Vehicle suspension assembly and vehicle

Abstract

This invention discloses a vehicle suspension assembly and a vehicle. The suspension assembly includes: an axle; a crossbeam; a shock absorber, one end of which is rotatably mounted on the axle; and a transmission assembly, comprising: a first transmission member and a second transmission member. The first transmission member is rotatably mounted on the crossbeam, and the second transmission member is movably mounted on the crossbeam, with the second transmission member engaging with the first transmission member. The other end of the shock absorber is fixed to the second transmission member. When the first transmission member rotates, the second transmission member moves, causing the shock absorber to deflect. This allows adjustment of the shock absorber's damping effect, improving vehicle ride comfort. Furthermore, the mechanical connections and controls between the first transmission member, the second transmission member, and the shock absorber enhance the reliability of the shock absorber's operation. Additionally, the conventional structure of the first transmission member, the second transmission member, and the shock absorber facilitates easy integration and maintenance, reducing maintenance costs.

Description

Technical Field

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

[0002] In related technologies, to improve vehicle comfort, two main methods are 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 vehicle vibration as quickly as possible, thereby improving comfort. There are two types of damping adjustment for shock absorbers: passive and active. Passive damping can be automatically adjusted according to the vibration frequency using an automatic adjustment valve body, while active damping includes shock absorbers with solenoid valve damping adjustment and magnetorheological fluid dampers (MRF dampers).

[0003] However, adjusting the damping of the shock absorber, whether using magnetorheological fluid adjustment or solenoid valve adjustment, requires a high cost and will correspondingly increase the control and maintenance costs of the shock absorber. 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 vehicle suspension assembly that can improve vehicle ride comfort, enhance the reliability of shock absorber operation to a certain extent, facilitate later maintenance, and reduce maintenance costs.

[0005] The present invention further proposes a vehicle.

[0006] The vehicle suspension assembly according to the present invention includes: an axle; a crossbeam; a shock absorber, one end of which is rotatably mounted on the axle; and a transmission assembly including: a first transmission member and a second transmission member, the first transmission member being rotatably mounted on the crossbeam, the second transmission member being movably mounted on the crossbeam and engaging with the first transmission member in a transmission cooperation, the other end of which 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 vehicle suspension assembly of the present invention, the angle between the shock absorber and the vertical direction can be adjusted through the cooperation of the first transmission component and the second transmission component, thereby adjusting the damping effect of the shock absorber and improving the ride comfort of the vehicle. Moreover, the first transmission component, the second transmission component and the shock absorber are all mechanically connected and controlled, which can improve the reliability of the shock absorber operation to a certain extent. Furthermore, the first transmission component, the second transmission component and the shock absorber are all conventionally designed, easy to install and use, convenient for later maintenance, and can reduce 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 engagement with the first transmission member.

[0009] In some examples of the present invention, the first transmission member is constructed as a gear, and the transmission part is provided with a rack, the gear meshing with the rack.

[0010] In some examples of the present invention, the vehicle's suspension assembly further includes: a driver and a clutch, the clutch being disposed at one end of the driver, the driver including: a drive core, the clutch including: a friction disc and a clutch pressure plate, the clutch pressure plate selectively pressing against the friction disc, the first transmission member, the drive core and the friction disc being fixedly connected, and when the clutch pressure plate releases the friction disc, the drive core drives the friction disc and the first transmission member to rotate.

[0011] In some examples of the present invention, the driver further includes: a drive housing and a thrust disk, the drive core is disposed inside the drive housing, the thrust disk is disposed on the side of the drive housing near the clutch pressure plate, and the thrust disk is in transmission cooperation with the drive housing. When the drive housing rotates, the thrust disk moves toward the clutch pressure plate, and the clutch pressure plate moves toward the thrust disk, releasing the friction disk.

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

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

[0014] In some examples of the present invention, the vehicle suspension assembly further includes: a limiting member, the limiting member having a first limiting portion, and the drive housing having a second limiting portion, the first limiting portion and the second limiting portion engaging in a limiting cooperation.

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

[0016] According to the present invention, a vehicle includes: the suspension assembly of the vehicle described above.

[0017] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

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

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

[0020] Figure 2 yes Figure 1 Enlarged view of point A in the middle;

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

[0022] Figure 4 This is a schematic diagram of the driver's structure;

[0023] Figure 5 This is an exploded view of the driver;

[0024] Figure 6 This is a partial cross-sectional view of the driver.

[0025] Figure label:

[0026] 1. Suspension assembly;

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

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

[0029] The following is for reference. Figures 1-6 A vehicle suspension assembly according to an embodiment of the present invention is described. The suspension assembly 1 is disposed on the vehicle and is mainly used to adjust the vehicle's vibration damping effect.

[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 primarily transmits torque; wheels can be mounted at both ends of the axle 10, and its function is to bear the vehicle's load and maintain normal vehicle movement on the road. The crossbeam 20 primarily provides support and mounting; other vehicle components can be mounted on the crossbeam 20, and the crossbeam 20 enhances the vehicle's lateral structural strength. The shock absorber 30 reduces vibrations, improving the smoothness and comfort of the vehicle's ride. The transmission assembly 40 primarily serves as an intermediate transmission component.

[0031] like Figure 1 As shown, one end of the shock absorber 30 is rotatably mounted on the axle 10. The axle 10 provides a mounting position for the shock absorber 30, allowing one end of the shock absorber 30 to be mounted on the axle 10. The connection between the shock absorber 30 and the axle 10 is rotatable, enabling the shock absorber 30 to rotate around its connection point with the axle 10. This facilitates adjustment of the shock absorber 30's position, thereby altering its damping effect.

[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 mounted on the crossbeam 20, and the second transmission member 42 is movably mounted on the crossbeam 20. The second transmission member 42 is in a transmission engagement with the first transmission member 41. The other end of the shock absorber 30 is fixed to the second transmission member 42. When the first transmission member 41 rotates, the second transmission member 42 moves, causing the shock absorber 30 to deflect. Both the first transmission member 41 and the second transmission member 42 can perform transmission functions. Mounting the first transmission member 41 on the crossbeam 20 makes its mounting more secure and stable. The first transmission member 41 is rotatably connected to the crossbeam 20, allowing it to rotate. The second transmission member 42 is mounted on the crossbeam 20 and is in a transmission engagement with the first transmission member 41. Thus, when the first transmission member 41 rotates, it drives the second transmission member 42, causing the second transmission member 42 to move at the crossbeam 20.

[0033] Furthermore, the other end of the shock absorber 30 is fixed to the second transmission member 42. Thus, 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. This facilitates the adjustment of the angle between the shock absorber 30 and the vertical direction, and thus the damping effect of the shock absorber 30 can be adjusted.

[0034] It should be noted that, as Figure 1 As shown, the angle between the damper 30 and the vertical direction is β. When the damper 30 is vertically distributed, the damper 30 and the second transmission component 42 are vertically connected. At this time, β = 0, and the damping force exerted by the damper 30 is 100%. At this time, the damping effect of the damper 30 is the best. When β = 30°, the damping effect is (cos30)^2 = 75%. When β = 45°, the damping effect is (cos45)^2 = 50%. Thus, the damping force adjustment range is relatively large.

[0035] Therefore, through the cooperation of the first transmission component 41 and the second transmission component 42, the angle between the shock absorber 30 and the vertical direction can be adjusted, thereby adjusting the damping effect of the shock absorber 30 and improving the ride comfort of the vehicle. Moreover, the first transmission component 41, the second transmission component 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. Furthermore, the first transmission component 41, the second transmission component 42 and the shock absorber 30 are all conventionally designed, easy to match, convenient for later maintenance, and can reduce maintenance costs.

[0036] Specifically, such as Figure 1 and Figure 2 As shown, the second transmission component 42 includes a mounting portion 421 and a transmission portion 422. The other end of the shock absorber 30 is fixed to the mounting portion 421, and the transmission portion 422 is connected to the mounting portion 421 and engages with the first transmission component 41. The mounting portion 421 primarily serves a mounting function, while the transmission portion 422 engages with the first transmission component 41. Connecting the transmission portion 422 to the mounting portion 421 allows the mounting portion 421 and the transmission portion 422 to form a single unit, facilitating the installation and setup of the second transmission component 42. By fixing the other end of the shock absorber 30 to the mounting portion 421, when the first transmission component 41 moves the transmission portion 422, the mounting portion 421 can simultaneously move the other end of the shock absorber 30, causing the shock absorber 30 to deflect and altering its damping effect.

[0037] Among them, such as Figure 2 As shown, the first transmission component 41 is constructed as a gear, and a rack 4221 is provided on the transmission part 422, with the gear and rack 4221 meshing together. That is, the first transmission component 41 can be a gear, and the rack 4221 is provided on the transmission part 422. Through the engagement of the gear and rack 4221, the rotation of the gear drives the rack 4221 to move, thereby causing the second transmission component 42 to move as a whole. This allows for adjustment of the deflection angle of the shock absorber 30, achieving a better damping effect. Moreover, the structure of the gear and rack 4221 is simple and easy to install. The transmission method of the gear and rack 4221 has a large load-bearing capacity, high transmission accuracy, and good reliability.

[0038] In addition, such as Figures 3-5 As shown, the suspension assembly 1 also includes a driver 50 and a clutch 60. The clutch 60 is disposed at one end of the driver 50. The driver 50 includes a drive core 51. The clutch 60 includes a friction disc 61 and a clutch pressure plate 62. The clutch pressure plate 62 selectively presses the friction disc 61. The first transmission member 41, the drive core 51 and the friction disc 61 are fixedly connected. When the clutch pressure plate 62 releases the friction disc 61, the drive core 51 drives the friction disc 61 and the first transmission member 41 to rotate.

[0039] The driver 50 primarily functions as a drive, while the clutch 60 primarily functions as a brake. The drive core 51 is the main body of the driver 50, and it can rotate when the driver 50 is operating. The friction disc 61 and clutch pressure plate 62 are the main bodies of the clutch 60. The clutch pressure plate 62 selectively presses against the friction disc 61, meaning it can disengage from the friction disc 61. When the clutch pressure plate 62 is disengaged from the friction disc 61, the drive core 51, the first transmission member 41, and the friction disc 61 are fixedly connected. The drive core 51 drives the friction disc 61 and the first transmission member 41 to rotate. This rotation of the first transmission member 41 then drives the second transmission member 42 to move, thereby adjusting the angle of the shock absorber 30 and regulating its damping effect.

[0040] Of course, the clutch pressure plate 62 can also press the friction plate 61. Since the first transmission component 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 component 41 will also be locked, and the position of the second transmission component 42 will also be locked accordingly. This can maintain the angle between the shock absorber 30 and the vertical direction, 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, such as Figures 3-5 As shown, the driver 50 also includes a drive housing 52 and a thrust disk 53. The drive core 51 is disposed inside the drive housing 52, and the thrust disk 53 is disposed on the side of the drive housing 52 near the clutch pressure plate 62. The thrust disk 53 is in transmission cooperation with the drive housing 52. When the drive housing 52 rotates, the thrust disk 53 moves toward the clutch pressure plate 62, and the clutch pressure plate 62 moves toward the thrust disk 53, releasing the friction disk 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. The thrust disk 53 can play the role of intermediate transmission. The drive core 51 is set inside the drive housing 52, which facilitates the setting of the drive housing 52 and the drive core 51. Moreover, the drive housing 52 can protect the drive core 51, prevent the drive core 51 from interfering with the external environment, and improve the stability and reliability of the drive core 51 when it is working. Furthermore, the thrust plate 53 is located on the side of the drive housing 52 near 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 towards the clutch pressure plate 62. Moreover, since the thrust plate 53 is located on the side of the drive housing 52 near the clutch pressure plate 62, when the thrust plate 53 moves towards the clutch pressure plate 62, the thrust plate 53 can better drive the clutch pressure plate 62 to move towards the thrust plate 53. This creates a gap between the clutch pressure plate 62 and the friction plate 61, thereby disengaging the clutch pressure plate 62 from the friction plate 61. This allows the first transmission component 41, the drive core 51, and the friction plate 61 to rotate together, facilitating the adjustment of the first transmission component 41 and thus adjusting the deflection angle of the shock absorber 30.

[0043] In addition, such as Figure 3 As shown, the clutch 60 also includes a linkage 63 and a support 64. The two ends of the linkage 63 are connected to the thrust plate 53 and the clutch pressure plate 62, respectively. One end of the support 64 supports the linkage 63, allowing the linkage 63 to rotate along one end of the support 64. The linkage 63 primarily functions as a linkage, while the support 64 provides support. By connecting the two ends of the linkage 63 to the thrust plate 53 and the clutch pressure plate 62, when the thrust plate moves towards the clutch pressure plate 62, the linkage 63 can drive the clutch pressure plate 62 to move towards the thrust plate 53, thus facilitating control of the clutch pressure plate 62. One end of the support member 64 is supported by 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 towards 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 towards one side of the thrust plate 53, so that the clutch pressure plate 62 can disengage from the friction plate 61, and the first transmission member 41, the drive core 51 and the friction plate 61 can rotate together, thereby adjusting the deflection angle of the shock absorber 30.

[0044] Similarly, such as Figure 3As shown, when the thrust plate 53 moves away from the clutch pressure plate 62, the thrust plate 53 will drive the clutch pressure plate 62 to move towards the friction plate 61 through the linkage 63, thereby pressing the friction plate 61. Since the friction plate 61 and the first transmission member 41 are fixedly connected, the first transmission member 41 will also be locked when the friction plate 61 is pressed and locked. This can lock the deflection angle of the shock absorber 30, 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.

[0045] It should be noted that, as Figure 4 and Figure 5 As shown, the drive housing 52 is provided with a mating inclined surface 521 at one end near the thrust plate 53, and the thrust plate 53 is provided with a mating protrusion 531 at one end near the drive housing 52. The mating protrusion 531 and the mating inclined surface 521 are mated together. Both the inclined surface 521 and the protrusion 531 can serve as a transmission mechanism. The protrusion 531 engages with the inclined surface 521. It can be understood that when the drive housing 52 rotates, the inclined surface 521 on the drive housing 52 will also rotate. The inclined surface 521 engages with the protrusion 531. Therefore, as the contact position between the inclined surface 521 and the protrusion 531 gradually moves towards the friction disc 61, the inclined surface 521 will push the protrusion 531 towards the friction disc 61. This will move the thrust disc 53 towards the friction disc 61. In this way, the thrust disc 53 can drive the clutch pressure disc 62 to disengage from the friction disc 61 through the linkage 63, so that the first transmission component 41, the drive core 51 and the friction disc 61 can rotate together. Then, the deflection angle of the damper 30 can be adjusted through the first transmission component 41.

[0046] As an optional embodiment of the present invention, such as Figures 4-6As shown, the suspension assembly 1 also includes: a limiting member 70, which has a first limiting part 71, and a second limiting part 522 on the drive housing 52. The first limiting part 71 and the second limiting part 522 cooperate in a limiting manner. The limiting member 70 can be located on the side of the drive housing 52 away from the thrust plate 53. Both the first limiting part 71 and the second limiting part 522 can play a limiting role, and the first limiting part 71 and the second limiting part 522 cooperate in limiting. It should be noted that when it is necessary to adjust the angle of the shock absorber 30, the drive housing 52 first starts to rotate. The rotation of the drive housing 52 pushes the thrust plate 53 towards the friction plate 61 through the cooperation between the mating inclined surface 521 and the mating protrusion 531. During the movement of the thrust plate 53, the thrust plate 53 will move in a linked manner. When component 63 drives the clutch pressure plate 62 to disengage from the friction plate 61, the second limiting part 522, driven by the drive housing 52, will engage with the first limiting part 71 to lock the drive housing 52 and prevent it from rotating. Meanwhile, the drive core 51, the first transmission component 41, and the friction plate 61 can continue to rotate. 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 the adjustment is made to the appropriate position, the drive core 51 stops working and the deflection angle of the shock absorber 30 is locked.

[0047] In addition, such as Figure 6 As shown, the suspension assembly 1 also includes an elastic element 80, which is disposed between the first limiting part 71 and the second limiting part 522. The elastic element 80 mainly functions as an elastic reset element. By disposing of the elastic element 80 between the first limiting part 71 and the second limiting part 522, it can be understood that when the drive housing 52 rotates, the second limiting part 522 also rotates with the drive housing 52. During the rotation of the second limiting part 522, the elastic element 80 between the second limiting part 522 and the first limiting part 71 is compressed. When the driver 50 is de-energized and the drive housing 52 stops working, the elastic element 80 releases its elastic potential energy and resets the drive housing 52 to its original position through the second limiting part 522, facilitating the next adjustment of the deflection angle of the shock absorber 30. The elastic element 80 can be a spring.

[0048] The vehicle according to the present invention includes: the suspension assembly 1 of the vehicle described in the above embodiments.

[0049] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0050] In the description of this invention, "first feature" and "second feature" may include one or more of the features. In the description of this invention, "a plurality of" means two or more. In the description of this invention, "above" or "below" the second feature may include direct contact between the first and second features, or it may include contact between the first and second features not being in direct contact but through another feature between them. In the description of this invention, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicating that the first feature is at a higher horizontal level than the second feature.

[0051] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0052] 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 vehicle suspension assembly, characterized in that, include: Axle (10); Crossbeam (20); A shock absorber (30), one end of which is rotatably mounted on the axle (10); The transmission assembly (40) includes a first transmission member (41) and a second transmission member (42). The first transmission member (41) is rotatably mounted on the crossbeam (20), and the second transmission member (42) is movably mounted on the crossbeam (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 to the second transmission member (42). When the first transmission member (41) rotates, the second transmission member (42) moves to cause the shock absorber (30) to deflect. The second transmission component (42) includes a mounting part (421) and a transmission part (422). The other end of the shock absorber (30) is fixed to the mounting part (421). The transmission part (422) is connected to the mounting part (421) and the transmission part (422) is in transmission cooperation with the first transmission component (41).

2. The vehicle suspension assembly according to claim 1, characterized in that, The first transmission component (41) is constructed as a gear, and a rack (4221) is provided on the transmission part (422), and the gear meshes with the rack (4221).

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

4. The vehicle suspension assembly according to claim 3, characterized in that, The driver (50) further includes a drive housing (52) and a thrust disk (53). The drive core (51) is disposed inside the drive housing (52). The thrust disk (53) is disposed on the side of the drive housing (52) near the clutch pressure plate (62). The thrust disk (53) is in transmission cooperation with the drive housing (52). When the drive housing (52) rotates, the thrust disk (53) moves toward the clutch pressure plate (62), and the clutch pressure plate (62) moves toward the thrust disk (53), releasing the friction disk (61).

5. The vehicle suspension assembly according to claim 4, characterized in that, The clutch (60) further includes a linkage (63) and a support (64). The two ends of the linkage (63) are connected to the thrust plate (53) and the clutch pressure plate (62) respectively. One end of the support (64) is supported on the linkage (63) so that the linkage (63) rotates along one end of the support (64).

6. The vehicle suspension assembly according to claim 4, characterized in that, The drive housing (52) has a mating inclined surface (521) at one end near the thrust plate (53), and the thrust plate (53) has a mating protrusion (531) at one end near the drive housing (52). The mating protrusion (531) mates with the mating inclined surface (521).

7. The vehicle suspension assembly according to claim 4, characterized in that, Also includes: The limiting member (70) is provided with a first limiting part (71), and the driving housing (52) is provided with a second limiting part (522). The first limiting part (71) and the second limiting part (522) are mutually limiting.

8. The vehicle suspension assembly according to claim 7, characterized in that, Also includes: An elastic element (80) is disposed between the first limiting portion (71) and the second limiting portion (522).

9. A vehicle, characterized in that, include: The suspension assembly (1) of the vehicle according to any one of claims 1-8.

Images