Suspension system of new energy automobile power assembly

Abstract

The invention relates to the technical field of new energy automobiles, in particular to a suspension system of a new energy automobile power assembly, which comprises a left suspension bracket and a right suspension bracket, a left upper swing arm and a left lower swing arm are respectively and rotatably mounted on one side of the left suspension bracket, and a right upper swing arm and a right lower swing arm are respectively and rotatably mounted on one side of the right suspension bracket; and the dynamic follow-up assembly is arranged above the left lower swing arm and the right lower swing arm, and the dynamic follow-up assembly is used for carrying out dynamic damping and can carry out dynamic response along with the dynamic follow-up assembly. Compared with the prior art, the dynamic follow-up assembly is arranged, the adaptability of the system to various road conditions is improved, more stable driving experience is provided for a vehicle, impact of vibration on a power assembly and a vehicle body is reduced, the service life of key parts of the vehicle is prolonged, and the driving comfort is improved.

Description

Technical Field

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

[0002] The powertrain of new energy vehicles refers to the core system that converts electrical energy into mechanical energy to drive the vehicle. The powertrain will generate vibration, impact and noise during operation, which not only affects driving comfort, but may also cause damage to other key components. Therefore, a suspension system is needed to absorb and buffer these vibrations and impacts. The suspension system is a structure that connects the powertrain to the vehicle body. Its function is to enhance the stability and quietness of the vehicle, prevent excessive vibration from being transmitted to the vehicle body, protect the powertrain components, extend their service life, and improve driving experience and driving safety.

[0003] In the prior art, a Chinese patent document with publication number CN219856774U proposes that in a suspension system for a powertrain of a new energy vehicle, the assembly end faces of the first frame and the first inner tube are set as mutually parallel inclined planes to play a guiding and limiting role in assembling in place, and an assembly gap is reserved between the assembly end faces of the first frame and the first inner tube, which can greatly reduce the difficulty of assembly while ensuring a high assembly accuracy. However, consistent with the traditional method, the traditional suspension system usually relies on a single elastic element or passive damper for shock absorption, and cannot dynamically adjust according to the amplitude and frequency of road vibration. The overall shock absorption effect is affected. Therefore, under complex road conditions, the shock absorption is prone to be too weak or too strong, resulting in obvious vibration when the vehicle vibrates slightly, and the impact force cannot be effectively buffered when the vehicle vibrates sharply, causing greater damage to the powertrain and the body. In addition, the steering shock absorption of traditional systems mostly adopts simple mechanical linkage, which is usually unable to effectively buffer the torque vibration during the steering process, which may cause obvious vibration and impact during driving, and is prone to slow return response. Therefore, the present application discloses a suspension system for a new energy vehicle powertrain to meet the dynamic adjustment of the shock absorption effect. Summary of the invention

[0004] In view of this, the purpose of the present invention is to propose a suspension system for a new energy vehicle powertrain to solve the problem that traditional suspension systems usually rely on a single elastic element or passive damper for shock absorption and cannot dynamically adjust the shock absorption effect according to the amplitude and frequency of road vibration.

[0005] Based on the above purpose, the present invention provides a suspension system for a new energy vehicle powertrain, comprising a left suspension bracket and a right suspension bracket, wherein a left upper swing arm and a left lower swing arm are rotatably mounted on one side of the left suspension bracket, and a right upper swing arm and a right lower swing arm are rotatably mounted on one side of the right suspension bracket, wherein the left suspension bracket and the right suspension bracket are connected to each other, and the other ends of the left upper swing arm and the left lower swing arm are commonly connected to a left positioning sleeve, and the other ends of the right upper swing arm and the right lower swing arm are commonly connected to a right positioning sleeve;

[0006] A dynamic follower component, the dynamic follower component is arranged above the left lower swing arm and the right lower swing arm, the dynamic follower component is used for dynamic shock absorption and can follow dynamic response;

[0007] A steering follower component is provided on the left positioning sleeve and the right positioning sleeve, and is used for assisting in positioning when the left positioning sleeve and the right positioning sleeve are steering.

[0008] Preferably, the dynamic follower assembly includes two sinking brackets fixedly installed below the left suspension bracket and the right suspension bracket, and a lower swing arm damper arranged on one side of the left lower swing arm and the right lower swing arm, and bearings are rotatably installed on one side of the top of the sinking bracket, and a follower rod is arranged on the top of the lower swing arm damper.

[0009] Preferably, the follower rod is arranged at an obtuse angle, and one side of the follower rod passes through the bearing.

[0010] Preferably, the dynamic follower assembly also includes a fixed plate fixedly installed between the two sinking brackets, a positioning plate is provided on the top side of the fixed plate, a rotating shaft is rotatably installed above the positioning plate, and both ends of the rotating shaft are respectively fixedly connected to one end of the two follower rods.

[0011] Preferably, a first vacuum chamber and a second vacuum chamber are fixedly installed on the other side above the fixed plate, a gantry is fixedly installed in the middle of the fixed plate, a first gantry plate and a second gantry plate are respectively arranged on the gantry, the first gantry plate and the second gantry plate respectively correspond to the first vacuum chamber and the second vacuum chamber, a first sliding groove is provided on the first gantry plate and the second gantry plate respectively, a first sliding rod and a second sliding rod are respectively slidably installed on the two first sliding grooves, the first sliding rod and the second sliding rod are respectively inserted into the first vacuum chamber and the second vacuum chamber, and a piston is provided on one end of the first sliding rod and the second sliding rod close to the first vacuum chamber and the second vacuum chamber.

[0012] Preferably, a connecting plate is slidably installed above the two first sliding grooves, a first positioning groove and a second positioning groove are respectively provided on the upper and lower sides of the second sliding rod, one side of the second sliding rod is slidably installed inside the first positioning groove, and the first sliding rod is slidably installed inside the second positioning groove, a connecting rod is also rotatably installed on the side of the first sliding rod close to the second positioning groove, a rotating plate is also sleeved on one side of the rotating shaft, and the rotating plate is rotatably connected to the connecting rod.

[0013] Preferably, the steering following assembly includes an extended horn plate fixedly mounted on one side of the left positioning sleeve and the right positioning sleeve, and a torsion damper is also provided between the left suspension bracket and the right suspension bracket. A connecting tube is rotatably mounted on one side of the extended horn plate, and the other side of the connecting tube is rotatably connected to the torsion damper.

[0014] Preferably, a piston rod is slidably mounted inside one side of the connecting cylinder, a return spring is provided inside the other side of the connecting cylinder, and one end of the piston rod is fixedly connected to one end of the return spring.

[0015] Preferably, a left suspension shock absorber and a right suspension shock absorber are rotatably mounted on one end of the left suspension bracket and the right suspension bracket, respectively, and the other ends of the left suspension shock absorber and the right suspension shock absorber are rotatably connected to one side of the left lower swing arm and the right lower swing arm, respectively.

[0016] Beneficial effects of the present invention:

[0017] 1. The suspension system of the powertrain of the new energy vehicle is provided with a dynamic follower assembly, which transmits vibration to the follower rod through the up and down movement of the left lower swing arm and the right lower swing arm, and utilizes the linkage structure of the follower rod, the rotating shaft and the vacuum chamber to convert the vibration energy into the piston movement inside the vacuum chamber, generate pressure changes to absorb and disperse the vibration energy, adapt to different vibration modes under complex road conditions, and transmit the vibration difference of the swing arms on both sides to the dynamic system through the synchronous action of the left and right follower rods. The graded buffer of the vacuum chamber is used to adjust the shock absorption intensity according to the vibration amplitude, thereby realizing dynamic control of the vehicle during driving. Shock absorption and stability control, the pressure change in the vacuum chamber provides an efficient vibration absorption mechanism, the cooperation between the connecting rod and the slide groove ensures the stability of the piston movement, and avoids the path error caused by vibration deviation. At the same time, through the linkage design on the portal structure, the coordinated buffering of asymmetric vibrations is achieved, and the dynamic balance performance of the vehicle is improved. The overall structure can flexibly adjust the shock absorption intensity under different speeds and load conditions, improve the system's adaptability to various road conditions, provide the vehicle with a smoother driving experience, reduce the impact of vibration on the powertrain and body, extend the service life of key components of the vehicle, and improve driving comfort.

[0018] 2. The suspension system of the powertrain of this new energy vehicle is provided with a steering following component. The steering following component utilizes the linkage between the extended horn plate and the positioning sleeve to transmit the deflection torque of the vehicle when turning to the torsion damper through the connecting tube. The damper buffers the steering torque through the internal shock-absorbing structure, reduces the vibration and impact of the vehicle when turning, and improves the stability and accuracy of steering control. The piston rod and the return spring inside the connecting tube constitute a return mechanism. During the steering process, the piston rod compresses the spring to store potential energy, and after the steering is completed, the energy is released by the spring to quickly reset, ensuring that the system can quickly return to the center, avoiding unnecessary deviation or vibration, and enhancing the response speed and stability of the steering system. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings in the following description are only for the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0020] Figure 1 This is a schematic diagram of the three-dimensional structure of the present invention from a first viewing angle;

[0021] Figure 2 It is a schematic diagram of the three-dimensional structure of the present invention from a second viewing angle;

[0022] Figure 3 For the present invention Figure 2 The enlarged structural diagram at A in the middle;

[0023] Figure 4 This is a schematic diagram of the three-dimensional structure of the present invention from a third viewing angle;

[0024] Figure 5 It is a schematic diagram of the local structure of the dynamic follower assembly of the present invention;

[0025] Figure 6 It is a schematic diagram of the motion structure of the dynamic follower assembly of the present invention;

[0026] Figure 7 This is a schematic diagram of the connecting tube structure of the present invention;

[0027] Figure 8 It is a schematic diagram of the cross-sectional structure of the connecting tube of the present invention.

[0028] The markings in the figure are:

[0030] 1. Left suspension bracket; 2. Left upper swing arm; 3. Left lower swing arm; 4. Left positioning sleeve; 5. Left suspension shock absorber; 6. Right suspension bracket; 7. Right upper swing arm; 8. Right lower swing arm; 9. Right positioning sleeve; 10. Right suspension shock absorber; 11. Sinking bracket; 12. Bearing; 13. Lower swing arm damper; 14. Follow-up rod; 15. Fixed plate; 16. Positioning plate; 17. Rotating shaft; 18. First vacuum chamber; 19. Second vacuum chamber; 20. Door frame; 21. First door frame plate; 22. Second door frame plate; 23. First slide groove; 24. First sliding rod; 25. Second sliding rod; 26. Connecting plate; 27. First positioning groove; 28. Second positioning groove; 29. ​​Rotating plate; 30. Linking rod; 31. Extended horn plate; 32. Torsion damper; 33. Connecting cylinder; 34. Piston rod; 35. Return spring. DETAILED DESCRIPTION

[0031] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with specific embodiments.

[0032] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the present invention should be understood by people with ordinary skills in the field to which the present invention belongs. The "first", "second" and similar words used in the present invention do not indicate any order, quantity or importance, but are only used to distinguish different components. "Include" or "comprise" and similar words mean that the elements or objects appearing before the word include the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0033] like Figures 1 to 8As shown, the suspension system of the new energy vehicle powertrain includes a left suspension bracket 1 and a right suspension bracket 6, one side of the left suspension bracket 1 is respectively rotatably mounted with a left upper swing arm 2 and a left lower swing arm 3, one side of the right suspension bracket 6 is respectively rotatably mounted with a right upper swing arm 7 and a right lower swing arm 8, the left suspension bracket 1 and the right suspension bracket 6 are connected to each other, the other ends of the left upper swing arm 2 and the left lower swing arm 3 are commonly connected with a left positioning sleeve 4, and the other ends of the right upper swing arm 7 and the right lower swing arm 8 are commonly connected with a right positioning sleeve 9; a dynamic follower component, the dynamic follower component is arranged on the left lower swing arm Above the arm 3 and the right lower swing arm 8, the dynamic follower assembly is used for dynamic shock absorption and can follow the dynamic response; the steering follower assembly is jointly arranged on the left positioning sleeve 4 and the right positioning sleeve 9, and the steering follower assembly is used for assisting positioning when the left positioning sleeve 4 and the right positioning sleeve 9 are turning, wherein one end of the left suspension bracket 1 and the right suspension bracket 6 are respectively rotatably mounted with the left suspension shock absorber 5 and the right suspension shock absorber 10, and the other ends of the left suspension shock absorber 5 and the right suspension shock absorber 10 are respectively rotatably connected to one side of the left lower swing arm 3 and the right lower swing arm 8;

[0034] The powertrain is suspended on the suspension system through the left suspension bracket 1 and the right suspension bracket 6. The vibration is transmitted to the positioning sleeve through the upper and lower swing arms. The positioning sleeve cooperates with the steering follower component to dynamically position the powertrain. The vibration of the lower swing arm activates the dynamic follower component at the same time, and the shock absorption effect is adjusted in real time according to the vibration amplitude. When the vehicle encounters a bumpy road section, the suspension shock absorption component and the dynamic follower component work in conjunction to absorb and buffer the energy transmitted to the bracket by the vibration, reducing the impact on the body and powertrain. When the vehicle turns, the left and right positioning sleeves 9 are assisted in positioning through the steering follower component to ensure the stability and accuracy of the powertrain when turning. At the same time, the entire system disperses the vibration energy through a multi-level buffer structure, whether it is dynamic Whether it is shock absorption or steering positioning, both can ensure the real-time response of the system and the safety of the powertrain. The left and right suspension brackets 6 are respectively connected to the positioning sleeves through the upper and lower swing arms to form a double swing arm suspension structure, which ensures that the installation of the powertrain is more stable. When the road conditions are uneven or there is drastic acceleration or deceleration, the upper and lower swing arms work together to effectively absorb vibrations through the suspension shock absorption components, reduce the transmission of impact force, and improve the stability of the vehicle. The dynamic follow-up component is arranged above the lower swing arm, which can respond in real time according to the vibration amplitude and frequency of the suspension system, effectively filter vibrations, and automatically adjust the shock absorption effect as the road conditions change. This design improves the flexibility of the suspension system, has strong adaptability, and can significantly improve driving comfort.

[0035] like Figure 2 , Figure 3 , Figure 5 , Figure 6As shown, the dynamic follower assembly includes two sinking brackets 11 fixedly installed below the left suspension bracket 1 and the right suspension bracket 6, and a lower swing arm damper 13 arranged on one side of the left lower swing arm 3 and the right lower swing arm 8. A bearing 12 is rotatably installed on one side of the top of the sinking bracket 11, and a follower rod 14 is arranged on the top of the lower swing arm damper 13. The follower rod 14 is arranged in an obtuse angle, and one side of the follower rod 14 passes through the bearing 12. The dynamic follower assembly also includes a fixedly installed between the two sinking brackets 11 A fixed plate 15 is provided between the fixed plate 15 and a positioning plate 16 is provided on one side of the top of the fixed plate 15. A rotating shaft 17 is rotatably installed on the top of the positioning plate 16. The two ends of the rotating shaft 17 are respectively fixedly connected to one end of the two follower rods 14. A first vacuum chamber 18 and a second vacuum chamber 19 are fixedly installed on the other side of the top of the fixed plate 15. A door frame 20 is fixedly installed in the middle of the fixed plate 15. A first door frame plate 21 and a second door frame plate 22 are respectively provided on the door frame 20. The first door frame plate 21 and the second door frame plate 22 are respectively Corresponding to the first vacuum chamber 18 and the second vacuum chamber 19, the first gantry plate 21 and the second gantry plate 22 are both provided with a first slide groove 23, and a first sliding rod 24 and a second sliding rod 25 are respectively slidably installed on the two first slide grooves 23. The first sliding rod 24 and the second sliding rod 25 are respectively inserted into the first vacuum chamber 18 and the second vacuum chamber 19. The first sliding rod 24 and the second sliding rod 25 are both provided with pistons at one end close to the first vacuum chamber 18 and the second vacuum chamber 19. A connecting plate 26 is slidably installed above the two first slide grooves 23. The upper and lower sides of the second sliding rod 25 are respectively provided with a first positioning groove 27 and a second positioning groove 28. One side of the second sliding rod 25 is slidably installed in the first positioning groove 27, and the first sliding rod 24 is slidably installed in the second positioning groove 28. A linkage rod 30 is also rotatably installed on the side of the first sliding rod 24 close to the second positioning groove 28. A rotating plate 29 is also sleeved on one side of the rotating shaft 17, and the rotating plate 29 is rotatably connected with the linkage rod 30.

[0036] When the vehicle is running, the left lower swing arm 3 and the right lower swing arm 8 move up and down due to the uneven road surface, the movement of the lower swing arm drives the lower swing arm damper 13 fixed on one side thereof to deflect, and the follower rod 14 on the damper swings up and down accordingly. The swing of the follower rod 14 drives the rotating shaft 17 to rotate through the part passing through the bearing 12. Both ends of the rotating shaft 17 are fixedly connected to the follower rod 14, and the vibration of the left and right lower swing arms 8 is synchronously transmitted to the central component of the dynamic follower assembly. The rotation of the rotating shaft 17 drives the rotating plate 29 to rotate around the axis, and the connecting rod 30 also starts to rotate through the connection with the rotating plate 29, further driving the first sliding rod 24 and the second sliding rod 25 to slide up and down in the first sliding groove 23. The first sliding rod 24 and the second sliding rod 25 are respectively inserted in the first vacuum chamber 18 and the second vacuum chamber 19. When sliding, the piston is driven to move inside the vacuum chamber, generating dynamic pressure changes. The pressure changes absorb the vibration energy and gradually disperse it, thereby reducing the impact of the vibration on the powertrain and the vehicle body. When the swing arm amplitude is small, such as Figure 6 In the motion mode from I to II, usually only the first vacuum chamber 18 is driven for use, and when the swing arm amplitude is large, the second vacuum chamber 19 needs to be driven for use (such as Figure 6 III to IV), at the same time, the cooperation between the second sliding rod 25 and the positioning groove allows the sliding rod to achieve more precise sliding path control, the guiding effect of the positioning groove ensures the stable movement of the sliding rod, and avoids the deviation caused by lateral vibration. The mutual sliding coordination of the first sliding rod 24 and the second sliding rod 25 on the door frame 20 further disperses the asymmetry of the vibration of the left and right swing arms. The entire dynamic follower assembly continuously dissipates the vibration energy step by step during the linkage operation, thereby realizing dynamic shock absorption and stability control during vehicle driving. The dynamic follower assembly can respond to the left lower swing arm 3 and the left lower swing arm 3 in real time through the linkage design of the follower rod 14, the rotating shaft 17 and the vacuum chamber. The right lower swing arm 8 moves up and down, and the follower rod 14 converts the vibration of the swing arm into piston movement in the vacuum chamber, and realizes efficient vibration absorption and buffering through the pressure change of the vacuum chamber. This setting can adapt to different vibration modes under complex road conditions and improve the shock absorption effect. The combination of the rotating shaft 17 and the follower rod 14 can synchronously transmit the movement difference of the left and right lower swing arms 8 to the vacuum chamber. Through the linkage of the sliding rod on the door frame 20, the piston realizes flexible up and down movement, and the shock absorption intensity is adjusted according to the vibration amplitude, which improves the system's adaptability to changes in road conditions. The pressure change of the vacuum chamber further improves the accuracy of dynamic control, so that the vehicle can remain stable at different speeds and loads.

[0037] like Figure 4 , Figure 7 , Figure 8As shown, the steering follower assembly includes an extended horn plate 31 fixedly mounted on one side of the left positioning sleeve 4 and the right positioning sleeve 9, and a torsion damper 32 is also arranged between the left suspension bracket 1 and the right suspension bracket 6. A connecting cylinder 33 is rotatably mounted on one side of the extended horn plate 31, and the other side of the connecting cylinder 33 is rotatably connected to the torsion damper 32. A piston rod 34 is slidably mounted inside one side of the connecting cylinder 33, and a return spring 35 is arranged on the other side of the connecting cylinder 33, and one end of the piston rod 34 is fixedly connected to one end of the return spring 35;

[0038] When the vehicle is turning, the left locating sleeve 4 and the right locating sleeve 9 will deflect due to the change of the steering angle, and the extended horn plate 31 fixedly installed on one side of the left locating sleeve 4 and the right locating sleeve 9 will deflect synchronously. The deflection of the extended horn plate 31 drives the connecting cylinder 33 rotatably installed on one side thereof to rotate. The other side of the connecting cylinder 33 transmits the torque during the steering process to the damper through the connection with the torsion damper 32. The damper buffers and reduces the shock of the steering torque through the internal damping structure, reduces the vibration and impact during steering, and optimizes the stability of the steering control. Inside the connecting cylinder 33, one end of the piston rod 34 is fixedly connected to one end of the return spring 35 The piston rod 34 slides in the connecting tube 33 as the vehicle turns. When the connecting tube 33 is subjected to a torsional force, the piston rod 34 slides in the tube and compresses the return spring 35. The elastic potential energy stored in the return spring 35 provides a return driving force. When the vehicle completes the turn and returns to the original position, the return spring 35 quickly releases the stored energy, pushing the piston rod 34 back to its original position, so that the connecting tube 33 returns to its initial state, thereby driving the extended horn plate 31 and the positioning sleeve to return to the original position synchronously. The design of the return spring 35 ensures the rapid response and reset function of the steering system, so that the steering follower component can quickly return to the neutral position after the vehicle turns, avoiding unnecessary displacement or vibration.

[0039] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present invention (including the claims) is limited to these examples. Under the concept of the present invention, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the present invention as described above, which are not provided in detail for the sake of simplicity.

[0040] The present invention is intended to cover all such substitutions, modifications and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A suspension system for a new energy vehicle powertrain, characterized in that: include: A left suspension bracket (1) and a right suspension bracket (6), wherein a left upper swing arm (2) and a left lower swing arm (3) are rotatably mounted on one side of the left suspension bracket (1), and a right upper swing arm (7) and a right lower swing arm (8) are rotatably mounted on one side of the right suspension bracket (6), wherein the left suspension bracket (1) and the right suspension bracket (6) are connected to each other, and the other ends of the left upper swing arm (2) and the left lower swing arm (3) are commonly connected to a left positioning sleeve (4), and the other ends of the right upper swing arm (7) and the right lower swing arm (8) are commonly connected to a right positioning sleeve (9); A dynamic follower component, the dynamic follower component is arranged above the left lower swing arm (3) and the right lower swing arm (8), and the dynamic follower component is used for dynamic shock absorption and can follow dynamic response; A steering follower component is provided on the left positioning sleeve (4) and the right positioning sleeve (9) and is used for assisting positioning when the left positioning sleeve (4) and the right positioning sleeve (9) are steering.

2. The suspension system of the new energy vehicle powertrain according to claim 1, characterized in that: The dynamic follower assembly comprises two sinking brackets (11) fixedly mounted below the left suspension bracket (1) and the right suspension bracket (6), and a lower swing arm damper (13) arranged on one side of the left lower swing arm (3) and the right lower swing arm (8), a bearing (12) is rotatably mounted on one side of the top of the sinking bracket (11), and a follower rod (14) is arranged at the top of the lower swing arm damper (13).

3. The suspension system of the new energy vehicle powertrain according to claim 2, characterized in that: The follower rod (14) is arranged in an obtuse angle, and one side of the follower rod (14) passes through the bearing (12).

4. The suspension system of the new energy vehicle powertrain according to claim 3, characterized in that: The dynamic follower assembly also includes a fixing plate (15) fixedly installed between the two sinking brackets (11), a positioning plate (16) is arranged on one side of the top of the fixing plate (15), a rotating shaft (17) is rotatably installed above the positioning plate (16), and two ends of the rotating shaft (17) are respectively fixedly connected to one end of the two follower rods (14).

5. The suspension system of the new energy vehicle powertrain according to claim 4, characterized in that: A first vacuum chamber (18) and a second vacuum chamber (19) are fixedly installed on the other side above the fixed plate (15); a door frame (20) is fixedly installed in the middle of the fixed plate (15); a first door frame plate (21) and a second door frame plate (22) are respectively arranged on the door frame (20); the first door frame plate (21) and the second door frame plate (22) correspond to the first vacuum chamber (18) and the second vacuum chamber (19) respectively; a first sliding groove (23) is provided on the first door frame plate (21) and the second door frame plate (22); a first sliding rod (24) and a second sliding rod (25) are respectively slidably installed on the two first sliding grooves (23); the first sliding rod (24) and the second sliding rod (25) are respectively inserted into the first vacuum chamber (18) and the second vacuum chamber (19); a piston is arranged on one end of the first sliding rod (24) and the second sliding rod (25) close to the first vacuum chamber (18) and the second vacuum chamber (19).

6. The suspension system of the new energy vehicle powertrain according to claim 5, characterized in that: A connecting plate (26) is slidably mounted above the two first sliding grooves (23); a first positioning groove (27) and a second positioning groove (28) are respectively provided on the upper and lower sides of the second sliding rod (25); one side of the second sliding rod (25) is slidably mounted inside the first positioning groove (27); the first sliding rod (24) is slidably mounted inside the second positioning groove (28); a connecting rod (30) is rotatably mounted on the side of the first sliding rod (24) close to the second positioning groove (28); a rotating plate (29) is also sleeved on one side of the rotating shaft (17); the rotating plate (29) is rotatably connected to the connecting rod (30).

7. The suspension system of the new energy vehicle powertrain according to claim 1, characterized in that: The steering follower assembly comprises an extended horn plate (31) fixedly mounted on one side of the left positioning sleeve (4) and the right positioning sleeve (9); a torsion damper (32) is also provided between the left suspension bracket (1) and the right suspension bracket (6); a connecting tube (33) is rotatably mounted on one side of the extended horn plate (31); and the other side of the connecting tube (33) is rotatably connected to the torsion damper (32).

8. The suspension system of the new energy vehicle powertrain according to claim 7, characterized in that: A piston rod (34) is slidably mounted inside one side of the connecting cylinder (33), a return spring (35) is arranged inside the other side of the connecting cylinder (33), and one end of the piston rod (34) is fixedly connected to one end of the return spring (35).

9. The suspension system of the new energy vehicle powertrain according to claim 1, characterized in that: A left suspension shock absorber (5) and a right suspension shock absorber (10) are rotatably mounted on one end of the left suspension bracket (1) and the right suspension bracket (6), respectively, and the other ends of the left suspension shock absorber (5) and the right suspension shock absorber (10) are rotatably connected to one side of the left lower swing arm (3) and the right lower swing arm (8), respectively.

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