Multi-link suspension and vehicle

Abstract

The present application provides a multi-link suspension and a vehicle. The multi-link suspension includes a steering knuckle, a connecting rod assembly, and a connecting member. The steering knuckle includes a mounting hole for mounting a wheel axle. The connecting rod assembly includes an upper connecting arm, a lower connecting arm, and a transfer arm. Both ends of the upper connecting arm and both ends of the lower connecting arm are connected to the steering knuckle and the transfer arm, respectively. The first outer end of the upper connecting arm and the second outer end of the lower connecting arm are respectively located on the same side of the steering knuckle, with the first outer end located above the central axis of the mounting hole and the second outer end located below the central axis of the mounting hole. One end of the connecting member is slidably connected to the transfer arm, and the other end is fixedly connected to the vehicle body or frame. The connecting member is configured to slide relative to the transfer arm when the vehicle is traveling on a bumpy road. As a result, the compression stroke of the vehicle body or frame relative to the multi-link suspension can be extended, thereby increasing the buffering time of the vehicle body or frame and reducing the impact force transmitted to the vehicle body or frame by the road surface.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a multi-link suspension and a vehicle. Background Art

[0002] Suspension is a general term for devices that ensure an elastic connection between the wheels or axles and the vehicle's load-bearing system (frame or load-bearing body), and are able to transfer loads, mitigate impacts, attenuate vibrations, and adjust the position of the vehicle during driving. It can directly affect the stability, operability, and comfort of the entire vehicle.

[0003] Currently, most vehicles use a five-link suspension system. Each connecting arm in a five-link suspension is typically connected directly to the vehicle frame or body using a bushing or ball pin. While these bushings and ball pins must be designed with high stiffness to improve vehicle handling during braking, these stiff bushings and ball pins can also reduce vehicle comfort, significantly diminishing the passenger experience. Summary of the Invention

[0004] The present application provides a multi-link suspension and a vehicle, which can improve the comfort of the entire vehicle when the vehicle is traveling on a bumpy road.

[0005] Specifically, this application is implemented through the following technical solutions:

[0006] On one hand, the present application provides a multi-link suspension, comprising:

[0007] The steering knuckle, the connecting rod assembly and the connecting piece; the steering knuckle includes a mounting hole for mounting a wheel axle; the connecting rod assembly includes an upper connecting arm, a lower connecting arm and a transfer arm; the two ends of the upper connecting arm are respectively connected to the steering knuckle and the transfer arm, and the two ends of the lower connecting arm are respectively connected to the steering knuckle and the transfer arm; the end of the upper connecting arm connected to the steering knuckle is a first outer end, and the end of the lower connecting arm connected to the steering knuckle is a second outer end; the first outer end and the second outer end are respectively located on the same side of the steering knuckle, and the first outer end is located at the upper part of the central axis of the mounting hole, and the second outer end is located at the lower part of the central axis of the mounting hole; one end of the connecting piece is slidably connected to the transfer arm, and the other end is used to be fixedly connected to the vehicle body or frame; the connecting piece is configured to be able to slide relative to the transfer arm when the vehicle is traveling on a bumpy road.

[0008] Optionally, the end of the upper connecting arm connected to the transfer arm is the first inner end, and the end of the lower connecting arm connected to the transfer arm is the second inner end; the plane formed by the first inner end, the second inner end, the second outer end and the first outer end is the first plane; the transfer arm is configured to be able to swing along the first plane when the vehicle is in a braking state, and to be locked after cooperating with the connecting member.

[0009] Optionally, the connecting member includes a first connecting member and a second connecting member; the transfer arm includes a transfer arm body, a first bushing and a second bushing, the first bushing and the second bushing are spaced apart along the length direction of the transfer arm body, and are both slidably connected to the transfer arm body; the first bushing and the second bushing both include an inner sleeve and an outer sleeve sleeved outside the inner sleeve; the inner sleeve of the first bushing is fixedly connected to the first connecting member, and the inner sleeve of the second bushing is fixedly connected to the second connecting member; a movable space for the inner sleeve to move radially is formed between the inner sleeve and the outer sleeve.

[0010] Optionally, the axis of the first bushing intersects with the line connecting the first outer end and the first inner end or the extension of the line; the axis of the second bushing intersects with the line connecting the second outer end and the second inner end or the extension of the line.

[0011] Optionally, the angle between the axis of the first bushing and the line connecting the first outer end and the first inner end or the extension of the line is 25° to 60°; the angle between the axis of the second bushing and the line connecting the second outer end and the second inner end or the extension of the line is 25° to 60°.

[0012] Optionally, the axis of the first bushing is parallel to the axis of the second bushing.

[0013] Optionally, a straight-line distance between the first inner end and the second inner end is smaller than a straight-line distance between the first outer end and the second outer end.

[0014] Optionally, the first inner end and the second inner end are respectively hinged to the transfer arm body through a third bushing; the axis of the third bushing is skewed with the axis of the first bushing, and the axis of the third bushing is skewed with the axis of the second bushing.

[0015] Optionally, the third bushing includes an inner bushing and an outer bushing sleeved outside the inner bushing; a movable space for the inner bushing to move radially is formed between the inner bushing and the outer bushing.

[0016] On the other hand, the present application also provides a vehicle comprising any of the multi-link suspensions described above.

[0017] The technical solution provided by this application can achieve the following beneficial effects:

[0018] The present application provides a multi-link suspension and a vehicle, which can extend the compression stroke between the vehicle body or frame relative to the suspension, thereby increasing the buffering time of the vehicle body or frame, reducing the impact force transmitted from the road surface to the vehicle body or frame, and greatly improving the comfort of the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 Schematic diagram of the structure of a multi-link suspension shown in an exemplary embodiment of the present application.

[0020] Figure 2 It is a structural exploded view of a multi-link suspension shown in an exemplary embodiment of the present application.

[0021] Figure 3 It is a force principle diagram of a multi-link suspension shown in an exemplary embodiment of the present application. DETAILED DESCRIPTION

[0022] Exemplary embodiments will be described in detail herein, with examples illustrated in the accompanying drawings. When the following description refers to the drawings, identical numerals in different figures represent identical or similar elements, unless otherwise indicated. The embodiments described in the following exemplary embodiments are merely illustrative of the concepts of the present application and are not intended to represent all possible implementations of the concepts of the present application. Rather, they are merely examples of devices and methods consistent with certain aspects of the concepts of the present application.

[0023] The terms used in this application are for the purpose of describing specific embodiments only and are not intended to limit this application. Unless otherwise defined, technical or scientific terms used in this application should have the ordinary meaning understood by a person of ordinary skill in the art to which this application belongs. The terms "first," "second," and similar terms used in this specification and claims do not denote any order, quantity, or importance, but are simply used to distinguish different components. Similarly, terms such as "a" or "an" do not denote a quantitative limitation, but rather indicate the presence of at least one. "Multiple" or "several" means two or more. Unless otherwise indicated, terms such as "front," "rear," "lower," and / or "upper," "top," and "bottom" are used for ease of description only and are not limited to a single position or spatial orientation. Terms such as "include" or "comprising" are intended to encompass the elements or objects listed after "include" or "comprising," as well as their equivalents, and are not intended to exclude other elements or objects. The words “connected” or “connected” and the like are not restricted to physical or mechanical connections, but may include electrical connections, whether direct or indirect.

[0024] The present application provides a vehicle including a multi-link suspension. In one embodiment, the vehicle includes wheels and a load-bearing body, with the multi-link suspension connected to the wheels and the load-bearing body. In another embodiment, the vehicle includes wheels, a non-load-bearing body, and a frame connected to the non-load-bearing body, with the multi-link suspension connected to the wheels and the frame, wherein the frame is configured to withstand various loads from the non-load-bearing body and the ground.

[0025] It should be noted that the multi-link suspension can be a front suspension connected to the front wheels, or a rear suspension connected to the rear wheels.

[0026] See also Figure 1 and Figure 3The multi-link suspension includes a steering knuckle 10, a connecting rod assembly, and a connecting member 12. The steering knuckle 10 includes a mounting hole 101 for mounting a wheel axle; the connecting rod assembly includes an upper connecting arm 111, a lower connecting arm 112, and a transfer arm 113; the two ends of the upper connecting arm 111 are respectively connected to the steering knuckle 10 and the transfer arm 113, and the two ends of the lower connecting arm 112 are respectively connected to the steering knuckle 10 and the transfer arm 113; the end of the upper connecting arm 111 connected to the steering knuckle 10 is a first outer end 1111, and the end of the lower connecting arm 112 connected to the steering knuckle 10 is a second outer end end 1121; the first outer end 1111 and the second outer end 1121 are respectively located on the same side of the steering knuckle 10, and the first outer end 1111 is located above the central axis of the mounting hole 101, and the second outer end 1121 is located below the central axis of the mounting hole 101; one end of the connecting member 12 is slidably connected to the transfer arm 113, and the other end is used for fixed connection to the vehicle body or frame; the connecting member 12 is configured to be able to slide relative to the transfer arm 113 when the vehicle is traveling on a bumpy road.

[0027] When a vehicle travels on bumpy roads, such as over potholes or speed bumps, the wheels and multi-link suspension undergo compression relative to the vehicle body or frame. This causes the force transmitted from the ground to the wheels to be transferred through the multi-link suspension to the vehicle body or frame, ultimately reaching the interior of the cabin, which can easily cause the cabin to sway and shake. The multi-link suspension provided by the above-described solution, through the sliding engagement of the adapter arm 113 and the connector 12, can extend the compression stroke of the vehicle body or frame relative to the multi-link suspension when the vehicle travels on bumpy roads. This extends the transmission path of the force F1 exerted on the upper connecting arm 111 and the lower connecting arm 112 through the adapter arm 113 to the vehicle body or frame, thereby increasing the buffering time of the vehicle body or frame, reducing the impact force transmitted from the road surface to the vehicle body or frame, and significantly improving the comfort of the entire vehicle.

[0028] In one embodiment, the connector 12 may include a ball pin, but is not limited thereto. For example, the connecting arm is provided with a slide groove 1130, the head of the ball pin is slidably connected to the slide groove 1130 of the transfer arm 113, and the tail of the ball pin is fixedly connected to the vehicle body or frame. In another embodiment, in order to reduce the risk of wear and tear caused by direct contact between the connector 12 and the transfer arm 113 during the sliding process, a buffer sleeve may be provided at the slide groove 1130 of the connecting arm, so that the connector 12 and the buffer sleeve are slidably connected. Of course, in other embodiments, the buffer sleeve may also be slidably connected to the slide groove 1130 of the connecting arm, in which case the connector 12 and the buffer sleeve can be fixedly connected.

[0029] Of course, the adapter arm 113 may also be provided with limiting members such as limiting blocks at both ends of the sliding path of the connecting member 12 or the buffer sleeve, so as to limit the sliding path of the connecting member 12 or the buffer sleeve.

[0030] It should be noted that the first outer end 1111 and the second outer end 1121 may be respectively located on the side of the steering knuckle 10 facing the front of the vehicle, or may be respectively located on the side of the steering knuckle 10 facing the rear of the vehicle.

[0031] See also Figure 2 and Figure 3 In one embodiment, the end of the upper connecting arm 111 connected to the transfer arm 113 is a first inner end 1112, and the end of the lower connecting arm 112 connected to the transfer arm 113 is a second inner end 1122. The plane formed by the first inner end 1112, the second inner end 1122, the second outer end 1121, and the first outer end 1111 is a first plane. The transfer arm 113 is configured to swing along the first plane when the vehicle is in a braking state and to achieve locking by cooperating with the connecting member 12. Thus, the upper connecting arm 111, the lower connecting arm 112, the transfer arm 113, and the steering knuckle 10 can form a planar linkage mechanism. When the vehicle is driving and the driver suddenly applies the brakes, the force F2 transmitted from the wheels to the upper connecting arm 111 is opposite to the force F2 transmitted from the wheels to the lower connecting arm 112. Therefore, after being subjected to forces F2 in different directions, the two ends of the transfer arm 113 can swing in opposite directions along the first plane formed by the planar linkage mechanism, and can play a limiting role when swinging to contact the connecting member 12, thereby locking the transfer arm 113 and improving the maneuverability of the entire vehicle.

[0032] Please continue reading Figure 2 In one embodiment, the connecting member 12 includes a first connecting member 121 and a second connecting member 122; the transfer arm 113 includes a transfer arm body, a first bushing 1131 and a second bushing 1132, the first bushing 1131 and the second bushing 1132 are spaced apart along the length direction of the transfer arm body, and are both slidably connected to the transfer arm body; the first bushing 1131 and the second bushing 1132 each include an inner sleeve and an outer sleeve sleeved outside the inner sleeve; the inner sleeve of the first bushing 1131 is fixedly connected to the first connecting member 121, and the inner sleeve of the second bushing 1132 is fixedly connected to the second connecting member 122; a movable space for the inner sleeve to move radially is formed between the inner sleeve and the outer sleeve.

[0033] The outer sleeve of the first bushing 1131 and the outer sleeve of the second bushing 1132 are both slidably connected to the transfer arm 113. The inner sleeve of the first bushing 1131 is fixedly connected to the first connecting member 121, and the inner sleeve of the second bushing 1132 is fixedly connected to the second connecting member 122. A movable space is formed between the inner sleeve of the first bushing 1131 and the outer sleeve of the first bushing 1131, and between the inner sleeve of the second bushing 1132 and the outer sleeve of the second bushing 1132. Taking the steering knuckle 10 of the multi-link suspension as an example, which is connected to the left rear wheel of the vehicle in the width direction and on the side of the cockpit, during the braking of the vehicle, the end of the connecting arm 113 connected to the upper connecting arm 111 can swing to the left along the first plane. At this time, the inner sleeve of the first bushing 1131 can move toward the direction close to the first inner end 1112, so that the first connecting member 121 can contact the connecting arm 113; and the end of the connecting arm 113 connected to the lower connecting arm 112 can swing to the right along the first plane. At this time, the inner sleeve of the second bushing 1132 can move toward the direction close to the second inner end 1122, so that the second connecting member 122 can contact the connecting arm 113, thereby realizing the locking of the connecting arm 113 to improve the maneuverability of the entire vehicle.

[0034] It should be noted that the swinging directions of the two ends of the transfer arm 113 may vary according to the installation direction of the multi-link suspension relative to the vehicle.

[0035] In one embodiment, the movable space between the inner sleeve of the first sleeve 1131 and the outer sleeve of the first sleeve 1131, and between the inner sleeve of the second sleeve 1132 and the outer sleeve of the second sleeve 1132 can be provided with elastic parts, such as rubber or springs and other elastically deformable materials, so as to provide movable space for the inner sleeve.

[0036] Please continue reading Figure 2In one embodiment, the axis of the first bushing 1131 intersects with the line connecting the first outer end 1111 and the first inner end 1112, or an extension of the line connecting the first outer end 1111 and the first inner end 1112; the axis of the second bushing 1132 intersects with the line connecting the second outer end 1121 and the second inner end 1122, or an extension of the line connecting the first outer end 1111 and the first inner end 1112. In other words, the first bushing 1131 is not parallel to the line connecting the first outer end 1111 and the first inner end 1112, and the second bushing 1132 is not parallel to the line connecting the second outer end 1121 and the second inner end 1122. This ensures that when the driver suddenly applies the brakes, the transfer arm 113 can achieve contact with the first connecting member 121 and the second connecting member 122 without having to swing significantly to achieve relative locking. In one embodiment, the angle between the axis of the first bushing 1131 and the line connecting the first outer end 1111 and the first inner end 1112, or the extension of the line, is 25° to 60°; the angle between the axis of the second bushing 1132 and the line connecting the second outer end 1121 and the second inner end 1122, or the extension of the line, is 25° to 60°. This prevents the poor locking performance of the transfer arm 113 when it contacts the first and second connectors 121 and 122 during braking, which may be caused by a too small angle. It also prevents the transfer arm 113 from having an excessively large displacement component in the Z direction (up and down direction) when the vehicle is traveling on bumpy roads, which may affect the characteristics of the multi-link suspension.

[0037] It should be noted that the angle can be formed in a manner that varies with the location of the adapter arm 113. For example, Figure 3 As shown, in one embodiment, when the end portion of the transfer arm 113 connected to the first inner end 1112 is positioned closer to the steering knuckle 10 than the end portion of the transfer arm 113 connected to the second inner end 1122, the axis of the first bushing 1131 may intersect with the extended line of the line connecting the first outer end 1111 and the first inner end 1112 at an angle α, and the axis of the second bushing 1132 may intersect with the line connecting the second outer end 1121 and the second inner end 1122 at an angle β. Of course, in other embodiments, when the end portion of the transfer arm 113 connected to the first inner end 1112 is positioned farther from the steering knuckle 10 than the end portion of the transfer arm 113 connected to the second inner end 1122, the axis of the first bushing 1131 may also intersect with the line connecting the first outer end 1111 and the first inner end 1112 to form an angle. The axis of the second bushing 1132 may also intersect with an extension line of a line connecting the second outer end 1121 and the second inner end 1122 to form an angle.

[0038] Please continue reading Figure 2In one embodiment, the axis of the first bushing 1131 is parallel to the axis of the second bushing 1132. This prevents the connector 12 from getting stuck during movement when the vehicle is traveling on a bumpy road, thereby ensuring smooth travel on the bumpy road.

[0039] In one embodiment, the straight-line distance between the first inner end 1112 and the second inner end 1122 is less than the straight-line distance between the first outer end 1111 and the second outer end 1121. This ensures that the intersection of the extension of the first outer end 1111 and the first inner end 1112 away from the steering knuckle 10 and the extension of the second outer end 1121 and the second inner end 1122 away from the steering knuckle 10 is located above the central axis of the mounting hole 101, thereby improving the characteristics of the multi-link suspension. For example, when the upper connecting arm 111 and the lower connecting arm 112 are both located on the side of the steering knuckle 10 facing the front of the vehicle, the intersection can be located above and forward of the central axis of the mounting hole 101. When the upper connecting arm 111 and the lower connecting arm 112 are both located on the side of the steering knuckle 10 facing the rear of the vehicle, the intersection can be located above and rearward of the central axis of the mounting hole 101.

[0040] See also Figure 1 and Figure 3 In one embodiment, the first inner end 1112 and the second inner end 1122 are respectively hinged to the transfer arm body through a third bushing 13; the axis of the third bushing 13 is arranged in a non-planar manner with the axis of the first bushing 1131, and the axis of the third bushing 13 is arranged in a non-planar manner with the axis of the second bushing 1132. In this way, the connection stiffness of the multi-link suspension can be further reduced, and the ride comfort can be improved. In one embodiment, the third bushing 13 includes an inner bushing and an outer bushing arranged outside the inner bushing; a space for the inner bushing to move radially is formed between the inner bushing and the outer bushing. Therefore, when the vehicle is traveling on a bumpy road, the inner bushing of the third bushing 13 can move relative to each other in the radial direction to further extend the buffering time of the vehicle body or frame, thereby providing passengers with a smoother ride experience.

[0041] In one embodiment, the movable space between the inner sleeve of the third sleeve 13 and the outer sleeve of the third sleeve 13 may be provided with an elastic member, such as rubber or a spring or other elastically deformable material, to provide movable space for the inner sleeve.

[0042] It should be noted that the multi-link suspension provided herein may include multiple other connecting arms in addition to the upper connecting arm 111, the lower connecting arm 112, and the adapter arm 113. For example, the multi-link suspension provided herein may be formed by adding the adapter arm 113 and the connector 12 to a conventional five-link suspension. In this case, the multi-link suspension may include three additional control arms in addition to the upper connecting arm 111, the lower connecting arm 112, and the adapter arm 113 to enhance vehicle handling performance. Of course, the number of additional connecting arms is not limited to this.

[0043] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present application shall be included in the scope of protection of the present application.

Claims

1. A multi-link suspension, characterized in that: include: The steering knuckle, the connecting rod assembly and the connecting piece; the steering knuckle includes a mounting hole for mounting a wheel axle; the connecting rod assembly includes an upper connecting arm, a lower connecting arm and a transfer arm; the two ends of the upper connecting arm are respectively connected to the steering knuckle and the transfer arm, and the two ends of the lower connecting arm are respectively connected to the steering knuckle and the transfer arm; the end of the upper connecting arm connected to the steering knuckle is a first outer end, and the end of the lower connecting arm connected to the steering knuckle is a second outer end; the first outer end and the second outer end are respectively located on the same side of the steering knuckle, and the first outer end is located at the upper part of the central axis of the mounting hole, and the second outer end is located at the lower part of the central axis of the mounting hole; one end of the connecting piece is slidably connected to the transfer arm, and the other end is used to be fixedly connected to the vehicle body or frame; the connecting piece is configured to be able to slide relative to the transfer arm when the vehicle is traveling on a bumpy road.

2. The multi-link suspension according to claim 1, characterized in that: The end of the upper connecting arm connected to the transfer arm is the first inner end, and the end of the lower connecting arm connected to the transfer arm is the second inner end; the plane formed by the first inner end, the second inner end, the second outer end and the first outer end is the first plane; the transfer arm is configured to be able to swing along the first plane when the vehicle is in a braking state, and to achieve locking after cooperating with the connecting member.

3. The multi-link suspension according to claim 2, characterized in that: The connecting member includes a first connecting member and a second connecting member; the transfer arm includes a transfer arm body, a first bushing and a second bushing, the first bushing and the second bushing are spaced apart along the length direction of the transfer arm body, and are both slidably connected to the transfer arm body; the first bushing and the second bushing both include an inner sleeve and an outer sleeve sleeved outside the inner sleeve; the inner sleeve of the first bushing is fixedly connected to the first connecting member, and the inner sleeve of the second bushing is fixedly connected to the second connecting member; a movable space for the inner sleeve to move radially is formed between the inner sleeve and the outer sleeve.

4. The multi-link suspension according to claim 3, characterized in that: The axis of the first bushing intersects with the line connecting the first outer end and the first inner end or the extension of the line; the axis of the second bushing intersects with the line connecting the second outer end and the second inner end or the extension of the line.

5. The multi-link suspension according to claim 4, characterized in that: The angle between the axis of the first bushing and the line connecting the first outer end and the first inner end or the extension of the line is 25° to 60°; the angle between the axis of the second bushing and the line connecting the second outer end and the second inner end or the extension of the line is 25° to 60°.

6. The multi-link suspension according to claim 4, characterized in that: The axis of the first bushing is parallel to the axis of the second bushing.

7. The multi-link suspension according to claim 2, characterized in that: A straight-line distance between the first inner end and the second inner end is smaller than a straight-line distance between the first outer end and the second outer end.

8. The multi-link suspension according to claim 3, characterized in that: The first inner end and the second inner end are respectively hinged to the transfer arm body through a third bushing; the axis of the third bushing is arranged in a different plane from the axis of the first bushing, and the axis of the third bushing is arranged in a different plane from the axis of the second bushing.

9. The multi-link suspension according to claim 8, characterized in that: The third bushing includes an inner bushing and an outer bushing sleeved outside the inner bushing; a movable space for the inner bushing to move in the radial direction is formed between the inner bushing and the outer bushing.

10. A vehicle, characterized in that: The multi-link suspension comprises the multi-link suspension according to any one of claims 1 to 9.

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