A new energy vehicle power assembly suspension system

Abstract

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

Description

Technical Field

[0001] This invention relates to the field of new energy vehicle technology, and in particular to a suspension system for a new energy vehicle powertrain. Background Technology

[0002] The powertrain of a new energy vehicle refers to the core system that converts electrical energy into mechanical energy to drive the vehicle. During operation, the powertrain generates vibrations, shocks, and noise, which not only affect ride comfort but may also damage other critical components. Therefore, a suspension system is needed to absorb and buffer these vibrations and shocks. The suspension system is the structure connecting the powertrain to the vehicle body. Its function is to enhance the vehicle's stability and quietness, while preventing excessive vibration transmission to the body, protecting powertrain components, extending their service life, and improving driving experience and safety.

[0003] In the prior art, Chinese patent document CN219856774U, concerning a suspension system for a new energy vehicle powertrain, proposes setting the assembly end faces of the first frame and the first inner tube as parallel inclined planes to guide and limit the assembly. An assembly gap is reserved between the assembly end faces of the first frame and the first inner tube, which can significantly reduce the difficulty of assembly while ensuring high assembly accuracy. However, consistent with traditional methods, traditional suspension systems typically rely on a single elastic element or passive damper for shock absorption, and cannot dynamically adjust according to the amplitude and frequency of road vibrations. The overall damping effect is limited, therefore, under complex road conditions, the damping may be too weak or too strong, resulting in noticeable vibrations when the vehicle experiences small vibrations, while the impact force cannot be effectively buffered during large vibrations, causing significant damage to the powertrain and vehicle body. Moreover, traditional steering damping systems often use simple mechanical linkages, which usually cannot effectively buffer the torque vibrations during steering, potentially leading to noticeable vibrations and impacts during driving, and a tendency for slow return-to-center response. Therefore, this application discloses a suspension system for the powertrain of a new energy vehicle to achieve dynamically adjustable damping. Summary of the Invention

[0004] In view of this, the purpose of this invention is to propose a suspension system for the powertrain of new energy vehicles, so as 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] To achieve the above objectives, the present invention provides a suspension system for a powertrain of a new energy vehicle, including a left suspension bracket and a right suspension bracket. A left upper control arm and a left lower control arm are rotatably mounted on one side of the left suspension bracket, and a right upper control arm and a right lower control arm are rotatably mounted on one side of the right suspension bracket. The left and right suspension brackets are connected to each other. The other ends of the left upper control arm and the left lower control arm are connected to a left positioning sleeve, and the other ends of the right upper control arm and the right lower control arm are connected to a right positioning sleeve.

[0006] A dynamic follow-up component is disposed above the lower left swing arm and the lower right swing arm. The dynamic follow-up component is used for dynamic damping and can follow and respond dynamically.

[0007] A steering follower assembly is disposed on the left positioning sleeve and the right positioning sleeve. The steering follower assembly is used to assist in positioning when the left positioning sleeve and the right positioning sleeve are turning.

[0008] Preferably, the dynamic follow-up assembly includes two sunken brackets fixedly installed below the left suspension bracket and the right suspension bracket, and a lower swing arm damper disposed on one side of the left lower swing arm and the right lower swing arm. Each sunken bracket has a bearing rotatably mounted on one side of its top, and each lower swing arm damper has a follow-up rod at its top.

[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 follow-up component further includes a fixed plate fixedly installed between the two sinking supports. A positioning plate is provided on one side of the top of the fixed plate, and a rotating shaft is rotatably installed on the upper end of the positioning plate. The two ends of the rotating shaft are respectively fixedly connected to one end of the two follow-up rods.

[0011] Preferably, a first vacuum chamber and a second vacuum chamber are fixedly installed on the other side of the top of the fixed plate, and a gantry is fixedly installed in the middle of the fixed plate. A first gantry plate and a second gantry plate are respectively provided on the gantry, and the first gantry plate and the second gantry plate correspond to the first vacuum chamber and the second vacuum chamber, respectively. A first sliding groove is opened on the first gantry plate and the second gantry plate, and a first sliding rod and a second sliding rod are slidably installed on the two first sliding grooves, respectively. 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 at the end of the first sliding rod and the second sliding rod near the first vacuum chamber and the second vacuum chamber, respectively.

[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 opened on the upper and lower sides of the connecting plate. The side of the second sliding rod away from the second vacuum cavity is slidably installed inside the first positioning groove, and the side of the first sliding rod away from the first vacuum cavity 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. The rotating plate is rotatably connected to the connecting rod.

[0013] Preferably, the steering following assembly includes an extended steering horn plate fixedly installed 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 cylinder is rotatably installed on one side of the extended steering horn plate, and the other side of the connecting cylinder is rotatably connected to the torsion damper.

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

[0015] Preferably, a left suspension damper and a right suspension damper 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 damper and the right suspension damper are rotatably connected to one side of the left lower control arm and the right lower control arm, respectively.

[0016] The beneficial effects of this invention are:

[0017] 1. The suspension system of this new energy vehicle powertrain incorporates a dynamic follow-up component. This component transmits vibrations to the follower rods via the up-and-down movement of the left and right lower control arms. Utilizing the linkage structure of the follower rods, rotating shaft, and vacuum chamber, the vibration energy is converted into piston movement within the vacuum chamber, generating pressure changes to absorb and disperse the vibration energy. This adapts to different vibration modes under complex road conditions. The synchronous movement of the left and right follower rods transmits the vibration difference between the two control arms to the dynamic system. The vacuum chamber provides graded buffering, adjusting the damping intensity according to the vibration amplitude, thereby achieving dynamic damping during vehicle operation. The system features shock absorption and stability control. Pressure changes in the vacuum chamber provide an efficient vibration absorption mechanism. The cooperation between the linkage rod and the slide ensures the stability of the piston movement and avoids path errors caused by vibration deviation. At the same time, the linkage design on the mast structure achieves coordinated buffering of asymmetrical vibrations, improving the dynamic balance performance of the vehicle. The overall structure can flexibly adjust the shock absorption intensity under different speed and load conditions, enhancing the system's adaptability to various road conditions, providing a smoother driving experience, reducing the impact of vibration on the powertrain and body, extending the service life of key vehicle components, and improving ride comfort.

[0018] 2. The suspension system of this new energy vehicle powertrain is equipped with a steering follower component. The steering follower component uses the linkage between the extended steering knuckle and the positioning sleeve to transmit the steering torque of the vehicle during steering to the torque damper through the connecting cylinder. The damper buffers the steering torque through the internal shock absorption structure, reducing the vibration and impact of the vehicle during steering, and improving the smoothness and precision of steering control. The piston rod and the return spring inside the connecting cylinder form a return mechanism. During steering, the piston rod compresses the spring to store potential energy, and after steering, the energy is released by the spring to quickly return to the center, 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. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only for this invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a first-view three-dimensional structural diagram of the present invention;

[0021] Figure 2 This is a schematic diagram of the second-view three-dimensional structure of the present invention;

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

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

[0024] Figure 5 This is a partial structural diagram of the dynamic follower component of the present invention;

[0025] Figure 6 This is a schematic diagram of the motion structure of the dynamic follow-up component of the present invention;

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

[0027] Figure 8 This is a schematic cross-sectional view of the connecting cylinder structure of the present invention.

[0028] The diagram is marked as follows:

[0029] 1. Left suspension bracket; 2. Upper left swing arm; 3. Lower left swing arm; 4. Left positioning sleeve; 5. Left suspension damper; 6. Right suspension bracket; 7. Upper right swing arm; 8. Lower right swing arm; 9. Right positioning sleeve; 10. Right suspension damper; 11. Lower bracket; 12. Bearing; 13. Lower swing arm damper; 14. Follower rod; 15. Fixing plate; 16. Positioning plate; 17. Rotating shaft; 18. First vacuum chamber; 19. Second vacuum chamber; 20. Gantry; 21. First gantry plate; 22. Second gantry 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. Connecting rod; 31. Extended horn plate; 32. Torque damper; 33. Connecting cylinder; 34. Piston rod; 35. Return spring. Detailed Implementation

[0030] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to specific embodiments.

[0031] It should be noted that, unless otherwise defined, the technical or scientific terms used in this invention should have the ordinary meaning understood by one of ordinary skill in the art to which this invention pertains. The terms "first," "second," and similar terms used in this invention do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0032] like Figures 1 to 8As shown, the suspension system of the powertrain of a new energy vehicle includes a left suspension bracket 1 and a right suspension bracket 6. A left upper control arm 2 and a left lower control arm 3 are rotatably mounted on one side of the left suspension bracket 1, and a right upper control arm 7 and a right lower control arm 8 are rotatably mounted on one side of the right suspension bracket 6. The left suspension bracket 1 and the right suspension bracket 6 are interconnected. The other ends of the left upper control arm 2 and the left lower control arm 3 are connected to a left positioning sleeve 4, and the other ends of the right upper control arm 7 and the right lower control arm 8 are connected to a right positioning sleeve 9. A dynamic follow-up component is located on the left lower control arm. Above arm 3 and right lower swing arm 8, dynamic follow-up components are used for dynamic damping and can follow and respond dynamically; steering follow-up components are jointly set on left positioning sleeve 4 and right positioning sleeve 9. Steering follow-up components are used to assist positioning when left positioning sleeve 4 and right positioning sleeve 9 are steering. Left suspension damper 5 and right suspension damper 10 are rotatably installed on one end of left suspension bracket 1 and right suspension bracket 6, respectively. The other end of left suspension damper 5 and right suspension damper 10 are rotatably connected to one side of left lower swing arm 3 and right lower swing arm 8, respectively.

[0033] The powertrain is suspended on the suspension system via the left and right suspension brackets 1 and 6. Vibrations are transmitted to the positioning sleeves through the upper and lower control arms. The positioning sleeves, in conjunction with the steering follower assembly, dynamically position the powertrain. Vibrations in the lower control arms simultaneously activate the dynamic follower assembly, adjusting the damping effect in real time according to the vibration amplitude. When the vehicle encounters bumpy roads, the suspension damping assembly and the dynamic follower assembly work together to absorb and buffer the energy transmitted to the brackets, reducing the impact on the vehicle body and powertrain. When the vehicle is turning, the left and right positioning sleeves 9 provide auxiliary positioning through the steering follower assembly, ensuring the stability and precision of the powertrain during steering. Simultaneously, the entire system disperses vibration energy through a multi-stage buffer structure, ensuring stable and accurate steering performance. Both shock absorption and steering positioning ensure the real-time response of the system and the safety of the powertrain. The left and right suspension brackets 6 are connected to the positioning sleeves through the upper and lower control arms, forming a double control arm suspension structure, which ensures a more stable installation of the powertrain. When the road conditions are uneven or during violent acceleration and deceleration, the upper and lower control arms work together to effectively absorb vibrations through the suspension damping components, reduce the transmission of impact forces, and improve the stability of the vehicle. The dynamic follow-up component is set above the lower control arm and can make real-time dynamic responses according to the vibration amplitude and frequency of the suspension system, effectively filtering vibrations and automatically adjusting the damping effect according to changes in road conditions. This design improves the flexibility and adaptability of the suspension system and can significantly improve driving comfort.

[0034] like Figure 2 , Figure 3 , Figure 5 , Figure 6As shown, the dynamic follower assembly includes two recessed brackets 11 fixedly installed below the left suspension bracket 1 and the right suspension bracket 6, and lower control arm dampers 13 disposed on one side of the left lower control arm 3 and the right lower control arm 8. Bearings 12 are rotatably mounted on one side of the top of each recessed bracket 11. Follower rods 14 are provided at the top of each lower control arm damper 13, with the follower rods 14 being obtuse-angled. One side of the follower rod 14 passes through the bearing 12. The dynamic follower assembly also includes a fixing device fixedly installed between the two recessed brackets 11. A positioning plate 16 is provided on one side of the top of the fixed plate 15. A rotating shaft 17 is rotatably mounted on the upper end of the positioning plate 16. The two ends of the rotating shaft 17 are respectively fixedly connected to one end of two follower rods 14. A first vacuum chamber 18 and a second vacuum chamber 19 are fixedly mounted on the other side of the top of the fixed plate 15. A gantry 20 is fixedly mounted in the middle of the fixed plate 15. A first gantry plate 21 and a second gantry plate 22 are respectively provided on the gantry 20. The first gantry plate 21 and the second gantry plate 22 are respectively connected to the first vacuum chamber 18. Corresponding to the second vacuum chamber 19, both the first gantry plate 21 and the second gantry plate 22 are provided with first sliding grooves 23. A first sliding rod 24 and a second sliding rod 25 are slidably installed on the two first sliding grooves 23 respectively. 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 provided at the end of the first sliding rod 24 and the second sliding rod 25 near the first vacuum chamber 18 and the second vacuum chamber 19 respectively. A connecting plate 26 is slidably installed above the two first sliding grooves 23. A first positioning groove 27 and a second positioning groove 28 are provided on the upper and lower sides of the connecting plate 26 respectively. The side of the second sliding rod 25 away from the second vacuum chamber 19 is slidably installed in the first positioning groove 27. The side of the first sliding rod 24 away from the first vacuum chamber 18 is slidably installed in the second positioning groove 28. A connecting rod 30 is also rotatably installed on the side of the first sliding rod 24 near the second positioning groove 28. A rotating plate 29 is also sleeved on one side of the rotating shaft 17. The rotating plate 29 and the connecting rod 30 are rotatably connected.

[0035] When the vehicle is in motion, the left lower control arm 3 and the right lower control arm 8 move up and down due to uneven road surfaces. The movement of the lower control arms causes the lower control arm damper 13, fixed to one side, to deflect. The follower rod 14 on the damper swings up and down accordingly. The swing of the follower rod 14, passing through the bearing 12, drives the rotating shaft 17 to rotate. The two ends of the rotating shaft 17 are fixedly connected to the follower rod 14, synchronously transmitting the vibrations of the left and right lower control arms 8 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. The connecting rod 30, connected to the rotating plate 29, also begins to rotate, 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 into the first vacuum chamber 18 and the second vacuum chamber 19. During sliding, they drive the piston to move inside the vacuum chamber, generating dynamic pressure changes. These pressure changes absorb vibration energy and gradually disperse it, thereby reducing the impact of vibration on the powertrain and vehicle body. When the swing arm amplitude is small, such as... Figure 6 The movement modes from I to II typically only drive the first vacuum chamber 18. However, when the swing arm amplitude is large, it is necessary to drive the second vacuum chamber 19 (e.g., Figure 6 (III to IV) Meanwhile, 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 role of the positioning groove ensures the stable movement of the sliding rod and avoids offset caused by lateral vibration. The mutual sliding coordination of the first sliding rod 24 and the second sliding rod 25 on the gantry 20 further disperses the asymmetry of the vibration of the left and right swing arms. During the linkage operation, the entire dynamic follow-up component continuously dissipates the vibration energy step by step, thereby realizing dynamic shock absorption and stability control during vehicle operation. Among them, the dynamic follow-up component, through the linkage design of the follower rod 14, the rotating shaft 17 and the vacuum chamber, can respond in real time to the left lower swing arm 3 and The up-and-down movement of the lower right swing arm 8 is converted into piston movement within the vacuum chamber by the follower rod 14. The pressure changes in the vacuum chamber enable efficient vibration absorption and buffering. This setup can adapt to different vibration modes under complex road conditions, improving the damping effect. The combination of the rotating shaft 17 and the follower rod 14 can synchronously transmit the movement differences between the left and right lower swing arms 8 to the vacuum chamber. Through the linkage of the sliding rod on the gantry 20, the piston achieves flexible up-and-down movement, adjusting the damping intensity according to the vibration amplitude, thus improving the system's adaptability to changes in road conditions. The pressure changes in the vacuum chamber further enhance the accuracy of dynamic control, enabling the vehicle to remain stable under different speeds and loads.

[0036] like Figure 4 , Figure 7 , Figure 8As shown, the steering follower assembly includes an extended steering knuckle 31 fixedly installed on one side of the left positioning sleeve 4 and the right positioning sleeve 9. A torque damper 32 is also provided between the left suspension bracket 1 and the right suspension bracket 6. A connecting cylinder 33 is rotatably installed on one side of the extended steering knuckle 31. The other side of the connecting cylinder 33 is rotatably connected to the torque damper 32. A piston rod 34 is slidably installed inside one side of the connecting cylinder 33. A return spring 35 is provided inside the other side of the connecting cylinder 33. One end of the piston rod 34 is fixedly connected to one end of the return spring 35.

[0037] During vehicle steering, the left positioning sleeve 4 and right positioning sleeve 9 deflect due to changes in steering angle. The extended steering knuckle 31, fixedly installed on one side of the left and right positioning sleeves 4 and 9, deflects synchronously. This deflection of the extended steering knuckle 31 causes the connecting cylinder 33, which is rotatably mounted on one side, to rotate. The other side of the connecting cylinder 33, connected to the torque damper 32, transmits the steering torque to the damper. The damper, through its internal damping structure, buffers and reduces the steering torque, minimizing vibration and impact during steering and optimizing steering stability. Inside the connecting cylinder 33, one end of the piston rod 34 is fixedly connected to a return spring 35. At the end, the piston rod 34 slides within the connecting cylinder 33 as the vehicle turns. When the connecting cylinder 33 is subjected to torsional force, the piston rod 34 slides within the cylinder and compresses the return spring 35. The elastic potential energy stored in the return spring 35 provides the return driving force. When the vehicle completes the turn and returns to center, the return spring 35 quickly releases the stored energy, pushing the piston rod 34 back to its original position, causing the connecting cylinder 33 to return to its initial state, thereby driving the extended steering knuckle 31 and the positioning sleeve to return to center synchronously. The design of the return spring 35 ensures the rapid response and return function of the steering system, enabling the steering following component to quickly return to the neutral position after the vehicle turns, avoiding unnecessary offset or vibration.

[0038] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of the invention (including the claims) is limited to these examples; within the framework of the invention, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of the different aspects of the invention as described above, which are not provided in the details for the sake of brevity.

[0039] This 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 this invention should be included within the scope of protection of this invention.

Claims

1. A suspension system of a power assembly of a new energy vehicle, characterized in that, Comprise: Left suspension bracket (1) and right suspension bracket (6), one side of the left suspension bracket (1) is rotatably installed with left upper swing arm (2) and left lower swing arm (3), one side of the right suspension bracket (6) is rotatably installed with right upper swing arm (7) and right lower swing arm (8), the left suspension bracket (1) and the right suspension bracket (6) are connected with each other, the left upper swing arm (2) and the other end of the left lower swing arm (3) are connected with left positioning sleeve (4) together, the right upper swing arm (7) and the other end of the right lower swing arm (8) are connected with right positioning sleeve (9) together, one end of the left suspension bracket (1) and the right suspension bracket (6) is rotatably installed with left suspension shock absorber (5) and right suspension shock absorber (10) respectively, the other end of the left suspension shock absorber (5), right suspension shock absorber (10) is rotatably connected with one side of the left lower swing arm (3), right lower swing arm (8) respectively; Dynamic follow-up assembly, the dynamic follow-up assembly is arranged above the left lower swing arm (3) and the right lower swing arm (8), the dynamic follow-up assembly is used for dynamic damping, and can follow dynamic response, the dynamic follow-up assembly comprises two subsidence supports (11) fixedly installed below the left suspension bracket (1) and the right suspension bracket (6), and lower swing arm damper (13) arranged on one side of the left lower swing arm (3) and the right lower swing arm (8), the top of the subsidence support (11) is rotatably installed with bearing (12), the top of the lower swing arm damper (13) is provided with follow-up rod (14), the follow-up rod (14) is arranged in an obtuse angle, one side of the follow-up rod (14) passes through the bearing (12) and is arranged; Steering follow-up assembly, the steering follow-up assembly is arranged on the left positioning sleeve (4) and the right positioning sleeve (9), the steering follow-up assembly is used for assisting positioning when the left positioning sleeve (4) and the right positioning sleeve (9) are steered; The dynamic follow-up assembly further comprises a fixed plate (15) fixedly installed between the two sunken supports (11), the top side of the fixed plate (15) is provided with a positioning plate (16), the upper end of the positioning plate (16) is rotatably installed with a rotating shaft (17), the two ends of the rotating shaft (17) are fixedly connected with one end of the two follow-up rods (14) respectively, the top side of the fixed plate (15) is fixedly installed with a first vacuum cavity (18) and a second vacuum cavity (19), the middle part of the fixed plate (15) is fixedly installed with a gantry (20), the gantry (20) is provided with a first gantry plate (21) and a second gantry plate (22) respectively, the first gantry plate (21) and the second gantry plate (22) correspond to the first vacuum cavity (18) and the second vacuum cavity (19) respectively, the first gantry plate (21) and the second gantry plate (22) are both provided with a first sliding groove (23), the first sliding groove (23) is slidably installed with a first sliding rod (24) and a second sliding rod (25) respectively, the first sliding rod (24) and the second sliding rod (25) are inserted into the first vacuum cavity (18) and the second vacuum cavity (19) respectively, and the end of the first sliding rod (24) and the second sliding rod (25) close to the first vacuum cavity (18) and the second vacuum cavity (19) is provided with a piston; The upper part of the two first sliding grooves (23) is slidably installed with a connecting plate (26), the upper and lower sides of the connecting plate (26) are provided with a first positioning groove (27) and a second positioning groove (28) respectively, the side of the second sliding rod (25) away from the second vacuum cavity (19) is slidably installed in the first positioning groove (27), the side of the first sliding rod (24) away from the first vacuum cavity (18) is slidably installed in the second positioning groove (28), and the side of the first sliding rod (24) close to the second positioning groove (28) is rotatably installed with a connecting rod (30), and the side of the rotating shaft (17) is further provided with a rotating plate (29), and the rotating plate (29) is rotatably connected with the connecting rod (30).

2. The suspension system of a new energy vehicle power assembly according to claim 1, characterized in that, The turning follow-up assembly comprises an extension sheep horn (31) fixedly installed on one side of the left positioning sleeve (4) and the right positioning sleeve (9), a torsional damper (32) is further arranged between the left suspension support (1) and the right suspension support (6), and the extension sheep horn (31) is rotatably installed with a connecting barrel (33) on one side.

3. The suspension system of a new energy vehicle power assembly according to claim 2, characterized in that, The connecting barrel (33) is slidably installed with a piston rod (34) on one side, the other side of the connecting barrel (33) is provided with a return spring (35), and one end of the piston rod (34) is fixedly connected with one end of the return spring (35).

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