Suspension assembly of vehicle and vehicle

Abstract

The invention discloses a suspension assembly of a vehicle and the vehicle. The suspension assembly comprises an axle and a suspension assembly, a cross beam; one end of the shock absorber is rotatably arranged on the axle; the transmission assembly comprises a first transmission part and a second transmission part, the first transmission part is rotatably arranged on the cross beam, the second transmission part is movably arranged on the cross beam, the second transmission part is in transmission fit with the first transmission part, the other end of the shock absorber is fixed to the second transmission part, and when the first transmission part rotates, the second transmission part moves; therefore, the shock absorber is deflected. In this way, the damping effect of the shock absorber can be adjusted, the riding comfort of a vehicle is improved, the first transmission part, the second transmission part and the shock absorber are all mechanically connected and controlled, the working reliability of the shock absorber can be improved to a certain degree, the first transmission part, the second transmission part and the shock absorber are all of conventional structures, matching is easy, and cost is low. Later maintenance is facilitated, and the maintenance cost can be reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a suspension assembly of a vehicle and a vehicle. Background Art

[0002] In the related art, in order to improve the comfort of the vehicle, two means are mainly used. The first is to improve the elastic element to achieve a more ideal elastic curve. The second is to adjust the damping of the shock absorber to eliminate the vibration of the vehicle as soon as possible, thereby improving comfort. The damping adjustment of the shock absorber is of two types: passive and active. The passive type can automatically adjust the damping according to the vibration frequency. The automatic adjustment valve body, while the active type has solenoid valve damping adjustment shock absorber and magnetorheological fluid shock absorber (MRF shock absorber).

[0003] However, whether the damping adjustment of the shock absorber adopts the magnetorheological fluid adjustment method or the solenoid valve shock absorber adjustment method, it requires high costs and will also increase the control and maintenance costs of the shock absorber accordingly. Summary of the invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention proposes a suspension assembly for a vehicle, which can improve the riding comfort of the vehicle, improve the reliability of the shock absorber to a certain extent, facilitate subsequent maintenance, and reduce maintenance costs.

[0005] The present invention further provides a vehicle.

[0006] The suspension assembly of a vehicle according to the present invention includes: an axle; a crossbeam; a shock absorber, one end of which is rotatably arranged on the axle; a transmission component, the transmission component includes: a first transmission member and a second transmission member, the first transmission member is rotatably arranged on the crossbeam, the second transmission member is movably arranged on the crossbeam, and the second transmission member is in transmission cooperation with the first transmission member, the other end of the shock absorber is fixed to the second transmission member, and when the first transmission member rotates, the second transmission member moves to cause the shock absorber to deflect.

[0007] According to the suspension assembly of the vehicle of the present invention, the angle between the shock absorber and the vertical direction can be adjusted through the cooperation of the first transmission member and the second transmission member, so that the damping effect of the shock absorber can be adjusted to improve the riding comfort of the vehicle. In addition, the first transmission member, the second transmission member and the shock absorber are all mechanically connected and controlled, which can improve the reliability of the shock absorber to a certain extent. In addition, the first transmission member, the second transmission member and the shock absorber are all conventionally arranged, which is easy to match and convenient for later maintenance, thereby reducing maintenance costs.

[0008] In some examples of the present invention, the second transmission member includes: a mounting portion and a transmission portion, the other end of the shock absorber is fixed to the mounting portion, the transmission portion is connected to the mounting portion, and the transmission portion is in transmission cooperation with the first transmission member.

[0009] In some examples of the present invention, the first transmission member is configured as a gear, a rack is provided on the transmission portion, and the gear is meshed with the rack.

[0010] In some examples of the present invention, the suspension assembly of the vehicle also includes: a drive and a clutch, the clutch is arranged at one end of the drive, the drive includes: a drive core, the clutch includes: a friction plate and a clutch pressure plate, the clutch pressure plate selectively presses the friction plate, the first transmission member, the drive core and the friction plate are fixedly connected, and when the clutch pressure plate releases the friction plate, the drive core drives the friction plate and the first transmission member to rotate.

[0011] In some examples of the present invention, the driver also includes: a drive housing and a thrust plate, the drive core is arranged in the drive housing, the thrust plate is arranged on a side of the drive housing close to the clutch pressure plate, and the thrust plate is matched with the drive housing in transmission, when the drive housing rotates, the thrust plate moves toward the direction of the clutch pressure plate, and the clutch pressure plate moves toward the direction of the thrust plate to release the friction plate.

[0012] In some examples of the present invention, the clutch further includes: a linkage member and a support member, wherein both ends of the linkage member are respectively connected to the thrust plate and the clutch pressure plate, and one end of the support member is supported on the linkage member so that the linkage member rotates along one end of the support member.

[0013] In some examples of the present invention, a mating inclined surface is provided at one end of the drive housing close to the thrust plate, and a mating protrusion is provided at one end of the thrust plate close to the drive housing, and the mating protrusion is mated with the mating inclined surface.

[0014] In some examples of the present invention, the suspension assembly of the vehicle further includes: a limiting member, the limiting member is provided with a first limiting portion, the drive housing is provided with a second limiting portion, and the first limiting portion is limitedly matched with the second limiting portion.

[0015] In some examples of the present invention, the suspension assembly of the vehicle further includes: an elastic member, wherein the elastic member is disposed between the first limiting portion and the second limiting portion.

[0016] A vehicle according to the present invention comprises: the suspension assembly of the vehicle described above.

[0017] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0019] Figure 1 is a structural schematic diagram of a suspension assembly according to an embodiment of the present invention;

[0020] Figure 2 yes Figure 1 The enlarged schematic diagram of point A in the middle;

[0021] Figure 3 is a partial cross-sectional view of a suspension assembly according to an embodiment of the present invention;

[0022] Figure 4 It is a schematic diagram of the structure of the driver;

[0023] Figure 5 It is an exploded view of the drive;

[0024] Figure 6 It is a partial cross-sectional view of the drive.

[0025] Reference numerals:

[0026] 1. Suspension assembly;

[0027] 10. Axle; 20. Crossbeam; 30. Shock absorber; 40. Transmission assembly; 41. First transmission member; 42. Second transmission member; 421. Mounting portion; 422. Transmission member; 4221. Rack; 50. Driver; 51. Drive core; 52. Drive housing; 521. Matching slope; 522. Second limiting portion; 53. Thrust plate; 531. Matching protrusion; 60. Clutch; 61. Friction plate; 62. Clutch pressure plate; 63. Linkage member; 64. Support member; 70. Limiting member; 71. First limiting portion; 80. Elastic member. DETAILED DESCRIPTION

[0028] Embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. Embodiments of the present invention are described in detail below.

[0029] Reference below Figure 1-Figure 6 The suspension assembly of a vehicle according to an embodiment of the present invention is described. The suspension assembly 1 is arranged on a vehicle and is mainly used to adjust the vibration reduction effect of the vehicle.

[0030] like Figure 1As shown, the suspension assembly 1 according to an embodiment of the present invention includes: an axle 10, a crossbeam 20, a shock absorber 30 and a transmission assembly 40. The axle 10 mainly plays the role of transmitting torque. Wheels can be installed at both ends of the axle 10, and their role is to bear the load of the vehicle and maintain the normal driving of the vehicle on the road. The crossbeam 20 mainly plays the role of support and installation. Other parts of the vehicle can be installed on the crossbeam 20, and the crossbeam 20 can improve the structural strength of the vehicle in the lateral direction. The shock absorber 30 can play the role of vibration reduction, which can improve the smoothness and comfort of the vehicle's driving. The transmission assembly 40 mainly plays the role of intermediate transmission.

[0031] like Figure 1 As shown, one end of the shock absorber 30 is rotatably disposed on the axle 10. The axle 10 can provide an installation position for the shock absorber 30, so that one end of the shock absorber 30 can be disposed on the axle 10. Of course, one end of the shock absorber 30 is rotatably connected to the axle 10, so that the shock absorber 30 can be rotated around the connection position between the shock absorber 30 and the axle 10, so that the position of the shock absorber 30 can be adjusted, thereby changing the damping effect of the shock absorber 30.

[0032] like Figure 1 As shown, the transmission assembly 40 includes a first transmission member 41 and a second transmission member 42. The first transmission member 41 is rotatably arranged on the cross beam 20, and the second transmission member 42 is movably arranged on the cross beam 20. The second transmission member 42 is in transmission cooperation with the first transmission member 41. The other end of the shock absorber 30 is fixed on the second transmission member 42. When the first transmission member 41 rotates, the second transmission member 42 moves to deflect the shock absorber 30. The first transmission member 41 and the second transmission member 42 can both play a transmission role. The first transmission member 41 is arranged on the cross beam 20, so that the arrangement of the first transmission member 41 can be more firm and stable. Of course, the first transmission member 41 is connected to the cross beam 20 in a rotatable manner, so that the first transmission member 41 can rotate at the cross beam 20. The second transmission member 42 is arranged on the cross beam 20, and the second transmission member 42 is in transmission cooperation with the first transmission member 41. When the first transmission member 41 rotates, it can drive the second transmission member 42 to move, so that the second transmission member 42 moves at the cross beam 20.

[0033] Moreover, the other end of the shock absorber 30 is fixed on the second transmission member 42. In this way, when the second transmission member 42 moves, since one end of the shock absorber 30 is rotatably connected to the axle 10, the second transmission member 42 will drive the end of the shock absorber 30 connected to the second transmission member 42 to move, thereby causing the shock absorber 30 to deflect, making it easier to adjust the angle between the shock absorber 30 and the vertical direction, and further adjust the damping effect of the shock absorber 30.

[0034] It should be noted that if Figure 1 As shown, the angle between the shock absorber 30 and the vertical direction is β. When the shock absorber 30 is vertically distributed, the shock absorber 30 and the second transmission member 42 are vertically connected. At this time, β=0, and the damping force exerted by the shock absorber 30 is 100%. At this time, the shock absorber 30 has the best vibration reduction effect. When β=30°, the damping effect is (cos30)^2=75%, and when β=45°, the damping effect is (cos45)^2=50%. In this way, the adjustment range of the damping force is larger.

[0035] Therefore, through the cooperation of the first transmission member 41 and the second transmission member 42, the angle between the shock absorber 30 and the vertical direction can be adjusted, so that the damping effect of the shock absorber 30 can be adjusted to improve the riding comfort of the vehicle. Moreover, the first transmission member 41, the second transmission member 42 and the shock absorber 30 are all mechanically connected and controlled, which can improve the reliability of the shock absorber 30 to a certain extent. Moreover, the first transmission member 41, the second transmission member 42 and the shock absorber 30 are all conventionally structured, which are easy to match and convenient for later maintenance, and can reduce maintenance costs.

[0036] Specifically, Figure 1 and Figure 2 As shown, the second transmission member 42 includes: a mounting portion 421 and a transmission portion 422. The other end of the shock absorber 30 is fixed on the mounting portion 421, and the transmission portion 422 is connected to the mounting portion 421, and the transmission portion 422 is in transmission cooperation with the first transmission member 41. Among them, the mounting portion 421 mainly plays the role of installation, and the transmission portion 422 can cooperate with the first transmission member 41. The transmission portion 422 is connected to the mounting portion 421, so that the mounting portion 421 and the transmission portion 422 can form a whole, which is convenient for the installation and setting of the second transmission member 42. The other end of the shock absorber 30 is fixed on the mounting portion 421. In this way, when the first transmission member 41 drives the transmission portion 422 to move, the mounting portion 421 can also drive the other end of the shock absorber 30 to move at the same time, so that the shock absorber 30 can be deflected and the damping effect of the shock absorber 30 can be changed.

[0037] Among them, Figure 2 As shown, the first transmission member 41 is constructed as a gear, and a rack 4221 is provided on the transmission part 422, and the gear is meshed with the rack 4221. In other words, the first transmission member 41 can be a gear, and the rack 4221 is provided on the transmission part 422. Through the cooperation between the gear and the rack 4221, the rack 4221 can be driven to move by the rotation of the gear, so that the second transmission member 42 can be moved as a whole, and then the deflection angle of the shock absorber 30 can be adjusted to achieve a better damping effect. Moreover, the structure of the gear and the rack 4221 is simple and easy to set up. The transmission mode of the gear and the rack 4221 has a large load-bearing capacity, high transmission accuracy, and good reliability.

[0038] In addition, if Figure 3-Figure 5 As shown, the suspension assembly 1 also includes: a driver 50 and a clutch 60, the clutch 60 is arranged at one end of the driver 50, the driver 50 includes: a driving core 51, the clutch 60 includes: a friction plate 61 and a clutch pressure plate 62, the clutch pressure plate 62 selectively presses the friction plate 61, the first transmission member 41, the driving core 51 and the friction plate 61 are fixedly connected, when the clutch pressure plate 62 releases the friction plate 61, the driving core 51 drives the friction plate 61 and the first transmission member 41 to rotate.

[0039] The driver 50 mainly plays a driving role, while the clutch 60 mainly plays a braking role. The driving core 51 is the main part of the driver 50. When the driver 50 is working, the driving core 51 can rotate, while the friction plate 61 and the clutch pressure plate 62 are the main parts of the clutch 60. The clutch pressure plate 62 selectively presses the friction plate 61, that is, the clutch pressure plate 62 can be disengaged from the friction plate 61. When the clutch pressure plate 62 is in a disengaged state from the friction plate 61, since the first transmission member 41, the driving core 51 and the friction plate 61 are fixedly connected, the driving core 51 will drive the friction plate 61 and the first transmission member 41 to rotate, so that the rotation of the first transmission member 41 can drive the second transmission member 42 to move, so as to adjust the angle of the shock absorber 30 and adjust the damping effect of the shock absorber 30.

[0040] Of course, the clutch pressure plate 62 can also press the friction plate 61. Since the first transmission member 41, the drive core 51 and the friction plate 61 are fixedly connected, when the friction plate 61 is pressed and locked, the first transmission member 41 will also be locked, and the position of the second transmission member 42 will also be locked accordingly, so that the angle between the shock absorber 30 and the vertical direction can be maintained, ensuring that the damping effect of the shock absorber 30 will not change, thereby improving the stability and reliability of the shock absorber 30 during operation.

[0041] Furthermore, if Figure 3-Figure 5 As shown, the driver 50 also includes: a driving housing 52 and a thrust plate 53. The driving core 51 is arranged in the driving housing 52. The thrust plate 53 is arranged on a side of the driving housing 52 close to the clutch pressure plate 62, and the thrust plate 53 is matched with the driving housing 52 in transmission. When the driving housing 52 rotates, the thrust plate 53 moves in the direction of the clutch pressure plate 62, and the clutch pressure plate 62 moves in the direction of the thrust plate 53 to release the friction plate 61.

[0042] The drive housing 52 is the outer shell of the driver 50. When the driver 50 is working, the drive housing 52 can also rotate, and the thrust plate 53 can play the role of intermediate transmission. The drive core 51 is arranged inside the drive housing 52, which facilitates the arrangement of the drive housing 52 and the drive core 51. In addition, the drive housing 52 can protect the drive core 51 to avoid interference between the drive core 51 and the external environment, thereby improving the stability and reliability of the drive core 51 when working. In addition, the thrust plate 53 is arranged on the side of the drive housing 52 close to the clutch pressure plate 62. When the drive housing 52 rotates, due to the transmission cooperation between the thrust plate 53 and the drive housing 52, the rotation of the drive housing 52 can push the thrust plate 53 to move toward the side of the clutch pressure plate 62. Moreover, the thrust plate 53 is arranged on the side of the drive housing 52 close to the clutch pressure plate 62. When the thrust plate 53 moves toward the clutch pressure plate 62, the thrust plate 53 can better drive the clutch pressure plate 62 to move toward the thrust plate 53, so that a gap will be generated between the clutch pressure plate 62 and the friction plate 61, so that the clutch pressure plate 62 can be disengaged from the friction plate 61, so that the first transmission member 41, the drive core 51 and the friction plate 61 can rotate together, which is convenient for adjusting the first transmission member 41, and then realizing the adjustment of the deflection angle of the shock absorber 30.

[0043] In addition, if Figure 3 As shown, the clutch 60 further includes: a linkage member 63 and a support member 64, wherein the two ends of the linkage member 63 are respectively connected to the thrust plate 53 and the clutch pressure plate 62, and one end of the support member 64 is supported on the linkage member 63 so that the linkage member 63 rotates along one end of the support member 64. The linkage member 63 mainly plays a linkage role, while the support member 64 can play a supporting role. The two ends of the linkage member 63 are respectively connected to the thrust plate 53 and the clutch pressure plate 62, so that when the thrust plate moves in the direction of the clutch pressure plate 62, the clutch pressure plate 62 can be driven to move in the direction of the thrust plate 53 through the linkage member 63, thereby facilitating the control of the clutch pressure plate 62. One end of the support member 64 is supported on the linkage member 63, and the linkage member 63 can rotate along one end of the support member 64. It can be understood that when the thrust plate 53 moves toward the clutch pressure plate 62, the thrust plate 53 will drive one end of the linkage member 63 to move. Since the linkage member 63 can rotate along one end of the support member 64, the other end of the linkage member 63 will drive the clutch pressure plate 62 to move to one side of the thrust plate 53, so that the clutch pressure plate 62 can be separated from the friction plate 61, and the first transmission member 41, the drive core 51 and the friction plate 61 can rotate together, so that the deflection angle of the shock absorber 30 can be adjusted.

[0044] Similarly, if Figure 3As shown, when the thrust plate 53 moves in the direction away from the clutch pressure plate 62, the thrust plate 53 will drive the clutch pressure plate 62 to move in the direction of the friction plate 61 through the linkage member 63, thereby pressing the friction plate 61. Since the friction plate 61 and the first transmission member 41 are fixedly connected, when the friction plate 61 is pressed and locked, the first transmission member 41 will also be locked. In this way, the deflection angle of the shock absorber 30 can be locked to ensure that the damping effect of the shock absorber 30 will not change, thereby improving the stability and reliability of the shock absorber 30 during operation.

[0045] It should be noted that if Figure 4 and Figure 5 As shown, a matching inclined surface 521 is provided at one end of the driving housing 52 close to the thrust plate 53 , and a matching protrusion 531 is provided at one end of the thrust plate 53 close to the driving housing 52 , and the matching protrusion 531 matches with the matching inclined surface 521 . The mating bevel 521 and the mating protrusion 531 can both play a role in mating transmission. The mating protrusion 531 cooperates with the mating bevel 521. It can be understood that when the drive housing 52 rotates, the mating bevel 521 located on the drive housing 52 will also rotate accordingly, and the mating bevel 521 cooperates with the mating protrusion 531. Therefore, as the contact position between the mating bevel 521 and the mating protrusion 531 gradually moves toward the direction of the friction disk 61, the mating bevel 521 will push the mating protrusion 531 to move toward the direction of the friction disk 61, thereby moving the thrust plate 53 toward the direction of the friction disk 61. In this way, the thrust plate 53 can drive the clutch pressure plate 62 to disengage from the friction disk 61 through the linkage member 63, so that the first transmission member 41, the drive core 51 and the friction disk 61 can rotate together, and then the deflection angle of the shock absorber 30 can be adjusted through the first transmission member 41.

[0046] As an optional embodiment of the present invention, Figure 4-Figure 6As shown, the suspension assembly 1 also includes: a limit member 70, the limit member 70 is provided with a first limit portion 71, the drive housing 52 is provided with a second limit portion 522, and the first limit portion 71 cooperates with the second limit portion 522 for limiting. The limit member 70 can be provided on the side of the drive housing 52 away from the thrust plate 53, the first limit portion 71 and the second limit portion 522 can both play a limiting role, and the first limit portion 71 cooperates with the second limit portion 522 for limiting. It should be noted that when it is necessary to adjust the angle of the shock absorber 30, the drive housing 52 starts to rotate first, and the rotation of the drive housing 52 pushes the thrust plate 53 to move in the direction of the friction plate 61 through the cooperation between the matching inclined surface 521 and the matching protrusion 531. During the movement of the thrust plate 53, the thrust plate 53 will be linked to the friction plate 61. Component 63 drives the clutch pressure plate 62 to disengage from the friction plate 61. At the same time, while driving continues, the second limit portion 522, driven by the drive housing 52, will cooperate with the first limit portion 71 to limit the drive housing 52, so that the drive housing 52 is locked and cannot rotate, while the drive core 51, the first transmission component 41 and the friction plate 61 can continue to rotate, so that the deflection angle of the shock absorber 30 can be adjusted by the cooperation of the first transmission component 41 and the second transmission component 42. When adjusted to a suitable position, the drive core 51 stops working and the deflection angle of the shock absorber 30 is locked.

[0047] In addition, Figure 6 As shown, the suspension assembly 1 further includes: an elastic member 80, which is arranged between the first limiting portion 71 and the second limiting portion 522. The elastic member 80 mainly plays the role of elastic reset. The elastic member 80 is arranged between the first limiting portion 71 and the second limiting portion 522. It can be understood that when the drive housing 52 rotates, the second limiting portion 522 will also rotate with the drive housing 52. During the rotation of the second limiting portion 522, the elastic member 80 between the second limiting portion 522 and the first limiting portion 71 will be compressed. When the driver 50 is powered off and the drive housing 52 stops working, the elastic member 80 will release elastic potential energy and reset the drive housing 52 to its original position through the second limiting portion 522, so as to facilitate the next adjustment of the deflection angle of the shock absorber 30. The elastic member 80 can be a spring.

[0048] The vehicle according to the present invention comprises: the vehicle suspension assembly 1 described in the above embodiment.

[0049] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0050] In the description of the present invention, "first feature" and "second feature" may include one or more of the features. In the description of the present invention, "plurality" means two or more. In the description of the present invention, a first feature "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but being in contact through another feature between them. In the description of the present invention, a first feature "above", "above" and "above" a second feature may include the first feature being directly above and obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature.

[0051] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example.

[0052] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A suspension assembly for a vehicle, characterized in that: include: Axle (10); Crossbar (20); A shock absorber (30), one end of which is rotatably disposed on the axle (10); A transmission assembly (40), the transmission assembly (40) comprising: a first transmission member (41) and a second transmission member (42), the first transmission member (41) being rotatably disposed on the crossbeam (20), the second transmission member (42) being movably disposed on the crossbeam (20), and the second transmission member (42) being in transmission cooperation with the first transmission member (41), the other end of the shock absorber (30) being fixed on the second transmission member (42), and when the first transmission member (41) rotates, the second transmission member (42) moves to cause the shock absorber (30) to deflect.

2. The vehicle suspension assembly according to claim 1, characterized in that: The second transmission member (42) comprises: a mounting portion (421) and a transmission portion (422); the other end of the shock absorber (30) is fixed on the mounting portion (421); the transmission portion (422) is connected to the mounting portion (421); and the transmission portion (422) is in transmission cooperation with the first transmission member (41).

3. The vehicle suspension assembly according to claim 2, characterized in that: The first transmission member (41) is configured as a gear, a rack (4221) is provided on the transmission portion (422), and the gear is meshed with the rack (4221).

4. The vehicle suspension assembly according to claim 1, characterized in that: Also includes: A driver (50) and a clutch (60), wherein the clutch (60) is arranged at one end of the driver (50), the driver (50) comprises a driving core (51), the clutch (60) comprises a friction plate (61) and a clutch pressure plate (62), the clutch pressure plate (62) selectively presses the friction plate (61), the first transmission member (41), the driving core (51) and the friction plate (61) are fixedly connected, and when the clutch pressure plate (62) releases the friction plate (61), the driving core (51) drives the friction plate (61) and the first transmission member (41) to rotate.

5. The vehicle suspension assembly according to claim 4, characterized in that: The driver (50) further comprises: a drive housing (52) and a thrust plate (53); the drive core (51) is arranged in the drive housing (52); the thrust plate (53) is arranged on a side of the drive housing (52) close to the clutch pressure plate (62); and the thrust plate (53) is in transmission cooperation with the drive housing (52); when the drive housing (52) rotates, the thrust plate (53) moves in the direction of the clutch pressure plate (62), and the clutch pressure plate (62) moves in the direction of the thrust plate (53), thereby releasing the friction plate (61).

6. The vehicle suspension assembly according to claim 5, characterized in that: The clutch (60) further comprises: a linkage member (63) and a support member (64), wherein two ends of the linkage member (63) are respectively connected to the thrust plate (53) and the clutch pressure plate (62), and one end of the support member (64) is supported on the linkage member (63) so that the linkage member (63) rotates along one end of the support member (64).

7. The vehicle suspension assembly according to claim 5, characterized in that: A matching inclined surface (521) is provided at one end of the drive housing (52) close to the thrust plate (53), and a matching protrusion (531) is provided at one end of the thrust plate (53) close to the drive housing (52), and the matching protrusion (531) matches with the matching inclined surface (521).

8. The vehicle suspension assembly according to claim 5, characterized in that: Also includes: The limiting member (70) is provided with a first limiting portion (71), the driving housing (52) is provided with a second limiting portion (522), and the first limiting portion (71) and the second limiting portion (522) are matched in limiting manner.

9. The vehicle suspension assembly according to claim 8, characterized in that: Also includes: An elastic member (80), wherein the elastic member (80) is arranged between the first limiting portion (71) and the second limiting portion (522).

10. A vehicle, characterized in that: include: A vehicle suspension assembly (1) according to any one of claims 1 to 9.

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