Suspension system and vehicle

Abstract

The application discloses a kind of suspension systems and vehicle, belong to front suspension technical field, wherein suspension system includes side wheel structure, connecting arm structure and slide column assembly, the knuckle includes base and installation part, the installation part is located above the base, wherein connecting arm structure is located in the inside of the knuckle, first lower control arm and second lower control arm are hinged with the lower side of the base, the upper control arm is hinged with the top end of the installation part;The slide column assembly includes active suspension, air spring, the active suspension includes stem, electro-hydraulic pump and accumulator, the electro-hydraulic pump and accumulator are separately arranged on the front and back of stem, the upper control arm is hinged with the outside of the air spring.It is by optimizing the shape structure of knuckle and the arrangement and structural design of suspension link, can make full use of space, so that the suspension system can integrate more functional modules, improve the comprehensive performance of car.

Description

Technical Field

[0001] This invention relates to the field of suspension, and particularly to a suspension system and vehicle with an EMB structure. Background Technology

[0002] EMB (Electronic Braking Brake) is an electronically controlled braking system that uses an Electronic Control Unit (ECU) to control its operation. The EMB system works by having the ECU control the brake's solenoid valves, causing the brake pads to contact the brake disc, thus achieving braking. The advantages of EMB include fast response, excellent braking effect, and high braking stability. Because it uses electronic control, the braking force can be adjusted according to the vehicle's driving conditions, resulting in more precise braking. Furthermore, EMB can be integrated with other vehicle control systems, such as Anti-lock Braking System (ABS) and Electronic Stability Control (ESC), to improve overall vehicle safety.

[0003] In existing technologies, EMB systems are typically installed at the wheel ends. Due to limitations imposed by components such as wheel rims, bogies, and suspension arms, the weight and size of the EMB system should not be too large to avoid affecting its proper installation at the wheel ends. While some existing technologies place the EMB on the suspension system, this significantly increases the spatial complexity of the suspension system's layout, preventing the simultaneous installation of some high-end equipment. Summary of the Invention

[0004] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes a suspension system that, by optimizing the shape and structure of the steering knuckle and the arrangement and structural design of the suspension links, can make full use of space, thereby enabling the suspension system to integrate more functional modules and improve the overall performance of the vehicle.

[0005] The present invention also provides a vehicle having the above-described rod suspension system.

[0006] A first aspect of the present invention provides a suspension system including a side wheel structure, a connecting arm structure, and a strut assembly. The side wheel structure includes a steering knuckle, an electromechanical brake, and a brake disc. The steering knuckle includes a base and a mounting portion, the mounting portion being located above the base. The electromechanical brake is mounted on the outer side of the mounting portion and connected to the brake disc. The connecting arm structure is located entirely inside the steering knuckle and includes a first lower control arm, a second lower control arm, and an upper control arm. The first lower control arm and the second lower control arm are hinged to the lower side of the base, and the upper control arm is hinged to the top end of the mounting portion. The strut assembly includes an active suspension and an air spring. The active suspension includes a rod, an electro-hydraulic pump, and an accumulator. The lower end of the rod is hinged to the second lower control arm. The electro-hydraulic pump and the accumulator are located on the front and rear sides of the rod, respectively. The air spring is located above the rod, and the upper control arm is hinged to the outer side of the air spring.

[0007] The suspension system according to the first aspect of the present invention has at least the following advantages: The suspension system of this application is mainly based on a double wishbone connecting arm structure. An electromechanical brake (EMB) is mounted on the outer side above the steering knuckle. An integrated active suspension is provided on the inner side of the steering knuckle. The electro-hydraulic pump and accumulator of this active suspension are located on the front and rear sides of the rod body, respectively. This spatially offsets the active suspension and the electromechanical brake (EMB), preventing interference during operation. Furthermore, without increasing the overall size of the vehicle, the suspension system can simultaneously incorporate an EMB, an active suspension, and an air spring, meeting the upgrade needs of automobiles.

[0008] In some embodiments of the present invention, the steering knuckle includes a first node, a second node, a third node, and a fourth node. The first node is connected to the first lower control arm, the second node is connected to the second lower control arm, and the fourth node is connected to the upper control arm. The third node is located above and in front of the first node, and the second node is located below and behind the first node.

[0009] In some embodiments of the present invention, the second lower control arm includes an outer node, an inner node, and a middle node, the centers of the outer node, the inner node, and the middle node are located on the same straight line, the distance between the middle node and the outer node is less than the distance between the middle node and the inner node; the lower end of the rod is connected to the middle node.

[0010] In some embodiments of the present invention, a steering structure is further included, the steering structure including a steering tie rod connected to the third node; the first lower control arm is located above the steering tie rod.

[0011] In some embodiments of the present invention, the air spring is a dual-chamber air spring, and the air spring includes an electronically controlled valve.

[0012] In some embodiments of the present invention, a subframe is also included, the subframe including a front crossbeam, a rear crossbeam and two longitudinal beams located between the front crossbeam and the rear crossbeam, the two longitudinal beams being disposed on the left and right sides of the subframe respectively, the first lower control arm being hinged to the outer side of the front crossbeam and the second lower control arm being hinged to the rear side of the longitudinal beams. In some embodiments of the present invention, a stabilizing bar is provided on the rear side of the rear crossbeam, and the end of the stabilizing bar is connected to the bar body via a connecting rod.

[0013] In some embodiments of the present invention, the subframe is further provided with a suspension structure for fixing and mounting the motor.

[0014] In some embodiments of the present invention, a charging plate is provided below the rear crossbeam, and the lowest point of the front crossbeam is lower than the lowest point of the charging plate.

[0015] A second aspect of the present invention provides a vehicle including the suspension system described above. Specifically, the vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. The vehicle can also be a commercial vehicle, such as a van, bus, small truck, or large trailer. The vehicle can be a gasoline-powered vehicle or a new energy vehicle. When the vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle.

[0016] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures particularly pointed out in the description, claims, and drawings. Attached Figure Description

[0017] Figure 1 This is a perspective view of a suspension system provided according to an embodiment of the present invention; Figure 2 This is a perspective view of the connecting arm structure and the slide column assembly provided according to an embodiment of the present invention; Figure 3 This is a front view of the connecting arm structure and the slide column assembly provided according to an embodiment of the present invention; Figure 4 This is another perspective view of the connecting arm structure and slide column assembly provided according to an embodiment of the present invention; Figure 5 This is a perspective view of the slide column assembly provided according to an embodiment of the present invention; Figure 6 This is a perspective view of a motor-driven suspension system provided according to an embodiment of the present invention; Figure 7 yes Figure 6 Top view; Figure 8 This is a side sectional view of the subframe provided in an embodiment of the present invention.

[0018] Figure label: Side wheel structure 100, steering knuckle 110, base 111, mounting part 112, electromechanical brake 120, brake disc 130, dust shield disc 140, first node 101, second node 102, third node 10, fourth node 104; Connecting arm structure 200, first lower control arm 210, second lower control arm 220, outer node 221, inner node 222, intermediate node 223, upper control arm 230; 300 sliding column assembly, 310 active suspension, 311 rod body, 312 electric hydraulic pump, 313 accumulator, 314 anti-free groove, 320 air spring; Steering structure 400, steering tie rod 410, steering motor 420; Subframe 500, front crossbeam 510, rear crossbeam 520, longitudinal beam 530, stabilizer bar 540, connecting rod 550, suspension structure 560, base 561, main bushing hole 562, second bushing hole 563, charging plate 570. Drive motor 610, drive shaft 620, disconnection mechanism 630. Detailed Implementation

[0019] 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.

[0020] In the description of this invention, it should be understood that features specified as "first" or "second" may explicitly or implicitly include one or more of those features. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0021] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0022] With the continuous development of the automotive industry, more and more cars are improving their safety, comfort, driving pleasure, and intelligence by adding high-end components. Among these, the chassis, as a core component of the car, plays a crucial role in safety performance and ride comfort. Currently, double wishbone front suspension is a common suspension type in high-end cars. This double wishbone suspension typically includes optional high-end equipment such as continuously damped controlled shock absorbers, active suspension, air springs, and electromechanical brakes (EMB). This inevitably leads to limited space at the wheel wells, preventing the simultaneous installation of these components, especially on front suspensions with steering capabilities, where space is even more limited. The space mentioned above mainly refers to movement space. During normal use, the wheels bounce up and down, and the brakes and active suspension move with the wheels when turning. Therefore, sufficient space must be allocated in the chassis layout to avoid unnecessary movement interference during normal operation.

[0023] In existing technologies, these high-end assemblies are typically combined and used in a concentrated manner as follows: The first type: Continuous damping control shock absorber + air spring + hydraulic brake: The advantages of this configuration are its lower cost, smaller size of the shock absorbers and brakes, and ease of installation. The disadvantages are: ① Because the continuously damped control shock absorber is a semi-active shock absorber, it can only passively accept the damping force adjusted by the road surface, resulting in low user perception; ② The hydraulic brake has a long response time and suffers from prolonged brake fade.

[0024] The second type: Continuous damping shock absorber + air spring + electromechanical brake (EMB): Compared to the first combination, this approach offers advantages such as independent control of all four wheels, faster response, more functions, fewer components and modular design, energy efficiency, and the ability to achieve brake-by-wire functionality. Its disadvantage lies in the larger space required for the electromechanical brake (EMB), which presents certain installation challenges.

[0025] The third type: active suspension + air springs + hydraulic brakes: Compared to the first combination, this configuration, with its active suspension, can actively provide braking force based on road surface stimuli to counteract vehicle movement and increase ride comfort. It can also use anti-collision technology to raise or lower the vehicle height in advance, increasing obstacle-crossing ability, which is noticeably improved for the user. Its drawback is that active suspension requires actuators and hydraulic cylinders, taking up considerable space.

[0026] Currently, the following configuration is almost nonexistent in the market: active suspension + air springs + electromechanical brake (EMB). The reason is that both active suspension and EMB require significant space, making their installation extremely difficult, especially for front suspensions with large steering angle requirements. Particularly in double wishbone suspension systems, the powertrain can be a gasoline engine, a single motor, or dual motors. With a fixed vehicle width (referring to the Y-axis dimension), a single motor powertrain offers relatively ample space for active suspension and EMB installation due to its smaller size and shorter longitudinal beam span. However, for dual motors used in high-end electric vehicles and large-displacement engines in high-end gasoline vehicles, the longer longitudinal beam span leaves very limited installation space.

[0027] To address the aforementioned problems, embodiments of the present invention provide a suspension system and vehicle. Through a clever spatial arrangement of the active suspension, electromechanical brake (EMB), and side wheel structure, based on a double wishbone suspension, the various components are arranged in an orderly and compact manner without increasing the vehicle's dimensions. This improves the vehicle's driving smoothness, comfort, and premium feel.

[0028] The following is for reference. Figures 1 to 8 A suspension system and vehicle according to embodiments of the present invention are described.

[0029] like Figures 1 to 5As shown, the suspension system according to an embodiment of the present invention includes a subframe 500, a side wheel structure 100, a connecting arm structure 200, and a strut assembly 300. The subframe 500 is used for fixed installation on the vehicle body and serves as the mounting base for the suspension system. The side wheel structure 100 includes a steering knuckle 110, an electromechanical brake 120, a brake disc 130, a dust shield 140, and a drive bearing. The steering knuckle 110 is connected to the subframe 500 via the connecting arm structure 200, the electromechanical brake 120 is fixedly mounted on the steering knuckle 110, the brake disc 130 is mounted to the steering knuckle 110 via the drive bearing, and the dust shield 140 is installed between the brake disc 130 and the steering knuckle 110. The electromechanical brake 120, brake disc 130, and dust shield 140 are conventional components commonly used in the prior art; their structural features and mutual mounting connections will not be described in detail here.

[0030] In order to achieve a high degree of spatial integration, this application innovatively optimizes the shape and structure of the steering knuckle 110.

[0031] For details, see Figure 2 , Figure 3 , Figure 4 The steering knuckle 110 of this application includes a base 111 and a mounting portion 112. The base 111 is cup-shaped, while the mounting portion 112 is curved. The mounting portion 112 is entirely located above the base 111 and is integrally formed with the base 111. The mounting portion 112 gradually curves inwards and then outwards from bottom to top, and a mounting hole is provided in the mounting portion 112. Simultaneously, the upper part of the mounting portion 112 gradually narrows as it curves upwards and outwards, finally forming a connecting node at the top of the mounting portion 112. Three connecting nodes are arranged below the base 111. The electromechanical brake 120 is fixedly mounted on the outer side of the mounting portion 112 through the mounting hole. The brake disc 130 corresponds precisely to the position of the electromechanical brake 120, enabling the electromechanical brake 120 to brake the brake disc 130 during operation. Because the mounting portion 112 is provided above the base 111, and the mounting portion 112 is bent inward and has mounting holes, thus avoiding space for the electromechanical brake 120 to be installed, the side wheel structure 100 does not show a significant increase in width even after integrating the electromechanical brake 120. See also... Figure 3Due to the change in the shape and structure of the steering knuckle 110, three connection nodes are arranged below the base 111, and another connection node is set at the top of the mounting part 112, so that the virtual kingpin a of this suspension system can pass through the electromechanical brake (EMB). This structure makes the motion trajectory of the electromechanical brake 120 as it follows the wheel rotation smaller when the wheel is turning, that is, the activity space of the electromechanical brake 120 is smaller, which is more conducive to reducing the situation of encroaching on the vehicle body space due to the steering condition, significantly reducing the lateral dimension of the suspension system, and improving the wheel turning angle.

[0032] Furthermore, in this embodiment, by integrating the active suspension 310 and the air spring 320 onto the slide assembly 300, the lateral space occupied by the active suspension 310 and the air spring 320 can be significantly reduced. Additionally, the hydraulic pump and accumulator, which are typically included in the active suspension 310, are also arranged separately in this embodiment, further optimizing their layout.

[0033] For details, see Figure 5 The stator assembly 300 includes an active suspension 310 and an air spring 320. The active suspension 310 includes a rod 311, an electro-hydraulic pump 312, and an accumulator 313. The lower end of the rod 311 is a connecting part, and the middle is a mounting platform. The air spring 320 is located above the mounting platform, while the electro-hydraulic pump 312 is located in front of the mounting platform, and the accumulator 313 is located behind the mounting platform. In this embodiment, the active suspension 310 adopts an integrated electro-hydraulic active suspension, which has a high degree of integration. The electro-hydraulic pump 312 and the accumulator 313 are respectively positioned on the front and rear sides of the mounting platform. Furthermore, the head of the electro-hydraulic pump 312 has a large control panel facing the inside of the steering knuckle 110. With the above arrangement, when the wheels are turning, the control panel can be moved inside the wheel rim, further reducing the space occupied by the car turning, cleverly utilizing space, significantly reducing the lateral dimension (or Y-axis dimension) of the suspension system, and further improving the wheel's turning angle.

[0034] As previously described, the suspension system in this embodiment is based on a double wishbone independent suspension, which includes a connecting arm structure 200. This connecting arm 200 includes a first lower control arm 210, a second lower control arm 220, and an upper control arm 230. The first lower control arm 210 and the second lower control arm 220 are both hinged to the base 111, while the upper control arm 230 is hinged to the mounting portion 112. Using this double wishbone independent suspension, since there is no lateral load and the upper end is relatively low, it is beneficial to reduce the height of the front of the vehicle and improve the body styling. In addition, this suspension has excellent handling stability and comfort, making it a relatively advanced suspension.

[0035] Meanwhile, in order to further reduce the lateral dimensions of the suspension system, the hard points of the connecting arm structure 200 and the steering knuckle 110 were also optimized and adjusted.

[0036] See Figure 1 , Figure 2 , Figure 4 The steering knuckle 110 includes a first node 101, a second node 102, a third node 103, and a fourth node 104. The first node 101 is located at the lower end of the base 111, the second node 102 is located below and rear of the first node 101, and the third node 103 is located above and in front of the first node 101. The second node 102, first node 101, and third node 103 are close to each other. The fourth node 104 is located at the top of the mounting portion 112.

[0037] The first lower control arm 210 is curved in shape. The axis of the outer joint of the first lower control arm 210 is inclined vertically, while the inner joint of the first control arm 210 is inclined horizontally. The curved first lower control arm 210 is designed to allow space for the steering tie rod 410 to pass through.

[0038] The second lower control arm 220 is generally straight, and includes an outer node 221, an inner node 222, and a middle node 223, all located on the same straight line. The distance between the middle node 223 and the inner node 222 is greater than the distance between the middle node 223 and the outer node 221. Preferably, the middle node 223 is located approximately at the trisection point of the line connecting the inner node 221 and the outer node 222. That is, the distance between the middle node 223 and the inner node 222 is approximately 2:1 compared to the distance between the middle node 223 and the outer node 221. Since the outer node 221 is connected to the second node 102, the inner node 222 is connected to the subframe 500, and the rod body 311 is connected to the middle node 223, this structure allows the sliding column assembly 300 to achieve a larger leverage ratio, improving the responsiveness of the air spring 320 and the active suspension 310. In addition, the axis of the outer node 221 is basically in the vertical direction, while the axes of the middle node 223 and the inner node 222 are basically in the horizontal front-back direction. With the above arrangement, the layout of the second lower control arm 220 can be made more compact.

[0039] The upper control arm 230 is fork-shaped and includes a middle mounting point and two fork points. The middle mounting point is located between the two fork points and is connected to the fourth node 104, while the two fork points are connected to the slide column assembly 300.

[0040] After the above optimization, the first lower control arm 210 and the steering tie rod 410 are both located on the front side, while the second lower control arm 220 is located on the rear side. Since the accumulator 313 is also on the rear side, this allows the accumulator 313 to have more space, increasing its volume. At the same time, the accumulator 313 can be made into a regular cylindrical shape to improve its compressive strength.

[0041] In some specific examples, this suspension system also includes a steering structure 400, which includes a steering tie rod 410 and a steering motor 420. The steering motor 420 is fixedly mounted in front of the subframe 500 and is drivenly connected to the steering tie rod 410. One end of the steering tie rod 410 is connected to the third node 103. See also Figure 2 The steering tie rod 410 is located entirely below the first lower control arm 210.

[0042] As mentioned earlier, although the third node 103 is located in front of and above the first node 101, the outer side of the first lower control arm 210 is installed above the first node 101, while the outer side of the steering tie rod 410 is installed below the third node 103. Therefore, the steering tie rod 410 can be positioned entirely below the first lower control arm 210. This design, by bending the first lower control arm 210, allows the steering tie rod 410 to pass under the first lower control arm 210, resulting in a more compact and rational spatial arrangement of the suspension system.

[0043] It is understood that the steering structure 400 used in this embodiment is a steer-by-wire system. A steer-by-wire system eliminates the mechanical connection between the steering wheel and the steering wheels, completely freeing itself from the limitations of mechanical components and achieving steering entirely through electrical energy. The steer-by-wire system not only possesses all the advantages of traditional mechanical steering systems but also optimizes angular transmission characteristics, something difficult to achieve with mechanical systems. In a steer-by-wire system, the driver's actions are converted into electrical signals by sensors. After analysis and processing, these signals are directly transmitted to the actuator via wires. Because it is not limited by mechanical structures, it can theoretically achieve any steering intention; therefore, the steer-by-wire system is considered the most advanced steering system currently available.

[0044] In some specific examples, the air spring 320 is a dual-chamber air spring, which includes an electronically controlled valve. Compared to a single-chamber air spring, which has a limited internal air volume and cannot change its cross-sectional area, the dual-chamber air spring maintains a fixed stiffness when the vehicle height remains constant. However, the dual-chamber spring uses a solenoid valve to divide the upper air chamber into two chambers, resulting in a larger internal force-bearing area during inflation and deflation. Therefore, the dual-chamber air suspension offers two selectable stiffnesses, adapting to more complex road conditions and providing superior handling. The upper air chamber of the air spring is divided into two chambers using an electronically controlled valve, and the switching between high and low stiffness is achieved by opening and closing the valve. When the active suspension 310 needs to provide tensile (downward) force, the air spring 320 switches to a high-stiffness mode to reduce the force provided by the active suspension 310 (this can be understood as follows: increased air spring stiffness increases the downward force provided at the same position. Since the system requires the same force, the increased force provided by the air spring 320 reduces the force required by the active suspension 310). Conversely, when the active suspension 310 needs to provide compressive (upward) force, the air spring 320 switches to a low-stiffness mode to further reduce the force required by the active suspension 310. Simultaneously, because the force required by the active suspension 310 can be reduced, the output power of the electro-hydraulic pump 312 can be reduced, allowing for a smaller electro-hydraulic pump 312 and freeing up more installation space.

[0045] In some specific examples, the subframe 500 is generally frame-shaped, see [reference needed]. Figure 1 , Figure 6 , Figure 7 , Figure 8 The subframe 500 includes a front crossbeam 510, a rear crossbeam 520, and two longitudinal beams 530. The front crossbeam 510, rear crossbeam 520, and two longitudinal beams 530 form a motor mounting space in the middle. This motor mounting space is used to house the drive motor.

[0046] Meanwhile, since the sliding column assembly 300 and the connecting arm structure 200 are installed between the side wheel structure 100 and the subframe 500, the hard point setting of the steering knuckle 110 of the side wheel 100 has been optimized above. In order to reasonably arrange the sliding column assembly 300 and the connecting arm structure 200, the hard point setting on the subframe 500 is also optimized at the same time.

[0047] A front connecting seat is provided on the outer side of the front crossbeam 510, and the first lower control arm 210 is connected to the front connecting seat; a rear connecting seat is provided on the rear side of the longitudinal beam 530, and the inner node 222 of the second lower control arm 220 is connected to the rear connecting seat. The first lower control arm 210 is connected to the outer side near the front crossbeam 510, while the second lower control arm 220 is connected to the rear side of the longitudinal beam 530. Because the outer side of the first lower control arm 210 and the outer node 221 of the second lower control arm 220 are close to each other, the first lower control arm 210 and the second lower control arm 220 form an open trumpet shape, which not only makes the suspension more stable, but also creates sufficient space between the first lower control arm 210, the second lower control arm 220, and the longitudinal beam 530 for the installation of the strut assembly 300.

[0048] Furthermore, this suspension system also includes a suspension stabilization structure. This stabilization structure includes a stabilizer bar 540 and a connecting rod 550. In conventional technology, stabilizer bars are generally mounted on the subframe, or on the lower control arms or steering knuckles of the left and right suspensions. The stabilizer bar is typically a torsion bar spring made of spring steel, used to prevent excessive lateral roll of the vehicle body during cornering, thus preventing lateral rollover and improving ride comfort. The specific working principle of the stabilizer bar is as follows: when the vehicle body only moves vertically and the deformation of the suspensions on both sides is equal, the suspensions on both sides move up and down simultaneously, and the lateral stabilizer bar rotates freely within its sleeve. When the vehicle is cornering, due to the greater force borne by the outer suspension, the deformation of the suspensions on both sides is unequal, and the vehicle body tilts laterally relative to the road surface. The longitudinal portions of the stabilizer bar on both sides deflect in different directions, thus torsioning the stabilizer bar. The torque generated by the elastic stabilizer bar reduces the deformation of the suspension springs, thereby reducing lateral roll and lateral angular vibration of the vehicle body, and improving vehicle driving stability. In existing technologies, stabilizer bars are typically mounted on the crossbeams or longitudinal beams in front of the subframe. This mounting structure, when applied to some pure electric rear-wheel-drive vehicles, can easily cause interference between the large motor and the stabilizer bar. Furthermore, in other existing structures, when the vehicle rolls over, the body roll force on the stabilizer bar must pass through the steering knuckle and connecting rods before being transmitted to the stabilizer bar itself. This reduces the torque the stabilizer bar can counteract, making its stabilizing effect weaker compared to its connection to the steering knuckle. While increasing the stabilizer bar cable diameter can improve its efficiency, it also increases the stabilizer bar's weight.

[0049] In view of this, in this embodiment, the stabilizer bar 540 is mounted on the rear crossbeam 520. A bearing seat is provided on the rear side of the rear crossbeam 520, and the stabilizer bar 540 passes through two of the bearing seats. Both ends of the stabilizer bar 540 are connected to two different connecting rods 550. One end of the connecting rod 550 is connected to the stabilizer bar 540, and the other end is connected to the sliding column assembly 300. Specifically, the mounting base of the rod body 311 has a corresponding node, and the connecting rod 550 is connected to the node. Therefore, the rod body 311 highly integrates the air spring 320, the electric hydraulic pump 312, the accumulator 313, and the connecting rod 550, making the spatial layout of the suspension more compact and more effectively utilizing the suspension space.

[0050] Simultaneously, when the drive motor 610 is mounted on the subframe 500, the drive shaft 620 also connects the drive motor 610 and the side wheel structure 100; that is, the drive shaft 620 also needs to be positioned between the subframe 500 and the side wheel structure 100. For more information, see [link to relevant documentation]. Figure 5 In this design, the lower part of the rod body 311 is set in a forked shape, and a clearance groove 314 is provided in the rod body 311. During installation, the drive shaft 620 can pass through the clearance groove 314, and then the rod body 311 is connected to the middle node 223 of the second lower control arm 220.

[0051] Furthermore, when this suspension system is used in new energy vehicles, a disconnectable mechanism 630 can be provided between the drive motor 610 and the drive shaft 620 to reduce energy consumption. By disconnecting the drive connection between the drive motor 610 and the drive shaft 620 as needed in energy-saving mode, high-speed conditions, etc., the overall energy consumption of the vehicle can be reduced to increase the vehicle's range. This is similar to existing four-wheel drive vehicles, where only the front or rear drive can operate in energy-saving mode or high-speed constant-speed motion. The stopped motor disconnects the drive shaft from the motor, reducing the movement of the motor rotor cutting magnetic lines of force and thus reducing energy consumption.

[0052] Meanwhile, in the above scheme, because the drive shaft 620 is connected to the drive motor 610 via a disconnectable mechanism 630, the length of the drive shaft 620 is significantly reduced (equivalent to a half-shaft structure). To ensure that the full-stroke swing angle of the outer node of the drive shaft 620 is within a safe range, the center point of the outer node of the drive shaft 620 should be as close as possible to the kingpin a. That is, in the configuration of the drive shaft 620, the distance from the center of the wheel to the kingpin a should be greater than the distance from the center of the outer node of the drive shaft 620 to the kingpin a.

[0053] Furthermore, since a drive motor 610 is mounted on the subframe 500, to ensure a more reliable connection between the drive motor 610 and the subframe 500, and to provide better protection for the drive motor 610, this embodiment uses four independent mounting structures 560 to mount the drive motor 610 onto the subframe 500. For details, see [link to details]. Figure 1 The suspension structure 560 includes a base 561 and a main bushing hole 562, with the base 561 movably connected to the main bushing hole 562; the base 561 is provided with a second bushing hole 563, and the drive motor 610 is connected to the base 561 through the second bushing hole 563.

[0054] Two main bushing holes 562 are located on the front crossbeam 510, with their axes extending along the left-right direction (or the Y direction). Two other main bushing holes 562 are located on the rear crossbeam 520, with their axes extending along the front-rear direction (or the X direction). Because the axes of the main bushing holes 562 on the front and rear crossbeams are perpendicular to each other, the drive motor 610 will not easily wobble after installation, ensuring the reliability of its installation. Furthermore, the drive motor 610 is not directly rigidly connected to the base 561, but rather flexibly connected through multiple second bushing holes 563. This ensures that tire vibrations are filtered out by the secondary vibration-damping suspension structure 560 during vehicle operation, guaranteeing the safe operation of the motor.

[0055] Additionally, see Figure 8 This suspension system also positions the steering motor 420 below and in front of the drive motor 610, allowing for a more rational spatial layout. Simultaneously, the rear crossbeam 520 is positioned higher than the front crossbeam 510, providing space below it for the charging plate 570. Furthermore, the lowest point of the front crossbeam 510 must be 15-20mm lower than the lowest point of the charging plate 570. This avoids the front crossbeam 510 protecting the charging plate 570.

[0056] In addition, from Figure 8 It can be seen that the longitudinal beam 530 has a front-lower-rear-high orientation, and a clearance groove is provided at the front end of the longitudinal beam 530, so that the steering motor 420 and the drive motor 610 can be installed in the clearance groove. This makes the spatial layout of the suspension system more compact and reasonable.

[0057] Furthermore, the vehicle according to an embodiment of the present invention includes the suspension system described above.

[0058] Preferably, the vehicle's suspension system in this embodiment integrates a power suspension module in the form of a double wishbone suspension, consisting of dual motors, an electromechanical brake (EMB), an active suspension, a dual-chamber air spring, and a steer-by-wire system. This is suitable for front suspensions that require large wheel angles, and is especially suitable for skateboard chassis.

[0059] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0060] 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 in that, include: The side wheel structure (100) includes a steering knuckle (110), an electromechanical brake (120), and a brake disc (130); the steering knuckle (110) includes a base (111) and a mounting portion (112), the mounting portion (112) being located above the base (111), the electromechanical brake (120) being mounted on the outside of the mounting portion (112), and the electromechanical brake (120) being connected to the brake disc (130); The connecting arm structure (200) is located inside the steering knuckle (110) and includes a first lower control arm (210), a second lower control arm (220) and an upper control arm (230). The first lower control arm (210) and the second lower control arm (220) are both hinged to the lower side of the base (111), and the upper control arm (230) is hinged to the top of the mounting part (112). The sliding column assembly (300) includes an active suspension (310) and an air spring (320). The active suspension (310) includes a rod (311), an electric hydraulic pump (312), and an accumulator (313). The lower end of the rod (311) is hinged to the second lower control arm (220). The electric hydraulic pump (312) and the accumulator (313) are respectively located on the front and rear sides of the rod (311). The air spring (320) is located above the rod (311). The upper control arm (230) is hinged to the outer side of the air spring (320). The subframe (500) includes a front crossbeam (510), a rear crossbeam (520), and two longitudinal beams (530) located between the front crossbeam (510) and the rear crossbeam (520). The two longitudinal beams (530) are respectively located on the left and right sides of the subframe (500). The first lower control arm (210) is hinged to the outer side of the front crossbeam (510), and the second lower control arm (220) is hinged to the rear side of the longitudinal beams (530).

2. The suspension system according to claim 1, characterized in that, The steering knuckle (110) includes a first node (101), a second node (102), a third node (103), and a fourth node (104). The first node (101) is connected to the first lower control arm (210), the second node (102) is connected to the second lower control arm (220), and the fourth node (104) is connected to the upper control arm (230). The third node (103) is located above and in front of the first node (101), and the second node (102) is located below and behind the first node (101).

3. The suspension system according to claim 2, characterized in that, The second lower control arm (220) includes an outer node (221), an inner node (222), and a middle node (223). The centers of the outer node (221), the inner node (222), and the middle node (223) are located on the same straight line. The distance between the middle node (223) and the outer node (221) is less than the distance between the middle node (223) and the inner node (222). The lower end of the rod body (311) is connected to the middle node (223).

4. The suspension system according to claim 3, characterized in that, It also includes a steering structure (400) including a steering tie rod (410) connected to the third node (103); the first lower control arm (210) is located above the steering tie rod (410).

5. The suspension system according to claim 1, characterized in that, The air spring (320) is a dual-chamber air spring, and the air spring (320) includes an electronically controlled valve.

6. The suspension system according to claim 1, characterized in that, The rear side of the rear crossbeam (520) is provided with a stabilizer bar (540), and the end of the stabilizer bar (540) is connected to the bar body (311) through a connecting rod (550).

7. The suspension system according to claim 1, characterized in that, The subframe (500) is also provided with a suspension structure (560) for fixing and installing the motor.

8. The suspension system according to claim 1, characterized in that, A charging plate is provided below the rear crossbeam (520), and the lowest point of the front crossbeam (510) is lower than the lowest point of the charging plate.

9. A vehicle, characterized in that, Includes the suspension system as described in any one of claims 1-8.

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