Suspension system and vehicle

Abstract

The invention relates to the technical field of suspension systems, and discloses a suspension system and a vehicle, the suspension system comprises a vehicle frame, an axle assembly and a connecting rod assembly, the axle assembly comprises a first hub support, a second hub support and an axle body, and the first hub support and the second hub support are fixedly installed on the two sides of the axle body in the first direction respectively; the connecting rod assembly comprises a first transverse connecting rod, a second transverse connecting rod and a pull rod, the pull rod is provided with a first end and a second end in the length direction of the pull rod and rotatably arranged on the frame, one end of the first transverse connecting rod is movably connected with the first end, and the other end of the first transverse connecting rod is movably connected with the first hub support. One end of the second transverse connecting rod is movably connected with the second end, and the other end of the second transverse connecting rod is movably connected with the axle body close to the second hub support. Therefore, the road excitation transmitted from the frame to the cab is reduced, and the reliability of the chassis is improved.

Description

Technical Field

[0001] The present application relates to the technical field of suspension systems, and in particular to a suspension system and a vehicle. Background Art

[0002] With the rapid development of the automobile industry, automobile power types are becoming more diversified. For example, new energy vehicles such as plug-in hybrid vehicles, extended-range hybrid vehicles and pure electric vehicles are developing rapidly. However, the above-mentioned new energy vehicles are heavier than traditional fuel vehicles, so the reliability requirements for the automobile chassis are also higher. The suspension is an important part of the chassis, and its design quality directly affects the reliability performance of the chassis.

[0003] In the related technology, in order to improve the reliability of the chassis, some models use a five-link suspension structure to support the body. However, for heavier new energy vehicles, the traditional five-link suspension structure is difficult to meet the usage requirements. The road excitation exerted on the wheels can be easily transmitted to the cockpit through the rear axle, which is not conducive to suppressing the road noise of the whole vehicle and affects the reliability of the chassis. Summary of the invention

[0004] The present application provides a suspension system and a vehicle, which solve the technical problems of large road noise of the whole vehicle and large vibration of the cockpit, and improve the reliability of the chassis.

[0005] In order to achieve the above objectives, the main technical solutions adopted in this application include:

[0006] In a first aspect, an embodiment of the present application provides a suspension system, comprising:

[0007] Frame;

[0008] The axle assembly comprises a first wheel hub bracket, a second wheel hub bracket and an axle body, wherein the first wheel hub bracket and the second wheel hub bracket are respectively fixedly mounted on both sides of the axle body along a first direction;

[0009] The connecting rod assembly includes a first transverse link, a second transverse link and a pull rod. Along the length direction of the pull rod, the pull rod has a first end and a second end. The pull rod is rotatably arranged on the frame, and the rotation center of the pull rod is located between the first end and the second end. One end of the first transverse link is movably connected to the first end, and the other end of the first transverse link is movably connected to the first wheel hub bracket. One end of the second transverse link is movably connected to the second end, and the other end of the second transverse link is movably connected to the axle body close to the second wheel hub bracket.

[0010] According to the suspension system proposed in the first aspect of the present application, through the coordinated use of the first transverse link, the second transverse link and the pull rod, the road excitation to which the vehicle is subjected can be well balanced between the first wheel hub bracket and the second wheel hub bracket, which is beneficial to reducing the road excitation transmitted to the cockpit through the frame, which not only improves the reliability of the chassis, but also reduces the road noise of the entire vehicle.

[0011] Optionally, the first transverse link is movably connected to the first end and the first wheel hub bracket through bushings, and the second transverse link is movably connected to the second end and the axle body through bushings.

[0012] With such an arrangement, the bushing is used as a flexible kinetic energy absorber to absorb the impact caused by the torsion, deflection and longitudinal displacement of the connecting rod assembly, which is beneficial to further improve the stability of the suspension and thus improve the reliability of the chassis.

[0013] Optionally, the connecting rod assembly further comprises: a connecting bracket, the connecting bracket is fixedly mounted on a side of the vehicle frame close to the axle assembly, and the pull rod is rotatably disposed on the connecting bracket.

[0014] In this way, by setting up the connecting bracket, force dispersion can be achieved, so that part of the road surface excitation is transmitted to the connecting bracket and then attenuated before being transmitted to the frame, which is beneficial to further reduce the road surface excitation transmitted to the cockpit.

[0015] Optionally, it further comprises: a first elastic member and a second elastic member, wherein along the second direction, one end of the first elastic member is fixedly installed in the first hub bracket, and the other end of the first elastic member is connected to the frame to support the frame;

[0016] Along the second direction, one end of the second elastic member is fixedly installed in the second hub bracket, and the other end of the second elastic member is connected to the frame to support the frame, wherein the first direction is perpendicular to the second direction.

[0017] Such an arrangement, by disposing part of the first elastic member in the first wheel hub bracket and part of the second elastic member in the second wheel hub bracket, can advantageously reduce the space requirement of the suspension system in the vehicle height direction, thereby being able to provide a larger layout space for the lower body in the height direction, meeting the layout requirements of the battery pack and fuel tank of the new energy vehicle.

[0018] Optionally, along the second direction, the position of the fixed installation point of the first elastic member and the first hub bracket is lower than the axle body;

[0019] Along the second direction, the position of the fixed installation point of the second elastic member and the second hub bracket is lower than the axle body.

[0020] Such an arrangement can further reduce the space occupied by the suspension system in the height direction of the vehicle, thereby providing a larger layout space for the lower body in the height direction.

[0021] Optionally, it also includes: a first longitudinal link and a second longitudinal link, which are symmetrically arranged relative to the axle assembly along the first direction, and the first longitudinal link is connected between the frame and the first wheel hub bracket, and the second longitudinal link is connected between the frame and the second wheel hub bracket.

[0022] With such an arrangement, the first longitudinal link and the second longitudinal link can be used to control the longitudinal movement trajectory of the first wheel hub bracket and the second wheel hub bracket. At the same time, they can also be used to absorb the vibration and longitudinal force transmitted to the frame by the first wheel hub bracket and the second wheel hub bracket, thereby optimizing the transmission path of the longitudinal force. The first longitudinal link and the second longitudinal link are rod-shaped structures with a relatively simple construction. Castings can be used, which is beneficial to cost saving.

[0023] Optionally, the invention further comprises: a third longitudinal link and a fourth longitudinal link, wherein the third longitudinal link and the fourth longitudinal link are symmetrically arranged relative to the axle assembly along the first direction, and the third longitudinal link and the fourth longitudinal link are both connected between the frame and the axle body, wherein along the first direction, the third longitudinal link and the fourth longitudinal link are both located between the first longitudinal link and the second longitudinal link, and the third longitudinal link is closer to the first longitudinal link than the fourth longitudinal link, and the fourth longitudinal link is closer to the second longitudinal link than the third longitudinal link;

[0024] Along the second direction, the third longitudinal link is higher than the first longitudinal link, and the fourth longitudinal link is higher than the second longitudinal link, wherein the first direction is perpendicular to the second direction.

[0025] With such arrangement, the third longitudinal link and the fourth longitudinal link can absorb the vibration and longitudinal force transmitted from the axle body to the frame, and cooperate with the first longitudinal link and the second longitudinal link to further optimize the transmission path of the longitudinal force. The third longitudinal link and the fourth longitudinal link can also be constructed as a rod-like structure, which has a relatively simple structure and is conducive to cost saving.

[0026] Optionally, it also includes: a first connecting bracket and a second connecting bracket, the first connecting bracket and the second connecting bracket are both fixed to the axle body, the third longitudinal connecting rod is connected between the frame and the first connecting bracket, the fourth longitudinal connecting rod is connected between the frame and the second connecting bracket, and the second transverse connecting rod is connected between the pull rod and the second connecting bracket.

[0027] In this way, by setting the first connecting bracket, a connection point is provided for the third longitudinal link and the axle body, which facilitates the connection between the third longitudinal link and the axle body. At the same time, by setting the second connecting bracket, connection points are provided for the fourth longitudinal link and the axle body and the second transverse link and the axle body, respectively, thereby achieving the function of the second connecting bracket. Reuse is achieved, which is beneficial to reducing the number of parts.

[0028] Optionally, the second connecting bracket includes a first mounting member and a second mounting member, the first mounting member and the second mounting member are both fixed to the axle body, and the first mounting member is fixedly connected to the second mounting member, the first mounting member, the second mounting member and the axle body together form an installation cavity, the fourth longitudinal link is connected between the frame and the first mounting member, and the second transverse link is connected between the pull rod and the second mounting member.

[0029] Such an arrangement enables the first mounting member and the second mounting member to support each other. At the same time, the first mounting member, the second mounting member and the axle body also jointly form an installation cavity. Such an arrangement can greatly improve the strength of the second connecting bracket, which is beneficial to improving the stability of the fourth longitudinal link and the second transverse link installed on the second connecting bracket.

[0030] Optionally, it further comprises: a first buffer and a second buffer, the first elastic member comprises a first coil spring, and along the second direction, the first buffer is arranged in the first coil spring and connected to the frame;

[0031] The second elastic member has a second coil spring. Along the second direction, the second buffer member is arranged in the second coil spring and connected to the vehicle frame.

[0032] With such an arrangement, when the vehicle is excited by the road surface during driving, the first buffer component and the second buffer component can provide a certain buffer damping, thereby reducing the frame vibration, which is beneficial to improving the buffering capacity of the suspension system. At the same time, the first buffer component and the second buffer component are arranged in the corresponding coil springs, which further reduces the space occupied by the suspension system in the height direction of the vehicle.

[0033] Optionally, it also includes: a first shock absorber and a second shock absorber, which are symmetrically arranged relative to the axle assembly along the first direction, and the first shock absorber is connected between the frame and the first wheel hub bracket, and the second shock absorber is connected between the frame and the second wheel hub bracket.

[0034] With such an arrangement, the first shock absorber and the second shock absorber can absorb the vibration and vertical force transmitted to the vehicle frame by the first wheel hub bracket and the second wheel hub bracket, which is beneficial to improving the shock absorbing performance of the suspension system, thereby improving the performance of the chassis.

[0035] In a second aspect, an embodiment of the present application provides a vehicle including the suspension system in the embodiment of the first aspect.

[0036] The vehicle proposed in the second aspect of the embodiment of the present application is provided with the above-mentioned suspension system. Through the coordinated use of the first transverse link, the second transverse link and the pull rod, the road excitation to which the vehicle is subjected can be well balanced between the first wheel hub bracket and the second wheel hub bracket, which is beneficial to reducing the road excitation transmitted to the cockpit through the frame. This not only improves the reliability of the chassis, but also reduces the road noise of the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] In order to more clearly illustrate the specific implementation methods of the present application or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0038] Figure 1 A front view of a suspension system provided by one embodiment of the present application;

[0039] Figure 2 A perspective view of a suspension system provided for one embodiment of the present application;

[0040] Figure 3 A perspective view of a suspension system provided for another embodiment of the present application;

[0041] Figure 4 A perspective view of a transverse suspension system provided for yet another embodiment of the present application;

[0042] Figure 5 A top view of a suspension system provided for one embodiment of the present application;

[0043] Figure 6 A side view of a suspension system provided for one embodiment of the present application;

[0044] Figure 7 A partially enlarged view of a suspension system provided in one embodiment of the present application.

[0045] [Description of Reference Numerals]

[0046] Suspension system 100;

[0047] Frame 1;

[0048] Axle assembly 2; first wheel hub bracket 21; second wheel hub bracket 22; axle body 23;

[0049] Connecting rod assembly 3; first transverse connecting rod 31; second transverse connecting rod 32; tie rod 33; connecting bracket 34;

[0050] first elastic member 4; first coil spring 41; second elastic member 5; second coil spring 51; first longitudinal link 6; second longitudinal link 7; third longitudinal link 8; fourth longitudinal link 9; first buffer member 10; second buffer member 11; first shock absorber 12; second shock absorber 13; first connecting bracket 14; second connecting bracket 15; first mounting member 151; second mounting member 152;

[0051] First direction X; second direction Y. DETAILED DESCRIPTION

[0052] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0053] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as those commonly understood by technicians in the technical field of this application; the terms used in the specification of this application are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" in the specification and claims of this application and the above-mentioned drawings and any variations thereof are intended to cover non-exclusive inclusions. The terms "first", "second", etc. in the specification and claims of this application or the above-mentioned drawings are used to distinguish different objects, rather than to describe a specific order or a primary and secondary relationship.

[0054] Reference to "embodiments" in this application means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present application. The appearance of the phrase in various locations in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described in this application may be combined with other embodiments.

[0055] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", and "attached" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication of two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0056] The term "and / or" in this application is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this application generally indicates that the associated objects before and after are in an "or" relationship.

[0057] The term "multiple" as used in this application refers to more than two (including two). Similarly, "multiple groups" refers to more than two groups (including two groups), and "multiple sheets" refers to more than two sheets (including two sheets).

[0058] With the rapid development of the automobile industry, automobile power types are becoming more diversified. For example, new energy vehicles such as plug-in hybrid vehicles, extended-range hybrid vehicles and pure electric vehicles are developing rapidly. However, the above-mentioned new energy vehicles are heavier than traditional fuel vehicles, so the reliability requirements for the automobile chassis are also higher. The suspension is an important part of the chassis, and its design quality directly affects the reliability performance of the chassis.

[0059] In the related technology, in order to improve the reliability of the chassis, some models use a five-link suspension structure to support the body. However, for heavier new energy vehicles, the traditional five-link suspension structure is difficult to meet the usage requirements. The road excitation exerted on the wheels can be easily transmitted to the cockpit through the rear axle, which is not conducive to suppressing the road noise of the whole vehicle and affects the reliability of the chassis.

[0060] Based on this, the present application proposes a suspension system 100. Through the coordinated use of the first transverse link 31, the second transverse link 32 and the pull rod 33, the road excitation to which the vehicle is subjected can be well balanced between the first wheel hub bracket 21 and the second wheel hub bracket 22, which is beneficial to reducing the road excitation transmitted to the cockpit through the frame 1. This not only improves the reliability of the chassis, but also reduces the road noise of the entire vehicle.

[0061] like Figure 1-Figure 7 As shown, the suspension system 100 according to the first embodiment of the present application includes: a frame 1, an axle assembly 2 and a connecting rod assembly 3.

[0062] The axle assembly 2 includes a first wheel hub bracket 21, a second wheel hub bracket 22 and an axle body 23. Along a first direction X, that is, along the width direction of the vehicle, the first wheel hub bracket 21 and the second wheel hub bracket 22 are respectively fixedly mounted on both sides of the axle body 23. It can be understood that the first wheel hub bracket 21 and the second wheel hub bracket 22 are symmetrically arranged. For example, Figure 1 Taking the placement direction of the middle suspension system 100 as an example, the first wheel hub bracket 21 is used to install the left wheel of the vehicle, and the second wheel hub bracket 22 is used to install the right wheel of the vehicle.

[0063] Furthermore, the connecting rod assembly 3 includes a first transverse connecting rod 31, a second transverse connecting rod 32 and a pull rod 33. Along the length direction of the pull rod 33, the pull rod 33 has a first end and a second end. The pull rod 33 is rotatably arranged on the frame 1. It should be noted that, Figure 4 As shown, the rotation center of the tie rod 33 is located between the first end and the second end, wherein one end of the first transverse link 31 is movably connected to the first end of the tie rod 33, the other end of the first transverse link 31 is movably connected to the first wheel hub bracket 21, one end of the second transverse link 32 is movably connected to the second end of the tie rod 33, and the other end of the second transverse link 32 is movably connected to the axle body 23 near the second wheel hub bracket 22. In other words, Figure 1 As shown, the first transverse link 31 and the second transverse link 32 are respectively arranged on the left and right sides of the tie rod 33. The first transverse link 31 is movably connected between the first wheel hub bracket 21 on the left and the first end of the tie rod 33, and the second transverse link 32 is movably connected between the axle body 23 on the right and the second end of the tie rod 33.

[0064] During the driving process of the vehicle, the road excitation received by the vehicle is transmitted through the left and right wheels respectively, wherein the road excitation received by the left wheel is directly transmitted to the first wheel hub bracket 21, and part of the road excitation received by the first wheel hub bracket 21 is transmitted to the first end of the pull rod 33 through the first transverse link 31. Assuming that the first transverse link 31 gives a thrust to the first end of the pull rod 33, the second end of the pull rod 33 will form a reverse pulling force, and the reverse pulling force will be applied to the second transverse link 32, and then the reaction force will be transmitted to the second wheel hub bracket 22 through the second transverse link 32 and the axle body 23. In this way, the right wheel can be affected by part of the road excitation received by the left wheel, which is not only conducive to achieving the balance of the left and right wheel forces and improving the grip of the left and right wheels, but also reduces the road excitation transmitted to the frame 1 by the first wheel hub bracket 21, improves the reliability of the chassis, and is also conducive to improving the comfort of the cockpit and reducing the road noise of the whole vehicle. It is understandable that, assuming that the first transverse link 31 applies a pulling force to the first end of the pull rod 33, the second end of the pull rod 33 will form a reverse thrust and apply the reverse thrust to the second transverse link 32. The specific mechanism of action is similar to the above and will not be repeated here.

[0065] Furthermore, after the road excitation received by the right wheel is transmitted to the second wheel hub bracket 22, it can be transmitted to the second end of the pull rod 33 through the second transverse link 32. Assuming that the second transverse link 32 gives a thrust to the second end of the pull rod 33, the first end of the pull rod 33 will form a reverse pulling force, and the reverse pulling force will be applied to the first transverse link 31. Subsequently, the reaction force is transmitted to the first wheel hub bracket 21 through the first transverse link 31. In this way, the left wheel, which is partially affected by the road excitation received by the right wheel, can be balanced, which is also beneficial for achieving a balance of forces between the left and right wheels, thereby improving the grip of the left and right wheels, and reducing the road excitation transmitted to the frame 1 by the second wheel hub bracket 22, further improving the reliability of the chassis, and also beneficial for further improving the comfort of the cockpit and reducing the road noise of the entire vehicle. It is understandable that, assuming that the second transverse link 32 applies a pulling force to the second end of the pull rod 33, the first end of the pull rod 33 will form a reverse thrust and apply the reverse thrust to the first transverse link 31. The specific mechanism of action is similar to the above and will not be repeated here.

[0066] It should be noted that when the left and right wheels of the vehicle are stimulated by the road surface, under the cooperation of the first transverse link 31, the second transverse link 32 and the pull rod 33, the first end and the second end of the pull rod 33 make a small range of linear motion in the height direction of the vehicle (i.e., the second direction Y), wherein the second transverse link 32 is arranged on the axle body 23, compared with directly arranging the second transverse link 32 on the second wheel hub bracket 22, the length of the second transverse link 32 can be effectively reduced, which can optimize the structural design on the one hand and avoid the second transverse link 32 from occupying more space, and by reducing the length of the second transverse link 32, it is also beneficial to reduce the movement distance of the first end and the second end of the pull rod 33 in the height direction of the vehicle (i.e., the second direction Y), which is beneficial to reduce the change in the toe angle during the up and down bouncing of the wheel.

[0067] In summary, according to the suspension system 100 proposed in the embodiment of the first aspect of the present application, when part of the road surface excitation received by the first wheel hub bracket 21 is transmitted to the first transverse link 31, the first transverse link 31 drives the pull rod 33 to rotate through the first end of the pull rod 33, and reacts to the second transverse link 32 through the second end of the pull rod 33, so as to transmit the reaction force to the second wheel hub bracket 22 through the second transverse link 32 and the axle body 23, thereby reducing the road surface excitation transmitted to the frame 1. Similarly, when part of the road surface excitation received by the second wheel hub bracket 22 is transmitted to the axle body 23, the second transverse link 32 drives the pull rod 33 to rotate through the second end of the pull rod 33, and reacts to the first transverse link 31 through the first end of the pull rod 33, so as to transmit the reaction force to the first wheel hub bracket 21 through the first transverse link 31, thereby also reducing the road surface excitation transmitted to the frame 1. Therefore, through the coordinated use of the first transverse link 31, the second transverse link 32 and the pull rod 33, the road excitation to which the vehicle is subjected can be well balanced between the first wheel hub bracket 21 and the second wheel hub bracket 22, which is beneficial to reducing the road excitation transmitted to the cockpit through the frame 1, which not only improves the reliability of the chassis, but also reduces the road noise of the entire vehicle.

[0068] In some embodiments of the present application, the first transverse link 31 is movably connected to the first end and the first wheel hub bracket 21 through bushings, and the second transverse link 32 is movably connected to the second end and the axle body 23 through bushings.

[0069] Specifically, a bushing is provided at the connection between the first end of the pull rod 33 and the first transverse link 31, and the first end of the pull rod 33 is rotatably connected to the first transverse link 31 through the bushing. A bushing is also provided at the connection between the second end of the pull rod 33 and the second transverse link 32, and the second end of the pull rod 33 is rotatably connected to the second transverse link 32 through the bushing. Further, a bushing is provided at the connection between the first transverse link 31 and the first wheel hub bracket 21, and the first transverse link 31 is rotatably connected to the first wheel hub bracket 21 through the bushing. A bushing is provided at the connection between the second transverse link 32 and the axle body 23, and the second transverse link 32 is rotatably connected to the axle body 23 through the bushing. With such an arrangement, the bushing is used as a flexible kinetic energy absorber to absorb the impact generated by the torsion, deflection and longitudinal displacement of the connecting rod assembly 3, which is beneficial to further improve the stability of the suspension, thereby improving the reliability of the chassis.

[0070] In some embodiments of the present application, Figure 1-Figure 5As shown, the connecting rod assembly 3 further includes: a connecting bracket 34, the connecting bracket 34 is fixedly mounted on a side of the vehicle frame 1 close to the axle assembly 2, and the pull rod 33 is rotatably arranged on the connecting bracket 34. That is, the pull rod 33 is connected to the vehicle frame 1 through the connecting bracket 34, the connecting bracket 34 is arranged below the vehicle frame 1, the connecting bracket 34 forms an installation space, the pull rod 33 is rotatably connected to the connecting bracket 34, and the force dispersion can be achieved by arranging the connecting bracket 34, so that part of the road surface excitation is transmitted to the connecting bracket 34 and then attenuated before being transmitted to the vehicle frame 1, which is conducive to further reducing the road surface excitation transmitted to the cockpit.

[0071] In some embodiments of the present application, Figure 1-Figure 5 as well as Figure 7 As shown, it also includes: a first elastic member 4 and a second elastic member 5. Along the second direction Y, one end of the first elastic member 4 is fixedly installed in the first hub bracket 21, and the other end of the first elastic member 4 is connected to the frame 1 for supporting the frame 1. Along the second direction Y, one end of the second elastic member 5 is fixedly installed in the second hub bracket 22, and the other end of the second elastic member 5 is connected to the frame 1 for supporting the frame 1, wherein the first direction X is perpendicular to the second direction Y.

[0072] It should be noted that the lower body of the new energy vehicle needs to free up more space in the vehicle height direction for the arrangement of the battery pack and the fuel tank. However, the lower body in the current suspension system 100 occupies a large space in the vehicle height direction, making it difficult to free up more space for the arrangement of the battery pack and the fuel tank.

[0073] Based on this, the present application sets the first elastic member 4 in the suspension system 100 on the first wheel hub bracket 21, and sets the second elastic member 5 on the second wheel hub bracket 22. Specifically, Figure 1 As shown, in the width direction of the vehicle, the first elastic member 4 and the second elastic member 5 are symmetrically arranged. In the height direction of the vehicle, one end of the first elastic member 4 is fixedly installed in the first wheel hub bracket 21, and the other end of the first elastic member 4 is connected to the frame 1 for supporting the frame 1. Similarly, one end of the second elastic member 5 is fixedly installed in the second wheel hub bracket 22, and the other end of the second elastic member 5 is connected to the frame 1 for supporting the frame 1. In this way, by arranging part of the first elastic member 4 in the first wheel hub bracket 21 and part of the second elastic member 5 in the second wheel hub bracket 22, the space requirement of the suspension system 100 in the height direction of the vehicle is reduced, thereby providing a larger layout space for the lower body in the height direction, meeting the layout requirements of the battery pack and fuel tank of the new energy vehicle.

[0074] In some embodiments of the present application, Figure 1-Figure 5As shown, along the second direction Y, the position of the fixed installation point of the first elastic member 4 and the first wheel hub bracket 21 is lower than the axle body 23, and along the second direction Y, the position of the fixed installation point of the second elastic member 5 and the second wheel hub bracket 22 is lower than the axle body 23. In other words, part of the first elastic member 4 is arranged in the first wheel hub bracket 21, and in the height direction of the vehicle, the height of the fixed installation point of the first elastic member 4 is lower than the axle body 23. Similarly, part of the second elastic member 5 is arranged in the second wheel hub bracket 22, and in the height direction of the vehicle, the height of the fixed installation point of the second elastic member 5 is also lower than the axle body 23. Such an arrangement can further reduce the space occupied by the suspension system 100 in the height direction of the vehicle, thereby providing a larger layout space for the lower body in the height direction.

[0075] In some embodiments of the present application, Figure 2-Figure 5 As shown, the vehicle body also includes: a first longitudinal link 6 and a second longitudinal link 7, which are symmetrically arranged relative to the axle assembly 2 along the first direction X, that is, in the width direction of the vehicle, and the first longitudinal link 6 is connected between the vehicle frame 1 and the first wheel hub bracket 21, and the second longitudinal link 7 is connected between the vehicle frame 1 and the second wheel hub bracket 22. In this way, the first longitudinal link 6 and the second longitudinal link 7 can be used to control the longitudinal motion trajectory of the first wheel hub bracket 21 and the second wheel hub bracket 22, and at the same time, can also be used to absorb the vibration and longitudinal force transmitted to the vehicle frame 1 by the first wheel hub bracket 21 and the second wheel hub bracket 22, thereby optimizing the transmission path of the longitudinal force, and the first longitudinal link 6 and the second longitudinal link 7 are rod-shaped structures, which are relatively simple in structure and can be cast, which is conducive to cost saving.

[0076] Furthermore, one end of the first longitudinal link 6 can be connected to the frame 1 through a flexible kinetic energy absorber such as a bushing, and the other end can be connected to the first wheel hub bracket 21 through a flexible kinetic energy absorber such as a bushing. With this arrangement, the bushing can absorb the impact of the torsion, deflection and longitudinal displacement of the first longitudinal link 6, which is beneficial to improving the stability of the suspension. Similarly, one end of the second longitudinal link 7 can be connected to the frame 1 through a flexible kinetic energy absorber such as a bushing, and the other end can be connected to the second wheel hub bracket 22 through a flexible kinetic energy absorber such as a bushing. With this arrangement, the bushing can absorb the impact of the torsion, deflection and longitudinal displacement of the second longitudinal link 7, which is beneficial to further improving the stability of the suspension.

[0077] In some embodiments of the present application, Figure 2-Figure 5As shown, it also includes: a third longitudinal link 8 and a fourth longitudinal link 9. Along the first direction X, that is, in the width direction of the vehicle, the third longitudinal link 8 and the fourth longitudinal link 9 are symmetrically arranged relative to the axle assembly 2, and the third longitudinal link 8 and the fourth longitudinal link 9 are both connected between the frame 1 and the axle body 23, wherein, along the first direction X, the third longitudinal link 8 and the fourth longitudinal link 9 are both located between the first longitudinal link 6 and the second longitudinal link 7, and the third longitudinal link 8 is closer to the first longitudinal link 6 than the fourth longitudinal link 9, and the fourth longitudinal link 9 is closer to the second longitudinal link 7 than the third longitudinal link 8, and along the second direction Y, the third longitudinal link 8 is higher than the first longitudinal link 6, and the fourth longitudinal link 9 is higher than the second longitudinal link 7, wherein the first direction X is perpendicular to the second direction Y. Such an arrangement ensures that the connection points of the first longitudinal link 6, the second longitudinal link 7, the third longitudinal link 8, and the fourth longitudinal link 9 with the frame are all different, and the first longitudinal link 6 and the third longitudinal link 8 on the left side are staggered, and the second longitudinal link 7 and the fourth longitudinal link 9 on the right side are staggered, which can prevent the four longitudinal links from interfering with each other, wherein the third longitudinal link 8 and the fourth longitudinal link 9 can further absorb the vibration and longitudinal force transmitted to the frame 1 by the axle body 23, and cooperate with the first longitudinal link 6 and the second longitudinal link 7 to further optimize the transmission path of the longitudinal force, and the third longitudinal link 8 and the fourth longitudinal link 9 can also be constructed as a rod-like structure, which is relatively simple in structure and is conducive to cost saving.

[0078] Furthermore, one end of the third longitudinal link 8 can be connected to the frame 1 through a flexible kinetic energy absorber such as a bushing, and the other end can be connected to the axle body 23 through a flexible kinetic energy absorber such as a bushing. With this arrangement, the bushing can absorb the impact of the third longitudinal link 8 caused by torsion, deflection and longitudinal displacement, which is beneficial to improving the stability of the suspension. Similarly, one end of the fourth longitudinal link 9 can be connected to the frame 1 through a flexible kinetic energy absorber such as a bushing, and the other end can be connected to the axle body 23 through a flexible kinetic energy absorber such as a bushing. With this arrangement, the bushing can absorb the impact of the fourth longitudinal link 9 caused by torsion, deflection and longitudinal displacement, which is beneficial to further improving the stability of the suspension.

[0079] In some embodiments of the present application, it also includes: a first connecting bracket 14 and a second connecting bracket 15, the first connecting bracket 14 and the second connecting bracket 15 are both fixed to the axle body 23, the third longitudinal link 8 is connected between the frame 1 and the first connecting bracket 14, the fourth longitudinal link 9 is connected between the frame 1 and the second connecting bracket 15, and the second transverse link 32 is connected between the pull rod 33 and the second connecting bracket 15.

[0080] Specifically, one end of the third longitudinal link 8 is connected to the frame 1, and the other end is connected to the axle body 23 through the first connecting bracket 14. In this way, the first connecting bracket 14 is provided to provide a connection point for the third longitudinal link 8 and the axle body 23, which facilitates the connection between the third longitudinal link 8 and the axle body 23. The first connecting bracket 14 can be an integrally formed part, and the first connecting bracket 14 can also form a semi-enclosed space or a closed cavity. In this way, it is beneficial to improve the strength of the first connecting bracket 14, and then it is beneficial to improve the connection strength between the third longitudinal link 8 and the axle body 23.

[0081] Furthermore, one end of the fourth longitudinal link 9 is connected to the frame 1, and the other end is connected to the axle body 23 through the second connecting bracket 15. One end of the second transverse link 32 is connected to the pull rod 33, and the other end is connected to the axle body 23 through the second connecting bracket 15. That is to say, by setting the second connecting bracket 15, connection points are provided for the fourth longitudinal link 9 and the axle body 23 and the second transverse link 32 and the axle body 23 respectively, so that the function of the second connecting bracket 15 is reused, which is beneficial to reducing the number of parts. It can be understood that the second connecting bracket 15 can be an integrally molded part, and the second connecting bracket 15 can also be formed with a semi-enclosed space or a closed cavity. This is beneficial to improve the strength of the second connecting bracket 15, and then it is beneficial to improve the connection strength of the fourth longitudinal link 9, the second transverse link 32 and the axle body 23.

[0082] In some embodiments of the present application, the second connecting bracket 15 includes a first mounting member 151 and a second mounting member 152. The first mounting member 151 and the second mounting member 152 are both fixed to the axle body 23, and the first mounting member 151 is fixedly connected to the second mounting member 152. The first mounting member 151, the second mounting member 152, and the axle body 23 jointly form an installation cavity. The fourth longitudinal link 9 is connected between the frame 1 and the first mounting member 151, and the second transverse link 32 is connected between the pull rod 33 and the second mounting member 152.

[0083] Specifically, the second connecting bracket 15 provides a mounting point for the fourth longitudinal link 9 and the second transverse link 32 in the suspension system. Furthermore, in some embodiments of the present application, the first mounting member 151 of the second connecting bracket 15 is used to mount the fourth longitudinal link 9, and the second mounting member 152 of the second connecting bracket 15 is used to mount the second transverse link 32, wherein the first mounting member 151 and the second mounting member 152 are both welded to the axle body 23, and the first mounting member 151 and the second mounting member 152 are welded through the welding surface and fixed by bolt connection, so that the first mounting member 151 and the second mounting member 152 can support each other. At the same time, the first mounting member 151, the second mounting member 152, and the axle body 23 also jointly form an installation cavity. Such an arrangement can greatly improve the strength of the second connecting bracket 15, which is beneficial to improving the stability of the fourth longitudinal link 9 and the second transverse link 32 installed on the second connecting bracket 15.

[0084] In some embodiments of the present application, Figure 2-Figure 4 As shown, it also includes: a first buffer member 10 and a second buffer member 11, the first elastic member 4 has a first coil spring 41, along the second direction Y, the first buffer member 10 is arranged in the first coil spring 41 and is connected to the frame 1, the second elastic member 5 has a second coil spring 51, along the second direction Y, the second buffer member 11 is arranged in the second coil spring 51 and is connected to the frame 1.

[0085] Specifically, the first elastic member 4 has a first coil spring 41, one end of which is fixedly mounted in the first wheel hub bracket 21, the second elastic member 5 has a second coil spring 51, one end of which is fixedly mounted in the second wheel hub bracket 22, and the other end of the first elastic member 4 and the other end of the second elastic member 5 are both connected to the frame 1 and used to support the frame 1. Further, as Figure 3 As shown, a first buffer 10 and a second buffer 11 are respectively arranged below the frame 1, the first buffer 10 is arranged in the first coil spring 41, and the second buffer 11 is arranged in the second coil spring 51. When the vehicle is excited by the road surface during driving, the first wheel hub bracket 21 jumps up driven by the wheel to abut against the first buffer 10 for buffering, and the second wheel hub bracket 21 jumps up driven by the wheel to abut against the second buffer 11 for buffering, that is, the first buffer 10 and the second buffer 11 can provide a certain buffer damping, thereby reducing the vibration of the frame 1, which is beneficial to improving the buffering capacity of the suspension system 100. At the same time, the first buffer 10 and the second buffer 11 are arranged in the corresponding coil springs, which further reduces the space occupied by the suspension system 100 in the height direction of the vehicle.

[0086] In some embodiments of the present application, Figure 1-Figure 7As shown, the suspension system 100 further includes: a first shock absorber 12 and a second shock absorber 13, which are symmetrically arranged relative to the axle assembly 2 along the first direction X, that is, in the width direction of the vehicle, and the first shock absorber 12 is connected between the vehicle frame 1 and the first wheel hub bracket 21, and the second shock absorber 13 is connected between the vehicle frame 1 and the second wheel hub bracket 22. In this arrangement, the first shock absorber 12 and the second shock absorber 13 can absorb the vibration and vertical force transmitted to the vehicle frame 1 by the first wheel hub bracket 21 and the second wheel hub bracket 22, which is conducive to improving the shock absorption performance of the suspension system 100, thereby improving the performance of the chassis.

[0087] In a second aspect, an embodiment of the present application provides a vehicle including the suspension system 100 in the embodiment of the first aspect.

[0088] According to the vehicle proposed in the second aspect of the embodiment of the present application, by providing the above-mentioned suspension system 100, through the coordinated use of the first transverse link 31, the second transverse link 32 and the pull rod 33, the road excitation to which the vehicle is subjected can be well balanced between the first wheel hub bracket 21 and the second wheel hub bracket 22, which is beneficial to reducing the road excitation transmitted to the cockpit through the frame 1, which not only improves the reliability of the chassis, but also reduces the road noise of the entire vehicle.

[0089] It should also be noted that the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, commodity or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, commodity or device. In the absence of more restrictions, the elements defined by the sentence "comprises a ..." do not exclude the existence of other identical elements in the process, method, commodity or device including the elements.

[0090] Each embodiment in this specification is described in a progressive manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the system embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0091] The above is only an embodiment of the present application and is not intended to limit the present application. For those skilled in the art, the present application may have various changes and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the scope of the claims of the present application.

[0092] Although the embodiments of the present application have been described in conjunction with the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present application, and such modifications and variations are all within the scope defined by the appended claims.

Claims

1. A suspension system, characterized in that: include: Frame; An axle assembly, the axle assembly comprising a first wheel hub bracket, a second wheel hub bracket and an axle body, wherein the first wheel hub bracket and the second wheel hub bracket are respectively fixedly mounted on two sides of the axle body along a first direction; A connecting rod assembly, the connecting rod assembly includes a first transverse link, a second transverse link and a pull rod, the pull rod has a first end and a second end along the length direction of the pull rod, the pull rod is rotatably arranged on the frame, and the rotation center of the pull rod is located between the first end and the second end, one end of the first transverse link is movably connected to the first end, the other end of the first transverse link is movably connected to the first wheel hub bracket, one end of the second transverse link is movably connected to the second end, and the other end of the second transverse link is movably connected to the axle body close to the second wheel hub bracket.

2. The suspension system according to claim 1, characterized in that: The first transverse link is movably connected to the first end and the first wheel hub bracket through bushings, and the second transverse link is movably connected to the second end and the axle body through bushings.

3. The suspension system according to claim 1, characterized in that: The connecting rod assembly further comprises: a connecting bracket, the connecting bracket is fixedly mounted on a side of the frame close to the axle assembly, and the pull rod is rotatably arranged on the connecting bracket.

4. The suspension system according to claim 1, characterized in that: Also includes: A first elastic member and a second elastic member, along the second direction, one end of the first elastic member is fixedly installed in the first hub bracket, and the other end of the first elastic member is connected to the frame to support the frame; Along the second direction, one end of the second elastic member is fixedly installed in the second wheel hub bracket, and the other end of the second elastic member is connected to the frame to support the frame, wherein the first direction is perpendicular to the second direction.

5. The suspension system according to claim 4, characterized in that: Along the second direction, the position of the fixed installation point of the first elastic member and the first wheel hub bracket is lower than the axle body; Along the second direction, the position of the fixed installation point of the second elastic member and the second wheel hub bracket is lower than the axle body.

6. The suspension system according to claim 1, characterized in that: Also includes: A first longitudinal link and a second longitudinal link, along the first direction, the first longitudinal link and the second longitudinal link are symmetrically arranged relative to the axle assembly, and the first longitudinal link is connected between the frame and the first wheel hub bracket, and the second longitudinal link is connected between the frame and the second wheel hub bracket.

7. The suspension system according to claim 6, characterized in that: Also includes: A third longitudinal link and a fourth longitudinal link, along the first direction, the third longitudinal link and the fourth longitudinal link are symmetrically arranged relative to the axle assembly, and the third longitudinal link and the fourth longitudinal link are both connected between the frame and the axle body, Wherein, along the first direction, the third longitudinal link and the fourth longitudinal link are both located between the first longitudinal link and the second longitudinal link, and the third longitudinal link is closer to the first longitudinal link than the fourth longitudinal link, and the fourth longitudinal link is closer to the second longitudinal link than the third longitudinal link; Along a second direction, the third longitudinal link is higher than the first longitudinal link, and the fourth longitudinal link is higher than the second longitudinal link, wherein the first direction is perpendicular to the second direction.

8. The suspension system according to claim 7, characterized in that Also includes: A first connecting bracket and a second connecting bracket, wherein the first connecting bracket and the second connecting bracket are both fixed to the axle body, the third longitudinal link is connected between the frame and the first connecting bracket, the fourth longitudinal link is connected between the frame and the second connecting bracket, and the second transverse link is connected between the pull rod and the second connecting bracket.

9. The suspension system according to claim 8, characterized in that The second connecting bracket includes a first mounting member and a second mounting member, the first mounting member and the second mounting member are both fixed to the axle body, and the first mounting member is fixedly connected to the second mounting member, the first mounting member, the second mounting member and the axle body jointly form a mounting cavity, the fourth longitudinal link is connected between the frame and the first mounting member, and the second transverse link is connected between the pull rod and the second mounting member.

10. The suspension system according to claim 4, characterized in that Also includes: A first buffer and a second buffer, the first elastic member having a first coil spring, and the first buffer is disposed in the first coil spring and connected to the frame along the second direction; The second elastic member has a second coil spring. Along the second direction, the second buffer member is arranged in the second coil spring and connected to the vehicle frame.

11. The suspension system according to claim 1, characterized in that: Also includes: A first shock absorber and a second shock absorber are symmetrically arranged relative to the axle assembly along the first direction, and the first shock absorber is connected between the frame and the first wheel hub bracket, and the second shock absorber is connected between the frame and the second wheel hub bracket.

12. A vehicle, characterized in that: Comprising a suspension system according to any one of claims 1-11.

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