Double-wishbone suspension system and vehicle

Abstract

The invention discloses a double-wishbone suspension system and a vehicle, the suspension system comprises a steering hub, the steering hub is provided with a steering knuckle and a driving shaft, the steering knuckle is provided with a first connecting seat and a second connecting seat above the driving shaft, the first connecting seat is located above the second connecting seat, the first connecting seat extends towards the direction close to the steering hub, and the second connecting seat extends towards the direction close to the steering hub; the second connecting base extends in the direction away from the steering hub. The lower control arm is located below the driving shaft, and the lower control arm is hinged to the lower end of the steering knuckle; the upper control arm is hinged to the first connecting seat; the lower end of the vibration reduction assembly is hinged to the second connecting base, and the upper end of the vibration reduction assembly is connected to the frame. Compared with the prior art, a connecting fork is omitted, so that the weight and the cost are reduced; due to the fact that the connecting fork is omitted, the height of the vibration reduction assembly can be integrally moved upwards, the occupied space of the whole vehicle in the Y-axis direction is reduced, the space of a vehicle body longitudinal beam structure is increased, the wheel turning angle is increased in the wheel steering process, and then the turning radius of the vehicle is reduced.

Description

Technical Field

[0001] This invention relates to the technical field of automobile manufacturing, and particularly to a double wishbone suspension system and vehicle. Background Technology

[0002] Traditional automotive suspension structures, such as Figure 1 As shown, it consists of parts such as upper control arm 1, lower control arm 2, spring, shock absorber 3, steering knuckle 4, and brake 5. The drive shaft 6 is located below the shock absorber, which needs to be connected to the lower control arm via a connecting fork 7. The existing structure has the following defects: 1. Since the shock absorber is located above the drive shaft, transition parts such as connecting forks are required. The connecting forks are connected to the lower control arm, which increases cost and weight. 2. During wheel steering, the brake caliper is prone to interference with the connecting fork, affecting the wheel steering angle and thus the wheel turning radius; 3. The suspension system occupies a large space in the Y-axis direction, which affects the arrangement of the body longitudinal beams and consequently the engine compartment space. Summary of the Invention

[0003] The present invention aims to provide a double wishbone suspension system to solve one or more technical problems existing in the prior art, and at least provide a beneficial option or create conditions.

[0004] According to a first aspect of the present invention, a double wishbone suspension system includes: A steering hub is provided with a steering knuckle and a drive shaft. The steering knuckle is provided with a first connecting seat and a second connecting seat above the drive shaft. The first connecting seat is located above the second connecting seat. The first connecting seat extends toward the steering hub, and the second connecting seat extends away from the steering hub. The lower control arm is located below the drive shaft and is hinged to the lower end of the steering knuckle; The upper control arm is hinged to the first connecting seat, and both the upper control arm and the lower control arm are located on the same side of the steering knuckle; The vibration damping assembly has its lower end hinged to the second connecting seat and its upper end connected to the vehicle frame. The vibration damping assembly and the steering knuckle maintain a relative rotational relationship through the hinge, so that the vibration damping assembly does not turn with the steering knuckle.

[0005] The double wishbone suspension system according to embodiments of the present invention has at least the following beneficial effects: 1. By mounting the damping assembly on the steering knuckle, the connecting fork in the traditional suspension system and the holes on the lower control arm for mounting the connecting fork are eliminated, reducing weight and cost, and improving the structural strength of the lower control arm; 2. The elimination of the connecting fork allows the height of the entire shock absorption assembly to be moved upward. During the steering process, the rotation of the brakes and wheels is no longer restricted, the wheel turning angle increases, thereby reducing the turning radius of the vehicle and improving the maneuverability of the wheels. 3. The upward movement of the shock absorber assembly reduces the space occupied by the suspension system in the Y-axis direction, increases the space of the body longitudinal beam structure, and increases the space for engine compartment layout.

[0006] According to some embodiments of the present invention, with the forward direction of the vehicle as the forward direction, the steering knuckle is arranged on the rear side of the wheel center of the steering hub.

[0007] According to some embodiments of the present invention, the steering hub is connected to a brake, which is arranged on the front side of the wheel center of the steering hub.

[0008] According to some embodiments of the present invention, the extension direction of the second connecting seat is deviated towards the direction closer to the drive shaft.

[0009] According to some embodiments of the present invention, the lower end of the vibration damping assembly is connected to the second connecting seat via a first ball joint structure.

[0010] According to some embodiments of the present invention, the lower control arm is a single-arm structure, and the lower control arm is connected to the steering knuckle through a second ball joint structure.

[0011] According to some embodiments of the present invention, the upper control arm is a double-arm structure, and the upper control arm is connected to the first connecting seat through a third ball joint structure.

[0012] According to some embodiments of the present invention, the vibration damping assembly includes a spring and a vibration damper, the spring being fixedly sleeved on the outside of the vibration damper, the spring being an eccentric spring, and the central axis of the spring being offset from the central axis of the vibration damper.

[0013] According to some embodiments of the present invention, the steering knuckle is provided with a clearance position, and the drive shaft passes through the clearance position.

[0014] A vehicle according to a second aspect of the present invention includes: The aforementioned double wishbone suspension system; A frame, which is connected to the lower control arm and the upper control arm; A differential, which is connected to the drive shaft.

[0015] 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. Attached Figure Description

[0016] Figure 1This is a three-dimensional structural diagram of an existing suspension system; Figure 2 This is a three-dimensional structural schematic diagram of the double wishbone suspension system provided in an embodiment of the present invention; Figure 3 This is a schematic diagram of the connection between the steering knuckle and the shock absorber provided in an embodiment of the present invention.

[0017] In the attached diagram: 100 - steering hub, 200 - lower control arm, 300 - upper control arm, 400 - damping assembly, 410 - damper, 500 - steering knuckle, 600 - drive shaft, 700 - brake, 510 - first connecting seat, 520 - second connecting seat, 530 - first ball joint structure, 540 - third ball joint structure. Detailed Implementation

[0018] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0019] In the description of this invention, it should be understood that the orientation descriptions, such as up, down, front, back, left, right, etc., are based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and 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 limiting this invention.

[0020] In the description of this invention, "several" means one or more, "more than" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. The use of "first" and "second" in the description is merely for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0021] In the description of this invention, unless otherwise explicitly defined, terms such as "set up," "install," and "connect" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0022] like Figure 2As shown, this embodiment of the invention provides a double wishbone suspension system, which includes a steering hub 100, a lower control arm 200, an upper control arm 300, and a damping assembly 400. The damping assembly 400 consists of a spring (not shown in the figures) and a shock absorber 410, wherein the spring is eccentrically positioned. The spring is sleeved on the outside of the shock absorber 410 and pressed into place on a dedicated tooling. The spring and the shock absorber 410 together constitute the damping assembly 400. Furthermore, the central axis of the shock absorber 410 does not coincide with the central axis of the spring; their central axes are offset from each other. This effectively reduces the lateral force on the damping assembly 400 when subjected to impact.

[0023] In other embodiments, the vibration damping assembly 400 may also be an air spring damper 410, and is not limited to the embodiments described above.

[0024] In addition, the steering hub 100 is equipped with a steering knuckle 500, a drive shaft 600, and a brake 700. The steering hub 100 is supported on the journal at the outer end of the steering knuckle 500 by two tapered roller bearings. The tightness of the bearings can be adjusted with adjusting nuts, ensuring that the wheel can rotate freely around the hub's axis while also bearing the weight of the vehicle and various forces and torques generated during driving. On the drive axle, the drive shaft 600 is divided into an inner shaft and an outer shaft. The inner shaft is connected to the differential, and the outer shaft is connected to the wheel hub via splines, thereby transmitting power to the wheels to drive the vehicle. For the disc brake, the brake disc is bolted to the wheel hub and radially positioned by the hub's stop. The brake caliper is bolted to the steering knuckle 500. The brake caliper piston presses the brake pads, causing them to rub against the brake disc, thus achieving braking. Since the steering knuckle 500 also needs to be connected to the lower control arm 200, and the lower control arm 200 is located below the drive shaft 600, a clearance space needs to be set on the steering knuckle 500. The drive shaft 600 passes through the clearance space and is connected to the steering hub 100 to meet the assembly requirements of the drive shaft 600.

[0025] The steering knuckle 500 can be connected to the vehicle's steering system. Taking the current mainstream electric power steering system as an example: After the vehicle is started, the driver turns the steering wheel, and the torque is transmitted through the steering column to the rack and pinion steering gear. The drive gear inside the steering gear meshes with the rack, converting the rotational motion of the steering wheel into the linear motion of the rack along the lateral direction of the vehicle. When the steering wheel turns left, the rack moves to the left; when the steering wheel turns right, the rack moves to the right. Subsequently, the vehicle ECU controls the power assist motor to output auxiliary torque based on the current vehicle speed and steering wheel torque, pushing the rack to slide more easily. Each end of the rack is hinged to a tie rod via an inner ball joint. The linear motion of the rack is directly transmitted to the tie rod, which is an adjustable-length rigid rod with an outer ball joint at the end furthest from the rack. The outer ball joint is connected to the steering arm of the steering knuckle 500. When the tie rod moves linearly with the rack, it applies a thrust or pull force to the steering arm of the steering knuckle 500. Under the action of the thrust or pull force, the steering knuckle 500 deflects in the corresponding direction around the kingpin axis, ultimately driving the steering hub 100, which is rigidly connected to the steering knuckle 500 through the bearing, to turn synchronously.

[0026] In this embodiment, the structure of the steering knuckle 500 differs from existing structures. It has a first connecting seat 510 and a second connecting seat 520 above the drive shaft 600. The first connecting seat 510 is located above the second connecting seat 520. The first connecting seat 510 extends towards the steering wheel hub 100, while the second connecting seat 520 extends away from the steering wheel hub 100. In other words, the first connecting seat 510 faces outwards, and the second connecting seat 520 faces inwards. Next, the second connecting seat 520 is connected to the lower end of the shock absorber 410 via a first ball joint structure 530. The upper end of the shock absorber 410 is connected to the vehicle frame. Because the shock absorber 410 and the steering knuckle 500 maintain a relative rotational relationship through a hinge, the shock absorber 410 does not steer along with the steering knuckle 500. The first connecting seat 510 is connected to the upper control arm 300 through the third ball joint structure 540, and the lower end of the steering knuckle 500 is connected to the lower control arm 200 through the second ball joint structure. The upper control arm 300 and the lower control arm 200 are both located on the same side of the steering knuckle 500. At this time, both the upper control arm 300 and the lower control arm 200 are connected to the vehicle frame.

[0027] It is understandable that the ball joint structure allows for a certain angle of oscillation, preventing motion interference between components during vehicle operation and thus reducing abnormal noise. Since the ball joint structure is a standard technical method in this industry and comes in various styles, and this embodiment uses an existing design, the specific structures of the first ball joint structure 530, the second ball joint structure, and the third ball joint structure 540 are not described in detail in this embodiment.

[0028] In addition, the extension direction of the second connecting seat 520 is offset towards the drive shaft 600, meaning that the second connecting seat 520 is inclined downward on the steering knuckle 500. The core function of the shock absorber 410 is to transfer the vibration load of the wheel to the frame to achieve vibration attenuation. The length of the force transmission path directly affects the damping response speed. The setting of the second connecting seat 520 makes the lower hinge point of the shock absorber 410 closer to the core force transmission area of ​​the steering knuckle 500. The shorter force transmission path can reduce the transmission loss of vibration load on the steering knuckle 500, allowing the shock absorber 410 to receive and attenuate vibrations more quickly. Especially when the vehicle is driving over bumpy roads, it can effectively reduce the residual vibration of the vehicle body and improve ride comfort.

[0029] The steering knuckle 500 is a key load-bearing component of the double wishbone suspension, simultaneously bearing the guiding force of the upper control arm 300, the supporting force of the lower control arm 200, the vertical force of the shock absorber 410, and the torque of the drive shaft 600. Uneven force distribution on the steering knuckle 500 can easily lead to localized stress concentration. The first connecting seat 510 extends towards the wheel hub, while the second connecting seat 520 deviates towards the drive shaft 600. These two components form dispersed and symmetrical force points on the steering knuckle 500. The first connecting seat 510 bears the lateral force near the wheel hub, while the second connecting seat 520 bears the vertical force near the drive shaft 600. This force distribution avoids excessive load on localized areas of the steering knuckle 500, significantly reduces the risk of stress concentration, and extends the service life of the steering knuckle 500, making it particularly suitable for heavy-duty vehicles or off-road vehicles.

[0030] The upper control arm 300 and lower control arm 200 of the double wishbone suspension system work together to absorb the forces acting on the tires. Due to the high lateral stiffness of the two control arms, body roll is effectively reduced during cornering, improving vehicle stability and handling. During high-speed cornering, the double wishbone suspension provides sufficient lateral support to maintain a stable vehicle posture and reduce the risk of body roll. Specifically, the upper control arm 300 is shorter than the lower control arm 200. This design allows the wheel to automatically change its camber angle during vertical movement, thereby reducing track width variation and tire wear. When the vehicle travels on uneven surfaces, the wheels bounce up and down; the shorter upper and longer lower control arm structure allows the wheel to better adapt to changes in road surface, maintaining a stable contact area and improving ride smoothness and handling.

[0031] In this embodiment, the upper control arm 300 is a double-arm structure, while the lower control arm 200 is a single-arm structure. The double-arm structure of the upper control arm 300 can better withstand and transmit forces from the vehicle body and the road surface, enhancing the overall strength and reliability of the suspension. The single-arm structure of the lower control arm 200 is mainly because the lower control arm 200 primarily bears vertical forces and some lateral forces during vehicle operation. The single-arm structure simplifies the structure and reduces cost and weight while meeting the force requirements. The structural differences between the upper control arm 300 and the lower control arm 200 help to make reasonable arrangements within the limited space of the vehicle chassis, providing sufficient installation space for other components such as the drive axle 600 and the brake 700, avoiding interference between components, and thus optimizing the overall chassis layout of the vehicle.

[0032] Based on the reverse extension design of the first connecting seat 510 and the second connecting seat 520, it is beneficial to optimize the spatial layout of the connection point in order to achieve precise control of wheel positioning, independent function of the shock absorber 410 and avoidance of suspension motion interference.

[0033] Wheel alignment parameters, such as camber, caster, and kingpin inclination, are crucial for determining vehicle handling, straight-line stability, and tire wear. The extension direction of the connecting seat directly affects the relative positions of the upper control arm 300, shock absorber 410, and steering knuckle 500, thus determining the stability and adjustment flexibility of these parameters. The upper control arm 300 is hinged to the steering knuckle 500 via the first connecting seat 510, which extends towards the steering hub 100. This means that the outer hinge point of the upper control arm 300 can be closer to the lateral center axis of the wheel (wheel rotation axis). This layout reduces the variation in camber angle when the wheel bounces. When the wheel bounces up and down due to road bumps, the trajectory of the upper control arm 300 swinging around its inner end is closer to the wheel's motion trajectory, avoiding excessive camber inclination or camber. The smaller the variation in camber angle, the more stable the tire-to-ground contact area, reducing uneven tire wear and ensuring grip during steering.

[0034] The shock absorber 410 is hinged to the steering knuckle 500 via a second connecting seat 520, which extends away from the steering hub 100. This arrangement ensures a reasonable lateral distance between the lower hinge point of the shock absorber 410 and the kingpin axis (the rotation center of the steering knuckle 500). When the wheel turns, the steering knuckle 500 rotates around the kingpin axis. Due to the arrangement of the lower hinge point, the angle between the shock absorber 410's own axis and the kingpin axis is smaller. Furthermore, the ball joint structure allows for relative rotation, preventing the shock absorber 410 from being forcibly rotated by the steering knuckle 500. If the second connecting seat 520 is close to the hub, the shock absorber 410, with its hinge point close to the kingpin axis, is easily bent by the steering knuckle 500 during steering, causing additional torsional force on the shock absorber 410. This not only compromises the damping function of the shock absorber 410 but also increases steering resistance and affects steering feel.

[0035] In operation, the upper control arm 300, lower control arm 200, shock absorber 410, and drive shaft 600 of the double wishbone suspension move synchronously. The opposing extensions of the two connecting seats can avoid mutual collision or jamming by staggering the spatial positions of the components. If the outer hinge point of the upper control arm 300 is closer to the inner side of the wheel, and the lower hinge point of the shock absorber 410 is farther away from the inner side of the wheel, a significant spatial misalignment is formed between the two in the lateral and longitudinal directions. When the wheel bounces, the trajectory of the upper control arm 300 swinging around its inner end does not overlap with the trajectory of the shock absorber 410 extending and retracting, thus preventing the upper control arm 300 from colliding with the cylinder of the shock absorber 410.

[0036] Suspension travel directly affects vehicle handling and comfort. The reverse extension of the two connecting seats can optimize the lever arm and indirectly increase the travel. The first connecting seat 510 is close to the steering wheel hub 100, making the effective lever arm of the upper control arm 300 shorter. When the wheel bounces, the swing angle of the upper control arm 300 is smaller, and it is less likely to reach the limit position due to excessive swing. The second connecting seat 520 is far away from the steering wheel hub 100, making it easier for the extension and contraction travel of the shock absorber 410 to match the wheel bounce travel, thereby ensuring that the suspension has sufficient vertical bounce space and improving the comfort on bumpy roads.

[0037] With the aforementioned structure, since the damping assembly 400 is directly mounted on the steering knuckle 500, the connecting fork in the traditional suspension system and the mounting holes on the lower control arm 200 for the connecting fork are eliminated. This reduces the weight and cost of the suspension system while increasing the structural strength of the lower control arm 200. With the elimination of the connecting fork, the height of the damping assembly 400 is no longer limited by it. Therefore, the overall height of the damping assembly 400 can be moved upwards, allowing the brake 700 and wheel rotation to be unrestricted during wheel steering, increasing the wheel turning angle, thereby reducing the vehicle's turning radius and improving wheel maneuverability. Furthermore, with the upward movement of the damping assembly 400, the space occupied by the suspension system in the Y-axis direction is reduced, while the space for the vehicle's longitudinal beam structure and engine compartment layout is increased, which is beneficial for the layout of the vehicle's powertrain.

[0038] It is understandable that, in addition to the integrated design described above, the connection between the second connecting seat 520 and the steering knuckle 500 can also be designed as separate units. That is, based on the existing steering knuckle 500, the second connecting seat 520 can be added to the steering knuckle 500 by assembly. In addition, the first ball joint structure 530 can be integrated with either the shock absorber 410 or the second connecting seat 520 to ensure that the shock absorber 410 does not turn with the wheel when the wheel is turning.

[0039] In some embodiments of the present invention, with the vehicle's forward direction as the forward direction, the steering knuckle 500 is arranged behind the wheel center of the steering hub 100. Arranging the steering knuckle 500 behind the wheel center of the steering hub 100 alters the geometry of the suspension system, resulting in a more rational wheel trajectory during vehicle operation, especially when cornering and traversing uneven surfaces. This allows for better control of wheel alignment parameters, such as caster angle and camber angle, thereby improving vehicle handling stability and ride comfort. Simultaneously, this arrangement provides more space for other components, facilitating the placement of components such as the drive shaft 600 and brake 700, avoiding interference between components, and contributing to optimized chassis layout and improved space utilization.

[0040] Furthermore, the brake 700 is positioned in front of the wheel center of the steering hub 100. Positioning the brake 700 in front of the wheel center of the steering hub 100, compared to conventional arrangements, allows the brake 700 to be closer to the vehicle's center, thereby reducing unsprung mass. Reduced unsprung mass improves vehicle responsiveness and handling performance, while also contributing to improved comfort and reduced vibrations and impacts caused by uneven road surfaces. Simultaneously, this arrangement facilitates the layout of brake lines, allowing for smoother brake fluid delivery, thus enhancing the braking system's response speed and braking effectiveness.

[0041] This invention also provides a vehicle, including a chassis, a differential, and the aforementioned double wishbone suspension system. The differential is connected to the drive shaft 600 of the double wishbone suspension system to ensure that the two steering wheels of the vehicle can meet the differential requirements when steering.

[0042] The chassis consists of a frame, to which the lower control arm 200, upper control arm 300, and shock absorber 410 are all connected. When the wheel bounces upward, the wheel pushes the outer end of the lower control arm 200 upward through the steering knuckle 500, causing the lower control arm 200 to swing upward around its inner end. The steering knuckle 500 drives the first connecting seat 510 to move upward, and the upper control arm 300 swings upward around its inner end. At the same time, the steering knuckle 500 pushes the lower end of the shock absorber 410 upward through the second connecting seat 520, compressing the shock absorber 410. When the wheel bounces downward, the wheel pulls the outer end of the lower control arm 200 downward through the steering knuckle 500, causing the lower control arm 200 to swing downward around its inner end. The steering knuckle 500 drives the first connecting seat 510 downward, and the upper control arm 300 swings upward around its inner end. At the same time, the steering knuckle 500 pushes the lower end of the shock absorber 410 downward through the second connecting seat 520, stretching the shock absorber 410. The lower control arm 200 bears the vertical load when the wheel bounces, constrains the longitudinal positioning, and ensures that the wheel does not move forward or backward; the upper control arm 300 bears the lateral force when the wheel bounces, controls the camber angle, and ensures that the wheel does not deviate to the left or right; the shock absorber 410 buffers the impact force when the wheel bounces, consumes vibration energy, and avoids vehicle body bumps.

[0043] The vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. It can also be a commercial vehicle, such as a van, bus, small truck, or large semi-trailer. The vehicle must have an electric motor capable of outputting power or acting as a generator to store mechanical energy. When the vehicle is a new energy vehicle, it can be a hybrid or a pure electric vehicle.

[0044] Since the vehicle adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be repeated here.

[0045] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present invention.

Claims

1. A double wishbone suspension system, characterized in that, include: A steering hub is provided with a steering knuckle and a drive shaft. The steering knuckle is provided with a first connecting seat and a second connecting seat above the drive shaft. The first connecting seat is located above the second connecting seat. The first connecting seat extends toward the steering hub, and the second connecting seat extends away from the steering hub. The lower control arm is located below the drive shaft and is hinged to the lower end of the steering knuckle; The upper control arm is hinged to the first connecting seat, and both the upper control arm and the lower control arm are located on the same side of the steering knuckle; The vibration damping assembly has its lower end hinged to the second connecting seat and its upper end connected to the vehicle frame. The vibration damping assembly and the steering knuckle maintain a relative rotational relationship through the hinge, so that the vibration damping assembly does not turn with the steering knuckle.

2. The double wishbone suspension system according to claim 1, characterized in that: With the vehicle's forward direction as the forward direction, the steering knuckle is located behind the center of the steering hub.

3. The double wishbone suspension system according to claim 2, characterized in that: The steering wheel hub is connected to a brake, which is located on the front side of the wheel center of the steering wheel hub.

4. The double wishbone suspension system according to claim 1, characterized in that: The extension direction of the second connector is deviated towards the direction closer to the drive shaft.

5. The double wishbone suspension system according to claim 1, characterized in that: The lower end of the vibration damping assembly is connected to the second connecting seat through a first ball joint structure.

6. The double wishbone suspension system according to claim 1, characterized in that: The lower control arm is a single-arm structure, and the lower control arm is connected to the steering knuckle through a second ball joint structure.

7. The double wishbone suspension system according to claim 1, characterized in that: The upper control arm has a dual-arm structure, and the upper control arm is connected to the first connecting seat through a third ball joint structure.

8. The double wishbone suspension system according to claim 1, characterized in that: The vibration damping assembly includes a spring and a vibration damper. The spring is fixedly sleeved on the outside of the vibration damper. The spring is an eccentric spring, and the central axis of the spring is offset from the central axis of the vibration damper.

9. The double wishbone suspension system according to claim 1, characterized in that: The steering knuckle is provided with a clearance position, and the drive shaft passes through the clearance position.

10. A vehicle, characterized in that, include: The double wishbone suspension system as described in any one of claims 1 to 9; A frame, which is connected to the lower control arm and the upper control arm; A differential, which is connected to the drive shaft.

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