CN211969149U - Vehicle and driving mechanism thereof - Google Patents

Vehicle and driving mechanism thereof Download PDF

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Publication number
CN211969149U
CN211969149U CN201922128770.5U CN201922128770U CN211969149U CN 211969149 U CN211969149 U CN 211969149U CN 201922128770 U CN201922128770 U CN 201922128770U CN 211969149 U CN211969149 U CN 211969149U
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China
Prior art keywords
vehicle
housing
drive motor
suspension
driving motor
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CN201922128770.5U
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Chinese (zh)
Inventor
徐博戎
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BYD Co Ltd
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BYD Co Ltd
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Abstract

The utility model relates to a driving mechanism design field of vehicle, discloses a vehicle and its driving mechanism, the driving mechanism of vehicle includes the reduction gear installed in the reduction gear casing and the driving motor installed in the driving motor casing, the output end of the driving motor is connected to the input shaft of the reduction gear, wherein, the reduction gear casing and the driving motor casing are connected into a whole each other, and the driving motor casing is connected to the vehicle body of the vehicle through the connecting part, the output shaft of the reduction gear extends to the outside of the reduction gear casing and is connected to the wheel hub of the vehicle; the vehicle comprises a drive mechanism according to the utility model discloses a vehicle. The utility model discloses a actuating mechanism of vehicle is favorable to prolonging driving motor life, reduces unsprung mass.

Description

Vehicle and driving mechanism thereof
Technical Field
The utility model relates to a actuating mechanism design field of vehicle, in particular to vehicle and actuating mechanism thereof.
Background
Referring to fig. 1 and 2, a conventional torsion beam wheel rim driving system for an electric vehicle generally includes a speed reducer 1, a driving motor 2, a shock absorber 4, a wheel hub 10, a torsion beam 17 and a supporting body 18, where two ends of the torsion beam 17 are respectively provided with one driving motor 2 and one speed reducer 1, the driving motor 2 is connected with the wheel hub 10 on a corresponding side through the speed reducer 1 on the corresponding side, two ends of the torsion beam 17 are respectively provided with the supporting body 18 extending along a longitudinal direction of the electric vehicle body, an inner side of one end of the supporting body 18 is fixedly connected with a housing of the driving motor 2, an outer side of the supporting body is fixedly connected with a housing of the speed reducer 1, and the other end is provided with the torsion beam 17 and a vehicle body mounting hole, so that the other end can be connected with an end of. In this structure, the reducer 1 and the drive motor 2 in the wheel drive are integrated in the torsion beam structure, and the unsprung mass can be reduced by bringing the drive motor 2 close to the axis of the torsion beam 17.
In the structure, the axis of the driving motor 2 is not overlapped with the axis of the torsion beam 17, when the wheel is jumped up and down due to road jolt and other reasons, the driving motor 2 can also jump up and down to a larger extent, thereby being not beneficial to the service life of the driving motor 2; the drive motor 2 belongs to the unsprung mass; and, because driving motor 2 is located between torsion beam 17 and wheel hub 10, make the distance between the axis of driving motor 2 and the axis of wheel hub 10 shorter, the arrangement space who leaves for reduction gear 1 can be smaller, reduction gear 1 often can only include one-level transmission mode, cause driving gear and driven gear's diameter difference big, driven gear size and quality are great, increase unsprung mass, be unfavorable for the gear life-span, the oil mixing resistance is great, be unfavorable for transmission efficiency, it is more difficult to guarantee the dynamic property and the economic nature of electric motor car simultaneously only one-level driven reduction gear 1.
SUMMERY OF THE UTILITY MODEL
The utility model aims at providing a be favorable to prolonging driving motor life, reduce the actuating mechanism of the vehicle of unsprung mass to and provide the vehicle including this actuating mechanism.
In order to achieve the above object, an aspect of the present invention provides a driving mechanism for a vehicle, including a reducer installed in a reducer case and a driving motor installed in a driving motor case, an output end of the driving motor being connected to an input shaft of the reducer, wherein the reducer case and the driving motor case are integrally connected to each other, and the driving motor case is connected to a body of the vehicle through a connecting portion, and an output shaft of the reducer extends to the outside of the reducer case and is connected to a hub of the vehicle.
Preferably, an interior of the decelerator housing and an interior of the drive motor housing are communicated, and the decelerator housing and the drive motor housing are formed as an integrated mounting housing extending in a longitudinal direction of the vehicle.
Preferably, the speed reducer includes a first-stage gear pair, a second-stage gear pair, and the intermediate shaft for connecting the first-stage gear pair and the second-stage gear pair.
Preferably, the connecting part comprises a rubber bushing sleeved on a shell of the driving motor, and the rubber bushing is fixed on a body of the vehicle.
Preferably, the axis of the drive motor is located on the front side of the axis of the hub in the longitudinal direction of the vehicle.
A second aspect of the utility model provides a vehicle, the vehicle includes the suspension, follows the horizontal of vehicle, the both ends of suspension are connected with respectively actuating mechanism, actuating mechanism is according to the utility model discloses an actuating mechanism of vehicle.
Preferably, in the transverse direction of the vehicle, two ends of the suspension are respectively provided with a shock absorption structure, one end of the shock absorption structure is connected to the top of the reducer casing on the corresponding side, and the other end of the shock absorption structure is connected to the body of the vehicle.
Preferably, the shock absorbing structure includes a shock absorber and a spring, the shock absorber has a lower end connected to the top of the gear case and an upper end connected to the body of the vehicle, and the shock absorber is formed with a spring seat on a side close to an upper end, the spring has a lower end connected to the spring seat and an upper end connected to the body of the vehicle.
Preferably, the suspension includes a stabilizer bar having both ends connected to surfaces of the reducer housings on the corresponding sides, respectively, which face the vehicle inside.
Preferably, the suspension is an independent suspension provided with at least one lower control arm respectively at both sides symmetrically to each other in the lateral direction of the vehicle, an outer end of the lower control arm being connected to a surface of the reduction gear case facing the inside of the vehicle, and an inner end thereof being connected to a sub-frame of the vehicle.
Preferably, two lower control arms are included on each side of the independent suspension, one of the lower control arms being connected to the front side of the reducer case and the other of the lower control arms being connected to the rear side of the reducer case.
According to the technical scheme, the driving motor shell where the driving motor is located is fixed on the vehicle body of the vehicle, and when the wheels of the vehicle jump up and down due to jolt and other reasons, the driving motor does not jump up and down along with the wheels as much as possible, so that the service life of the driving motor is prolonged; and the driving motor can be regarded as sprung mass, compare and reduce unsprung mass in current actuating mechanism, be favorable to promoting vehicle's operating stability and ride comfort. In addition, compare with prior art scheme, the utility model discloses a have simpler compact structure, the part of quantity still less in the mechanism.
Drawings
FIG. 1 is a schematic illustration of a torsion beam wheel-side drive system according to the prior art;
FIG. 2 is an enlarged partial view of the torsion beam wheel rim drive system of FIG. 1;
fig. 3 shows a connection relationship between a drive mechanism and an independent suspension in a vehicle according to an embodiment of the present invention, with a view from the rear side of the vehicle to the front side;
FIG. 4 is a top view of the structure of FIG. 3;
FIG. 5-1 is a view from the left side of the structure shown in FIG. 3, in which the wheels are in a stable running state on a smooth road surface;
FIG. 5-2 is a view from the left side of the structure shown in FIG. 3, with the wheel in a jounce position;
fig. 5-3 are views from the left side of the structure shown in fig. 3, with the wheels in a down-hill state.
Description of the reference numerals
1 reducer 2 drive motor 3 spring
4 shock absorber 5 first lower control arm 6 second lower control arm
7 stabilizer bar 8 sub vehicle frame 9 output shaft
10 hub 11 rubber bush 12 spring seat
13 input shaft 14 first stage gear pair 15 intermediate shaft
16 second stage gear pair 17 torsion beam 18 support
Detailed Description
In the present invention, the embodiments and the features of the embodiments may be combined with each other without conflict.
In the present invention, it should be understood that the terms "away", "toward", "up", "down", "axial", "radial", and the like indicate an orientation or positional relationship corresponding to an orientation or positional relationship in actual use; "inner and outer" refer to the inner and outer relative to the profile of the components themselves; "front and rear" are standard for vehicles, for example the front end of the retarder housing refers to the end of the retarder housing facing the front of the vehicle; these are merely for convenience in describing the invention and to simplify the description, and are not intended to indicate that the device or element so referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus should not be construed as limiting the invention.
The present invention will be described in detail with reference to the accompanying drawings in conjunction with embodiments.
According to a first aspect of the present invention, there is provided a driving mechanism for a vehicle, the driving mechanism including a reducer 1 installed in a reducer housing and a driving motor 2 installed in the reducer housing, an output end of the driving motor 2 being connected to an input shaft 13 of the reducer 1, wherein the reducer housing and the driving motor housing are integrally connected to each other, and the driving motor housing is connected to a vehicle body of the vehicle through a connecting portion 11, an output shaft 9 of the reducer 1 extending to the outside of the reducer housing and being connected to a wheel hub 10 of the vehicle.
In the driving mechanism of the vehicle of the utility model, the driving motor shell where the driving motor 2 is located is fixed on the vehicle body of the vehicle, when the wheels of the vehicle jump up and down due to jolt and other reasons, the driving motor 2 does not jump up and down along with the wheels as much as possible, thereby being beneficial to prolonging the service life of the driving motor 2; the driving motor 2 can be regarded as sprung mass, and compared with the existing driving mechanism, the driving mechanism reduces unsprung mass, and is beneficial to improving the operation stability and smoothness of the vehicle; referring to fig. 5-1, 5-2 and 5-3, for the driving mechanism of the present invention, it can be understood that, when the wheel is jumping up and down, the axis of the driving motor 2 is used as the rotation center, and the distance from the axis of the driving motor 2 to the axis of the hub 10 is longer along the longitudinal direction of the vehicle, therefore, a larger arrangement space can be provided for the speed reducer 1, and the speed reducer 1 can have more than one reduction gear pair, which is not only beneficial to reducing the size and weight of the speed reducer 1 or even the driving motor 2, reducing the unsprung mass, improving the handling stability and smoothness of the vehicle, but also beneficial to reducing the diameter difference between the driving gear and the driven gear, prolonging the service life of the gears, and having higher transmission efficiency, and being beneficial to simultaneously ensuring the dynamic property and the economical efficiency of the electric vehicle. In addition, compare with prior art scheme, the utility model discloses a have simpler compact structure, the part of quantity still less in the mechanism for when the rear wheel that is used for the electric motor car, make rear portion chassis space more loose, can arrange a plurality of battery package more in a flexible way, thereby improve the continuation of the journey mileage of electric motor car.
In a specific form of the decelerator housing and the drive motor housing, it is preferable that an inside of the decelerator housing and an inside of the drive motor housing are communicated with each other, and the decelerator housing and the drive motor housing are formed as an integrated mounting housing extending in a longitudinal direction of the vehicle. For example, a common housing for the decelerator and the driving motor may be designed, for example, referring to fig. 4, the internal mechanisms and components of the decelerator 1 and the driving motor 2 are installed in the common housing, and the common housing may be formed to be rationalized in shape and size according to the specific arrangement of the internal mechanisms and components of the driving motor 2 and the decelerator 1, so that the decelerator 1 and the driving motor 2 installed in the common housing have a more compact structure while ensuring normal operation.
As mentioned above, the reducer 1 may have more than one gear pair, for example, the embodiment of fig. 4 includes two gear pairs, the reducer 1 includes a first gear pair 14, a second gear pair 16 and the intermediate shaft 15 for connecting the first gear pair 14 and the second gear pair 16, and both ends of the intermediate shaft 15 are respectively connected to the center of the driven gear of the first gear pair 14 and the center of the driving gear of the second gear pair 16.
Alternatively, referring to fig. 4, the connecting portion 11 includes a rubber bushing sleeved on the driving motor housing and fixed to the vehicle body of the vehicle.
In addition, referring to fig. 4, in the illustrated embodiment, the axis of the drive motor 2 is located on the front side of the axis of the hub 10 in the longitudinal direction of the vehicle.
It will be appreciated that the drive mechanism of the present invention may be used for any wheel of a vehicle, preferably for the driving of the rear wheels of a vehicle, and may enable independent driving of the wheels.
And, under the general condition, the utility model discloses a actuating mechanism combines with the suspension of vehicle, consequently, according to the utility model discloses a on the other hand still provides a vehicle, and this vehicle includes the suspension, follows the horizontal of vehicle, the both ends of suspension are connected with actuating mechanism respectively, actuating mechanism is promptly according to the utility model discloses a driving mechanism of vehicle.
Referring to fig. 3 and 4, in the transverse direction of the vehicle, the two ends of the suspension are respectively provided with a shock-absorbing structure, one end of the shock-absorbing structure is connected to the top of the reducer casing on the corresponding side, and the other end of the shock-absorbing structure is connected to the body of the vehicle.
The damper structure may include a damper 4 and a spring 3, the damper 4 may have a lower end connected to a top portion of the gear case and an upper end connected to a body of the vehicle, the damper 4 may have a spring seat 12 formed on a side close to an upper end, and the spring 3 may have a lower end connected to the spring seat 12 and an upper end connected to the body of the vehicle. It will of course be appreciated that the shock absorbing structure may take other forms, for example the suspension may be an active suspension and the shock absorbing structure may include air springs or electromagnetic dampers or the like to enable active adjustment of stiffness and damping to enhance control of body attitude for comfort and handling stability.
In addition, the suspension includes a stabilizer bar 7, and both ends of the stabilizer bar 7 are connected to the surface of the reducer case on the corresponding side facing the inside of the vehicle through a connecting member (e.g., a connecting rod), respectively, to better prevent the wheel from being lifted by the own elastic force of the stabilizer bar 7, and to keep the vehicle body balanced.
Referring to fig. 3 and 4, a connection mode of the driving mechanism and an independent suspension according to the present invention is shown, wherein the suspension is an independent suspension, and in the transverse direction of the vehicle, the independent suspension is symmetrically provided with at least one lower control arm on both sides, respectively, and the outer end of the lower control arm is connected to the surface of the speed reducer housing facing the inner side of the vehicle, and the inner end of the lower control arm is connected to the auxiliary frame 8 of the vehicle.
In the illustrated embodiment, two lower control arms are included on each side of the independent suspension, one of the lower control arms is connected to the front side (the side closer to the front end) of the reducer case, and the other lower control arm is connected to the rear side (the side closer to the rear end) of the reducer case, so that a better vehicle body stabilization effect is obtained.
It will also be appreciated that the particular configuration of the independent suspension is subject to multiple variations, in other words, the drive mechanism may be combined with suspensions of different configurations. For example, the driving mechanism can be used in combination with a five-link suspension and a watt-link suspension, and the original structures such as a towing arm and a steering knuckle are replaced by a whole formed by a reducer shell and a driving motor shell; for another example, the driving mechanism may be combined with an active stabilizer bar, and when the vehicle is rolling, the driving mechanism may actively adjust the torsional rigidity according to the requirement by using the stabilizer bar with a torsional motor, so as to enhance the control of the posture of the vehicle body; for example, the drive mechanism may be combined with a torsion beam suspension, and the drive motor 2 may be arranged coaxially with the torsion beam, and the entire structure of the reducer case and the drive motor case may replace the original structure of the trailing arm and the knuckle.
The working process of the present embodiment will be described in detail below with reference to fig. 3 to 5 to 3.
It is known that when a vehicle travels straight through an uneven road section, or when the vehicle accelerates or decelerates, or when the vehicle turns, the attitude of the vehicle changes in pitch, roll, yaw, and longitudinal or vertical directions, and the suspension system of the vehicle starts to operate, the above-mentioned changes in the attitude of the vehicle are buffered, absorbed, and attenuated by the suspension system to ensure the attitude and steering stability of the vehicle, and to ensure ride comfort and comfort.
In the illustrated embodiment, when the wheel (hub 10) is in a vertical jumping state, the shock absorber 4 dampens the vibration caused by the vertical jumping by damping itself, the spring 3 absorbs the vibration caused by the vertical jumping by stretching and compressing, and the stabilizer bar 7 assists in buffering and resisting the vertical jumping by generating torsional deformation to ensure the posture and the steering stability of the vehicle, in the process, the whole body formed by connecting the reducer housing accommodating the reducer 1 and the drive motor housing accommodating the drive motor 2 serves as a towing arm, and the control arm and the reducer housing together serve as a guide for the hub 10 to control the motion track of the wheel.
For example, referring to fig. 5-2, when the hub 10 jumps up, the spring 3 is compressed, the push rod of the damper 4 moves upward, the output shaft 9 of the reducer 1 moves upward with the hub 10, so that the reducer 1 (reducer housing) rotates a small amount around the axis of the driving motor 2, the outer ends of the first and second control arms 5 and 6 connected to the reducer housing also move upward, the movement locus of the hub 10 is controlled together with the reducer housing, a reasonable toe and tilt angle are maintained, and at the same time, the stabilizer bar 7 is torsionally deformed, buffered together with the damper 4 and the spring 3, and provides a force against the wheel jump up; when the hub 10 jumps down, the spring 3 is stretched, the push rod of the damper 4 moves downward, the output shaft 9 of the reducer 1 moves downward along with the hub 10, so that the reducer 1 (reducer housing) rotates a small amount around the axis of the driving motor 2, the outer ends of the first lower control arm 5 and the second control arm 6 connected to the reducer housing also move downward, the movement locus of the hub 10 is controlled together with the reducer housing, a reasonable toe angle and an inclination angle are maintained, and simultaneously, the stabilizer bar 7 generates torsional deformation, buffers and provides a force resisting the wheel jump down together with the damper 4 and the spring 3.
It can be seen that the drive motor housing and the gear housing as a whole correspond to the trailing arm. In addition, in the embodiment, the independent suspension and the driving mechanism are integrated, so that the number of parts is greatly reduced, the cost is reduced, and meanwhile, only small-amplitude adjustment is needed for the traditional similar suspension, so that the production universality is better. Moreover, the structure keeps the advantages of the traditional driving mechanism, each wheel can be independently driven, the ESP control system can be integrated, a differential mechanism and a half shaft are not needed, and the transmission efficiency is high.
The driving motors 2 and the speed reducers 1 on two sides in the vehicle can independently control the hubs 10 on the corresponding sides, for example, when the vehicle starts on a horizontal straight road, the driving motors 2 on two sides can output the same torque to start the vehicle; when the vehicle climbs a slope, the driving motors 2 on the two sides can output the same and larger torque, so that the vehicle is ensured to climb the slope; when the vehicle runs at a high speed, the driving motors 2 on the two sides can output higher same rotating speed; when the vehicle turns, the driving motors 2 on the two sides can output different rotating speeds according to road conditions, so that the electronic differential function is achieved, and the tires are ensured to be worn as little as possible; when the vehicle is in emergency obstacle avoidance, the driving motors 2 on the two sides can output reasonable torque and rotating speed by matching with an ESP control system, so that the vehicle is kept in a controllable posture; when the vehicle goes downhill, the driving motors 2 on the two sides can provide feedback braking torque to help the vehicle control the speed; when the vehicle is reversed, the driving motors 2 on the two sides can rotate reversely; when the vehicle parks, the driving motors 2 on the two sides can output different rotating speeds according to requirements, and if the four wheels of the vehicle are independently driven, the driving motors 2 on the two sides can output opposite rotating directions so as to reduce the steering radius; when the vehicle brakes, the driving motors 2 on the two sides can generate feedback braking torque to assist the vehicle braking together with the hydraulic braking system, and meanwhile, energy is recovered to charge the battery; when the wheels on one side of the vehicle fall into a road surface with low adhesion coefficient, such as an ice-snow road surface or a muddy ground, the driving motor 2 on the other side can output torque to help the vehicle get rid of the trouble.
In addition, in general, when used in a vehicle, the drive mechanism of the vehicle of the present invention can be used as a rear axle in combination with an independent suspension. When the engine is matched with a vehicle with a front axle as a fuel power assembly for use, a double engine four-drive hybrid scheme is formed; when the hybrid power assembly is matched with a vehicle with a front axle as a hybrid power assembly, a three-engine four-drive hybrid scheme can be formed; the electric four-wheel drive system can also be matched with a vehicle with a front axle driven by a single motor to form a pure electric four-wheel drive scheme with a front single motor and a rear wheel edge drive; the four-wheel drive system can also be matched with a vehicle with a front axle driven by double motors or wheel-side motors to form a pure electric four-wheel drive scheme with four wheels driven independently. It can be seen that the utility model discloses the application in the vehicle is very nimble changeable.
The preferred embodiments of the present invention have been described in detail with reference to the accompanying drawings, but the present invention is not limited thereto. The technical scheme of the utility model in the technical conception scope, can be right carry out multiple simple variant. Including each of the specific features, are combined in any suitable manner. In order to avoid unnecessary repetition, the present invention does not separately describe various possible combinations. These simple variations and combinations should also be considered as disclosed in the present invention, all falling within the scope of protection of the present invention.

Claims (10)

1. A drive mechanism of a vehicle, which includes a speed reducer (1) mounted in a speed reducer case and a drive motor (2) mounted in a drive motor case, an output end of the drive motor (2) being connected to an input shaft (13) of the speed reducer (1), characterized in that the speed reducer case and the drive motor case are connected to each other integrally, and the drive motor case is connected to a body of the vehicle through a connecting portion (11), an output shaft (9) of the speed reducer (1) extending outside the speed reducer case and being connected to a hub (10) of the vehicle.
2. The vehicle drive mechanism according to claim 1, wherein an interior of the decelerator housing and an interior of the drive motor housing are communicated, and the decelerator housing and the drive motor housing are formed as an integral mounting housing extending in a longitudinal direction of the vehicle.
3. Drive mechanism of a vehicle according to claim 1, characterized in that the retarder (1) comprises a first stage gear pair (14), a second stage gear pair (16) and an intermediate shaft (15) for connecting the first stage gear pair (14) and the second stage gear pair (16).
4. The drive mechanism of a vehicle according to claim 1, characterized in that the connecting portion (11) comprises a rubber bushing fitted over a drive motor housing, the rubber bushing being fixed to a body of the vehicle.
5. A vehicle comprising a suspension frame, a driving mechanism being connected to each end of the suspension frame in a lateral direction of the vehicle, characterized in that the driving mechanism is the driving mechanism of the vehicle according to any one of claims 1 to 4.
6. The vehicle according to claim 5, characterized in that, in the lateral direction of the vehicle, both ends of the suspension are each provided with a shock-absorbing structure, one end of which is connected to the top of the reducer case on the corresponding side and the other end of which is connected to the body of the vehicle.
7. The vehicle according to claim 6, characterized in that the shock absorbing structure includes a shock absorber (4) and a spring (3), the shock absorber (4) is connected at a lower end thereof to the top of the gear case and at an upper end thereof to the body of the vehicle, and the shock absorber (4) is formed with a spring seat (12) near an upper end side thereof, and the spring (3) is connected at a lower end thereof to the spring seat (12) and at an upper end thereof to the body of the vehicle.
8. The vehicle according to claim 5, characterized in that the suspension includes a stabilizer bar (7), and both ends of the stabilizer bar (7) are connected to the surface of the gear case on the corresponding side toward the vehicle inside by a connector, respectively.
9. Vehicle according to claim 5, characterized in that the suspension is an independent suspension in the transverse direction of the vehicle and that the independent suspension is provided symmetrically to each other on both sides with at least one lower control arm, respectively, the outer end of which is connected to the surface of the gear housing facing the vehicle's inner side and the inner end is connected to a subframe (8) of the vehicle.
10. The vehicle of claim 9, characterized by two lower control arms on each side of the independent suspension, one of which is connected to the front side of the retarder housing and the other of which is connected to the rear side of the retarder housing.
CN201922128770.5U 2019-11-29 2019-11-29 Vehicle and driving mechanism thereof Active CN211969149U (en)

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CN201922128770.5U CN211969149U (en) 2019-11-29 2019-11-29 Vehicle and driving mechanism thereof

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CN201922128770.5U CN211969149U (en) 2019-11-29 2019-11-29 Vehicle and driving mechanism thereof

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112977609A (en) * 2021-04-19 2021-06-18 北京理工大学 Integrated power system with steering function, power assembly and vehicle

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112977609A (en) * 2021-04-19 2021-06-18 北京理工大学 Integrated power system with steering function, power assembly and vehicle

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