A vehicle and its suspension structure

Abstract

This invention discloses a vehicle and its suspension structure, including a front axle suspension and a rear axle suspension. At least one of the front and rear axle suspensions includes a steering suspension symmetrically arranged on the left and right sides of the vehicle body. The steering suspension includes a steering column, a steering rod assembly, and an anti-roll bar assembly. The steering rod assembly connects the steering column to the vehicle body to adapt to the steering action of the wheels. The anti-roll bar assembly connects the steering column to the vehicle body and includes a sway bar, an elastic connector, an offset link, and a push-pull rod, used to adaptively tilt the vehicle body towards the inside of the curve when the vehicle is turning. This suspension structure not only reduces the height of the vehicle's center of gravity relative to the wheel's travel reference plane when the vehicle is turning, but also reduces the wheel track distance of the wheel on the side away from the turning center relative to the vehicle's center of gravity, thereby improving the suspension structure's anti-roll capability. Furthermore, it eliminates the need for an active anti-roll suspension such as an anti-roll electronic system, significantly reducing cost and energy consumption.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle suspension, and more particularly to a vehicle and a suspension structure thereof. BACKGROUND

[0002] There are two reasons for the loss of control of a vehicle when turning, one is that the tire reaches the lateral force adhesion limit and slides sideways, and the other is that the rollover moment caused by the centrifugal force is too large to cause rollover. Commercial vehicles and SUVs have a high center of mass, and the main reason for their loss of control is the latter. Therefore, commercial vehicles need to be designed to resist rollover.

[0003] In addition to the basic chassis design and tuning, existing rollover prevention methods are mostly electronic auxiliary systems, such as active steering technology, semi-active / active suspension technology, and differential braking technology based on the vehicle electronic stability control system (ESC).

[0004] First, the basic chassis design and tuning have limited effect on improving the rollover resistance, and as the carrying capacity of commercial vehicles increases, it has long been unable to meet the performance requirements. Second, through electronic auxiliary technologies such as active steering or ESC differential braking, the vehicle can be protected from rollover when activated, but it will cause the vehicle to deviate from the original driver's intended trajectory, which may also pose a danger to passengers. Active suspension technology is difficult to be widely used due to its high energy consumption, complex control, high cost, and short service life.

[0005] In summary, how to solve the problem of limited rollover resistance of the suspension structure of the vehicle and the high cost and energy consumption of adding active suspension has become a problem that needs to be solved by those skilled in the art. SUMMARY

[0006] Therefore, the present application provides a vehicle and a suspension structure thereof to solve the problem of limited rollover resistance of the suspension structure of the vehicle and the high cost and energy consumption of adding active suspension.

[0007] To achieve the above-mentioned purpose, the present application provides the following technical solutions:

[0008] A suspension structure of a vehicle, comprising a front axle suspension and a rear axle suspension, at least one of the front axle suspension and the rear axle suspension comprising a steering suspension symmetrically arranged on the left and right sides of a vehicle body;

[0009] The steering suspension comprises a steering upright, a steering rod set and a rollover prevention rod set;

[0010] The middle part of the steering upright is connected with a wheel on the side where the steering upright is located;

[0011] The steering rod set is used to connect the steering upright and the vehicle body to adapt to the steering action of the wheel.

[0012] The anti-rolling lever set comprises a swing member, an elastic connecting member, a offset distance connecting rod and a push-pull lever; the fixed end of the swing member is hinged to the top of the vehicle body and arranged close to the side of the vehicle body, the swing end of the swing member comprises a first hinge part and a second hinge part; one end of the elastic connecting member is hinged to the top of the vehicle body and arranged close to the middle of the vehicle body, the other end is hinged to the first hinge part; one end of the push-pull lever is hinged to the second hinge part, the other end is hinged to the offset distance connecting rod; the offset distance connecting rod is fixed to the column of the steering column;

[0013] The connecting node of the offset distance connecting rod and the steering column is defined as a fixed node, the hinge point of the push-pull lever and the second hinge part is defined as a first hinge point, the hinge point of the push-pull lever and the offset distance connecting rod is defined as a second hinge point, the projection point of the second hinge point on the walking reference surface of the vehicle wheel, the projection line of the first hinge point and the fixed node on the walking reference surface deviates by a preset distance, so that when the vehicle wheel turns, the elastic connecting member has a elastic force to drive the vehicle body to incline to the inside of the turn.

[0014] Optionally, when the front axle suspension comprises steering suspensions arranged symmetrically on the left and right sides of the vehicle body, the projection point of the second hinge point on the walking reference surface of the vehicle wheel deviates by a preset distance from the projection line of the first hinge point and the fixed node on the walking reference surface in the direction of vehicle forward movement.

[0015] Optionally, when the rear axle suspension comprises steering suspensions arranged symmetrically on the left and right sides of the vehicle body, the projection point of the second hinge point on the walking reference surface of the vehicle wheel deviates by a preset distance from the projection line of the first hinge point and the fixed node on the walking reference surface in the opposite direction of vehicle forward movement.

[0016] Optionally, when the front axle suspension and the rear axle suspension both comprise steering suspensions arranged symmetrically on the left and right sides of the vehicle body, the swing direction of the vehicle wheel connected by the front axle suspension is opposite to the swing direction of the vehicle wheel connected by the rear axle suspension.

[0017] Optionally, the steering lever set comprises an upper transverse arm, a lower transverse arm, a transverse connecting rod and a steering transverse pull rod;

[0018] One end of the upper transverse arm is hinged to the upper end of the steering column, the other end is hinged to the side of the vehicle body close to the upper part;

[0019] One end of the lower transverse arm is hinged to the lower end of the steering column, the other end is hinged to the side of the vehicle body close to the lower part;

[0020] The transverse connecting rod is fixed on the column of the steering column;

[0021] One end of the steering tie rod is hingedly connected with the transverse connecting rod, and the other end of the steering tie rod is connected with a steering drive assembly of the vehicle body.

[0022] Optionally, the steering drive assembly comprises a steering gear and a steering rack in driving connection with the steering gear, and the steering tie rod is hingedly connected with the steering rack near one end of the steering tie rod.

[0023] Optionally, the steering tie rods corresponding to the steering suspensions symmetrically arranged on the left and right sides of the vehicle body are respectively hingedly connected with two opposite ends of the same steering rack.

[0024] Optionally, the elastic connecting member comprises a vibration absorber and a spring member connected with the vibration absorber.

[0025] Optionally, the vibration absorber comprises a first vibration absorber and a second vibration absorber, the spring member is connected between the first vibration absorber and the second vibration absorber, the first vibration absorber is hingedly connected with the first hinge part, and the second vibration absorber is hingedly connected with the top of the vehicle body and near the middle of the vehicle body.

[0026] Compared with the background art, the suspension structure of the vehicle includes a front axle suspension and a rear axle suspension, at least one of the front axle suspension and the rear axle suspension includes a steering suspension symmetrically arranged on the left and right sides of the vehicle body; the steering suspension includes a steering column, a steering rod set and a roll bar set; the middle part of the steering column is connected with the wheel on the side where the steering column is located; the steering rod set is used to connect the steering column and the vehicle body to adapt the steering action of the wheel; the roll bar set includes a swing piece, an elastic connecting piece, a caster connecting rod and a push-pull rod; the fixed end of the swing piece is hinged to the top of the vehicle body and arranged close to the side of the vehicle body, the swing end of the swing piece includes a first hinge part and a second hinge part; one end of the elastic connecting piece is hinged to the top of the vehicle body and arranged close to the middle part of the vehicle body, the other end is hinged to the first hinge part; one end of the push-pull rod is hinged to the second hinge part, the other end is hinged to the caster connecting rod; the caster connecting rod is fixed to the column body of the steering column; wherein the connecting node of the caster connecting rod and the steering column is defined as a fixed node, the hinge point of the push-pull rod and the second hinge part is defined as a first hinge point, the hinge point of the push-pull rod and the caster connecting rod is defined as a second hinge point, the projection point of the second hinge point on the walking reference surface of the wheel, the projection line of the line connecting the fixed node and the first hinge point on the walking reference surface deviates by a preset distance, so that when the wheel turns, the elastic connecting piece has a elastic force to tilt the vehicle body to the inside of the turn.The suspension structure, in actual application, at least one of the front axle suspension and the rear axle suspension comprises the steering suspension symmetrically arranged on the left and right sides of the vehicle body, and the steering suspension has the anti-rollover rod group capable of driving the vehicle body to incline to the inside of the bend in an adaptive manner when the vehicle turns, and the anti-rollover rod group of the front axle suspension symmetrically arranged on the left and right sides of the vehicle body is taken as an example, when the vehicle turns left, the steering rod group drives the steering column to rotate to realize the steering of the wheel, and since the offset link is fixedly arranged on the steering column, the hinge point (i.e., the second hinge point) of the push-pull rod and the offset link is offset from the steering column, that is, the projection point of the second hinge point on the walking reference surface of the wheel, and the projection line of the connecting line between the fixed node and the first hinge point on the walking reference surface deviates from the direction of the vehicle forward travel by a preset distance, therefore, when the front axle wheel turns left, the distance between the second hinge point of the anti-rollover rod group on the left side of the front axle suspension and the swing piece thereof increases, and the length of the push-pull rod itself cannot be changed, therefore, as the wheel turns left, the swing piece rotates, and the elastic connecting piece on the left side of the front axle suspension is stretched; since the left and right sides of the axle suspension are symmetrically arranged, therefore, when the anti-rollover rod group on the right side of the front axle suspension turns left, the distance between the second hinge point of the anti-rollover rod group on the right side and the swing piece thereof is shortened, resulting in that the elastic connecting piece on the right side of the front axle suspension is compressed, at this time, the directions of the forces of the elastic connecting pieces on the left and right sides of the front axle suspension to the vehicle body (i.e., the sprung mass) are both left, and the forces do not pass through the roll center, that is, a roll moment counterclockwise to the sprung mass is generated, under the action of the roll moment, the sprung mass inclines to the turning center, the deformation degrees of the elastic connecting pieces on the left and right sides are reduced, finally, the moment generated by the elastic connecting pieces is adaptively balanced with the moment generated by the centrifugal force and the gravity, and since the vehicle body inclines to the turning center, the ground clearance of the center of mass of the vehicle body is reduced compared with the ground clearance before turning, the horizontal distance between the center of the vehicle body and the center of the right wheel is increased compared with half of the wheel track before turning, that is, the height of the center of mass of the vehicle body relative to the walking reference surface of the wheel is reduced, and the wheel track of the wheel far from the turning center of the vehicle body relative to the center of mass of the vehicle body is increased, thereby improving the chassis rollover resistance of the vehicle, and the principle of the right turn of the front axle suspension is similar to that of the left turn, in addition, since the anti-rollover rod group of the suspension structure is adaptively and passively executed, an active anti-rollover suspension such as an anti-rollover electronic system does not need to be added, the cost and energy consumption are greatly reduced, and the reliability is high.

[0027] In addition, the application also provides a vehicle comprising the suspension structure, wherein the suspension structure is the suspension structure of the vehicle described in any one of the preceding solutions. Since the foregoing suspension structure has the foregoing technical effects, the vehicle having the suspension structure should also have corresponding technical effects, which are not described herein again. BRIEF DESCRIPTION OF DRAWINGS

[0028] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the accompanying drawings needed to be used in the embodiments or prior art description will be briefly introduced. Obviously, the accompanying drawings in the following description only constitute some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained from these drawings without any creative effort.

[0029] Figure 1 A front view structural schematic diagram of the front axle suspension and the rear axle suspension provided by the embodiment of the present application is shown in FIG. 2.

[0030] Figure 2 A front view structural schematic diagram of the front axle suspension and the rear axle suspension provided by the embodiment of the present application is shown in FIG. 2.

[0031] Figure 3 A front view structural schematic diagram of the front axle suspension and the rear axle suspension provided by the embodiment of the present application is shown in FIG. 2.

[0032] Figure 4 A front view structural schematic diagram of the front axle suspension and the rear axle suspension provided by the embodiment of the present application is shown in FIG. 2.

[0033] Figure 5 A front view structural schematic diagram of the front axle suspension and the rear axle suspension provided by the embodiment of the present application is shown in FIG. 2.

[0034] Figure 6 A front view structural schematic diagram of the front axle suspension and the rear axle suspension provided by the embodiment of the present application is shown in FIG. 2.

[0035] In the embodiment of the present application, the front axle suspension and the rear axle suspension are arranged symmetrically on the two sides of the vehicle body, and the front axle suspension and the rear axle suspension are arranged symmetrically on the two sides of the vehicle body. Figures 1-6 In the embodiment of the present application, the front axle suspension and the rear axle suspension are arranged symmetrically on the two sides of the vehicle body, and the front axle suspension and the rear axle suspension are arranged symmetrically on the two sides of the vehicle body.

[0036] Vehicle body 1, steering column 2, wheel 3, swing member 4, elastic connecting member 5, offset distance connecting rod 6, push-pull rod 7, first hinge point 8, second hinge point 9, upper transverse arm 10, lower transverse arm 11, transverse connecting rod 12, steering tie rod 13, steering rack 14, front axle suspension 15, rear axle suspension 16, roll center 17, center of mass 18, walking reference surface 19.

[0037] Steering rod group 100;

[0038] Anti-rollover rod group 200;

[0039] In addition, the walking reference surface 19 is a reference plane on which the X axis and the Y axis are located, and the Z axis is located in the direction of the ground clearance. Figures 1-6 In the embodiment of the present application, the front axle suspension and the rear axle suspension are arranged symmetrically on the two sides of the vehicle body, and the front axle suspension and the rear axle suspension are arranged symmetrically on the two sides of the vehicle body. DETAILED DESCRIPTION

[0040] The core of this invention is to provide a vehicle and its suspension structure to solve the problems of limited anti-rollover capability of the vehicle's suspension structure and the high cost and energy consumption of adding active suspension.

[0041] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0042] Reference Figures 1-6 ,in, Figure 1 This is a front view schematic diagram of the symmetrically arranged steering suspension on both sides of the front axle suspension when the wheel is turning, as provided in an embodiment of the present invention. Figure 2 A top view schematic diagram of a steering suspension symmetrically arranged on both sides of the front axle suspension when the wheel is turning, provided in an embodiment of the present invention. Figure 3 This is a front view schematic diagram of the symmetrically arranged steering suspension on both sides of the front axle suspension when the wheel has turned, according to an embodiment of the present invention. Figure 4 A top view of the symmetrically arranged steering suspension on both sides of the front axle suspension after the wheel has turned, as provided in an embodiment of the present invention. Figure 5 A top view of the steering suspension with symmetrically arranged sides of the front axle suspension and rear wheel suspension provided in an embodiment of the present invention before the wheel turns; Figure 6 This is a top view schematic diagram of the front axle suspension wheel steering and the rear wheel suspension wheel swing direction provided in an embodiment of the present invention.

[0043] Specifically, this invention provides a vehicle suspension structure, referring to... Figures 1-6The vehicle body 1 includes a front axle suspension 15 and a rear axle suspension 16, at least one of which includes a steering suspension symmetrically arranged on the left and right sides of the vehicle body 1. The steering suspension includes a steering column 2, a steering rod assembly 100, and an anti-roll bar assembly 200. The middle part of the steering column 2 is connected to the wheel 3 on the side where the steering column 2 is located. The steering rod assembly 100 is used to connect the steering column 2 and the vehicle body 1 to adapt to the steering action of the wheel 3. The anti-roll bar assembly 200 includes a sway bar 4 (e.g., a steering knuckle), an elastic connector 5, an offset link 6, and a push-pull rod 7. The fixed end of the sway bar 4 is hinged to the top of the vehicle body 1 and arranged near the side of the vehicle body 1. The swaying end of the sway bar 4 includes a first hinge portion and a second hinge portion. The elastic connector 5 has a... One end is hinged to the top of the vehicle body 1 and arranged near the middle of the vehicle body 1, and the other end is hinged to the first hinge part; one end of the push-pull rod 7 is hinged to the second hinge part, and the other end is hinged to the offset link 6; the offset link 6 is fixed to the column body of the steering column 2; wherein, the connection node between the offset link 6 and the steering column 2 is defined as the fixed node, the hinge point between the push-pull rod 7 and the second hinge part is defined as the first hinge point 8, and the hinge point between the push-pull rod 7 and the offset link 6 is defined as the second hinge point 9. The projection point of the second hinge point 9 on the travel reference plane 19 of the wheel 3 is offset by a preset distance from the projection line of the line connecting the fixed node and the first hinge point 8 on the travel reference plane 19, so that when the wheel turns, the elastic connector 5 has an elastic force that drives the vehicle body 1 to tilt inwards.

[0044] In practical applications, this suspension structure includes a steering suspension symmetrically arranged on the left and right sides of the vehicle body 1, with at least one of the front axle suspension 15 and the rear axle suspension 16. The steering suspension has an anti-roll bar assembly 200. When the vehicle turns, the anti-roll bar assembly 200 can adaptively tilt the vehicle body 1 towards the inside of the curve, thereby helping to reduce the height of the center of gravity 18 of the vehicle body 1 relative to the wheel travel reference plane 19. At the same time, it increases the track width of the wheel 3 on the side away from the turning center of the vehicle body 1 relative to the center of gravity 18 of the vehicle body 1, thereby improving the chassis anti-roll capability. Moreover, the anti-roll bar assembly of the pushrod steering suspension structure is an adaptive passive action, which does not require the addition of an active anti-roll suspension such as an anti-roll electronic system, greatly reducing costs and energy consumption. It is also not affected by external conditions and has high reliability.

[0045] Taking the front axle suspension 15, including the steering suspension symmetrically arranged on the left and right sides of the vehicle body 1, as an example, refer to... Figure 3 and Figure 4When the vehicle turns left, the steering column 2 rotates due to the steering linkage 100, causing the wheels 3 to turn. Since the steering column 2 is fixedly equipped with an offset link 6, the hinge point (i.e., the second hinge point 9) between the push-pull rod 7 and the offset link 6 has an offset distance from the steering column 2. This means the projection of the second hinge point 9 onto the travel reference plane of the wheel 3 deviates by a preset distance from the projection line of the line connecting the fixed node and the first hinge point 8 onto the travel reference plane in the direction of vehicle travel. Therefore, when the front axle wheel 3 turns left, the distance from the second hinge point 9 of the anti-roll bar assembly 200 on the left side of the front axle suspension 15 to its pivot member 4 increases. Since the length of the push-pull rod 7 itself cannot change, as the wheel 3 turns left, the pivot member 4 rotates, and the elastic connecting member 5 on the left side of the front axle suspension 15 is stretched. Because the left and right sides of the axle suspension are arranged symmetrically, the anti-roll bar assembly 200 on the right side of the front axle suspension 15... When turning left, the distance from the second hinge point 9 of the right anti-roll bar assembly 200 to its swing member 4 is shortened, causing the elastic connecting member 5 on the right side of the front axle suspension 15 to be compressed. At this time, the force exerted by the elastic connecting members 5 on the left and right sides of the front axle suspension 15 on the vehicle body 1 (i.e., the sprung mass) is to the left, and this force does not pass through the roll center, which will generate a counterclockwise roll moment on the sprung mass. Under the action of this roll moment, the sprung mass tilts towards the turning center, and the deformation of the left and right elastic connecting members 5 is reduced. Finally, the torque generated by the elastic connecting member 5 is adaptively balanced with the torque generated by centrifugal force and gravity. Furthermore, since the vehicle body 1 tilts towards the turning center, the ground clearance H' of its center of gravity 18 is lower than the ground clearance H before the turn (i.e., the distance from the travel reference plane 19), and the horizontal distance L' from the center of the vehicle body 1 to the center of the right wheel 3 is increased compared to half of the wheel track L before the turn. This means lowering the height of the vehicle body 1's center of gravity relative to the wheel 3's travel reference plane, while increasing the track width of the wheel 3 on the side furthest from the turning center of the vehicle body 1 relative to the center of gravity of the vehicle body 1, thereby improving the vehicle's chassis anti-rollover capability. The principle for the front axle suspension 15 when turning right is similar to that when turning left. In addition, since the anti-roll bar assembly 200 of the suspension structure is an adaptive passive action, there is no need to add an anti-rollover electronic system or other active anti-rollover suspension, which greatly reduces costs and energy consumption; and it is not affected by external conditions, so it has high reliability.

[0046] Specifically, with the front axle suspension 15 using the above structure, the critical lateral acceleration 'a' for rollover increases, and the formula for calculating 'a' is as follows:

[0047] a = g * L' / H';

[0048] Where g is the gravitational acceleration constant.

[0049] Therefore, when the steering suspension structure described above is symmetrically arranged on both sides of the vehicle body, it can enable the vehicle body 1 to produce the desired inward tilting motion as described above, thereby increasing the vehicle's speed limit when passing through curves with the same curvature.

[0050] It should be noted that since the working principle of the rear axle suspension 16 is similar to that of the front axle suspension 15, it will not be described in more detail here.

[0051] Additionally, it should be noted that when the front axle suspension 15 includes steering suspensions symmetrically arranged on the left and right sides of the vehicle body 1, the projection point of the second hinge point 9 on the travel reference plane 19 of the wheel 3 deviates by a preset distance from the projection line of the line connecting the fixed node and the first hinge point 8 on the travel reference plane 19 in the direction of vehicle travel a; when the rear axle suspension 16 includes steering suspensions symmetrically arranged on the left and right sides of the vehicle body 1, the projection point of the second hinge point 9 on the travel reference plane 19 of the wheel 3 deviates by a preset distance from the projection line of the line connecting the fixed node and the first hinge point 8 on the travel reference plane 19 in the opposite direction of vehicle travel b; when both the front axle suspension 15 and the rear axle suspension 16 include steering suspensions symmetrically arranged on the left and right sides of the vehicle body 1, the turning directions of the wheel 3 connected to the front axle suspension 15 and the wheel 3 connected to the rear axle suspension 16 are opposite.

[0052] In some specific embodiments, the aforementioned steering lever assembly 100 may specifically include an upper control arm 10, a lower control arm 11, a lateral link 12, and a steering tie rod 13. One end of the upper control arm 10 is hinged to the upper end of the steering column 2, and the other end is hinged to the upper side of the vehicle body 1. One end of the lower control arm 11 is hinged to the lower end of the steering column 2, and the other end is hinged to the lower side of the vehicle body 1. The lateral link 12 is fixed to the column body of the steering column 2. One end of the steering tie rod 13 is hinged to the lateral link 12, and the other end is connected to the steering drive assembly of the vehicle body 1. The steering drive assembly includes a steering gear and a steering rack 14 connected to the steering gear. The steering gear controls the movement of the steering rack 14, and the steering tie rod 13 is hinged to the end of the steering rack 14 near the steering tie rod 13. Specifically, taking the front axle suspension 15, which includes steering suspensions symmetrically arranged on the left and right sides of the vehicle body 1, as an example, refer to... Figure 3 When the vehicle turns left, the front axle suspension 15, viewed from rear to front, causes the steering rack 14 to move to the right. This, in turn, pulls the steering column 2 around its kingpin via the steering tie rod 13, causing the steering column 2 to rotate and the wheel 3 to turn left. By designing the steering linkage assembly in the above-described structure, the structure is simple and easy to manufacture, ensuring the normal steering of the wheel 3. It is understood that the above structure is merely a preferred example of the steering linkage assembly structure in this invention. In practical applications, other structures commonly used by those skilled in the art can also be used, and no further specific limitations are made here.

[0053] It should be noted that, in order to ensure the structural strength of the upper crossarm 10 and the lower crossarm 11, it is generally preferred to design both the upper crossarm 10 and the lower crossarm 11 as a tripod structure, as can be seen from [reference needed]. Figure 2 As shown.

[0054] In a further embodiment, the steering tie rods 13 corresponding to the steering suspensions symmetrically arranged on the left and right sides of the vehicle body 1 are preferably hinged to the two opposite ends of the same steering rack 14. By designing them to the two opposite ends of the same steering rack 14, the synchronicity of the steering control of the left and right wheels can be ensured, while also reducing material consumption and saving costs.

[0055] In some specific implementations, the aforementioned elastic connector 5 may specifically include a shock absorber and a spring connected to the shock absorber. The shock absorber can reduce the vibration of the vehicle body during cornering and improve stability, while the spring can ensure the elastic force that drives the vehicle body 1 to tilt inwards during the curve.

[0056] In a further embodiment, the elastic connector 5 includes a first shock absorber, a second shock absorber, and a spring connecting the first and second shock absorbers. The first shock absorber is hinged to a first hinge portion, and the second shock absorber is hinged to the top of the vehicle body 1 and near the middle of the vehicle body 1. By designing it as a dual-shock absorber structure, the shock absorption effect can be greatly improved, thus enhancing steering stability.

[0057] In addition, the present invention also provides a vehicle including a suspension structure, wherein the suspension structure is the suspension structure of the vehicle described in any of the above embodiments. Since the aforementioned suspension structure has the aforementioned technical effects, the vehicle having this suspension structure should also have the corresponding technical effects, which will not be elaborated further here.

[0058] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0059] It should be understood that the use of terms such as "system," "device," "unit," and / or "module" in this application is merely one method of distinguishing different components, elements, parts, sections, or assemblies at different levels. However, if other terms can achieve the same purpose, they may be replaced by other expressions.

[0060] As indicated in this application and claims, unless the context clearly indicates otherwise, the words "a," "an," "a," and / or "the" are not specifically singular and may include the plural. Generally, the terms "comprising" and "including" only indicate the inclusion of expressly identified steps and elements, which do not constitute an exclusive list, and the method or apparatus may also include other steps or elements. An element defined by the phrase "comprising an..." does not exclude the presence of other identical elements in the process, method, product, or apparatus that includes the element.

[0061] In the description of the embodiments of this application, unless otherwise stated, " / " means "or", for example, A / B can mean A or B; "and / or" in this document is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more.

[0062] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0063] If a flowchart is used in this application, it is used to illustrate the operations performed by the system according to embodiments of this application. It should be understood that the preceding or following operations are not necessarily performed in exact order. Instead, the steps can be processed in reverse order or simultaneously. Furthermore, other operations can be added to these processes, or one or more steps can be removed from them.

[0064] This article uses specific examples to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the core ideas of the present invention. It should be noted that those skilled in the art can make several improvements and modifications to the present invention without departing from the principles of the present invention, and these improvements and modifications also fall within the protection scope of the claims of the present invention.

Claims

1. A suspension structure of a vehicle including a front axle suspension (15) and a rear axle suspension (16), characterized by, At least one of the front axle suspension (15) and the rear axle suspension (16) comprises a symmetrical steering suspension arranged on the left and right sides of the vehicle body (1); The steering suspension comprises a steering column (2), a steering lever set (100) and a roll-resistant lever set (200); The middle part of the steering column (2) is connected with the wheel (3) on the side where the steering column (2) is arranged; The steering lever set (100) is used to connect the steering column (2) with the vehicle body (1) to adapt the steering action of the wheel (3); The roll-resistant lever set (200) comprises a swing member (4), an elastic connecting member (5), a offset distance connecting rod (6) and a push-pull rod (7); the fixed end of the swing member (4) is hinged to the top of the vehicle body (1) and arranged close to the side of the vehicle body (1), the swing end of the swing member (4) comprises a first hinge part and a second hinge part; one end of the elastic connecting member (5) is hinged to the top of the vehicle body (1) and arranged close to the middle part of the vehicle body (1), the other end is hinged to the first hinge part; one end of the push-pull rod (7) is hinged to the second hinge part, the other end is hinged to the offset distance connecting rod (6); the offset distance connecting rod (6) is fixed to the column of the steering column (2); Wherein, the connecting node of the offset distance connecting rod (6) and the steering column (2) is defined as a fixed node, the hinging point of the push-pull rod (7) and the second hinge part is defined as a first hinge point (8), the hinging point of the push-pull rod (7) and the offset distance connecting rod (6) is defined as a second hinge point (9), the projection point of the second hinge point (9) on the walking reference surface (19) of the wheel (3), the projection line of the fixed node and the first hinge point (8) on the walking reference surface (19) deviates by a preset distance, so that when the wheel turns, the elastic connecting member (5) has an elastic force to drive the vehicle body (1) to incline to the inside of the turn.

2. The suspension structure of a vehicle according to claim 1, wherein When the front axle suspension (15) comprises a symmetrical steering suspension arranged on the left and right sides of the vehicle body (1), the projection point of the second hinge point (9) on the walking reference surface (19) of the wheel (3), the projection line of the fixed node and the first hinge point (8) on the walking reference surface (19) deviates by a preset distance in the direction (a) of the vehicle forward movement.

3. The suspension structure of a vehicle according to claim 1, wherein When the rear axle suspension (16) comprises a symmetrical steering suspension arranged on the left and right sides of the vehicle body (1), the projection point of the second hinge point (9) on the walking reference surface (19) of the wheel (3), the projection line of the fixed node and the first hinge point (8) on the walking reference surface (19) deviates by a preset distance in the direction (b) opposite to the vehicle forward movement.

4. The suspension structure of a vehicle according to claim 1, wherein When both the front axle suspension (15) and the rear axle suspension (16) comprise a symmetrical steering suspension arranged on the left and right sides of the vehicle body (1), the swing directions of the wheels (3) connected by the front axle suspension (15) and the rear axle suspension (16) are opposite.

5. The suspension structure of a vehicle according to claim 1, wherein The steering rod set (100) comprises an upper transverse arm (10), a lower transverse arm (11), a transverse connecting rod (12) and a steering tie rod (13); One end of the upper transverse arm (10) is hingedly connected to the upper end of the steering column (2), and the other end of the upper transverse arm (10) is hingedly connected to the side of the vehicle body (1) near the upper portion; One end of the lower transverse arm (11) is hingedly connected to the lower end of the steering column (2), and the other end of the lower transverse arm (11) is hingedly connected to the side of the vehicle body (1) near the lower portion; The transverse connecting rod (12) is fixed to the column body of the steering column (2); One end of the steering tie rod (13) is hingedly connected to the transverse connecting rod (12), and the other end of the steering tie rod (13) is connected to the steering drive assembly of the vehicle body (1).

6. The suspension structure of a vehicle according to claim 5, wherein The steering drive assembly comprises a steering gear and a steering rack (14) in transmission connection with the steering gear, and the steering tie rod (13) is hingedly connected to the steering rack (14) near one end of the steering tie rod (13).

7. The suspension structure of a vehicle according to claim 6, wherein The steering tie rods (13) corresponding to the steering suspensions symmetrically arranged on the left and right sides of the vehicle body (1) are respectively hingedly connected to the two opposite ends of the same steering rack (14).

8. The suspension structure of a vehicle according to claim 1, wherein The elastic connecting member (5) comprises a vibration absorber and a spring member connected to the vibration absorber.

9. The suspension structure of a vehicle according to claim 8, wherein The vibration absorber comprises a first vibration absorber and a second vibration absorber, and the spring member is connected between the first vibration absorber and the second vibration absorber, the first vibration absorber is hingedly connected to the first hinge part, and the second vibration absorber is hingedly connected to the top of the vehicle body (1) and near the middle portion of the vehicle body.

10. A vehicle comprising a suspension structure, characterized by The suspension structure is the suspension structure of the vehicle according to any one of claims 1-9.

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