, a first connecting portion is formed on the outer casing 31, and a second connecting portion is formed at one end of the upper control arm 41. The upper control arm 41 is connected to the outer casing 31 through the cooperation of the first connecting portion and the second connecting portion, and the other end of the upper control arm 41 is connected to the vehicle frame through the bushing 6. It can be understood that the connection between the outer casing 31 and the upper control arm 41 is achieved through the cooperation of the first connecting portion and the second connecting portion, thereby enabling the steering motor assembly 3 and the upper control arm 41 to be stably connected, improving the safety and reliability of the driving unit 100. At the same time, the cooperation of the first connecting portion and the second connecting portion reduces the assembly difficulty between the outer casing 31 and the upper control arm 41.

[0037] Reference Figure 1 and Figure 3As shown, by forming a first connecting part on the housing 31 and connecting it to the upper control arm 41, it is easy to connect the housing 31 and the upper control arm 41. The first connecting part is integrated on the housing 31, which reduces the number of independent connecting parts and achieves the weight reduction of the driving unit 100. By forming a second connecting part on the upper control arm 41 and connecting it to the housing 31, the first connecting part and the second connecting part cooperate to facilitate the connection between the upper control arm 41 and the housing 31. The second connecting part is integrated on the upper control arm 41, which further reduces the number of independent connecting parts and further achieves the weight reduction of the driving unit 100, and shortens the force transmission path from the rotor of the steering motor body 32 to the upper control arm 41.

[0038] By installing a bushing 6 at the connection between the upper control arm 41 and the frame, the connection between the upper control arm 41 and the frame is protected, reducing wear at the connection between the upper control arm 41 and the frame. This can absorb frame vibration, improve ride comfort, reduce fatigue damage to the connection between the frame and the upper control arm 41 caused by impact loads, optimize NVH performance, and improve the safety of the entire vehicle.

[0039] For example, refer to Figure 1 and Figure 2 As shown, the outer casing 31 includes a motor housing 311 and an output shaft housing 312. The output shaft of the steering motor body 32 is top-mounted. Since the motor housing 311 and the steering knuckle 2 are integrally formed, the first connecting part is formed on the output shaft housing 312, and the second connecting part is formed on the upper control arm 41. The upper control arm 41 and the output shaft housing 312 are connected by the first connecting part and the second connecting part.

[0040] For example, refer to Figure 5 As shown, the housing 31 is an integral piece, the first connecting part is formed on the upper part of the housing 31, and the upper control arm 41 has a second connecting part. The upper control arm 41 and the housing 31 are connected by the first connecting part and the second connecting part.

[0041] In some embodiments of this utility model, one of the first connecting portion and the second connecting portion is formed as a connecting hole 313, and the other of the first connecting portion and the second connecting portion is formed as a connecting cavity 413. A connecting bearing 411 is provided in the connecting cavity 413, and a first shaft 412 passes through the connecting hole 313. A connecting bearing 411 is respectively sleeved at both ends of the first shaft 412. It can be understood that one of the first connecting portion and the second connecting portion is formed as a connecting hole 313 for passing through the first shaft 412, and the other of the first connecting portion and the second connecting portion is formed as a connecting cavity 413. The connecting cavity 413 is used to accommodate the connecting bearing 411 and part of the first shaft 412, which plays a role in supporting the rotating pair, optimizing the stress situation of the first shaft 412, and improving the structural stability of the driving unit 100.

[0042] For example, refer to Figure 4 As shown, the first connecting portion is formed as a connecting hole 313, referring to... Figure 3 As shown, the second connecting part is formed as a connecting cavity 413. The second connecting part is located at both ends of the connecting hole 313 in the axial direction. Each connecting cavity 413 is provided with a connecting bearing 411. The first shaft 412 passes through the connecting hole 313, and both ends of the first shaft 412 are respectively connected to a connecting bearing 411.

[0043] For example, refer to Figure 5 As shown, the first connecting part is formed as a connecting cavity 413, and the second connecting part is formed as a connecting hole 313. The first connecting part is located at both ends in the axial direction of the connecting hole 313. Each connecting cavity 413 is provided with a connecting bearing 411. The first shaft 412 passes through the connecting hole 313, and both ends of the first shaft 412 are respectively connected to a connecting bearing 411.

[0044] Furthermore, such as Figure 3 and Figure 5 As shown, both ends of the connecting shaft are provided with shaft covers 416, which are connected to the upper control arm 41. In this way, the shaft covers 416 can prevent water, mud, dust and other substances from entering the shaft end or bearing, thus protecting the internal components and reducing the failure rate of the travel unit 100.

[0045] Furthermore, the upper control arm 41 has an upper control inner arm 414 and an upper control outer arm 415 connected together. A connecting cavity 413 is formed at the end of the upper control outer arm 415 away from the upper control inner arm 414 (i.e., the connecting bearing 411 is located at the end of the upper control outer arm 415 away from the upper control inner arm 414). The end of the upper control inner arm 414 away from the upper control outer arm 415 is provided with a bushing 6 and is connected to the vehicle frame. There are two upper control inner arms 414 and two upper control outer arms 415. Each upper control outer arm 415 has a connecting cavity 413 formed thereon, and each upper control inner arm 414 has a bushing 6 provided thereon.

[0046] In some embodiments of this utility model, the wheel assembly 1 includes a drive motor 11 and a wheel assembly 12. The wheel assembly 12 includes a hub and a second axle 122. The drive motor 11 is disposed within the hub. The steering knuckle 2 has a first flange 21, and the hub has a second flange 121. The first flange 21 and the second flange 121 are connected. The steering knuckle 2 and the hub are rotatably connected relative to each other through the first flange 21 and the second flange 121. The drive motor 11 includes a first stator and a first rotor. The first rotor is connected to the hub, the first stator is connected to the second axle 122, and the second axle 122 is connected to the second flange 121. It can be understood that the drive motor 11 is disposed within the hub, which does not occupy the external volume of the wheel assembly 1. The first rotor directly drives the hub without intermediate deceleration or transmission loss, thus improving transmission efficiency. The steering knuckle 2 and the hub are rotatably connected relative to each other through the first flange 21 and the second flange 121. A rolling flange is included between the first flange 21 and the second flange 121 to realize the rotation function of the wheel.

[0047] Reference Figure 2 As shown, the wheel assembly 12 includes a tire 124, a hub, a rim 123, and a second axle 122. The drive motor 11 is located inside the hub, improving the structural compactness of the wheel assembly 1. The first rotor drives the hub, providing fast torque response and facilitating precise control. By integrating a first flange 21 into the steering knuckle 2 and a second flange 121 into the hub, and connecting the first flange 21 and the second flange 121 with fasteners, the coaxiality of the driving unit 100 is improved. One of the first flange 21 and the second flange 121 is a rolling flange, thereby enabling relative rotation between the steering knuckle 2 and the hub, thus keeping the steering knuckle 2 stationary while the hub and tire 124 rotate at high speed during driving. With the first rotor connected to the hub and the first stator connected to the second axle 122, the output torque of the second rotor can directly drive the wheel, reducing transmission components, lowering NVH and failure rate, and better adapting to autonomous driving and advanced driver assistance systems (ADAS), electric power steering systems (EPS), etc., achieving torque vector control and dynamic stability control.

[0048] In some embodiments of this utility model, such as Figure 2 As shown, a connecting seat 22 is formed at the lower end of the steering knuckle 2. The suspension assembly 4 also includes a lower control arm 42, which is hinged to the steering knuckle 2 via the connecting seat 22. It can be understood that by providing the connecting seat 22 at the lower end of the steering knuckle 2, a reliable and stable connection position is provided for the lower control arm 42, effectively bearing impact loads from the road surface and enhancing the structural strength of the driving unit 100. Thus, the connection between the lower control arm 42 and the steering knuckle 2 allows the force of the lower control arm 42 to be directly transmitted to the steering knuckle 2, avoiding localized stress concentration or concentration in weak areas.

[0049] Furthermore, by setting the lower control arm 42 to be hinged to the steering knuckle 2, the lower control arm 42 and the steering knuckle 2 can rotate relative to each other within a certain angle range (e.g., when the wheel bounces up and down). This allows the lower control arm 42 to swing around the connection point when the wheel moves up and down, while limiting unnecessary translation, ensuring the accuracy of the suspension movement trajectory, helping to maintain the contact posture of the tire 124, improving grip, and thus improving the smoothness and handling of the ride.

[0050] In some embodiments of this utility model, such as Figure 3 As shown, the upper control arm 41 has a clearance portion 417, such as Figure 2 As shown, the suspension assembly 4 also includes a shock absorber assembly 43, which is located within the clearance portion 417. The shock absorber assembly 43 includes a damping spring 431, a shock absorber body 432, and a damping strut 433. The shock absorber body 432 is mounted on the damping strut 433, and the damping spring 431 is sleeved on the outside of the shock absorber body 432. The damping strut 433 is connected to the lower control arm 42. It is understood that the upper control arm 41 has a clearance portion 417. During wheel vertical movement or steering, the shock absorber will move relative to the upper control arm 41. The clearance portion 417 ensures that the shock absorber will not collide with the upper control arm 41, while also improving the structural integration of the driving unit 100. The clearance portion 417 reduces the weight of the upper control arm 41, achieving a lightweight design for the driving unit 100.

[0051] Furthermore, bushings 6 are provided at the connection between the lower control arm 42 and the frame, and also at the connection between the damping strut 433 and the lower control arm 42. This protects the connection between the lower control arm 42 and the frame, as well as the connection between the lower control arm 42 and the damping strut 433, reducing wear at these points. It can absorb frame vibration, improve ride comfort, reduce fatigue damage caused by impact loads at the connection between the frame and the lower control arm 42, and the connection between the lower control arm 42 and the damping strut 433, optimize NVH performance, and improve the overall vehicle safety.

[0052] In some embodiments of this utility model, such as Figure 2 As shown, the driving unit 100 also includes a braking assembly 5, which is disposed within the wheel assembly 12. The braking assembly 5 includes a brake disc and a brake caliper. The brake disc is connected to the first rotor, and the brake caliper is connected to the first stator. It is understood that by placing the braking assembly 5 within the wheel assembly 12, the braking response path is shortened; the connection of the brake disc to the first rotor avoids accumulated errors from multi-stage assembly, improves coaxiality and dynamic balance, optimizes the torque transmission path, and reduces deformation in intermediate components; the connection of the brake caliper to the first stator improves installation rigidity, reduces braking vibration, and enhances the structural compactness of the driving unit 100.

[0053] The vehicle according to a second aspect embodiment of the present invention includes a driving unit 100 according to the first aspect embodiment of the present invention described above.

[0054] Specifically, the vehicle includes at least four wheel assemblies 1, and each wheel assembly 1 is provided with a corresponding driving unit 100. In this way, each wheel assembly 1 can move independently. For example, the front and rear wheels can turn in opposite directions, and the vehicle can rotate around the center to achieve a U-turn. Or, for example, the four wheels can turn in the same direction, and the vehicle can move laterally to achieve a crab-like movement, which is suitable for situations such as narrow parking or off-road extrication.

[0055] According to the vehicle of the present utility model embodiment, by setting the vehicle of the first aspect embodiment above, the transmission structure of the steering knuckle 2 and the steering motor assembly 3 is simplified, the integration and space utilization of the vehicle are improved, the force transmission path is shortened, thereby improving the steering response speed and control accuracy of the vehicle, ensuring the driving stability of the vehicle, and avoiding the power loss of the traditional central drive mode. At the same time, the flexibility, safety and comfort of the vehicle are improved.

[0056] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0057] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0058] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a communication connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0059] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0060] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A driving unit, characterized in that, include: Wheel assembly (1); Steering knuckle (2), the steering knuckle (2) is provided on the wheel assembly (1), and the steering knuckle (2) has a mounting portion; Steering motor assembly (3), the steering motor assembly (3) is disposed in the mounting part; The suspension assembly (4) includes an upper control arm (41) located above the steering motor assembly (3), and one of the upper control arm (41) and the steering knuckle (2) is connected to the output shaft of the steering motor assembly (3).

2. The driving unit according to claim 1, characterized in that, The steering motor assembly (3) includes: A housing (31) defines the mounting portion within the housing (31), and the housing (31) is connected to the output shaft; The steering motor body (32) and the reducer (33) are both located inside the housing (31). The steering motor body (32) and the reducer (33) are connected in transmission and arranged coaxially.

3. The driving unit according to claim 2, characterized in that, The outer casing (31) includes a motor housing (311) and an output shaft housing (312). The motor housing (311) and the output shaft housing (312) are rotatably connected relative to each other. The output shaft housing (312) is connected to the output shaft. The upper control arm (41) is connected to the output shaft housing (312). The motor housing (311) and the steering knuckle (2) are integrally formed.

4. The driving unit according to claim 2, characterized in that, A first connecting portion is formed on the outer shell (31), and a second connecting portion is formed at one end of the upper control arm (41). The upper control arm (41) is connected to the outer shell (31) through the cooperation of the first connecting portion and the second connecting portion. The other end of the upper control arm (41) is connected to the vehicle frame through a bushing (6).

5. The driving unit according to claim 4, characterized in that, One of the first connecting part and the second connecting part is formed as a connecting hole (313), and the other of the first connecting part and the second connecting part is formed as a connecting cavity (413). A connecting bearing (411) is provided in the connecting cavity (413), and a first shaft (412) is passed through the connecting hole (313). A connecting bearing (411) is respectively sleeved at both ends of the first shaft (412).

6. The driving unit according to claim 2, characterized in that, The wheel assembly (1) includes a drive motor (11) and a wheel assembly (12). The wheel assembly (12) includes a hub and a second axle (122). The drive motor (11) is located inside the hub. The steering knuckle (2) has a first flange (21). The hub has a second flange (121). The first flange (21) is connected to the second flange (121). The steering knuckle (2) and the hub are rotatably connected relative to each other through the first flange (21) and the second flange (121). The drive motor (11) includes a first stator and a first rotor. The first rotor is connected to the hub. The first stator is connected to the second axle (122). The second axle (122) is connected to the second flange (121).

7. The driving unit according to any one of claims 1-6, characterized in that, The lower end of the steering knuckle (2) is provided with a connecting seat (22), and the suspension assembly (4) further includes a lower control arm (42), which is hinged to the steering knuckle (2) via the connecting seat (22).

8. The driving unit according to claim 7, characterized in that, The upper control arm (41) has a clearance portion (417), and the suspension assembly (4) further includes a shock absorber assembly (43), which is located inside the clearance portion (417). The shock absorber assembly (43) includes a damping spring (431), a damping body (432), and a damping strut (433). The damping body (432) is mounted on the damping strut (433), the damping spring (431) is sleeved on the outside of the damping body (432), and the damping strut (433) is connected to the lower control arm (42).

9. The driving unit according to claim 6, characterized in that, Also includes: Braking assembly (5) is disposed within the wheel assembly (12). The braking assembly (5) includes a brake disc and a brake caliper. The brake disc is connected to the first rotor, and the brake caliper is connected to the first stator.

10. A vehicle, characterized in that, The driving unit (100) includes any one of claims 1-9.

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