A mounting structure for a lower control arm

Abstract

This utility model discloses a lower control arm mounting structure, comprising: a tire assembly; a drive shaft, one end of which is provided with a hub bearing, one side of which is fixedly connected to the tire assembly, and the other side of which is fixedly connected to a steering knuckle assembly; a lower control arm assembly, comprising two control arms mounted at the bottom of the steering knuckle assembly and set at an included angle θ, such that the extension lines of the two control arms intersect at intersection point A; and a suspension system mounted at the top of the steering knuckle assembly, wherein the upper pivot point B of the suspension system and the intersection point A form a virtual steering kingpin. This utility model provides a lower control arm mounting structure that solves the technical problem that the A-shaped control arm cannot be installed inside the wheel hub due to the hub motor occupying internal space, and improves steering accuracy and stability by forming a virtual steering kingpin through the connection between the intersection point of the extension lines of the two control arms and the upper pivot point of the suspension system.

Description

Technical Field

[0001] This utility model relates to MacPherson suspension structure, and more particularly to a lower control arm mounting structure. Background Technology

[0002] In traditional MacPherson strut suspensions, the lower control arm typically employs an "A"-shaped (wishbone) design, with its apex connecting to the steering knuckle. However, in in-wheel motor-driven electric vehicles, the motor is integrated within the wheel rim, occupying the space originally required for the A-shaped control arm. This results in severe spatial interference between the integrated wishbone structure and the motor assembly, failing to meet overall vehicle assembly requirements. To accommodate the compact layout of in-wheel motors, a novel lower control arm structure is urgently needed to provide a feasible solution for suspension system design in in-wheel motor electric vehicles, ensuring no reduction in suspension kinematics while effectively avoiding spatial interference with the in-wheel motor. Utility Model Content

[0003] In view of the interference problem between the "A" shaped control arm and the hub motor, this utility model provides a lower control arm mounting structure that can solve the technical problem that the hub motor occupies the internal space of the hub, preventing the "A" shaped control arm from being installed inside the hub. Furthermore, a virtual steering kingpin is formed by connecting the intersection of the extended lines of the two control arms with the upper pivot point of the suspension system, thereby improving steering accuracy and stability.

[0004] To achieve the above objectives, the embodiments of this utility model adopt the following technical solutions:

[0005] A mounting structure for a lower control arm, comprising:

[0006] Tire assembly;

[0007] A drive shaft, one end of which is provided with a hub bearing, one side of which is fixedly connected to the tire assembly and the other side is fixedly connected to the steering knuckle assembly;

[0008] The lower control arm assembly includes two swing arms, which are mounted at the bottom end of the steering knuckle assembly and set at an included angle θ such that the extensions of the two swing arms intersect at intersection point A.

[0009] A suspension system is mounted on the top of the steering knuckle assembly, and the upper pivot point B on the suspension system and the intersection point A form a steering virtual main axis.

[0010] According to one aspect of the present invention, one end of the swing arm is connected to the steering knuckle assembly via a ball joint pin, and the other end is connected to the subframe.

[0011] According to one aspect of the present invention, a ball joint shaft is provided on the swing arm, a swing arm bushing is provided between the ball joint shaft and the swing arm, and a frame bushing is provided between the ball joint shaft and the subframe.

[0012] According to one aspect of this utility model, the frame bushing is a rubber bushing.

[0013] According to one aspect of the present invention, the steering knuckle assembly includes an outer steering knuckle, an upper steering knuckle, a lower steering knuckle, and an inner steering knuckle. The outer steering knuckle is connected to the wheel hub bearing, and the outer steering knuckle is connected to the inner steering knuckle via the upper and lower steering knuckles. The swing arm is mounted on the lower steering knuckle.

[0014] According to one aspect of the present invention, the other end of the drive shaft is connected to the inner steering knuckle via a first bearing, and the wheel hub bearing is fixedly connected to the outer steering knuckle.

[0015] According to one aspect of the present invention, the suspension system includes a shock absorber strut and a shock absorber, the shock absorber strut is mounted on the steering knuckle assembly, the shock absorber is mounted on the shock absorber strut, and a spring is sleeved on the shock absorber strut.

[0016] According to one aspect of the present invention, a hub motor assembly is sleeved on the drive shaft, and the hub motor assembly is disposed in the cavity of the steering knuckle assembly.

[0017] According to one aspect of the present invention, the hub motor assembly includes an inner rotor, an outer stator, and an outer stator housing. The outer stator is disposed within the cavity of the outer stator housing, and the inner rotor is sleeved on the drive shaft. The outer stator is provided on both sides of the inner rotor.

[0018] According to one aspect of the present invention, it further includes a brake assembly comprising a brake disc and a brake, the brake disc being mounted on the wheel hub bearing and located on one side of the tire assembly, and the brake being disposed on the brake disc.

[0019] The advantages of this invention are as follows: The tire assembly and steering knuckle assembly are connected via a wheel hub bearing. Two control arms at an included angle θ are mounted on the steering knuckle assembly, transmitting the lateral load of the tire sequentially through the wheel hub, wheel hub bearing, steering knuckle, and ball joint pin to the control arms, bypassing the drive shaft. This effectively protects the air gap stability of the wheel hub motor, ensuring its efficiency and performance are not affected. The line connecting the intersection of the extended lines of the two control arms and the upper pivot point of the suspension forms a virtual steering kingpin, optimizing steering characteristics and improving steering precision and stability. This design coordinates tire movement during cornering, reducing wear, and enhances directional control during emergency avoidance or high-speed driving, reducing the risk of loss of control. Simultaneously, the tires can better conform to complex road surfaces, improving grip and ride stability. The shock absorber struts and springs work together to effectively buffer road impacts, ensuring wheel contact and improving ride comfort. The brake assembly ensures rapid response of the wheel hub to braking demands, further enhancing driving safety. The present invention provides a lower control arm mounting structure that can solve the technical problem that the A-shaped control arm cannot be installed inside the wheel hub because the hub motor occupies the internal space of the wheel hub. Furthermore, a virtual steering kingpin is formed by connecting the intersection of the extended lines of the two control arms with the upper pivot of the suspension system, thereby improving steering accuracy and stability. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a schematic diagram of the mounting structure of a lower control arm according to the present invention;

[0022] Figure 2 This is a cross-sectional schematic diagram of the mounting structure of a lower control arm according to the present invention;

[0023] Figure 3 This is a schematic diagram of the lateral load transmission direction of the mounting structure of the lower control arm according to the present invention;

[0024] Figure 4 This is a schematic diagram of the virtual steering kingpin line of the mounting structure of the lower control arm according to the present invention.

[0025] The names corresponding to the serial numbers in the diagram are as follows:

[0026] 1. Tire assembly; 11. Tire; 12. Wheel hub; 2. Wheel hub motor assembly; 21. Inner rotor; 22. Outer stator; 23. Outer stator housing; 3. Drive shaft; 6. Suspension system; 61. Spring; 62. Shock absorber; 63. Shock absorber strut; 5. Lower control arm assembly; 51. Control arm; 53. Ball joint pin; 55. Control arm bushing; 56. Ball joint shaft; 57. Frame bushing; 4. Steering knuckle assembly; 41. Outer steering knuckle; 42. Upper steering knuckle; 43. Lower steering knuckle; 44. Inner steering knuckle; 45. First bearing; 7. Brake assembly; 71. Brake disc; 72. Brake; 8. Wheel hub bearing; AL, Wheel ground contact center; CL, Wheel centerline; AB, Steering axis. Detailed Implementation

[0027] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0028] 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," and "circumferential," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. These terms are used only for the convenience of describing this application and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0029] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0030] Example 1

[0031] like Figure 1 , Figure 2 , Figure 3 and Figure 4 As shown, a lower control arm mounting structure is designed specifically for MacPherson strut suspensions, serving as a crucial support, guide, and force transmission mechanism during steering. It includes: a tire assembly 1 and a drive shaft 3. One end of the drive shaft 3 is fitted with a hub bearing 8, which is fixedly connected to the tire assembly 1 on one side and to a steering knuckle assembly 4 on the other. It also includes a lower control arm assembly 5, comprising two control arms 51 mounted at the bottom of the steering knuckle assembly 4 at an included angle θ, such that the extensions of the two control arms 51 intersect at point A. A suspension system 6 is mounted at the top of the steering knuckle assembly 4, and a line connecting the upper pivot point B on the suspension system 6 and point A forms a virtual steering kingpin. The upper pivot point B is the geometric center of the connection between the top of the suspension system 6 and the top of the shock absorber strut. The included angle θ is set according to the vehicle model, preferably between 10° and 45°. By arranging the lower control arm assembly 5 through two independent swing arms 51 at an included angle θ, the problem that traditional A-shaped swing arms cannot be installed inside the wheel rim when the hub motor occupies the internal space of the wheel rim is effectively solved.

[0032] In this embodiment, the tire assembly 1 includes a hub 12, a tire 11 is provided on the outer periphery of the hub 12, and a cavity for containing gas is formed inside the tire 11; the hub 12 is connected to the drive shaft 3 through a hub bearing 8.

[0033] In this embodiment, one end of the swing arm 51 is connected to the steering knuckle assembly 4 via a ball joint pin 53, and the other end is connected to the subframe. The ball joint pin 53 enables multi-degree-of-freedom relative motion, effectively transmitting force and torque while adapting to the combined motion of the tire assembly's vertical movement and wheel steering, ensuring reliable connection, sensitive response, and controllable wear.

[0034] In this embodiment, a ball joint shaft 56 is provided on the swing arm 51, a swing arm bushing 55 is provided between the ball joint shaft 56 and the swing arm 51, and a frame bushing 57 is provided between the ball joint shaft 56 and the subframe.

[0035] In this embodiment, the frame bushing 57 and the swing arm bushing 55 are made of rubber. By using rubber bushings, road vibration and noise can be effectively isolated, improving ride comfort, while allowing the swing arm to move flexibly within a controlled range, balancing handling stability and durability.

[0036] In this embodiment, the steering knuckle assembly 4 includes an outer steering knuckle 41, an upper steering knuckle 42, a lower steering knuckle 43, and an inner steering knuckle 44. The outer steering knuckle 41 is connected to the wheel hub bearing 8. The outer steering knuckle 41 and the inner steering knuckle 44 are connected through the upper steering knuckle 42 and the lower steering knuckle 43. The swing arm is mounted on the lower steering knuckle 43.

[0037] In this embodiment, the other end of the drive shaft 3 is connected to the inner steering knuckle 44 via the first bearing 45, and the wheel hub bearing 8 is fixedly connected to the outer steering knuckle 41.

[0038] In this embodiment, the suspension system 6 includes a shock absorber strut 63 and a shock absorber 62. The shock absorber strut 63 is mounted on the steering knuckle assembly 4, and the shock absorber 62 is mounted on the shock absorber strut 63. A spring 61 is sleeved on the shock absorber strut 63. The top of the shock absorber 62 is connected to the top of the vehicle body shock absorber tower. The upper pivot point B is located at the geometric center of the connection between the shock absorber 62 and the top of the vehicle body shock absorber tower.

[0039] In this embodiment, a hub motor assembly 2 is sleeved on the drive shaft 3, and the hub motor assembly 2 is disposed in the cavity of the steering knuckle assembly 4.

[0040] In this embodiment, the hub motor assembly 2 includes an inner rotor 21, an outer stator 22 and an outer stator housing 23. The outer stator 22 is disposed in the cavity of the outer stator housing 23, and the inner rotor 21 is sleeved on the transmission shaft 3. The outer stator 22 is provided on both sides of the inner rotor 21.

[0041] The beneficial effects of this embodiment are as follows: The tire assembly and steering knuckle assembly are connected via a hub bearing, and two control arms are mounted on the steering knuckle assembly at an angle θ. This ensures that the load transmission path on the tire sidewall is sequentially: tire, hub, hub bearing, steering knuckle, ball joint pin, and control arm, without passing through the drive shaft. This design effectively avoids the impact of load variations on the air gap between the rotor and stator of the hub motor, thus ensuring stable performance of the hub motor (such as efficiency and magnetic reluctance). Through the suspension system setup, the vehicle can better cope with various complex road conditions during driving. The two control arms are mounted on the steering knuckle assembly at an angle θ, and the intersection of the extended lines of the two control arms is connected to the upper support point of the suspension system, forming a virtual steering kingpin, which optimizes the vehicle's steering characteristics. During vehicle steering, the presence of the virtual steering kingpin makes the steering process more stable and precise. It effectively reduces body roll and sway during steering, improving the driver's control over the vehicle. When a vehicle is cornering, the steering force of the tires is transmitted along the direction of the virtual steering kingpin, making the steering action more coordinated and reducing tire wear. This design also enhances vehicle safety. During emergency maneuvers or high-speed driving, the virtual steering kingpin helps the vehicle maintain its direction better, reducing the risk of loss of control. On rough roads, it allows the tires to better contact the ground, ensuring traction and a smoother ride, reducing vibrations transmitted to the passenger compartment and providing a more comfortable environment. The combination of the shock absorber struts and shock absorbers effectively filters vibrations and impacts from the road surface, providing a smoother and more comfortable ride for passengers. Springs mounted on the shock absorber struts cushion and rebound when the vehicle travels over bumpy surfaces, ensuring the wheels maintain good contact with the ground and improving vehicle handling stability and driving safety.

[0042] Example 2

[0043] like Figure 1 , Figure 2 , Figure 3 and Figure 4As shown, a lower control arm mounting structure includes: a tire assembly 1 and a drive shaft 3. One end of the drive shaft 3 is provided with a hub bearing 8. One side of the hub bearing 8 is fixedly connected to the tire assembly 1, and the other side is fixedly connected to a steering knuckle assembly 4. The structure also includes a lower control arm assembly 5, which includes two control arms 51. The two control arms 51 are mounted at the bottom end of the steering knuckle assembly 4 and set at an included angle θ, such that the extension lines of the two control arms 51 intersect at intersection point A. A suspension system 6 is provided at the top end of the steering knuckle assembly 4. The line connecting the upper pivot point B of the suspension system 6 and intersection point A forms a virtual steering kingpin. The upper pivot point B is the geometric center of the connection between the top end of the suspension system 6 and the top of the vehicle's shock absorber tower. The included angle θ is set according to the vehicle model, preferably between 10° and 45°. By arranging the lower control arm assembly 5 through two independent swing arms 51 at an included angle θ, the problem that traditional A-shaped swing arms cannot be installed inside the wheel rim when the hub motor occupies the internal space of the wheel rim is effectively solved.

[0044] In this embodiment, the tire assembly 1 includes a hub 12, a tire 11 is provided on the outer periphery of the hub 12, and a cavity for containing gas is formed inside the tire 11; the hub 12 is connected to the drive shaft 3 through a hub bearing 8.

[0045] In this embodiment, one end of the swing arm 51 is connected to the steering knuckle assembly 4 via a ball joint pin 53, and the other end is connected to the subframe. The ball joint pin 53 enables multi-degree-of-freedom relative motion, effectively transmitting force and torque while adapting to the combined motion of the tire assembly's vertical movement and wheel steering, ensuring reliable connection, sensitive response, and controllable wear.

[0046] In this embodiment, a ball joint shaft 56 is provided on the swing arm 51, a swing arm bushing 55 is provided between the ball joint shaft 56 and the swing arm 51, and a frame bushing 57 is provided between the ball joint shaft 56 and the subframe.

[0047] In this embodiment, the frame bushing 57 and the swing arm bushing 55 are made of rubber. By using rubber bushings, road vibration and noise can be effectively isolated, improving ride comfort, while allowing the swing arm to move flexibly within a controlled range, balancing handling stability and durability.

[0048] In this embodiment, the steering knuckle assembly 4 includes an outer steering knuckle 41, an upper steering knuckle 42, a lower steering knuckle 43, and an inner steering knuckle 44. The outer steering knuckle 41 is connected to the wheel hub bearing 8. The outer steering knuckle 41 and the inner steering knuckle 44 are connected through the upper steering knuckle 42 and the lower steering knuckle 43. The swing arm is mounted on the lower steering knuckle 43.

[0049] In this embodiment, the other end of the drive shaft 3 is connected to the inner steering knuckle 44 via the first bearing 45, and the wheel hub bearing 8 is fixedly connected to the outer steering knuckle 41.

[0050] In this embodiment, the suspension system 6 includes a shock absorber strut 63 and a shock absorber 62. The shock absorber strut 63 is mounted on the steering knuckle assembly 4, and the shock absorber 62 is mounted on the shock absorber strut 63. A spring 61 is sleeved on the shock absorber strut 63. The top of the shock absorber 62 is connected to the top of the vehicle body shock absorber tower. The upper pivot point B is located at the geometric center of the connection between the shock absorber 62 and the top of the vehicle body shock absorber tower.

[0051] In this embodiment, a hub motor assembly 2 is sleeved on the drive shaft 3, and the hub motor assembly 2 is disposed in the cavity of the steering knuckle assembly 4.

[0052] In this embodiment, the hub motor assembly 2 includes an inner rotor 21, an outer stator 22 and an outer stator housing 23. The outer stator 22 is disposed in the cavity of the outer stator housing 23, and the inner rotor 21 is sleeved on the transmission shaft 3. The outer stator 22 is provided on both sides of the inner rotor 21.

[0053] In this embodiment, a brake assembly 7 is also included, which includes a brake disc 71 and a brake 72. The brake disc 71 is mounted on the wheel hub bearing 8 and located on one side of the tire assembly 1, and the brake 72 is disposed on the brake disc 71.

[0054] The working principle or operation process in this implementation is as follows: During driving, the lateral load of the wheel is first transmitted to the wheel hub through the tire, and then to the wheel hub bearing. The wheel hub bearing further transmits the load to the steering knuckle assembly, and finally to the suspension system, ball joint, and two control arms mounted on the steering knuckle assembly. The drive motor drives the drive shaft to rotate, which in turn drives the wheel hub assembly to rotate. The upper end of the shock absorber in the suspension system is connected to the top of the shock absorber tower on the vehicle body, and the lower end is connected to the steering knuckle. It not only performs the function of shock absorption, but also serves as the kingpin guide mechanism. The coil spring is sleeved on the shock absorber strut to buffer road impacts and support the vehicle body load. One end of the lower control arm is connected to the steering knuckle through the ball joint, and the other end is connected to the subframe or body through the rubber bushing. It is responsible for transmitting longitudinal and lateral forces and, together with the shock absorber strut, constrains the wheel's movement trajectory. The steering knuckle connects the wheel hub bearing to the wheel and, when steering, drives the wheel to deflect along with the steering tie rod. The components work together to maintain a reasonable camber angle and kingpin alignment parameters during wheel movement, thus balancing ride comfort, handling stability, and steering response.

[0055] The beneficial effect of this embodiment is that, by setting up the brake assembly, the wheel hub during the rotation process can be braked quickly, improving the safety of vehicle driving and avoiding danger due to untimely braking in emergency situations.

[0056] The advantages of this invention are as follows: The tire assembly and steering knuckle assembly are connected via a wheel hub bearing. Two control arms at an included angle θ are mounted on the steering knuckle assembly, transmitting the lateral load of the tire sequentially through the wheel rim, wheel hub bearing, steering knuckle, and ball joint pin to the control arms, bypassing the drive shaft. This effectively protects the air gap stability of the wheel hub motor, ensuring its efficiency and performance are unaffected. The intersection of the extended lines of the two control arms and the upper pivot of the suspension form a virtual steering kingpin, optimizing steering characteristics and improving steering precision and stability. This design coordinates tire movement during cornering, reducing wear, and enhances directional control during emergency avoidance or high-speed driving, reducing the risk of loss of control. Simultaneously, the tires can better conform to complex road surfaces, improving grip and ride stability. The shock absorber struts and springs work together to effectively buffer road impacts, ensuring wheel contact and improving ride comfort. The brake assembly ensures rapid response of the wheel hub to braking demands, further enhancing driving safety. The present invention provides a lower control arm mounting structure that can solve the technical problem that the A-shaped control arm cannot be installed inside the wheel hub because the hub motor occupies the internal space of the wheel hub. Furthermore, a virtual steering kingpin is formed by connecting the intersection of the extended lines of the two control arms with the upper pivot of the suspension system, thereby improving steering accuracy and stability.

[0057] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the protection scope of the claims.

Claims

1. A mounting structure for a lower control arm, characterized in that, include: Tire assembly (1); Drive shaft (3), one end of which is provided with a hub bearing (8), one side of which is fixedly connected to the tire assembly (1) and the other side is fixedly connected to the steering knuckle assembly (4); The lower control arm assembly (5) includes two swing arms (51), which are mounted at the bottom of the steering knuckle assembly (4) and set at an included angle θ such that the extensions of the two swing arms (51) intersect at intersection point A. The suspension system (6) is mounted on the top of the steering knuckle assembly (4), and the upper pivot point B on the suspension system (6) and the intersection point A form a virtual steering kingpin.

2. The mounting structure of the lower control arm according to claim 1, characterized in that, One end of the swing arm (51) is connected to the steering knuckle assembly (4) via a ball joint pin (53), and the other end is connected to the subframe.

3. The mounting structure of the lower control arm according to claim 2, characterized in that, A ball joint shaft (56) is provided on the swing arm (51), a swing arm bushing (55) is provided between the ball joint shaft (56) and the swing arm (51), and a frame bushing (57) is provided between the ball joint shaft (56) and the subframe.

4. The mounting structure of the lower control arm according to claim 3, characterized in that, The frame bushing (57) is made of rubber.

5. The mounting structure of the lower control arm according to claim 1, characterized in that, The steering knuckle assembly (4) includes an outer steering knuckle (41), an upper steering knuckle (42), a lower steering knuckle (43), and an inner steering knuckle (44). The outer steering knuckle (41) is connected to the wheel hub bearing (8). The outer steering knuckle (41) and the inner steering knuckle (44) are connected through the upper steering knuckle (42) and the lower steering knuckle (43). The swing arm is mounted on the lower steering knuckle (43).

6. The mounting structure of the lower control arm according to claim 5, characterized in that, The other end of the drive shaft (3) is connected to the inner steering knuckle (44) via the first bearing (45), and the hub bearing (8) is fixedly connected to the outer steering knuckle (41).

7. The mounting structure of the lower control arm according to claim 1, characterized in that, The suspension system (6) includes a shock absorber strut (63) and a shock absorber (62). The shock absorber strut (63) is mounted on the steering knuckle assembly (4), and the shock absorber (62) is mounted on the shock absorber strut (63). A spring (61) is sleeved on the shock absorber strut (63).

8. The mounting structure of the lower control arm according to claim 1, characterized in that, The hub motor assembly (2) is sleeved on the drive shaft (3), and the hub motor assembly (2) is disposed in the cavity of the steering knuckle assembly (4).

9. The mounting structure of the lower control arm according to claim 8, characterized in that, The hub motor assembly (2) includes an inner rotor (21), an outer stator (22) and an outer stator housing (23). The outer stator (22) is disposed in the cavity of the outer stator housing (23). The inner rotor (21) is sleeved on the transmission shaft (3). The outer stator (22) is provided on both sides of the inner rotor (21).

10. The mounting structure of the lower control arm according to any one of claims 1 to 9, characterized in that, It also includes a brake assembly (7), which includes a brake disc (71) and a brake (72). The brake disc (71) is mounted on the wheel hub bearing (8) and located on one side of the tire assembly (1). The brake (72) is disposed on the brake disc (71).

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