Suspension assembly and vehicle

Abstract

The embodiment of the present application provides a kind of suspension assembly and vehicle, suspension assembly includes: first support, second support, third support, the first support, fourth support, fifth support, sixth support, first damper, first pull rod, second pull rod, second damper, third pull rod and fourth pull rod;One end of the first damper is rotatably connected with the first support, the other end of the first damper is connected with frame;One end of the second damper is rotatably connected with the fourth support, the other end of the second damper is connected with the frame;The first support, the second support, the fourth support and the fifth support are all located in the lower part of the axle, and the third support and the sixth support are all located in the upper part of the axle.By optimizing the setting position of pull rod between frame and axle, the stroke range of damper is increased, so as to increase the suspension stroke and improve the safety of vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more particularly to a suspension assembly and a vehicle. Background Technology

[0002] The suspension is one of the most important components of an off-road vehicle. When a vehicle is subjected to impact loads, the suspension's damping devices can attenuate the resulting vibrations, preventing the vehicle from vibrating more severely or resonating, thereby ensuring that the dynamic load of the vehicle body remains within a reasonable range.

[0003] However, existing shock absorbers have limited installation space, resulting in a relatively short suspension travel. Insufficient suspension travel can cause a shift in the vehicle's center of gravity when driving on undulating or rough roads, negatively impacting driving performance. The vehicle body can easily sway violently due to insufficient travel, potentially leading to accidents.

[0004] It is evident that existing technologies suffer from poor vehicle safety due to insufficient suspension travel. Summary of the Invention

[0005] This invention provides a suspension assembly and a vehicle to address the problem of poor vehicle safety in the prior art.

[0006] This invention provides a suspension assembly, comprising:

[0007] The first support, the second support, and the third support are sequentially disposed in the region of the axle near the first wheel hub;

[0008] The fourth, fifth, and sixth supports are sequentially disposed in the region of the axle near the second wheel hub.

[0009] The first shock absorber has one end rotatably connected to the first support and the other end connected to the vehicle frame.

[0010] A first tie rod, one end of which is rotatably connected to the second support, and the other end of which is connected to the vehicle frame;

[0011] The second tie rod has one end rotatably connected to the third support and the other end connected to the vehicle frame.

[0012] The second shock absorber has one end rotatably connected to the fourth support and the other end connected to the vehicle frame.

[0013] The third tie rod, one end of which is rotatably connected to the fifth support, and the other end of which is connected to the vehicle frame;

[0014] The fourth tie rod has one end rotatably connected to the sixth support and the other end connected to the vehicle frame;

[0015] The first support, the second support, the fourth support, and the fifth support are all located at the lower part of the axle, while the third support and the sixth support are both located at the upper part of the axle.

[0016] Optionally, it also includes:

[0017] The fifth tie rod has one end mounted on the axle near the differential via a seventh support, and the other end connected to the vehicle frame. The axis of the fifth tie rod is parallel to the axis of the axle.

[0018] Optionally, it also includes:

[0019] A spring, one end of which is disposed on the upper part of the axle, and the other end of which is connected to the vehicle frame.

[0020] Optionally, the first support includes a first extension extending from the axle in a direction away from the frame, and a first bent portion extending from the first extension after bending, wherein one end of the first shock absorber is rotatably connected to the end of the first bent portion.

[0021] And / or,

[0022] The fourth support includes a second extension extending from the axle in a direction away from the frame, and a second bend extending from the second extension after bending, wherein one end of the second shock absorber is rotatably connected to the end of the second bend.

[0023] Optionally, the angle between the axis of the first shock absorber and the target plane is 10 to 90 degrees, and the target plane is the plane where the crossbeams and longitudinal beams of the vehicle frame are located.

[0024] Optionally, the axis of the second damper is parallel to the axis of the first damper.

[0025] Optionally, along the direction from the first wheel hub to the second wheel hub, the first support, the second support, the third support, the sixth support, the fifth support and the fourth support are sequentially provided on the axle.

[0026] Optionally, the length of the first pull rod is greater than the length of the second pull rod.

[0027] Optionally, the axis of the first pull rod intersects the projection of the axis of the second pull rod onto the plane where the first hub is located.

[0028] This invention also provides a vehicle including the suspension assembly described above.

[0029] In this embodiment of the invention, by optimizing the position of the tie rod between the frame and the axle, one end of the first shock absorber is rotatably connected to the first support, and the other end of the first shock absorber is connected to the frame. One end of the second shock absorber is rotatably connected to the fourth support, and the other end of the second shock absorber is connected to the frame. Furthermore, both the first and fourth supports are located at the lower part of the axle. This increases the travel range of the shock absorbers, thereby increasing the suspension travel. This allows the vehicle to maintain tire contact with the ground on uneven surfaces, enhancing handling and passability. The vehicle can easily traverse various terrains without the aid of other auxiliary equipment, relying solely on the longer suspension travel. This reduces vehicle costs, and during off-road driving, the longer suspension travel also makes it easier to control the vehicle's center of gravity, improving driving safety. Attached Figure Description

[0030] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 This is one of the structural schematic diagrams of the suspension assembly provided in the embodiments of the present invention;

[0032] Figure 2 This is the second structural schematic diagram of the suspension assembly provided in the embodiment of the present invention. Detailed Implementation

[0033] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0034] like Figures 1 to 2 As shown, an embodiment of the present invention provides a suspension assembly, including:

[0035] The first support 101, the second support 102, and the third support 103 are sequentially arranged in the area of ​​the axle 201 near the first wheel hub 202.

[0036] The fourth, fifth, and sixth supports are sequentially disposed in the region of the axle 201 near the second wheel hub.

[0037] The first shock absorber 104 has one end rotatably connected to the first support 101 and the other end connected to the vehicle frame.

[0038] The first tie rod 105 has one end rotatably connected to the second support 102, and the other end of the first tie rod 105 is connected to the vehicle frame.

[0039] The second tie rod 106 has one end rotatably connected to the third support 103 and the other end connected to the vehicle frame.

[0040] The second shock absorber has one end rotatably connected to the fourth support and the other end connected to the vehicle frame.

[0041] The third tie rod, one end of which is rotatably connected to the fifth support, and the other end of which is connected to the vehicle frame;

[0042] The fourth tie rod has one end rotatably connected to the sixth support and the other end connected to the vehicle frame;

[0043] The first support 101, the second support 102, the fourth support and the fifth support are all located at the lower part of the axle, and the third support 103 and the sixth support are all located at the upper part of the axle 201.

[0044] In one example, the second tie rod 106 and the fourth tie rod can be upper control arms, mounted on the upper part of the axle via the third and sixth supports respectively, to limit the lateral movement (tilt) of the axle and ensure that the axle does not sway left or right while maintaining vertical movement. When the vehicle is turning, the second tie rod 106 and the fourth tie rod can help maintain the angle between the tires and the ground, reducing vehicle roll.

[0045] The first tie rod 105 and the third tie rod can be lower control arms. The first tie rod 105 and the third tie rod are respectively mounted on the lower part of the axle via the second support 102 and the fifth support to bear longitudinal forces (forces in the front-to-back direction) and, together with the upper control arm, stabilize the lateral displacement of the axle. The first tie rod 105 and the third tie rod can also provide additional support force, enabling the axle to move stably up and down on uneven road surfaces.

[0046] Optionally, the suspension assembly also includes:

[0047] The fifth tie rod 107 has one end mounted on the axle 201 near the differential via the seventh support, and the other end is connected to the vehicle frame. The axis of the fifth tie rod 107 is parallel to the axis of the axle 201.

[0048] In this example, a fifth tie rod 107 is positioned on the axle 201 near the differential and in front of the chassis, with its axis parallel to the axis of the axle 201. The fifth tie rod 107 bears and transmits longitudinal forces (such as those generated during acceleration and braking). Thus, when the vehicle travels on uneven surfaces, the wheels move up and down accordingly. The upper and lower control arms ensure that this vertical movement does not cause axle roll or unnecessary displacement. The trailing arm (i.e., the fifth tie rod 107) bears driving and braking forces, preventing the axle from moving back and forth, maintaining a stable axle position, and together with other control arms, ensuring vehicle smoothness during acceleration and braking. This improves vehicle safety.

[0049] Optionally, it also includes:

[0050] Spring 108, one end of spring 108 is disposed on the upper part of axle 201, and the other end of spring 108 is connected to the vehicle frame.

[0051] In this example, a spring 108 is installed between the upper part of the axle 201 and the bottom of the frame. This spring can support the static weight of the vehicle and provide a certain degree of dynamic adjustment, reducing noise and vibration transmitted to the vehicle body and improving ride comfort.

[0052] In this embodiment of the invention, by optimizing the position of the tie rod between the frame and the axle, one end of the first shock absorber 104 is rotatably connected to the first support 101, and the other end of the first shock absorber 104 is connected to the frame. One end of the second shock absorber is rotatably connected to the fourth support, and the other end of the second shock absorber is connected to the frame. Furthermore, both the first support 101 and the fourth support are located at the lower part of the axle. This increases the travel range of the shock absorbers, thereby increasing the suspension travel. This allows the vehicle to maintain tire contact with the ground on uneven surfaces, enhancing the vehicle's handling and passability. The vehicle can easily traverse various terrains without the aid of other auxiliary equipment, relying solely on the longer suspension travel. This reduces vehicle costs, and during off-road driving, the longer suspension travel also makes it easier to control the vehicle's center of gravity, improving driving safety.

[0053] Optionally, along the direction from the first wheel hub 202 to the second wheel hub, a first support 101, a second support 102, a third support 103, a sixth support, a fifth support, and a fourth support are sequentially provided on the axle 201.

[0054] In this example, the first shock absorber 104 and the second shock absorber can be symmetrically arranged on the axle 201, the first support 101 and the fourth support can be symmetrically arranged on the axle 201, the second support 102 and the fifth support can be symmetrically arranged on the axle 201, and the third support 103 and the sixth support can be symmetrically arranged on the axle 201, thereby improving the stability of the vehicle suspension components. The suspension components work closely together to provide a stable and comfortable driving experience that can cope with various road conditions.

[0055] Optionally, the length of the first tie rod 105 is greater than the length of the second tie rod. By designing a longer first tie rod 105, the roll center position can be lowered, thereby reducing the vehicle's roll tendency in sharp turns or crosswind conditions and improving lateral stability. Furthermore, the longer first tie rod 105 allows for greater suspension travel, thus more effectively mitigating vibrations from uneven road surfaces and improving ride comfort, which is especially important in off-road or harsh road conditions.

[0056] The length of the first tie rod 105 can be more than twice the length of the second tie rod to further improve the stability of the vehicle.

[0057] The third tie rod can be symmetrically arranged with the first tie rod 105 and adopt the same structure.

[0058] Optionally, the axis of the first pull rod 105 intersects the projection of the axis of the second pull rod onto the plane where the first hub 202 is located.

[0059] In this example, the axis of the first tie rod 105 intersects the projection of the axis of the second tie rod onto the plane containing the first wheel hub 202. Correspondingly, the axis of the third tie rod intersects the projection of the axis of the fourth tie rod onto the plane containing the first wheel hub 202. Thus, as the shock absorber compresses and rebounds, the tire's camber angle (outer or inner camber) changes. By intersecting the axes of the upper control arms (second and fourth tie rods) and the lower control arms (first and third tie rods), a more ideal camber change can be achieved, i.e., a "camber gain effect." During cornering, as the inner suspension compresses and the outer suspension extends, the tire can maintain a contact angle close to the optimal angle for everyday use, thereby increasing grip and reducing tire wear. The spatially intersecting control arm design helps determine and control the position of the roll center. The roll center is a virtual point that determines the degree of body roll during cornering or lateral acceleration. By adjusting the geometry of the control arms, the roll center can be lowered, thereby reducing body roll and improving vehicle stability.

[0060] Furthermore, in the actual design process, the spatial configuration of wheels, braking system, exhaust pipes, and other chassis-related components is taken into account. A design where the axes of the upper and lower control arms intersect often makes more efficient use of limited space, ensuring the proper arrangement of the suspension and other chassis components. This increases the shock absorber travel range, thereby increasing suspension travel and improving vehicle safety.

[0061] Optionally, the first support 101 includes a first extension extending from the axle 201 in a direction away from the frame, and a first bent portion extending after bending from the first extension, and one end of the first shock absorber 104 is rotatably connected to the end of the first bent portion.

[0062] And / or,

[0063] The fourth support includes a second extension extending from the axle in a direction away from the frame, and a second bend extending from the second extension after bending, wherein one end of the second shock absorber is rotatably connected to the end of the second bend.

[0064] In this example, one end of the first shock absorber 104 is mounted on the axle via the first support 101, and the other end of the first shock absorber 104 is connected to a pin on the longitudinal beam of the frame via a bushing, tilting forward of the vehicle. The pin extends along the upper end face of the longitudinal beam. The first extension of the first support 101 extends away from the frame, increasing the travel range of the first shock absorber 104, thereby increasing the suspension travel; and the first bend is at a certain angle to the first extension to reduce interference between the first shock absorber 104 and the axle; and / or,

[0065] The second shock absorber 1 is mounted on the axle via a fourth support at one end, and connected to a pin on the longitudinal beam of the frame via a bushing at the other end, tilting forward towards the vehicle. The pin extends along the upper surface of the longitudinal beam. The second extension of the fourth support extends away from the frame, increasing the travel range of the second shock absorber and thus increasing the suspension travel. Furthermore, the second bend and the second extension are at a certain angle to reduce interference between the second shock absorber and the axle. This ensures the vehicle maintains tire contact with the ground on uneven surfaces, enhancing handling and off-road capability. It allows the vehicle to easily traverse various terrains without the need for other auxiliary equipment, relying solely on the longer suspension travel. This reduces vehicle costs, and during off-road driving, the longer suspension travel also makes it easier to control the vehicle's center of gravity, improving driving safety.

[0066] Optionally, the angle between the axis of the first shock absorber 104 and the target plane is 10 degrees to 90 degrees, and the target plane is the plane where the crossbeams and longitudinal beams of the vehicle frame are located.

[0067] In this embodiment, the first shock absorber 104 is deployed at an angle, which increases the travel range of the first shock absorber 104. Preferably, the angle between the axis of the first shock absorber 104 and the target plane is 15 degrees to 35 degrees. In this way, the travel range of the first shock absorber 104 can cover the diameter of the first wheel hub 202, further increasing the travel range of the first shock absorber, thereby increasing the suspension travel and improving vehicle safety.

[0068] When the angle between the axis of the first shock absorber 104 and the target plane is 90 degrees, the connection end between the first support 101 and the first shock absorber 104 extends to the lower edge of the first wheel hub 202 (i.e. the edge close to the ground) through the first support 101, which also increases the travel range of the first shock absorber, thereby increasing the suspension travel and improving the safety of the vehicle.

[0069] Optionally, the axis of the second damper is parallel to the axis of the first damper.

[0070] In this example, the second shock absorber can adopt a design corresponding to the first shock absorber, increasing the travel range of the second shock absorber, thereby increasing the suspension travel. This allows the vehicle to maintain tire contact with the ground on uneven surfaces, enhancing the vehicle's handling and passability. It enables the vehicle to easily traverse various terrains without the aid of other auxiliary equipment, relying solely on the longer suspension travel. This reduces vehicle costs, and during off-road driving, the longer suspension travel also makes it easier to control the vehicle's center of gravity, improving driving safety.

[0071] This invention also provides a vehicle including the suspension assembly described above.

[0072] It should be noted that the implementation of the above-described suspension component embodiment is also applicable to the embodiment of this vehicle and can achieve the same technical effect, so it will not be described again here.

[0073] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0074] The embodiments of the present invention have been described above with reference to the accompanying drawings. However, the present invention is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of the present invention without departing from the spirit and scope of the claims, and all of these forms are within the protection scope of the present invention.

Claims

1. A suspension assembly characterized by, include: The first support, the second support, and the third support are sequentially disposed in the region of the axle near the first wheel hub; The fourth, fifth, and sixth supports are sequentially disposed in the region of the axle near the second wheel hub. The first shock absorber has one end rotatably connected to the first support and the other end connected to the vehicle frame. A first tie rod, one end of which is rotatably connected to the second support, and the other end of which is connected to the vehicle frame; The second tie rod has one end rotatably connected to the third support and the other end connected to the vehicle frame. The second shock absorber has one end rotatably connected to the fourth support and the other end connected to the vehicle frame. The third tie rod, one end of which is rotatably connected to the fifth support, and the other end of which is connected to the vehicle frame; The fourth tie rod has one end rotatably connected to the sixth support and the other end connected to the vehicle frame; The first support, the second support, the fourth support and the fifth support are all located at the lower part of the axle, and the third support and the sixth support are all located at the upper part of the axle. The first support includes a first extension extending from the axle in a direction away from the frame, and a first bent portion extending after bending from the first extension, wherein one end of the first shock absorber is rotatably connected to the end of the first bent portion. And / or, The fourth support includes a second extension extending from the axle in a direction away from the frame, and a second bent portion extending after the second extension is bent, wherein one end of the second shock absorber is rotatably connected to the end of the second bent portion; The axis of the first shock absorber forms an angle of 90 degrees with the target plane. The first support extends the connection end between the first support and the first shock absorber to the lower edge of the first wheel hub. The target plane is the plane where the crossbeam and longitudinal beam of the vehicle frame are located.

2. The suspension assembly of claim 1, wherein, Also includes: The fifth tie rod has one end mounted on the axle near the differential via a seventh support, and the other end connected to the vehicle frame. The axis of the fifth tie rod is parallel to the axis of the axle.

3. The suspension assembly of claim 1, wherein, Also includes: A spring, one end of which is disposed on the upper part of the axle, and the other end of which is connected to the vehicle frame.

4. The suspension assembly of claim 1, wherein, The axis of the second damper is parallel to the axis of the first damper.

5. The suspension assembly of claim 1, wherein, Along the direction from the first wheel hub to the second wheel hub, the first support, the second support, the third support, the sixth support, the fifth support and the fourth support are sequentially arranged on the axle.

6. The suspension assembly of claim 1, wherein, The length of the first pull rod is greater than the length of the second pull rod.

7. The suspension assembly of claim 1, wherein, The projection of the axis of the first pull rod and the axis of the second pull rod onto the plane where the first hub is located intersects.

8. A vehicle characterized by comprising: Includes the suspension assembly as described in any one of claims 1 to 7.

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