Suspension system and vehicle structure

Abstract

The application provides a suspension system and vehicle structure, which comprises a wheel hub, a subframe and a suspension assembly. The wheel hub is provided with a first mounting seat, a second mounting seat and a third mounting seat; the subframe is provided with a fourth mounting seat and a fifth mounting seat. In the horizontal direction, the first mounting seat, the second mounting seat, the fourth mounting seat and the fifth mounting seat constitute four vertices of a first parallelogram; the suspension assembly comprises a first wishbone, a second wishbone and a first push rod, and in the horizontal direction, the second end of the first push rod, the fourth mounting seat, the first mounting seat and the third mounting seat constitute four vertices of a second parallelogram. The suspension system and vehicle structure provided by the application decouple the suspension movement and tire steering from the geometric principle, and are modularized, have the ability of four-wheel independent driving and independent braking, and can realize precise high-frequency force control function, so that the low cost is ensured and the high mobility requirement is met.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and in particular to a suspension system and vehicle structure. Background Technology

[0002] In recent years, the field of autonomous vehicles has developed rapidly, with autonomous vehicles from major companies already capable of driving autonomously on normal roads. However, most current tests are conducted under relatively good road conditions, while the complexity of real-world traffic situations is far greater. For autonomous vehicles to achieve safe driving without any intervention, they still need to withstand the challenges of extreme driving environments. Statistics show that over 70% of safety accidents worldwide are caused by extreme conditions. Extreme driving conditions mainly include: pre-collision braking, high-speed maneuvering, and adverse road conditions (rain, snow, mud, etc.). Furthermore, changes in the surrounding environment (movement of other vehicles, pedestrians, etc.) during vehicle movement are unpredictable. Therefore, research and testing to address these various obstacles are crucial.

[0003] Therefore, developing a scaled-down model of a real vehicle capable of simulating various aspects of a real vehicle to conduct related experiments has significant practical value. Universities such as MIT, Georgia Tech, and UC Berkeley have successively carried out intelligent modifications based on remote-controlled cars, but due to platform limitations, most are rear-wheel drive models and cannot achieve accurate control of driving and braking forces. There is an urgent need for a four-wheel independent drive car platform capable of high-frequency force control. While the car developed by the iDLab (Intelligent Driving Research Group) of Tsinghua University's School of Vehicle Science and Technology, using Rongjun Technology's model, achieves a certain degree of independent drive control, the platform still has a series of problems: the vehicle is too heavy (over 65 kg when fully loaded), frequently resulting in accidents and vehicle damage during testing, and it cannot perform relatively aggressive driving maneuvers. Furthermore, the car platform, weighing nearly an adult's weight, lacks mechanical / hydraulic brakes, posing a certain degree of danger.

[0004] In modern vehicles and common model cars, the common implementation of Ackermann steering mechanisms is the Ackermann trapezoidal mechanism. The Ackermann trapezoid is a four-bar linkage conforming to the Ackermann principle. Its structure is simple, and when the vehicle's steering angle is not very large (within 40°), the ideal Ackermann inner and outer wheel reference curves and the trapezoidal characteristic curve can match well. Currently, even if the steering gear (the motor that drives the wheels to steer) on current RC model cars is locked, the wheels still actually steer when the suspension moves. The design of existing steering mechanisms leads to the accumulation of bearing errors and insufficient end stiffness of each link. Even when the steering gear is locked, the wheels still actually steer under external force; that is, the wheel hubs rotate unnecessarily as the suspension components move up and down. Summary of the Invention

[0005] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention proposes a suspension system and vehicle structure that, from a geometrical principle, decouples suspension movement from tire steering, thereby avoiding wheel hub rotation during steering.

[0006] According to an embodiment of a first aspect of the present invention, the suspension system of the present invention includes a wheel hub, a subframe, and a suspension assembly. A first mounting seat, a second mounting seat, and a third mounting seat are disposed on the outer side of the wheel hub. The first and second mounting seats are disposed opposite each other in a direction perpendicular to the wheel hub's axis of rotation, with the first mounting seat located directly above the second mounting seat. The subframe is provided with a fourth mounting seat and a fifth mounting seat, with the fourth mounting seat located above the fifth mounting seat. Viewed horizontally, the first, second, fourth, and fifth mounting seats form the four vertices of a first parallelogram. The suspension assembly includes a first control arm, a second control arm, and a first push rod. One end of the first control arm is connected to the first mounting seat, and the other end is connected to the fourth mounting seat. One end of the second control arm is connected to the second mounting seat, and the other end is connected to the fifth mounting seat. The first push rod has a first end and a second end disposed opposite each other. The first end of the first push rod is connected to the third mounting seat. Viewed horizontally, the second end of the first push rod, the fourth mounting seat, the first mounting seat, and the third mounting seat form the four vertices of a second parallelogram.

[0007] According to an embodiment of the first aspect of the present invention, the first cross arm protrudes to the side opposite to the hub, and the second cross arm protrudes to the side opposite to its respective hub.

[0008] According to an embodiment of the first aspect of the present invention, the first cross arm is symmetrical about the plane formed by extending the line connecting the first mounting base and the second mounting base along the hub axis direction, and the second cross arm is symmetrical about the plane formed by extending the line connecting the first mounting base and the second mounting base along the hub axis direction.

[0009] According to an embodiment of the first aspect of the present invention, the first cross arm is hinged to the first mounting base and the fourth mounting base respectively, and the second cross arm is hinged to the second mounting base and the fifth mounting base respectively.

[0010] According to an embodiment of the first aspect of the present invention, the suspension system further includes a steering gear, which includes a driving member, a driven member, and a second push rod. When viewed in the vertical direction, the centerline of the driving member, the centerline of the driven member, and the centerline of the second push rod form three sides of a third parallelogram.

[0011] According to an embodiment of the first aspect of the present invention, a sixth mounting seat is provided at the end of the second push rod away from the driven member and the driving member, and the second end of the first push rod is mounted on the sixth mounting seat.

[0012] According to an embodiment of the first aspect of the invention, the first push rod protrudes toward the side opposite to the hub.

[0013] According to an embodiment of the first aspect of the present invention, the wheel hub includes a wheel hub motor located within the wheel hub.

[0014] According to an embodiment of the second aspect of the present invention, the vehicle structure of the present invention includes four tires and the suspension system described above.

[0015] According to an embodiment of the second aspect of the present invention, the vehicle structure further includes a connector, which includes a sub-plate and a mother plate. The mother plate is provided with bolts and current connectors, and the sub-plate is provided with nuts and current connector grooves. The mother plate is disposed on the vehicle body. The connector can complete mechanical and electrical connections. The suspension system cooperates with the connector to form the vehicle structure.

[0016] A suspension system and vehicle structure according to an embodiment of the present invention have at least the following beneficial effects:

[0017] The suspension system and vehicle structure of this invention primarily control the movement of the entire vehicle body by adjusting the movement of the tires through the coordination of the suspension components and the steering gear. Viewed horizontally, the first, second, fifth, and fourth mounting seats are located at the four vertices of a first parallelogram. Let L1 be the line connecting the first and second mounting seats, L2 be the line connecting the second and fifth mounting seats, L3 be the line connecting the fifth and fourth mounting seats, and L4 be the line connecting the fourth mounting seat and the first mounting seat. L1, L2, L3, and L4 constitute the four sides of the first parallelogram. Viewed horizontally, the first, third, sixth, and fourth mounting seats are located at the four vertices of a second parallelogram. Viewed horizontally, the line connecting the first and third mounting brackets is L5, the line connecting the third and sixth mounting brackets is L6, the line connecting the sixth and fourth mounting brackets is L7, and the line connecting the fourth and first mounting brackets is L4. L5, L6, L7, and L4 form the four sides of the second parallelogram. When the suspension assembly is in operation, due to the structure of the first parallelogram, the first and second lateral arms swing up and down, meaning L4 and L2 tilt up and down simultaneously. However, the parallelogram state of the first parallelogram remains constant when the suspension assembly is in operation, so L1 is always vertical to the vehicle body. Therefore, the wheel hub toe does not change when the suspension is in operation. Considering that the positions of the first and second mounting brackets and their cooperation with the suspension assembly cannot restrict the rotation of the wheel hub, the structure of the second parallelogram is introduced to control the rotation of the wheel hub. In the second parallelogram structure, L4 and L6 are always parallel, meaning L6 can swing up and down with L4. The simultaneous swinging of L5 and L7 causes the wheel hub to rotate. If L7 is fixed, L5 is also fixed, thus controlling the wheel hub's rotation. According to this design, when the wheel hub moves up and down, restricting L7 can prevent wheel hub rotation. Because the fourth mounting position is fixed, restricting L7 restricts the position of the sixth mounting position. Therefore, restricting the position of the sixth mounting position can restrict wheel hub rotation, achieving the effect of maintaining a constant steering angle while the suspension system and vehicle structure move.

[0018] 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

[0019] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0020] Figure 1 This is a schematic diagram of the suspension system of the present invention;

[0021] Figure 2 yes Figure 1A schematic diagram of the suspension system as viewed from a horizontal direction;

[0022] Figure 3 yes Figure 1 A schematic diagram of the suspension system as viewed from the vertical direction;

[0023] Figure 4 yes Figure 1 A schematic diagram of the suspension system as viewed from the other side;

[0024] Figure 5 yes Figure 1 The diagram shows the geometric relationship of the suspension system.

[0025] Figure 6 yes Figure 1 A schematic diagram of the steering gear of the suspension system shown;

[0026] Figure 7 yes Figure 6 A sectional view of the steering gear shown;

[0027] Figure 8 yes Figure 1 The diagram shows the structure of the wheel hub in the suspension system.

[0028] Figure 9 yes Figure 8 A cross-sectional view of the wheel hub shown;

[0029] Figure 10 yes Figure 1 A schematic diagram of the motion trajectory of the suspension system during the steering process;

[0030] Figure 11 yes Figure 1 A schematic diagram of the motion trajectory of the suspension system during its up-and-down swing process;

[0031] Figure 12 This is a schematic diagram of the connector structure;

[0032] Figure 13 This is a schematic diagram of the power structure of the vehicle structure of the present invention;

[0033] Figure 14 These are schematic diagrams of the single-steering vehicle structure in some embodiments of the present invention;

[0034] Figure 15 This is a schematic diagram of the dual-steering structure of a vehicle structure according to some embodiments of the present invention.

[0035] In the accompanying drawings, the reference numerals indicate:

[0036] Wheel hub 100; First mounting bracket 110; Second mounting bracket 120; Third mounting bracket 130; Wheel hub motor 140; Dust cover 141;

[0037] Subframe 200; Fourth mounting bracket 210; Fifth mounting bracket 220;

[0038] Suspension assembly 300; first control arm 310; second control arm 320; first push rod 330; shock absorber 340;

[0039] Steering gear 400; Driving element 410; Driven element 420; Second push rod 430; Sixth mounting base 431;

[0040] Tire 500;

[0041] Connector 600; Motherboard 610; Bolt 611; Current connector 612; Daughterboard 620; Nut 621; Current connection slot 622;

[0042] Collision avoidance device 700. Detailed Implementation

[0043] 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.

[0044] In the description of this invention, it should be understood that the directional descriptions, such as up, down, left, right, front, and back, are based on the directional or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description. They 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, and therefore should not be construed as limiting the invention. In the description of this invention, the use of "first" and "second" is only for the purpose of distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of technical features indicated, or implicitly indicating the order of the indicated technical features.

[0045] 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.

[0046] Understandably, in current RC model cars, even if the steering gear (the motor that drives the wheels to steer) is locked, the wheels still actually steer when the suspension moves. The design of existing steering mechanisms leads to the accumulation of bearing errors and insufficient end stiffness of each link, meaning that even when the steering gear is locked, the wheels still steer when subjected to external forces.

[0047] The following is for reference. Figures 1 to 15 This invention describes a suspension system and vehicle structure according to an embodiment of the present invention.

[0048] For ease of description, let L1 be the line connecting the first mounting base 110 and the second mounting base 120 when viewed horizontally; L2 be the line connecting the second mounting base 120 and the fifth mounting base 220; L3 be the line connecting the fifth mounting base 220 and the fourth mounting base 210; and L4 be the line connecting the fourth mounting base 210 and the first mounting base 110. L1, L2, L3, and L4 form the four sides of the first parallelogram. Let L5 be the line connecting the first mounting base 110 and the third mounting base 130 when viewed horizontally; L6 be the line connecting the third mounting base 130 and the sixth mounting base 431; L7 be the line connecting the sixth mounting base 431 and the fourth mounting base 210; and L4 be the line connecting the fourth mounting base 210 and the first mounting base 110. L5, L6, L7, and L4 form the four sides of the second parallelogram.

[0049] The present invention provides a suspension system and vehicle structure including a wheel hub 100, a subframe 200, and a suspension assembly 300. The wheel hub 100 is used to mount a tire 500, the suspension assembly 300 is used to perform shock absorption and steering, and the subframe 200 is used to connect the vehicle body and the suspension assembly 300.

[0050] Reference Figure 2 , Figure 3 , Figure 8 and Figure 9 The wheel hub 100 includes a wheel hub 100 motor and a dust cover 141. A first mounting base 110, a second mounting base 120, and a third mounting base 130 are provided on the wheel hub 100. The first mounting base 110 and the second mounting base 120 are arranged opposite each other along a direction perpendicular to the axis of rotation of the wheel hub 100. The first mounting base 110 is used to mount the first crossarm 310, and the second mounting base 120 is used to mount the second crossarm 320. This opposite arrangement maximizes the distance between the mounting positions of the first crossarm 310 and the second crossarm 320, providing optimal cushioning when the vehicle experiences vibrations. Furthermore, the first mounting base 110 is located directly above the second mounting group. This positioning of the first mounting base 110 and the second mounting base 120 allows the wheel hub 100 to rotate around the line containing the first mounting base 110 and the second mounting base 120, providing the conditions for the rotation of the wheel hub 100.

[0051] A third mounting base 130 is also provided on the wheel hub 100. The third mounting base 130 is installed on the side of the wheel hub 100 and connected to the first push rod 330. This structure allows the wheel hub 100 to rotate under the push of the first push rod 330.

[0052] It is understandable that the third mounting base 130 can be set in the same plane as the first mounting base 110 and the second mounting base 120. Setting the third mounting base 130 in the same plane as the first mounting base 110 and the second mounting base 120 facilitates the calculation of the rotation angle of the hub 100 under the action of the push rod.

[0053] It is understandable that the third mounting bracket 130 may not be in the same plane as the first mounting bracket 110 and the second mounting bracket 120. When the third mounting bracket 130 is located on the side closer to the vehicle body, if the wheel hub 100 is to rotate by the same angle, the first push rod 330 will move a shorter distance, which saves space.

[0054] It is understandable that the third mounting base 130 can also be located at the upper part, lower part, or middle part of the hub 100. In some embodiments, the third mounting base 130 is located at the middle part of the hub 100 and is in the same plane as the first mounting base 110 and the second mounting base 120, which makes it easier to calculate the rotation angle of the hub 100 under the action of the push rod.

[0055] The dust cover 141 of the wheel hub 100 is used to reduce the accumulation of dust inside the wheel hub 100, ensure that the various structures of the wheel hub 100 are not worn or blocked by sand and soil, and improve the service life of the suspension system and vehicle structure.

[0056] The hub 100 motor provides power to drive the hub 100 to rotate along its axis. The hub 100 motor uses a direct-drive configuration, reducing transmission backlash, resulting in high integration and a compact structure. The tire 500 is mounted on the motor output shaft and secured with set screws. The tire 500 is threadedly locked to the motor output shaft.

[0057] Reference Figures 1 to 5 as well as Figure 10 and Figure 11When the suspension assembly is in operation, due to the structure of the first parallelogram, the first lateral arm 310 and the second lateral arm 320 swing up and down, meaning L4 and L2 tilt up and down simultaneously. However, the parallelogram state of the first parallelogram is always maintained when the suspension assembly is in operation, so L1 is always vertical to the vehicle body. Therefore, the toe angle of the wheel hub 100 does not change when the suspension is in operation. Considering that the positions of the first mounting bracket 110 and the second mounting bracket 120 and their cooperation with the suspension assembly 300 cannot restrict the rotation of the wheel hub 100, a second parallelogram structure is introduced to control the rotation of the wheel hub 100. In the structure of the second parallelogram, L4 and L6 are always parallel, meaning L6 can swing up and down with L4. The simultaneous swinging of L5 and L7 will cause the wheel hub 100 to rotate. If L7 is fixed, L5 will also be fixed, thus achieving the purpose of controlling the rotation of the wheel hub 100. According to the above design, when the wheel hub 100 moves up and down, the restriction L7 can prevent the wheel hub 100 from rotating. Since the position of the fourth mounting seat 210 is fixed, the restriction L7 restricts the position of the sixth mounting seat 431. Therefore, restricting the position of the sixth mounting seat 431 can achieve the purpose of restricting the rotation of the wheel hub 100, so as to ensure that the steering angle remains unchanged while the suspension system and vehicle structure suspension move.

[0058] When the wheel hub 100 needs to rotate, the first parallelogram structure remains in its original state, meaning the wheel hub 100 does not move up or down. At this time, the rotation of the wheel hub 100 is achieved by swinging L7 to cause L5 to swing. Since the position of the fourth mounting base 210 is fixed, the rotation of the wheel hub 100 can be achieved by changing the position of the sixth mounting base 431. This allows the suspension system and vehicle structure to move while maintaining a constant steering angle. When the steering angle changes, the suspension may not move, thus decoupling the suspension movement from the wheel steering. Simultaneously, the closed chain and parallelogram provide support, solving the stiffness problem of the suspension system. Furthermore, the wheel steering is controlled by the sixth mounting base 431, which is located outside the wheel. Therefore, the steering gear 400 can be placed outside the wheel hub 100, providing more space for installation and facilitating design and maintenance.

[0059] Reference Figures 1 to 4 as well as Figure 13 The first horizontal arm 310 and the second horizontal arm 320 protrude to the side away from the hub 100. The first horizontal arm 310 and the second horizontal arm 320 protruding to the side away from the hub 100 can improve the rigidity of the first horizontal arm 310 and the second horizontal arm 320 and reduce the deformation of the first horizontal arm 310 and the second horizontal arm 320 during the up and down swinging process.

[0060] Of course, it is understandable that the first cross arm 310 and the second cross arm 320 can be arranged on both sides of the plane formed by the line connecting the first mounting base 110 and the second mounting base 120 extending along the rotation axis of the hub 100. The first cross arm 310 and the second cross arm 320 arranged in this way have better rigidity when swinging up and down than the first cross arm 310 and the second cross arm 320 arranged on the same side.

[0061] Of course, it is understandable that the rigidity of the first cross arm 310 can be ensured by increasing the thickness of the first cross arm 310 and the second cross arm 320, or by setting reinforcing ribs on the first cross arm 310 and the second cross arm 320.

[0062] Reference Figures 1 to 4 as well as Figure 13 The first cross arm 310 is planar symmetrical about the line connecting the first mounting base 110 and the second mounting base 120 extending along the rotation axis of the hub 100, and the second cross arm 320 is also planar symmetrical about the line connecting the first mounting base 110 and the second mounting base 120 extending along the rotation axis of the hub 100. The symmetrical structure of the first cross arm 310 and the second cross arm 320 further enhances the stiffness of the suspension assembly during vertical swinging. Combined with the structure where both the first cross arm 310 and the second cross arm 320 protrude in a direction away from the hub 100, the first cross arm 310 and the second cross arm 320 form a parallel double wishbone suspension, significantly improving stiffness.

[0063] Understandably, the two fourth connecting seats and the first connecting seat arranged on the subframe 200 form the three vertices of a triangle, and a first crossarm 310 is provided to connect these three vertices. The stability of the first crossarm 310 is increased by the triangular structure. Similarly, the two fourth connecting seats and the second connecting seat arranged on the subframe 200 form the three vertices of a triangle, and a second crossarm 320 is provided to connect these three vertices. The stability of the second crossarm 320 is increased by the triangular structure.

[0064] Understandably, the suspension system also includes a shock absorber 340, which is used to reduce vibrations in vehicles using this suspension system and to restore the suspension structure to its original position.

[0065] Reference Figure 2 , Figure 3 , Figure 4 , Figure 10 and Figure 11The first horizontal arm 310 is hinged to the first mounting base 110 and the fourth mounting base 210, respectively, and the second horizontal arm 320 is hinged to the second mounting base 120 and the fifth mounting base 220, respectively. Specifically, the first mounting base 110, the second mounting base 120, the fourth mounting base 210, and the fifth mounting base 220 are all pin structures. A ring structure is provided at the end of the first horizontal arm 310 connecting the first mounting base 110 and the fourth mounting base 210, and a ring structure is also provided at the end of the second horizontal arm 320 connecting the second mounting base 120 and the fifth mounting base 220. The aforementioned ring structure is fitted onto the aforementioned pins, and the diameter of the ring is larger than the diameter of the pin, thus allowing the ring to rotate around the pin axis and simultaneously allowing the ring to swing in the direction of the pin axis. Of course, the mating structure on the mounting base can also be an end bearing or a ball joint, etc., which will not be elaborated further here.

[0066] Reference Figures 1 to 4 as well as Figure 6 and Figure 7 The suspension system also includes a steering gear 400, which comprises a driving member 410, a driven member 420, and a second push rod 430. The driving member 410 generates driving force, causing the second push rod 430 to rotate. When the second push rod 430 rotates, the driven member 420 also rotates. The cooperation between the driven member 420 and the second push rod 430 is used to limit the movement trajectory of the second push rod 430. A sixth mounting seat 431 is provided at the end of the second push rod 430 opposite to the driven member 420 and the driving member 410. The sixth mounting seat 431 is used to mount the other end of the first push rod 330. The cooperation relationship between the sixth mounting seat 431 and the first push rod 330 is similar to the cooperation relationship between the first control arm 310 and the wheel hub 100 described above. Therefore, under the action of the driving member 410, the second push rod 430 pushes the first push rod 330, causing the wheel hub 100 to rotate, as... Figure 10 As shown, the steering is completed. Furthermore, when the first horizontal arm 310 and the second horizontal arm 320 swing up and down, the first push rod 330 will swing up and down along with the first horizontal arm 310 and the second horizontal arm 320, as shown. Figure 11 As shown, the movement of the suspension structure is completed.

[0067] Viewed vertically, the centerline of the driving member 410, the centerline of the driven member 420, and the centerline of the second push rod 430 form three sides of a third parallelogram. Because the first push rod 330 is directly subjected to the force of the second push rod 430, the rotation angle of the wheel hub 100 is controlled only by the first push rod 330. Therefore, the distance the second push rod 430 moves is proportional to the rotation angle of the wheel hub 100, which facilitates calculation and control. Simultaneously, this arrangement allows the steering gear 400 to be positioned outside the wheel hub 100, resulting in more space for the steering gear 400 and a more rational vehicle structure layout.

[0068] It is understandable that the driving member 410, driven member 420, and second push rod 430 are located above the vehicle body. The middle position of the second push rod 430 drops sharply, causing its rear section to descend from the upper part of the vehicle body to the middle part. Because a sixth mounting seat 431 is located at the rear end of the second push rod 430, one end of the first push rod 330 is connected to the sixth mounting seat 431, and the other end is connected to the third mounting seat 130. Since the third mounting seat 130 is located in the middle of the wheel hub 100 and is in the same plane as the first mounting seat 110 and the second mounting seat 120, the abrupt drop structure of the second push rod 430 facilitates the installation of both the first and second push rods. This arrangement also ensures that the displacement of the first and second push rods 330 are in the same plane, facilitating calculation and control. This results in a 1:1 ratio between the angle at which the second push rod 430 pushes the tire 500 to rotate and the displacement of the first push rod 330 driven by the driving member 410.

[0069] Reference Figure 1 , Figure 3 and Figure 10 The first push rod 330 protrudes to the side away from the wheel hub 100. This configuration of the first push rod 330 is beneficial for steering the tire 500 and provides greater rigidity for the steering process.

[0070] It is understood that in some other embodiments, specifically, the second push rod 430 may be provided with reinforcing ribs to increase the rigidity of the second push rod 430.

[0071] In summary, the suspension system and vehicle structure of this invention achieve geometric decoupling between suspension movement and wheel steering. Stiffness issues are resolved by providing support through closed chains and parallelograms. Ackermann steering is geometrically guaranteed, satisfying nonholonomic constraints.

[0072] It is understandable that in some other embodiments, specifically, multiple sets of parallelogram structures may be provided to fit the suspension system.

[0073] The present invention also provides a vehicle structure employing the above-described suspension system, the vehicle structure having four tires 500, at least two of which are connected to the vehicle body using the above-described suspension system.

[0074] See reference Figure 12The vehicle structure also includes a connector 600, which comprises a daughter plate 620 and a mother plate 610. The mother plate 610 is equipped with bolts 611 and current connectors 612, while the daughter plate 620 is equipped with nuts 621 and current connection slots 622. The mother plate 610 is attached to the vehicle structure, and the daughter plate 620 is connected to the suspension system. The daughter plate 620 and the mother plate 610 are mated through the engagement of bolts 611 and nuts 621, thereby mounting the suspension system onto the vehicle body. Because the connector 600 has current connection slots 622 and current connectors 612, it can simultaneously perform mechanical and electrical connections. Through this connector 600, the vehicle body connects to and controls the suspension system.

[0075] With this vehicle structure design, the suspension system and the vehicle body are set up separately, and each component of the suspension system and each component of the vehicle body are manufactured independently. This achieves modularity of the vehicle structure, which facilitates maintenance and equipment updates, and allows for the derivative design of various vehicle types.

[0076] Reference Figure 1 , Figure 1 This is a schematic diagram of the suspension system of this vehicle. Under the action of this suspension structure, vehicles using this structure can achieve shock absorption and steering.

[0077] Understandably, when using the above-mentioned suspension system, the steering gear 400 can be arranged one above the other in the vehicle structure. When the steering gear 400 is arranged one above the other, the positions of the first push rod 330 and the third mounting bracket 130 can be symmetrically changed accordingly. The one-up-one-down arrangement of the steering gear 400 can free up more space, making the space of the vehicle structure more reasonable and compact, and achieving efficient use of space.

[0078] Reference Figure 13 , Figure 13 This is a schematic diagram of the powertrain structure of this vehicle. In this powertrain structure, the steering gear 400 has been removed to provide more space. Since the wheel hub 100 of this powertrain structure does not need to be steered, the first push rod 330 is set in a straight line shape to save costs.

[0079] Understandably, both the powertrain and steering systems are equipped with anti-collision devices 700 on the outer side to ensure vehicle safety.

[0080] The vehicle structure of this invention achieves decoupling of suspension movement and tire rotation at 500°, while providing independent four-wheel drive and independent braking capabilities, and enabling precise high-frequency force control, thus meeting the requirements of high mobility while ensuring low cost.

[0081] Reference Figure 14 , Figure 14 This is a schematic diagram of a single-steering vehicle structure according to some embodiments of the present invention. The single-steering structure can meet the needs of most users, is more universal, and has a low cost.

[0082] Reference Figure 15 , Figure 15 This is a schematic diagram of the dual-steering structure of a vehicle structure according to some embodiments of the present invention. The dual-steering structure provides more precise and richer control over steering, has higher steering accuracy, and can meet the needs of special users.

[0083] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0084] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A suspension system characterized by, include, A wheel hub, wherein a first mounting seat, a second mounting seat and a third mounting seat are provided on the outer side of the wheel hub, the first mounting seat and the second mounting seat are arranged opposite each other in a direction perpendicular to the wheel hub axis, and the first mounting seat is located directly above the second mounting seat; The subframe is provided with a fourth mounting seat and a fifth mounting seat. The fourth mounting seat is located above the fifth mounting seat. When viewed in the horizontal direction, the first mounting seat, the second mounting seat, the fourth mounting seat, and the fifth mounting seat form the four vertices of a first parallelogram. A suspension assembly includes a first control arm, a second control arm, and a first push rod. One end of the first control arm is connected to a first mounting base, and the other end is connected to a fourth mounting base. One end of the second control arm is connected to a second mounting base, and the other end is connected to a fifth mounting base. The first push rod has a first end and a second end opposite to each other. The first end of the first push rod is connected to a third mounting base. When viewed horizontally, the second end of the first push rod, the fourth mounting base, the first mounting base, and the third mounting base form the four vertices of a second parallelogram. The suspension system also includes a steering gear, which includes a driving member, a driven member, and a second push rod. When viewed in the vertical direction, the centerline of the driving member, the centerline of the driven member, and the centerline of the second push rod form three sides of a third parallelogram. The first cross arm protrudes to the side opposite to the hub, and the second cross arm protrudes to the side opposite to the hub.

2. A suspension system according to claim 1, characterised in that The first cross arm is symmetrical about the plane formed by the line connecting the first mounting base and the second mounting base extending along the direction of the wheel hub axis, and the second cross arm is symmetrical about the plane formed by the line connecting the first mounting base and the second mounting base extending along the direction of the wheel hub axis.

3. A suspension system according to claim 1, wherein The first cross arm is hinged to the first mounting base and the fourth mounting base, respectively, and the second cross arm is hinged to the second mounting base and the fifth mounting base, respectively.

4. A suspension system according to claim 1, wherein A sixth mounting base is provided at the end of the second push rod away from the driven member and the driving member, and the second end of the first push rod is mounted on the sixth mounting base.

5. A suspension system according to claim 1, wherein The first push rod protrudes to the side opposite to the hub.

6. A suspension system according to claim 1, wherein The wheel hub includes a wheel hub motor, which is located inside the wheel hub.

7. A vehicle structure characterized by comprising: The vehicle structure includes four tires and a suspension system as described in any one of claims 1 to 6.

8. A vehicle structure according to claim 7, wherein The vehicle structure also includes a connector, which includes a sub-plate and a mother plate. The mother plate is provided with bolts and current connectors, and the sub-plate is provided with nuts and current connector slots. The mother plate is mounted on the vehicle body. The connector can complete mechanical and electrical connections. The suspension system works in conjunction with the connector to form the vehicle structure.

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