Independent suspension and vehicle

Abstract

This application relates to an independent suspension and a vehicle. The independent suspension includes a first damping mechanism. The first damping mechanism includes a first link, a first crank, and a first rocker. The first link, the first crank, the first rocker, and the vehicle frame together form a four-bar linkage. In the four-bar linkage, the position of the fourth end remains unchanged, that is, the position of the vehicle frame remains unchanged. The movement trajectory of the first end of the first link is approximately a straight line. When the wheel bumps up and down vertically, the first end moves vertically, and the position of the vehicle frame remains unchanged, that is, the independent suspension absorbs part of the kinetic energy. Therefore, the independent suspension improves the damping performance of the vehicle and enhances the stability of the vehicle.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and particularly to an independent suspension and a vehicle. Background Art

[0002] When a vehicle travels on various uneven terrains, the wheels drive the vehicle frame to vibrate vertically. Vertical vibration is a major factor affecting the ride comfort of the vehicle and the comfort of the human body, and it is also one of the criteria for measuring the safety of transported goods in the logistics and transportation industry.

[0003] The existing suspension structure has a limited jumping stroke, and its buffering capacity and elasticity on rough roads, as well as the design range of the working stroke and parameters of the elastic and damping elements, are limited, resulting in limited vibration reduction performance of the vehicle. How to improve the vibration reduction performance of the vehicle is an urgent problem to be solved. Summary of the Invention

[0004] Based on this, it is necessary to provide an independent suspension for the problem of how to increase the movement stroke of the suspension system of a vehicle.

[0005] An independent suspension includes a first damping mechanism. The first damping mechanism includes a first connecting rod, a first crank, and a first rocker. The first connecting rod includes a first end and a second end. The first end is used for fixedly connecting with a wheel bracket. The first crank includes a third end and a fourth end. The third end is rotatably connected to the second end. The fourth end is used for rotatably connecting with the vehicle frame. The first crank and the first rocker are arranged in parallel at intervals. The first rocker includes a fifth end and a sixth end. The fifth end is rotatably connected to the first connecting rod, and the fifth end is located at the midpoint between the first end and the second end. The sixth end is used for rotatably connecting with the vehicle frame.

[0006] The distance between the first end and the second end is a first length. The distance between the third end and the fourth end is a second length. The distance between the fifth end and the sixth end is a third length. The distance between the fourth end and the sixth end is a fourth length. The proportional relationship among the first length, the second length, the third length, and the fourth length is 5:1:2.5:2.

[0007] In one embodiment, the first connecting rod, the first crank, and the first rocker are all located in the same plane.

[0008] In one embodiment, the independent suspension further includes a first damping device. One end of the first damping device is connected between the first end and the midpoint. The other end of the first damping device is connected to the vehicle frame.

[0009] In one embodiment, the included angle between the telescopic direction of the first damping device and the first direction is an acute angle.

[0010] In one embodiment, the first damping device includes an elastic-damping element.

[0011] In one embodiment, the independent suspension further includes a second damping device. The second damping device is connected between any two of the first link, the first crank, the first rocker and the vehicle frame.

[0012] In one embodiment, the second damping device has the same structural form as the first damping device. The damping deformations of the same damping devices are the same, avoiding damage to one of the damping devices.

[0013] In one embodiment, the independent suspension further includes a second damping mechanism. The second damping mechanism is connected between the wheel carrier and the vehicle frame.

[0014] In one embodiment, the second damping mechanism includes a second link, a second crank and a second rocker. The second link is arranged parallel to the first link. The second link includes a seventh end and an eighth end. The seventh end is used for fixedly connecting with the wheel carrier. The second crank is connected between the eighth end and the vehicle frame. One end of the second rocker is connected to the first link and is located between the first end and the second end. The other end of the second rocker is used for connecting with the vehicle frame. The distance between the second crank and the second rocker is a fifth length. The proportional relationship among the length of the second link, the length of the second crank, the length of the second rocker and the fifth length is 5:1:2.5:2.

[0015] In one embodiment, the length of the first link is equal to the length of the second link, the length of the first crank is equal to the length of the second crank, the length of the first rocker is equal to the length of the second rocker, and the fourth length is equal to the fifth length.

[0016] A vehicle including the independent suspension according to any one of the above embodiments. A plurality of connecting devices are spaced apart on the surface of the wheel carrier close to the vehicle frame. There are a plurality of the independent suspensions. The plurality of independent suspensions are connected to the plurality of connecting devices in one-to-one correspondence.

[0017] The independent suspension provided by the embodiment of the present application includes a first damping mechanism. The first damping mechanism includes a first connecting rod, a first crank, and a first rocker. The first connecting rod includes a first end and a second end, and the first end is used for fixedly connecting with a wheel bracket. The first crank includes a third end and a fourth end, the third end is rotatably connected with the second end, and the fourth end is used for rotatably connecting with a vehicle frame. The first crank and the first rocker are arranged in parallel at intervals. The first rocker includes a fifth end and a sixth end. The fifth end is rotatably connected with the first connecting rod and is located at the midpoint between the first end and the second end. The sixth end is used for rotatably connecting with the vehicle frame. The distance between the first end and the second end is a first length. The distance between the third end and the fourth end is a second length. The distance between the fifth end and the sixth end is a third length. The distance between the fourth end and the sixth end is a fourth length. The proportional relationship among the first length, the second length, the third length, and the fourth length is 5:1:2.5:2.

[0018] The first connecting rod, the first crank, the first rocker, and the vehicle frame together form a four-bar linkage mechanism. In the four-bar linkage mechanism, the position of the fourth end remains unchanged, that is, the position of the vehicle frame remains unchanged. The movement track of the first end of the first connecting rod is approximately a straight line. When the wheel bumps up and down vertically, the first end moves vertically, and the position of the vehicle frame remains unchanged, that is, the independent suspension absorbs kinetic energy and hinders the conduction of the vibration direction of the wheel bracket. Therefore, the independent suspension improves the damping performance of the vehicle and enhances the stability of the vehicle. The independent suspension enables the damping jump stroke of the wheel to be twice the fourth length. The independent suspension allows the vehicle to have a greater suspension dynamic deflection, that is, the wheel has a greater damping jump ability, improving the comfort of the vehicle. Description of the Drawings

[0019] Figure 1 It is a schematic structural diagram of the independent suspension provided in an embodiment of the present application;

[0020] Figure 2 It is a schematic structural diagram of the independent suspension provided in another embodiment of the present application;

[0021] Figure 3 It is a movement track diagram of the independent suspension provided in another embodiment of the present application;

[0022] Figure 4 It is a schematic structural diagram of the independent suspension provided in another embodiment of the present application.

[0023] Reference Numerals in the Drawings:

[0024] Independent suspension 10

[0025] Wheel carrier 110

[0026] Frame 120

[0027] First damping mechanism 200

[0028] First connecting rod 210

[0029] First end 211

[0030] Second end 212

[0031] First crank 220

[0032] Third end 221

[0033] Fourth end 222

[0034] First rocker 230

[0035] Vibration direction a of the wheel carrier

[0036] Fifth end 231

[0037] Sixth end 232

[0038] First frame rod 240

[0039] First damping device 300

[0040] Second damping device 400

[0041] Second damping mechanism 500

[0042] Second connecting rod 510

[0043] Seventh end 511

[0044] Eighth end 512

[0045] Second crank 520

[0046] Second rocker 530 Detailed implementation manners

[0047] To make the above objects, features, and advantages of the present application more obvious and understandable, the following will describe in detail the specific implementation manners of the present application with reference to the accompanying drawings. Many specific details are set forth in the following description to fully understand the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without departing from the connotation of the present application. Therefore, the present application is not limited by the specific implementations disclosed below.

[0048] The serial numbers assigned to the components in this text, such as "first", "second", etc., are only used to distinguish the described objects and do not have any sequential or technical meaning. The terms "connection" and "coupling" as used in this application, unless otherwise specified, both include direct and indirect connection (coupling). In the description of this application, it should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing this application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0049] In this application, unless otherwise clearly specified and defined, the first feature being "on" or "under" the second feature may be that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature being "above", "over" and "on top of" the second feature may be that the first feature is directly above or obliquely above the second feature, or merely indicates that the first feature has a higher horizontal height than the second feature. The first feature being "under", "beneath" and "underneath" the second feature may be that the first feature is directly below or obliquely below the second feature, or merely indicates that the first feature has a lower horizontal height than the second feature.

[0050] Please refer to Figure 1 and Figure 2 An independent suspension 10 provided by an embodiment of this application includes a first damping mechanism 200. The first damping mechanism 200 includes a first link 210, a first crank 220, and a first rocker 230. The first link 210 includes a first end 211 and a second end 212, and the first end 211 is used for fixedly connecting with a wheel carrier 110. The first crank 220 includes a third end 221 and a fourth end 222. The third end 221 is rotatably connected to the second end 212. The fourth end 222 is used for rotatably connecting with a vehicle frame 120. The first crank 220 and the first rocker 230 are arranged in parallel at intervals. The first rocker 230 includes a fifth end 231 and a sixth end 232. The fifth end 231 is rotatably connected to the first link 210, and the fifth end 231 is located at the midpoint between the first end 211 and the second end 212, and the sixth end 232 is used for rotatably connecting with the vehicle frame 120.

[0051] The distance between the first end 211 and the second end 212 is a first length. The distance between the third end 221 and the fourth end 222 is a second length. The distance between the fifth end 231 and the sixth end 232 is a third length. The distance between the fourth end 222 and the sixth end 232 is a fourth length. The proportional relationship among the first length, the second length, the third length, and the fourth length is 5:1:2.5:2.

[0052] The independent suspension 10 provided in the embodiment of the present application is disposed between the vehicle frame 120 and the wheel carrier 110. The proportional relationship among the first length, the second length, the third length, and the fourth length is 5:1:2.5:2. The fifth end 231 is rotatably connected to the first link 210, and the fifth end 231 is disposed at the midpoint between the first end 211 and the second end 212. The first link 210, the first crank 220, the first rocker 230, and the vehicle frame 120 together form a four-bar linkage. In the four-bar linkage, the position of the fourth end 222 remains unchanged, that is, the position of the vehicle frame 120 remains unchanged. The movement locus of the first end 211 is approximately a straight line. The wheel is connected to the wheel carrier 110. When the wheel bumps up and down vertically, the first end 211 moves vertically, the position of the vehicle frame 120 remains unchanged, and the wheel alignment parameters remain unchanged, that is, the independent suspension 10 absorbs part of the kinetic energy. The locus stroke of the first end 211 is twice the fourth length, ensuring that the wheel has a large bounce stroke. The independent suspension 10 allows the vehicle to have a greater suspension dynamic deflection, that is, the wheel has a greater damping bounce ability, thereby improving the ride smoothness of the vehicle. Since the wheel alignment parameters remain unchanged, the handling stability of the vehicle under rough road conditions can be improved.

[0053] The wheel alignment parameters are the relative position parameters of each wheel, steering knuckle, axle, and vehicle frame of the vehicle.

[0054] The independent suspension 10 can also be applied between the vehicle frame 120 and the axle. The independent suspension 10 can also be used between the cockpit and the vehicle frame, between the body and the vehicle frame, or between the load platform and the vehicle frame.

[0055] The independent suspension 10 ensures the stability of the wheel alignment parameters during the jounce process. When the wheel jounces, the alignment parameters remain unchanged, and the track width and wheelbase remain unchanged. Therefore, the independent suspension 10 improves the vibration damping performance of the vehicle and enhances the stability of the vehicle. Designers can carry out the design of the wheel alignment parameters when the wheel jounces at different positions, which facilitates the development of the whole vehicle and improves the handling stability of the vehicle on various terrains. The independent suspension 10 not only ensures that the wheel can jounce significantly but also guarantees the stability of the wheel alignment parameters during the jounce process, thereby enhancing the handling stability and ride comfort of the vehicle.

[0056] In one embodiment, without hindering the relative movement, the structures of the first link 210, the first crank 220, and the first rocker 230 can be a straight bar structure in the shape of "one", a "T" - shaped structure, or other irregular structures.

[0057] Please refer to Figure 3 , in one embodiment, the first link 210, the first crank 220, and the first rocker 230 are all located in the same plane. The first link 210, the first crank 220, and the first rocker 230 are all straight bar structures in the shape of "one", with simple structures and light weights.

[0058] The proportional relationship among the first length, the second length, the third length, and the fourth length is 5:1:2.5:2. The fifth end 231 is rotatably connected to the first link 210, and the fifth end 231 is arranged at the mid - point between the first end 211 and the second end 212 of the first link 210. The first end 211 of the first link 210 is fixedly connected to the wheel carrier 110. The locus of the first end 211 is an arc between the endpoint K and the endpoint P. The arc is approximately a straight line. The length of the straight line is twice the fourth length. The independent suspension 10 enables the wheel to have a vibration - damping jounce stroke of twice the fourth length. Driven by the first link 210, the first crank 220 makes a circular motion. The motion locus of the first crank 220 is a circular arc where the endpoints X, Y, and Z are located. The endpoint X is the positive - y - axis intersection of the motion locus of the first crank 220. The endpoint Y is the negative - x - axis intersection of the motion locus of the first crank 220. The endpoint Z is the negative - y - axis intersection of the motion locus of the first crank 220.

[0059] When the wheel drives the wheel bracket 110 to move up and down bumpily, the movement track of the first end 211 is an arc approximately in a straight line. The first link 210 drives the first crank 220 and the first rocker 230 to move, but the connection points of the first crank 220 and the first rocker 230 with the vehicle frame 120 are in a static state. Through the relative movement of the first link 210, the first crank 220 and the first rocker 230, the independent suspension 10 converts the vertical force of the wheel bracket 110 into the kinetic energy of the first link 210, the first crank 220 and the first rocker 230. The independent suspension absorbs the kinetic energy and hinders the conduction of the vibration direction of the wheel bracket 110. Therefore, the independent suspension improves the vibration damping performance of the vehicle and enhances the stability of the vehicle.

[0060] In the prior art, a vehicle generally adopts suspension structures such as MacPherson type, multi-link type, and cross swing arm type. The existing suspension structures make the vibration damping jumping stroke of the wheel be 0.1 times to 0.5 times of the fourth length. The independent suspension 10 of the present solution enables the vibration damping jumping stroke of the wheel to be 2 times of the fourth length. The vehicle can allow a greater dynamic deflection of the body suspension, that is, the wheel has a greater buffering and jumping ability, further optimizing the vibration damping design.

[0061] In one embodiment, the independent suspension 10 further includes a first vibration damping device 300. One end of the first vibration damping device 300 is connected between the first end 211 and the midpoint. The other end of the first vibration damping device 300 is connected to the vehicle frame 120. The first vibration damping device 300 can partially absorb the rotational kinetic energy of the first link 210 through damping. The first vibration damping device 300 and the four-link mechanism cooperate to increase the vibration damping effect.

[0062] In one embodiment, the included angle between the telescopic direction of the first vibration damping device 300 and the vibration direction of the wheel bracket 110 is an acute angle to absorb the vertical kinetic energy.

[0063] In one embodiment, the first vibration damping device 300 includes an elastic-damping element. The damping element includes various types of dampers, such as double-tube shock absorbers, etc. The elastic element includes a helical spring, an air spring, etc.

[0064] Please also refer to Figure 4 In one embodiment, the independent suspension 10 further includes a second vibration damping device 400. The second vibration damping device 400 is connected between any two of the first link 210, the first crank 220, the first rocker 230 and the vehicle frame 120. The second vibration damping device 400 and the first vibration damping device 300 act together to improve the vibration damping effect.

[0065] In one embodiment, the second damping device 400 has the same structural form as the first damping device 300. The damping deformations of the same damping devices are the same, avoiding damage to one of the damping devices.

[0066] In one embodiment, the independent suspension 10 further includes a second damping mechanism 500. The second damping mechanism 500 is connected between the wheel carrier 110 and the vehicle frame 120. The second damping mechanism 500 and the first damping mechanism 200 are arranged at intervals in a direction perpendicular to the ground. The second damping mechanism 500 and the first damping mechanism 200 are vertically arranged, making the force on the vehicle frame 120 uniform and increasing the smoothness of the vehicle.

[0067] In one embodiment, the second damping mechanism 500 includes a second connecting rod 510, a second crank 520, and a second rocker 530. The second connecting rod 510 is arranged in parallel with the first connecting rod 210. The second connecting rod 510 includes a seventh end 511 and an eighth end 512. The seventh end 511 is used for fixedly connecting with the wheel carrier 110. The second crank 520 is connected between the eighth end 512 and the vehicle frame 120. One end of the second rocker 530 is connected to the first connecting rod 210 and is located between the first end 211 and the second end 212. The other end of the second rocker 530 is used for connecting with the vehicle frame 120. The distance between the second crank 520 and the second rocker 530 is the fifth length. The proportional relationship among the length of the second connecting rod 510, the length of the second crank 520, the length of the second rocker 530, and the fifth length is 5:1:2.5:2.

[0068] In one embodiment, the second connecting rod 510, the second crank 520, and the second rocker 530 can be in a "one"-shaped straight rod structure, a "T"-shaped structure, or other irregular structures.

[0069] In one embodiment, the second connecting rod 510, the second crank 520, and the second rocker 530 are all in a "one"-shaped straight rod structure, with a simple structure and light weight.

[0070] In one embodiment, the length of the first connecting rod 210 is equal to the length of the second connecting rod 510, the length of the first crank 220 is equal to the length of the second crank 520, the length of the first rocker 230 is equal to the length of the second rocker 530, and the fourth length is equal to the fifth length. The structural dimensions of the second damping mechanism 500 and the first damping mechanism 200 are the same, increasing the uniformity of the force.

[0071] In one embodiment, the structural dimensions of the second damping mechanism 500 and the first damping mechanism 200 are not the same.

[0072] In one embodiment, the second damping mechanism 500 further includes a damping device. The damping device is disposed between any two of the second link 510, the second crank 520, the second rocker 530, and the vehicle frame 120. The damping device may be one or more.

[0073] A vehicle including the independent suspension 10 according to any one of the above embodiments. A plurality of connecting devices are spaced apart on the surface of the wheel carrier 110 close to the vehicle frame 120. The independent suspensions 10 are multiple. The multiple independent suspensions 10 are connected to the multiple connecting devices in a one-to-one correspondence. The connecting devices are used to provide optimized multiple connecting positions. The multiple independent suspensions 10 are connected to between the wheel carrier 110 and the vehicle frame 120 through the multiple connecting positions in a one-to-one correspondence.

[0074] The vehicle provided by the embodiment of the present application includes a plurality of the independent suspensions 10. The independent suspensions 10 are disposed between the vehicle frame 120 and the wheel carrier 110. The proportional relationship among the first length, the second length, the third length, and the fourth length is 5:1:2.5:2. The fifth end 231 is rotatably connected to the first link 210, and the fifth end 231 is disposed at the midpoint between the first end 211 and the second end 212. The first link, the first crank, the first rocker, and the vehicle frame together form a four-bar linkage. In the four-bar linkage, the position of the fourth end remains unchanged, that is, the position of the vehicle frame remains unchanged. The movement locus of the first end is approximately a straight line. When the wheel bumps up and down vertically, the first end moves vertically, and the position of the vehicle frame remains unchanged, that is, the independent suspension absorbs kinetic energy and hinders the transmission of the vibration direction of the wheel carrier 110. Therefore, the multiple independent suspensions 10 cooperate to improve the damping performance of the vehicle and enhance the stability of the vehicle.

[0075] In one embodiment, the first crank 220 and the first rocker 230 are disposed parallel to each other at intervals along the vibration direction of the wheel carrier 110. During the traveling of the vehicle, the vibration direction of the wheel carrier 110 is perpendicular to the ground. The wheel carrier 110 transmits the vibration to the first link 210. The movement locus of the first link 210 is approximately linear. The first link 210 drives the first crank 220 to perform a circular motion around the fourth end 222. The displacement of the fourth end 222 is approximately unchanged.

[0076] In one embodiment, the first vibration damping mechanism 200 and the second vibration damping mechanism 500 are arranged in parallel at intervals along the vibration direction of the wheel carrier 110. The first vibration damping mechanism 200 and the second vibration damping mechanism 500 cooperate with each other to jointly absorb the kinetic energy of the vibration of the wheel carrier 110, thereby improving the stability of the vehicle.

[0077] The technical features of the above-described embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as the scope described in this specification.

[0078] The above-described embodiments only represent several implementation manners of the present application, but should not be construed as limiting the scope of the patent of the present application. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present application, several modifications and improvements can still be made, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application shall be subject to the appended claims.

Claims

1. An independent suspension, characterized in that, Comprising: A first shock-absorbing mechanism (200), the first shock-absorbing mechanism (200) comprising: A first connecting rod (210), the first connecting rod (210) comprising a first end (211) and a second end (212), the first end (211) being used for fixedly connecting with a wheel bracket (110); A first crank (220), the first crank (220) comprising a third end (221) and a fourth end (222), the third end (221) being rotatably connected with the second end (212), the fourth end (222) being used for rotatably connecting with a vehicle frame (120); A first rocker (230), the first crank (220) and the first rocker (230) being arranged in parallel at intervals along the vibration direction of the wheel bracket (110), the first rocker (230) comprising a fifth end (231) and a sixth end (232), the fifth end (231) being rotatably connected with the first connecting rod (210), and the fifth end (231) being located at the midpoint between the first end (211) and the second end (212), the sixth end (232) being used for rotatably connecting with the vehicle frame (120); the first connecting rod (210), the first crank (220) and the first rocker (230) are all located in the same plane; The distance between the first end (211) and the second end (212) is a first length, the distance between the third end (221) and the fourth end (222) is a second length, the distance between the fifth end (231) and the sixth end (232) is a third length, the distance between the fourth end (222) and the sixth end (232) is a fourth length, and the proportional relationship among the first length, the second length, the third length and the fourth length is 5:1:2.5:2; The independent suspension further comprises: A first shock-absorbing device (300), one end of the first shock-absorbing device (300) being connected between the first end (211) and the midpoint, and the other end of the first shock-absorbing device (300) being connected to the vehicle frame (120); the first shock-absorbing device (300) comprises an elastic-damping element, and the first shock-absorbing device (300) is used for partially absorbing the rotational kinetic energy of the first connecting rod (210) through damping, and the first shock-absorbing device (300) and a four-link mechanism act together, and the four-link mechanism comprises the first connecting rod (210), the first crank (220), the first rocker (230) and the vehicle frame (120).

2. The independent suspension according to claim 1, wherein, The included angle between the telescopic direction of the first shock-absorbing device (300) and the vibration direction of the wheel bracket (110) is an acute angle.

3. The independent suspension according to claim 1, characterized in that Further comprising: A second shock-absorbing device (400), the second shock-absorbing device (400) being connected between any two of the first connecting rod (210), the first crank (220), the first rocker (230) and the vehicle frame (120).

4. The independent suspension according to claim 3, wherein The second shock-absorbing device (400) has the same structural form as the first shock-absorbing device (300).

5. The independent suspension according to claim 1, characterized in that, Further comprising: The second damping mechanism (500) is connected between the wheel bracket (110) and the vehicle frame (120), and the second damping mechanism (500) and the first damping mechanism (200) are arranged at intervals in a direction perpendicular to the ground.

6. The independent suspension according to claim 5, wherein, The second damping mechanism (500) includes: A second connecting rod (510) arranged in parallel with the first connecting rod (210). The second connecting rod (510) includes a seventh end (511) and an eighth end (512), and the seventh end (511) is used for fixedly connecting with the wheel bracket (110); A second crank (520) connected between the eighth end (512) and the vehicle frame (120); A second rocker (530). One end of the second rocker (530) is connected to the first connecting rod (210) and is located between the first end (211) and the second end (212), and the other end of the second rocker (530) is used for connecting with the vehicle frame (120); The distance between the second crank (520) and the second rocker (530) is a fifth length, and the proportional relationship among the length of the second connecting rod (510), the length of the second crank (520), the length of the second rocker (530), and the fifth length is 5:1:2.5:

2.

7. The independent suspension according to claim 6, wherein The length of the first connecting rod (210) is equal to the length of the second connecting rod (510), the length of the first crank (220) is equal to the length of the second crank (520), the length of the first rocker (230) is equal to the length of the second rocker (530), and the fourth length is equal to the fifth length.

8. A vehicle comprising an independent suspension (10) as claimed in any one of claims 1 - 7, characterized in that, A plurality of connecting devices are arranged at intervals on the surface of the wheel bracket (110) close to the vehicle frame (120). There are a plurality of the independent suspensions (10), and the plurality of independent suspensions (10) are connected to the plurality of connecting devices in one-to-one correspondence.

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