CN210591395U - Axle wheel side driving system, suspension system with same and vehicle - Google Patents

Abstract

The utility model discloses an axle wheel limit actuating system and have its suspension system and vehicle. This axle wheel limit actuating system includes: the steering device comprises a steering tie rod, a shock absorber, a motor and a spring, wherein speed reducers are symmetrically arranged at two ends of the steering tie rod, a stator of the motor is fixed on a vehicle body, a rotor of the motor is sleeved outside the shock absorber, the rotor is suitable for driving an input shaft of the speed reducer to rotate, and the spring is arranged between the vehicle body and a shell of the speed reducer. According to the utility model discloses axle wheel limit actuating system, this axle wheel limit actuating system's motor is fixed on the automobile body, the motor can not be along with the jump of wheel and jump from top to bottom, not only can reduce the unsprung mass of spring widely, can improve the dustproof and the ability of wading of motor simultaneously, still can provide comparatively sufficient space for the installation of reduction gear, guarantee the simple to operate of reduction gear, and be favorable to optimizing the structure of reduction gear, thereby can improve the transmission efficiency of reduction gear, and then improve the power economy of vehicle.

Description

Axle wheel side driving system, suspension system with same and vehicle

Technical Field

The utility model relates to the technical field of vehicles, particularly, relate to an axle wheel limit actuating system and have its suspension system and vehicle.

Background

In the present wheel driving system of motor-driven vehicle, generally including torsion beam, the symmetry installs the motor at torsion beam both ends, wherein, the motor is connected with wheel hub through the reduction gear, the both ends of torsion beam are equipped with the supporter of longitudinal extension, the inboard shell fixed connection with the motor of one end of supporter, the outside and the reduction gear shell rigid coupling of supporter, the other end and the torsion beam fixed connection of supporter, this kind of structure with reduction gear and motor integration in torsion beam system, reduce unsprung mass through being close to torsion beam central line with the motor.

However, the axis of the motor in the structure is not overlapped with the axis of the torsion beam, so that when the wheel jumps up and down, most of the mass of the motor and the speed reducer still belongs to unsprung mass, and meanwhile, the motor also bears large-amplitude up-and-down jumping, which is not beneficial to the service life of the motor. Meanwhile, the motor is positioned between the torsion beam and the vehicle, so that the distance between the axis of the motor and the rotation center line of the wheel is short, and the space for arranging the speed reducer is small, thereby causing the inconvenience in the arrangement of the speed reducer.

SUMMERY OF THE UTILITY MODEL

The utility model discloses aim at solving one of the above-mentioned technical problem among the prior art to a certain extent at least. Therefore, the utility model provides an axle wheel limit actuating system, motor are located the automobile body among this axle wheel limit actuating system, can reduce the unsprung mass of spring greatly to be favorable to arranging of reduction gear.

The utility model also provides a suspension system who has above-mentioned axle wheel limit actuating system.

The utility model also provides a vehicle of having above-mentioned suspension system.

According to the utility model discloses axle wheel limit actuating system includes: the automobile steering linkage device comprises a steering tie rod, a shock absorber, a motor and a spring, wherein speed reducers are symmetrically arranged at two ends of the steering tie rod, the end portions of the steering tie rod are fixed on speed reducer shells corresponding to the speed reducers, the output ends of the speed reducers are connected with corresponding wheels, the lower ends of the shock absorbers are provided with speed reducer input shafts, the speed reducer input shafts are connected with the input ends of the speed reducers, stators of the motor are fixed on an automobile body, rotors of the motor are sleeved outside the shock absorbers and are suitable for driving the speed reducer input shafts to rotate, and the spring is arranged between the automobile body and the speed reducer shells.

According to the utility model discloses axle wheel limit actuating system, this axle wheel limit actuating system's motor is fixed on the automobile body, and the machine controller of motor and control motor work can not be followed the beat of wheel and the vertical jump, not only can reduce the unsprung mass of spring widely, because the position of motor is higher, can improve dustproof and the wading ability of motor to be favorable to improving the life of motor. Meanwhile, a sufficient space can be provided for the installation of the speed reducer, the convenient installation of the speed reducer is ensured, and the structure of the speed reducer is optimized, so that the service life of the speed reducer can be prolonged, the transmission efficiency is improved, and the power economy of the vehicle is improved.

According to the utility model discloses a some embodiments, the reduction gear is multistage reduction gear, just the first order reduction gears of reduction gear is bevel gear pair, and last one-level reduction gears is skewed tooth cylindrical gear pair.

Further, the speed reducer is a two-stage speed reducer.

According to some embodiments of the present invention, the inner peripheral surface of the rotor is provided with a ball, the outer peripheral surface of the speed reducer input shaft is provided with a spline, and the ball is located between two adjacent rows of spline teeth of the spline.

Further, the splines are rectangular splines.

According to some embodiments of the invention, the wheel comprises: the left wheel and the right wheel are provided with a suspension, a lower swing arm is arranged between the suspension and the corresponding wheel, and the lower swing arm is fixed on a speed reducer shell of the corresponding speed reducer.

Further, the connecting point of the lower swing arm and the reducer shell is located on the axis of the motor.

According to some embodiments of the utility model, axle wheel limit actuating system still includes: and two ends of each transverse stabilizer bar are fixed on the corresponding speed reducer shell.

According to the utility model discloses a suspension system, including foretell axle wheel limit actuating system, suspension system is two trailing arm type suspension system or McPherson suspension system.

According to the utility model discloses suspension system, the motor among this suspension system's axle wheel limit actuating system is located the upper end of spring, and unsprung mass that can greatly reduced spring can guarantee that suspension system job stabilization nature is better.

According to the utility model discloses vehicle of third aspect embodiment, including foretell suspension system.

According to the utility model discloses vehicle, the suspension system's of this vehicle transmission efficiency is better with stability, can guarantee that the power economy of vehicle and driving comfort are good.

Additional aspects and advantages of the 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.

Drawings

FIG. 1 is a rear view schematic illustration of an axle wheel-rim drive system not embodying the caster angle of the kingpin;

FIG. 2 is a top schematic view of an axle wheel-side drive system;

FIG. 3 is a schematic top view of the axle wheel-side drive system in a left turn;

FIG. 4 is a schematic view of the construction of the reducer;

FIG. 5 is a simplified schematic diagram of a suspension system vehicle with a front axle wheel-side drive system.

Reference numerals:

vehicle 10000, suspension system 1000, axle wheel-side drive system 100, motor 1, stator 111, rotor 112, reducer output shaft 13, lower swing arm 15, stabilizer bar 16, tie rod 17, suspension 18, steering wheel 19, shock absorber 2, left wheel 20, right wheel 21, spring 3, second reduction gear 41, reducer input shaft 5, reducer 6, reducer housing 78, and first reduction gear 91.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present invention, and should not be construed as limiting the present invention.

In the description of the present invention, it is to be understood that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of description and simplification of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," and "fixed" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically connected, electrically connected or can communicate with each other; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.

An axle wheel-rim drive system 100 according to an embodiment of the present invention is described in detail below with reference to fig. 1-5.

Referring to fig. 1-3, an axle wheel rim driving system 100 according to an embodiment of the present invention may include: the steering tie rod 17, the shock absorber 2, motor 1 and spring 3, the both ends symmetry of steering tie rod 17 is provided with reduction gear 6, the end fixing of steering tie rod 17 is on the reduction gear casing 78 that corresponds reduction gear 6, the output of reduction gear 6 links to each other with corresponding wheel, the lower extreme of shock absorber 2 is provided with reduction gear input shaft 5, reduction gear input shaft 5 links to each other with the input of reduction gear 6, stator 111 of motor 1 is fixed on the automobile body, the rotor 112 cover of motor 1 is established outside shock absorber 2, rotor 112 is suitable for drive reduction gear input shaft 5 and rotates, spring 3 sets up between automobile body and reduction gear casing 78. That is to say, motor 1 places from top to bottom along vehicle 10000's direction of height, wherein, stator 111 is fixed in on the automobile body, rotor 112 cover is in the outside of bumper shock absorber 2, spring 3 covers in rotor 112 outside, and the upper end of spring 3 is fixed on the automobile body, the lower extreme of spring 3 is fixed on retarder housing 78, thereby fix spacingly to spring 3's both ends, and, because motor 1 fixes on the automobile body, consequently, the installation space of reduction gear 6 is comparatively sufficient, thereby be favorable to the installation of reduction gear 6, and, because the space of leaving for reduction gear 6 installation is sufficient, still be favorable to optimizing the structure of reduction gear 6, thereby can improve the life-span of reduction gear 6, improve transmission efficiency, and then improve vehicle 10000's power economy nature.

In a specific embodiment, the input shaft 5 of the speed reducer is connected with the output shaft (or the rotor 112) of the motor 1, after the speed reduction and the torque increase are performed through the speed reducer 6, the output shaft 13 of the speed reducer is directly connected with the wheels in a rotating manner, so as to drive the vehicle 10000 to run, and the shock absorber 2 can be arranged in a certain inward inclination angle and a certain backward inclination angle, so that the requirement of the inward inclination angle and the backward inclination angle of the vehicle 10000 is met, wherein the motor 1 is fixedly connected with the vehicle body, so that the motor 1 and a motor controller for controlling the motor 1 to work cannot jump up and down along with the jump of the wheels, the unsprung mass of the spring 3 can be greatly reduced, the motor 1 is positioned on the vehicle body, the position of the motor 1 is higher, the dustproof and wading capabilities of the motor 1.

Further, in the embodiment shown in fig. 1-3, the axle wheel-side drive system 100 may be a front axle wheel-side drive system, wherein a steering wheel 19 may be connected to the tie rod 17 for steering the vehicle 10000. Of course, the axle wheel-side drive system 100 may also be a rear axle wheel-side drive system.

According to the utility model discloses axle wheel limit actuating system 100, this axle wheel limit actuating system 100's motor 1 is fixed on the automobile body, and the machine controller of motor 1 and the work of control motor 1 can not be followed the jump of wheel and be jumped from top to bottom, not only can reduce the unsprung mass of spring 3 widely, because motor 1's position is higher, can improve motor 1 dustproof and wade the ability to be favorable to improving motor 1's life. Meanwhile, a sufficient space can be provided for installation of the speed reducer 6, installation convenience of the speed reducer 6 is guaranteed, and the structure of the speed reducer 6 is optimized, so that the service life of the speed reducer 6 can be prolonged, transmission efficiency is improved, and power economy of the vehicle 10000 is improved.

Further, as shown in fig. 4, the speed reducer 6 can be a multi-stage speed reducer 6, and therefore the weight of a single gear in the gear assembly in the speed reducer 6 can be reduced, so that the matching of the gear assembly is tight, the overall weight and the volume of the speed reducer 6 are reduced, the speed reducer 6 is convenient to install, the unsprung mass of the spring 3 can be reduced, and the good cushioning performance of the vehicle 10000 is guaranteed. Moreover, the speed reducer 6 is a multi-stage speed reducer 6, so that the transmission load of a single gear can be reduced, the transmission efficiency of the gear is improved, the transmission efficiency of the speed reducer 6 is high, and the improvement of the power economy of the vehicle 10000 is facilitated.

Further, as shown in fig. 4, the first stage speed reducing mechanism 91 of the speed reducer 6 may be a bevel gear pair, the last stage speed reducing mechanism may be a bevel gear pair, the bevel gear pair is vertically engaged and connected, not only the torque transmission direction of the motor 1 can be changed, but also the inclination and the inclination of the kingpin can be adapted, and at the same time, the bevel gear pair can rotate relatively, so that when the wheel needs to be steered, when the steering tie rod 17 pulls the speed reducer 6 to rotate, the first stage speed reducing mechanism 91 in the speed reducer 6 can rotate, so that the speed reducer output shaft 13 drives the wheel to rotate, that is, the speed reducer 6 can also function as a knuckle, so as to ensure the compact structure of the axle wheel-side driving system 100, and because the knuckle and the speed reducer 6 are integrated, the number of parts of the axle wheel-side driving system 100 can be greatly reduced, the cost is reduced, and the space of the front cabin of the vehicle 10000 is increased, so that the steering angle of the vehicle 10000 can be increased, and the minimum turning radius of the vehicle 10000 is reduced.

In a specific embodiment, the installation of the speed reducer 6 only needs to make small-amplitude adjustment on the traditional Macpherson suspension, so that the universality of the speed reducer 6 is ensured to be better.

Further, as shown in fig. 4, the speed reducer 6 may be a two-stage speed reducer 6, wherein the first-stage speed reducing mechanism 91 is a bevel gear pair, and the second-stage speed reducing mechanism 41 is a helical gear pair, which not only can ensure the structural structure of the speed reducer 6, but also can ensure that the overall weight and volume of the speed reducer 6 are small, and the transmission efficiency of the speed reducer 6 is high.

It should be noted that the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating 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 the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

In other embodiments, the speed reducer 6 may also be a planetary gear mechanism, which also ensures that the weight and volume of the speed reducer 6 are small.

Further, balls are arranged on the inner circumferential surface of the rotor 112, splines are arranged on the outer circumferential surface of the input shaft 5 of the speed reducer, and the balls are located between two adjacent rows of spline teeth of the splines, that is, the rotor 112 and the speed reducer 6 are in power connection through the matching of the balls and the splines, wherein the balls are arranged on the inner circumferential surface of the rotor 112, the input shaft 5 of the speed reducer is suitable for being inserted into the rotor 112, and the splines suitable for being matched with the balls are arranged on the input shaft 5 of the speed reducer, so that the power connection between the rotor 112 and the speed reducer 6 is.

In the embodiment, as shown in fig. 1, the rotor 112 is connected with the reducer 6 in an up-and-down power mode, and the spline on the reducer input shaft 5 is inserted into the rotor 112 in the up-and-down direction and is matched with the ball, so that the spline can be freely inserted into the rotor 112 in the up-and-down direction, and therefore, when the vehicle 10000 runs, the reducer 6 can jump up and down along with the wheels, and the normal operation of the suspension system 1000 is ensured.

When the rotor 112 is engaged with the speed reducer 6, it is necessary to ensure that the speed reducer input shaft 5 does not come off the rotor 112.

In some embodiments, the rotor 112 includes a rotor body that rotates relative to the stator 112, and a motor output shaft that is fixed to the rotor body, and a spline on the reducer input shaft 5 is inserted into the motor output shaft in the up-down direction and engaged with balls on the inner circumferential surface of the motor output shaft, whereby power of the motor 1 can be transmitted to the reducer input shaft 5.

Further, the spline may be a rectangular spline, and the rectangular spline is provided on the input and output shaft of the speed reducer 6 in the up-down direction, thereby ensuring that the input shaft 5 of the speed reducer can move up and down relative to the rotor 112.

Further, as shown in fig. 1 to 3 and 5, the wheel may include: the left wheel 20 and the right wheel 21 are arranged, the suspension 18 is arranged between the left wheel 20 and the right wheel 21, the lower swing arm 15 is arranged between the suspension 18 and the corresponding wheel, the lower swing arm 15 is fixed on the reducer shell 78 of the corresponding reducer 6 so as to support the lower swing arm 15, and in the process of up-and-down jumping of the wheel, the lower swing arm 15 can be used as a guide mechanism of the wheel to control the motion track of the wheel, so that the toe angle and the inclination angle are kept reasonable.

Further, the connection point of the lower swing arm 15 and the reducer casing 78 is located on the axis of the motor 1, so that when the vehicle 10000 turns to, the first-stage speed reducing mechanism 91 of the speed reducer 6 can be correctly engaged, and further, when the turning is ensured, the speed reducer 6 can be matched with a differential turning function, and the operation stability of the vehicle 10000 is improved.

Further, as shown in fig. 1-3, the axle wheel-rim driving system 100 may further include: the stabilizer bar 16, the stabilizer bar 16 is fixed on the corresponding reducer housing 78 at both ends, when the wheel is bouncing up and down, the stabilizer bar 16 can assist the spring 3 to damp the bouncing amplitude of the wheel, so as to prevent the vehicle 10000 from rolling too much.

In a specific embodiment, if the vehicle 10000 is provided with a stabilizer bar 16, the axle wheel-side driving system 100 may be used in conjunction with the stabilizer bar 16, and the stabilizer bar 16 with a torsion motor is used, so that when the vehicle 10000 rolls, the torsional rigidity can be actively adjusted according to the requirement, thereby enhancing the control of the posture of the vehicle body.

In addition, the axle wheel-side driving system 100 can also be used for a double wishbone type suspension, wherein the speed reducer 6 replaces a knuckle and is directly connected with the wheel to transmit the torque from the motor 1, and the upper control arm can also be connected to the speed reducer housing 78 to control the motion track of the wheel together with the lower swing arm 15.

In order to more simply and clearly illustrate the working cooperation principle between the components in the axle wheel-side driving system 100, the following description will take the working process of the axle wheel-side driving system 100 when the vehicle 10000 encounters a rough road as an example.

When the vehicle 10000 travels straight through an uneven road, the wheels jump up and down, the spring 3 absorbs the vibration generated by the up-and-down jump in a stretching and compressing mode, and the transverse stabilizer bar 16 assists the spring 3 to work so as to prevent the vehicle 10000 from rolling too much, and the shock absorber 2 attenuates the vibration. In the process of up-down jumping of the wheel, the lower swing arm 15 is used as a guide mechanism of the wheel to control the motion track of the wheel and keep a reasonable toe angle and an inclination angle.

Specifically, when the wheel jumps up, the spring 3 is compressed, and the push rod of the shock absorber 2 moves upwards to provide small damping so as to play a role of shock absorption and buffering. The speed reducer 6 moves upwards along with the wheel, the speed reducer input shaft 5 and the rotor 112 of the motor 1 slide relatively in the axial direction, and the movement track is controlled by the balls and the spline. The lower swing arm 15 connected with the speed reducer 6 also moves upwards to control the movement track of the wheels and keep a reasonable toe angle and an inclination angle. At the same time, the stabilizer bar 16 is also torsionally deformed, together with the spring 3, to cushion and provide a force against the wheel jump.

When the wheel jumps down, the spring 3 is stretched and the damper 2 push rod moves down, providing greater damping to quickly damp the shock. The speed reducer 6 moves downwards along with the wheel, the speed reducer input shaft 5 and the rotor 112 of the motor 1 slide relatively in the axial direction, and the movement track is controlled by the balls and the spline. The lower swing arm 15 connected with the speed reducer 6 also moves downwards to control the motion track of the wheels and keep a reasonable toe angle and a reasonable inclination angle. At the same time, the stabilizer bar 16 is also torsionally deformed, together with the spring 3, to cushion and provide a force against the wheel's roll-off.

Because bumper shock absorber 2 has the damping effect, when vehicle 10000 recovered the straight line operating mode at the uniform velocity, this kind of the jump of wheel will be attenuated by bumper shock absorber 2, and the wheel will be recovered central point to guarantee that vehicle 10000's operating stability is good, guarantee simultaneously that ride comfort and travelling comfort are better.

In accordance with another aspect of the present invention, a suspension system 1000, as shown in fig. 5, including the axle wheel drive system 100 described above, the suspension system 1000 is a double wishbone suspension system 1000 or a macpherson suspension system 1000.

A vehicle 10000 according to the third aspect of the present invention, as shown in fig. 5, includes the suspension system 1000 described above.

Specifically, when the vehicle 10000 is front-wheel steering driven, the operation of the motor 1 of the suspension system 1000 of the vehicle 10000 under various driving conditions is as follows:

when the vehicle 10000 starts on a horizontal straight road, the motors 1 on the left side and the right side output the same torque, so that the vehicle 10000 starts;

when the vehicle 10000 climbs a slope, the motors 1 on the left side and the right side output the same torque, and the torque is generally larger than the torque under the flat road running condition, so that the vehicle 10000 climbs the slope;

when the vehicle 10000 runs at high speed, the motors 1 on the left and right sides output the same high rotating speed, so that the rotating speed of the wheels is ensured to be high.

When the vehicle 10000 turns, the motors 1 on the left and right sides need to output different rotating speeds according to road conditions, so that the differential steering effect is achieved, the tires are ensured to be worn as little as possible, and the turning radius can be reduced; if the vehicle 10000 is provided with an ESP system (vehicle body electronic stability system), the differential steering function can be used together with the ESP system, thereby improving the handling stability of the vehicle 10000.

When the vehicle 10000 is in emergency to avoid obstacles, the motors 1 on the left and right sides can cooperate with the ESP system to output reasonable torque and rotating speed, so that the vehicle 10000 is kept in a controllable posture.

When the vehicle 10000 goes downhill, the motors 1 on the left and right sides provide a regenerative braking torque to help the vehicle 10000 control the speed of the vehicle.

When the vehicle 10000 backs, the left and right side motors 1 need to rotate reversely to realize backing.

When the vehicle 10000 parks, the motors 1 on the left and right sides can output different rotating speeds according to the requirement, and if the vehicle 10000 is a four-wheel independent drive vehicle, the motors 1 on the left and right sides can output opposite rotating directions so as to reduce the steering radius.

When the vehicle 10000 brakes, the motors 1 on the left and right sides can generate feedback braking torque to assist the vehicle 10000 to brake together with the hydraulic braking system. Meanwhile, energy can be recovered to charge the battery.

When the wheel on one side of the vehicle 10000 sinks into a low-adhesion system road surface, such as an ice and snow road surface or a muddy sand ground, one of the motors 1 can output torque to help the vehicle 10000 get out of the ground.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example" or "some examples" or the like are intended to mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples described in this specification can be combined and combined by those skilled in the art.

Although embodiments of the present invention have been shown and described, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art without departing from the scope of the present invention.

Claims (10)

1. An axle wheel-side drive system, comprising:

the end part of the tie rod is fixed on a reducer shell corresponding to the reducer, and the output end of the reducer is connected with a corresponding wheel;

the lower end of the shock absorber is provided with a speed reducer input shaft, and the speed reducer input shaft is connected with the input end of the speed reducer;

the stator of the motor is fixed on the vehicle body, the rotor of the motor is sleeved outside the shock absorber, and the rotor is suitable for driving the input shaft of the speed reducer to rotate;

a spring disposed between the vehicle body and the reducer case.

2. The axle wheel-side drive system of claim 1, wherein the speed reducer is a multi-stage speed reducer, and the first stage speed reduction mechanism of the speed reducer is a bevel gear pair and the last stage speed reduction mechanism is a helical gear pair.

3. The axle wheel-rim drive system of claim 2, wherein the speed reducer is a two-stage speed reducer.

4. The axle wheel-side drive system according to claim 1, wherein the rotor has balls disposed on an inner peripheral surface thereof, and the reducer input shaft has splines on an outer peripheral surface thereof, the balls being located between two adjacent rows of spline teeth of the splines.

5. The axle wheel side drive system of claim 4 wherein the splines are rectangular splines.

6. The axle wheel-rim drive system of claim 1, wherein the wheel comprises: the left wheel and the right wheel are provided with a suspension, a lower swing arm is arranged between the suspension and the corresponding wheel, and the lower swing arm is fixed on a speed reducer shell of the corresponding speed reducer.

7. The axle wheel-side drive system of claim 6, wherein the point of attachment of the lower swing arm to the retarder housing is located on the axis of the motor.

8. The axle wheel-rim drive system of claim 1, further comprising: and two ends of each transverse stabilizer bar are fixed on the corresponding speed reducer shell.

9. A suspension system comprising the axle wheel drive system according to any one of claims 1-8, wherein the suspension system is a double wishbone or macpherson suspension system.

10. A vehicle comprising a suspension system according to claim 9.

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