Suspension assembly, control device of suspension assembly and vehicle

Abstract

The invention provides a suspension assembly, a chassis and a vehicle. The suspension assembly includes a link including at least a first swing arm and a second swing arm, the first swing arm being a linear drive member, the first swing arm being connected to a wheel of the vehicle. The second swing arm is a linear driving component and is connected to the same wheel corresponding to the first swing arm. The first swing arm and the second swing arm are spaced in the height direction of the vehicle. According to the suspension assembly, the wheel kingpin inclination angle can be adjusted, the wheels can be driven to steer, multi-vector adjustment can be achieved, and the functions are rich.

Description

Technical Field

[0001] The present application generally relates to the technical field of automobile suspension, and more particularly to a suspension assembly, a control device of the suspension assembly, and a vehicle. Background Art

[0002] At present, the existing automobile suspension assembly system is mainly used for automobile shock absorption, and is separate and independent from the steering system. In addition, the kingpin inclination angle of the suspension assembly cannot be adjusted, resulting in a relatively single function of the automobile suspension assembly. Summary of the invention

[0003] A series of simplified concepts are introduced in the Summary of the Invention section, which will be further described in detail in the Detailed Description of the Invention section. The Summary of the Invention section of this application does not mean to attempt to define the key features and essential technical features of the claimed technical solution, nor does it mean to attempt to determine the scope of protection of the claimed technical solution.

[0004] In order to at least partially solve the above problems, the first aspect of the present application provides a suspension assembly for a vehicle, wherein the suspension assembly comprises a connecting rod, and the connecting rod comprises at least:

[0005] a first swing arm, the first swing arm being a linear drive member, the first swing arm being connected to a wheel of the vehicle; and

[0006] a second swing arm, the second swing arm being a linear drive member, the second swing arm being connected to the same wheel as the first swing arm;

[0007] Wherein, the first swing arm and the second swing arm are spaced apart from each other along a height direction of the vehicle.

[0008] According to the suspension assembly of the first aspect of the present application, a first swing arm and a second swing arm spaced apart in the height direction are used to adjust the kingpin inclination angle of the wheel, so that the wheel can be in full contact with the ground, reducing eccentric wear of the wheel, and can also achieve other required kingpin inclination angles as needed; in addition, the cooperation of the first swing arm and the second swing arm can also drive the wheel to steer, so that the steering system is integrated inside the suspension assembly to achieve wire-controlled steering, and there is no need to set up an additional steering system, saving vehicle layout space and reducing costs; in general, the suspension assembly can not only realize the adjustment of the kingpin inclination angle of the wheel, but also drive the wheel to steer, and can be adjusted in multiple vectors with rich functions.

[0009] Optionally, the first swing arm and the second swing arm are spaced apart along the length direction of the vehicle.

[0010] Optionally, the connecting rod also includes a third swing arm, which is a linear drive component. The third swing arm is spaced apart from the first swing arm along the height direction, and the third swing arm and the first swing arm are located on the same side of the second swing arm along the length direction.

[0011] Optionally, the first end of the connecting rod is used to be connected to a wheel of the vehicle, and the second end of the connecting rod is used to be connected to a body or frame of the vehicle.

[0012] Optionally, a ball pin or a bushing is provided at the first end of the connecting rod; and / or

[0013] The second end of the connecting rod is provided with a ball pin or a bushing.

[0014] Optionally, the connecting rod is a cylinder or an electric push rod.

[0015] A second aspect of the present application provides a control device for a suspension assembly, comprising:

[0016] An electric pump for pressurizing the hydraulic oil;

[0017] a reversing solenoid valve connected to the electric pump and to a connecting rod of the suspension assembly; and

[0018] A controller is configured to control the start-up of the electric pump and control the driving of the connecting rod through the reversing solenoid valve.

[0019] According to the control device of the suspension assembly of the second aspect of the present application, the electric pump and the reversing solenoid valve are controlled by the controller to control the telescopic drive of each connecting rod of the suspension assembly, thereby realizing multi-vector control of each wheel, thereby being able to control the steering of the vehicle, adjust the wheelbase of the left and right wheels, adjust the kingpin inclination angle and the wheel toe angle, etc.

[0020] Optionally, a height sensor is further included, which is used to detect the body height of the vehicle; the height sensor is electrically connected to the controller, and the controller is configured to calculate the load of the vehicle according to the body height of the vehicle, and control the connecting rod of the suspension assembly according to the load of the vehicle.

[0021] Optionally, a stroke sensor is further included, which is arranged on the connecting rod and is used to detect the driving stroke of the connecting rod; the stroke sensor is electrically connected to the controller, and the controller is configured to control the connecting rod of the suspension assembly according to the stroke of the connecting rod of the suspension assembly.

[0022] Optionally, a hydraulic accumulator is further included, which is arranged between the connecting rod and the reversing solenoid valve and is used to alleviate the oil pressure fluctuation caused by the switching of the reversing solenoid valve.

[0023] Optionally, a one-way throttle valve is also included, and the one-way throttle valve is arranged between the connecting rod and the reversing solenoid valve.

[0024] A third aspect of the present application provides a vehicle, comprising:

[0025] Car body;

[0026] wheels; and

[0027] According to the above suspension assembly.

[0028] According to the vehicle of the third aspect of the present application, the wheels can be controlled by multi-vector of the suspension assembly to achieve functions such as steering, steering assistance, on-the-spot steering, diagonal driving, adjustment of kingpin inclination angle and wheel toe angle, etc.

[0029] Optionally, it also includes a control device according to the above-mentioned suspension assembly.

[0030] Optionally, the suspension assembly is arranged corresponding to each of the wheels.

[0031] Optionally, the vehicle includes two suspension assemblies, and the wheels include two front wheels and two rear wheels; the two suspension assemblies are respectively arranged on the two front wheels, or the two suspension assemblies are respectively arranged on the two rear wheels. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] The following drawings of the embodiments of the present application are hereby used as part of the present application for understanding the present application. The drawings show the embodiments of the present application and their descriptions, and are used to explain the principles of the present application. In the drawings,

[0033] Figure 1 A schematic diagram of a suspension assembly according to a preferred embodiment of the present application;

[0034] Figure 2 for Figure 1 Schematic diagram of the structure of the connecting rod;

[0035] Figure 3 for Figure 1 A schematic diagram of the steering state of the suspension assembly in FIG.

[0036] Figure 4 for Figure 1 A schematic diagram of the adjustment wheelbase state of the suspension assembly;

[0037] Figure 5 for Figure 1 A schematic diagram of a suspension assembly in which a wheel camber angle is adjusted;

[0038] Figure 6A schematic diagram of a control device for a suspension assembly according to a preferred embodiment of the present application;

[0039] Figure 7 for Figure 6 Schematic diagram of control principle of the first swing arm;

[0040] Figure 8 A top view of the wheels of a vehicle according to a preferred embodiment of the present application when the auxiliary rear wheel steering function is used;

[0041] Fig. 9 A top view of the wheels of a vehicle according to a preferred embodiment of the present application when using the on-the-spot steering function; and

[0042] Fig.10 This is a top view of the wheels of a vehicle according to a preferred embodiment of the present application when using the diagonal driving function.

[0043] Description of Reference Numerals

[0044] 100: Wheel 101: Left front wheel

[0045] 102: right front wheel 103: left rear wheel

[0046] 104: Right rear wheel 110: Connecting rod

[0047] 111: first swing arm 112: second swing arm

[0048] 113: The third swing arm 114: The fourth swing arm

[0049] 115: Cylinder 116: Push rod

[0050] 117: First cavity 118: Second cavity

[0051] 119: First oil port 120: Second oil port

[0052] 121: ball pin 122: bushing

[0053] 130: Control device 131: Electric pump

[0054] 132: Reversing solenoid valve 133: Controller

[0055] 134: Height sensor 135: Travel sensor

[0056] 136: Hydraulic accumulator 137: One-way throttle valve

[0057] 138: High pressure oil circuit 139: Low pressure oil circuit

[0058] 140: Oil pot Z: Height direction

[0059] L: Length D: Width DETAILED DESCRIPTION

[0060] In the following description, a large number of specific details are provided to provide a more thorough understanding of the present application. However, it is obvious to those skilled in the art that the present application embodiments can be implemented without one or more of these details. In other examples, in order to avoid confusion with the present application embodiments, some technical features well known in the art are not described.

[0061] Herein, ordinal numbers such as “first” and “second” cited in the present application are merely identifications and do not have any other meanings, such as a specific order, etc. Moreover, for example, the term “first component” itself does not imply the existence of the “second component”, and the term “second component” itself does not imply the existence of the “first component”.

[0062] In this document, “upper”, “lower”, “front”, “back”, “left”, “right”, etc. are only used to indicate the relative position relationship between related parts, rather than to limit the absolute positions of these related parts.

[0063] In this document, “equal”, “same”, etc. are not strictly limited in a mathematical and / or geometric sense, but also include errors that can be understood by those skilled in the art and are allowed in manufacturing or use.

[0064] Unless otherwise stated, the numerical ranges herein include not only the entire range within its two endpoints but also include several sub-ranges contained therein.

[0065] Figures 1 to 5 A suspension assembly according to the present application is shown, which is used for a vehicle, and includes a connecting rod 110, and the connecting rod 110 includes at least a first swing arm 111 and a second swing arm 112, wherein the first swing arm 111 is a linear drive member, and the first swing arm 111 is connected to a wheel 100 of the vehicle. The second swing arm 112 is a linear drive member, and the second swing arm 112 is connected to the same wheel 100 corresponding to the first swing arm 111. The first swing arm 111 and the second swing arm 112 are spaced apart along the height direction Z of the vehicle.

[0066] According to the suspension assembly of the present application, the first swing arm 111 and the second swing arm 112 spaced apart in the height direction Z are used to adjust the kingpin inclination angle of the wheel 100, so that the wheel 100 can be in full contact with the ground, reducing the eccentric wear of the wheel 100, and other required kingpin inclination angles can be achieved as required. In addition, the cooperation of the first swing arm 111 and the second swing arm 112 can also drive the wheel 100 to steer, so that the steering system is integrated inside the suspension assembly to achieve wire-controlled steering, and there is no need to set up an additional steering system, saving the layout space of the vehicle and reducing costs. In general, the suspension assembly can not only adjust the kingpin inclination angle of the wheel 100, but also drive the wheel 100 to steer, and can be adjusted in multiple vectors with rich functions.

[0067] The connecting rod 110 may be a cylinder or an electric push rod 116. Figure 2 As shown, the connecting rod 110 is taken as an oil cylinder as an example. The connecting rod 110 includes a cylinder body 115 and a push rod 116. A piston is arranged in the cylinder body 115. The piston is movably sealed and connected to the inner surface of the cylinder body 115 to separate the cylinder body 115 into a first chamber 117 and a second chamber 118. The first chamber 117 and the second chamber 118 are respectively located on both sides of the piston along the length of the cylinder body 115. The push rod 116 is inserted into the cylinder body 115 and connected to the piston, and the cylinder body 115 is provided with a first oil port 119 and a second oil port 120. The first oil port 119 is connected to the first chamber 117, and the second oil port 120 is connected to the second chamber 118. When the first oil port 119 is connected to the high-pressure oil circuit 138 and the second oil port 120 is connected to the low-pressure oil circuit 139, the piston moves toward the direction close to the second chamber 118 under the pressure difference between the first chamber 117 and the second chamber 118, and the push rod 116 is driven to move relative to the cylinder body 115. Similarly, when the first oil port 119 is connected to the low-pressure oil circuit 139 and the second oil port 120 is connected to the high-pressure oil circuit 138, the piston moves toward the first chamber 117 under the pressure difference between the first chamber 117 and the second chamber 118, driving the push rod 116 to move relative to the cylinder body 115. When the pressures of the first chamber 117 and the second chamber 118 are balanced, the piston stops and the push rod 116 is fixed relative to the cylinder body 115.

[0068] Reference Figure 2 , a ball pin 121 is provided at one end of the push rod 116 away from the cylinder 115 (i.e., the first end of the connecting rod 110) to be mounted to the wheel 100 of the vehicle. Specifically, the first end of the connecting rod 110 is connected to the steering knuckle of the wheel 100 through the ball pin 121. Optionally, a bushing 122 may also be provided at the first end of the connecting rod 110 to fit to the steering knuckle of the wheel 100.

[0069] The end of the cylinder body 115 away from the push rod 116 (i.e., the second end of the connecting rod 110) is provided with a bushing 122 for mounting to the vehicle body or frame. Specifically, the second end of the connecting rod 110 is connected to the vehicle body or frame through the bushing 122. Optionally, the second end of the connecting rod 110 may also be provided with a ball pin 121 for mounting to the vehicle body or frame.

[0070] Reference Figure 1 The suspension assembly of this specific embodiment takes the structure of a four-link suspension 110 as an example. The first swing arm 111 and the second swing arm 112 are spaced apart along the length direction L of the vehicle, and the wheel 100 can be precisely turned only by the first swing arm 111 and the second swing arm 112. Figure 3 For example, when the first swing arm 111 is extended and the second swing arm 112 is shortened, the wheel 100 is pushed by the first swing arm 111 and pulled by the second swing arm 112 and turns left. Similarly, when the second swing arm 112 is extended and the first swing arm 111 is shortened, the wheel 100 is pushed by the second swing arm 112 and pulled by the first swing arm 111 and turns right.

[0071] Further, see Figure 1 The connecting rod 110 further includes a third swing arm 113 and a fourth swing arm 114. The third swing arm 113 is a linear driving member, and the third swing arm 113 is spaced apart from the first swing arm 111 along the height direction Z, and the third swing arm 113 and the first swing arm 111 are located on the same side of the second swing arm 112 along the length direction L. The fourth swing arm 114 is a linear driving member, and the fourth swing arm 114 is spaced apart from the second swing arm 112 along the height direction Z, and the fourth swing arm 114 and the second swing arm 112 are located on the same side of the first swing arm 111 along the length direction L. Similar to the first swing arm 111 and the second swing arm 112, the third swing arm 113 and the fourth swing arm 114 are both connected to the corresponding wheels 100 of the suspension assembly, and specifically, the connecting rod 110 is connected to the steering knuckle of the wheel 100.

[0072] The suspension assembly of this specific embodiment can perform multi-vector adjustment on the wheel 100 to achieve steering adjustment of the wheel 100 , adjustment of the wheel track, adjustment of the kingpin inclination angle, and adjustment of the toe angle of the wheel 100 .

[0073] Specifically, the steering adjustment of the wheel 100 is as follows: Figure 3As shown, when the first swing arm 111 and the third swing arm 113 are extended and the second swing arm 112 and the fourth swing arm 114 are shortened, the wheel 100 turns left; similarly, when the first swing arm 111 and the third swing arm 113 are shortened and the second swing arm 112 and the fourth swing arm 114 are extended, the wheel 100 turns right. As an alternative, only the first swing arm 111 and the third swing arm 113 may be controlled to extend or shorten to control the wheel 100 to turn left or right, and only the second swing arm 112 and the fourth swing arm 114 may be controlled to extend or shorten to control the wheel 100 to turn right or left.

[0074] Specifically, the wheelbase adjustment of the wheel 100 is carried out. Figure 4 As shown, when the first swing arm 111, the second swing arm 112, the third swing arm 113 and the fourth swing arm 114 are synchronously extended or shortened, the distance between the wheels 100 and the vehicle body along the width direction D changes, so that the wheelbase between the two coaxial wheels 100 (such as the left front wheel 101 and the right front wheel 102, the left rear wheel 103 and the right rear wheel 104) can be adjusted. The adjustment of the wheelbase of the wheels 100 can cooperate with the active shock absorber to improve the vehicle's passability. Specifically, shortening the wheelbase can facilitate the vehicle to pass through narrow sections, while lengthening the wheelbase can improve the vehicle's passability on bumpy sections.

[0075] Specifically for the adjustment of the kingpin inclination angle, such as Figure 5 As shown, when the first swing arm 111 and the fourth swing arm 114 are shortened and the third swing arm 113 and the second swing arm 112 are extended, the kingpin inclination angle of the wheel 100 increases. When the first swing arm 111 and the fourth swing arm 114 are extended and the third swing arm 113 and the second swing arm 112 are shortened, the kingpin inclination angle of the wheel 100 decreases. By adjusting the kingpin inclination angle of the wheel 100, the wheel 100 can be made to fit the ground under different vehicle working conditions, the eccentric wear of the wheel 100 can be reduced, and other functions of adjusting the kingpin inclination angle can also be achieved.

[0076] Specifically, the adjustment of the toe angle of the wheel 100 is consistent with the steering adjustment principle of the wheel 100. The toe angles of the two wheels 100 can be adjusted by adjusting the reverse rotation of the two coaxial wheels 100 (such as the left front wheel 101 and the right front wheel 102). The eccentric wear of the wheel 100 of the vehicle, the handling and stability of the vehicle can be improved according to the actual needs of the vehicle.

[0077] Reference Figure 6 and Figure 7 The present application also provides a control device 130 of a suspension assembly, comprising an electric pump 131, a reversing solenoid valve 132, and a controller 133. The electric pump 131 is used to pressurize the hydraulic oil. The reversing solenoid valve 132 is connected to the electric pump 131 and to the connecting rod 110 of the above-mentioned suspension assembly. The controller 133 is configured to control the start of the electric pump 131 and control the driving of the connecting rod 110 through the reversing solenoid valve 132.

[0078] According to the control device 130 of the suspension assembly of the present application, the electric pump 131 and the reversing solenoid valve 132 are controlled by the controller 133 to control the telescopic drive of each connecting rod 110 of the suspension assembly, thereby realizing multi-vector control of each wheel 100, thereby being able to control the steering of the vehicle, adjust the wheelbase of the left and right wheels 100, adjust the kingpin inclination angle and the toe angle of the wheel 100, and other functions.

[0079] For details, refer to Figure 6 and Figure 7 , the electric pump 131 includes a high-pressure oil circuit 138 and a low-pressure oil circuit 139. When the electric pump 131 is started, the oil pressure of the hydraulic oil in the high-pressure oil circuit 138 is greater than the oil pressure of the hydraulic oil in the low-pressure oil circuit 139, and the low-pressure oil circuit 139 is connected to an oil pot 140 for loading hydraulic oil. The reversing solenoid valve 132 is provided corresponding to each connecting rod 110 of the suspension assembly. The reversing solenoid valve 132 includes a port, a port, a port, a port and a d port. The a port is connected to the high-pressure oil circuit 138, the b port is connected to the low-pressure oil circuit 139, the c port is connected to the second oil port 120 of the connecting rod 110, and the d port is connected to the first oil port 119 of the connecting rod 110. The reversing solenoid valve 132 has three switching modes:

[0080] The first mode: port a is connected to port c, and port b is connected to port d. At this time, the first oil port 119 is connected to the low-pressure oil circuit 139, and the second oil port 120 is connected to the high-pressure oil circuit 138. In the cylinder 115 of the connecting rod 110, the oil pressure of the second chamber 118 is higher than the oil pressure of the first chamber 117, so that the push rod 116 extends out of the cylinder 115 under the action of the piston, and the connecting rod 110 is in an extended state.

[0081] Second mode: port a is connected to port d, and port b is connected to port c. At this time, the first oil port 119 is connected to the high-pressure oil circuit 138, and the second oil port 120 is connected to the low-pressure oil circuit 139. In the cylinder 115 of the connecting rod 110, the oil pressure of the first chamber 117 is higher than the oil pressure of the second chamber 118, so that the push rod 116 is contracted toward the cylinder 115 under the action of the piston. At this time, the connecting rod 110 is in a contracted state.

[0082] The third mode: ports a, b, c and d are all disconnected. At this time, the oil pressures of the first chamber 117 and the second chamber 118 in the cylinder 115 of the connecting rod 110 are balanced, and the push rod 116 stops.

[0083] As can be seen from the above, by controlling the electric pump 131 to start and the reversing solenoid valve 132 to enter three different switching modes through the controller 133, the extension, contraction and stop of the control connecting rod 110 can be achieved.

[0084] Reference Figure 6The suspension assembly according to the present application can share the same electric pump 131 and the same controller 133 to reduce costs. The reversing solenoid valve 132 can be set for each connecting rod 110 to achieve precise control of each connecting rod 110.

[0085] However, depending on the actual needs of the vehicle, the control of the four connecting rods 110 can also be designed in an integrated manner. For example, for a vehicle that only needs to perform steering control, the first swing arm 111 and the third swing arm 113 can share a reversing solenoid valve 132, and the second swing arm 112 and the fourth swing arm 114 can share a solenoid valve to simplify the control device 130. For another example, for a vehicle that only needs to perform kingpin inclination angle adjustment, the first swing arm 111 and the fourth swing arm 114 can share a reversing solenoid valve 132, and the second swing arm 112 and the third swing arm 113 can share a solenoid valve to simplify the control device 130. The simplified adjustments made to the control device 130 of the present application according to actual needs should be within the protection scope of the present application.

[0086] Optionally, the control device 130 of the suspension assembly according to the present application further includes a height sensor 134. The height sensor 134 is used to detect the vehicle body height. The height sensor 134 is electrically connected to the controller 133, and the controller 133 is configured to calculate the load of the vehicle according to the vehicle body height, and control the connecting rod 110 of the suspension assembly according to the load of the vehicle. By detecting the vehicle body height through the height sensor 134, the load of the vehicle can be calculated by the controller 133, and then the suspension assembly can be controlled in cooperation with the controller 133 to adjust the kingpin inclination angle of the wheel 100.

[0087] The control device 130 of the suspension assembly according to the present application further includes a travel sensor 135, which is disposed on the connecting rod 110 and is used to detect the driving travel of the connecting rod 110. The travel sensor 135 is electrically connected to the controller 133, and the controller 133 is configured to control the connecting rod 110 of the suspension assembly according to the travel of the connecting rod 110 of the suspension assembly. The arrangement of the travel sensor 135 facilitates the transmission of the travel data of each connecting rod 110 to the controller 133, and cooperates with the controller 133 to control each connecting rod 110 of the suspension assembly.

[0088] Optionally, the control device 130 of the suspension assembly according to the present application further includes a hydraulic accumulator 136, which is disposed between the connecting rod 110 and the reversing solenoid valve 132, and is used to mitigate the oil pressure fluctuation caused by the switching of the reversing solenoid valve 132. Specifically, corresponding to one reversing solenoid valve 132, two hydraulic accumulators 136 can be provided, which are respectively arranged between the d port of the reversing solenoid valve 132 and the first oil port 119, and between the c port of the reversing solenoid valve 132 and the second oil port 120.

[0089] Optionally, the control device 130 of the suspension assembly according to the present application further includes a one-way throttle valve 137, which is disposed between the connecting rod 110 and the reversing solenoid valve 132. The provision of the one-way throttle valve 137 facilitates stabilizing the flow between the reversing solenoid valve 132 and the connecting rod 110, so that the control of the connecting rod 110 is more precise. Specifically, corresponding to one reversing solenoid valve 132, two one-way throttle valves 137 can be provided, which are respectively arranged between the d port of the reversing solenoid valve 132 and the first oil port 119, and between the c port of the reversing solenoid valve 132 and the second oil port 120.

[0090] like Figure 6 The control device 130 of the suspension assembly shown corresponds to a single suspension assembly, while the control devices 130 corresponding to multiple suspension assemblies of the vehicle can share the same controller 133 and the same electric pump 131 to reduce the cost of the entire vehicle.

[0091] The present application also provides a vehicle, including a vehicle body, a wheel 100 and the suspension assembly according to the above. According to the vehicle of the present application, the wheel 100 can be controlled by the suspension assembly multi-vector to achieve functions such as steering, steering assistance, on-the-spot steering, oblique driving, and adjusting the kingpin inclination angle and the toe angle of the wheel 100.

[0092] Optionally, the vehicle according to the present application further includes a control device 130 according to the above-mentioned suspension assembly, so as to control each suspension assembly and realize multi-vector control of the wheel 100 .

[0093] Optionally, the suspension assembly is provided corresponding to each wheel 100. For example, the wheels 100 of the vehicle include a left front wheel 101, a right front wheel 102, a left rear wheel 103 and a right rear wheel 104, and the four wheels 100 are provided with the above-mentioned suspension assembly and control device 130. Therefore, the four wheels 100 of the vehicle can perform multi-vector control. Figure 8 When the left front wheel 101 and the right front wheel 102 turn left, the left rear wheel 103 and the right rear wheel 104 turn right, thereby realizing four-wheel independent steering of the vehicle and reducing the turning radius of the vehicle.

[0094] Another example Fig. 9 As shown, the control device 130 controls the left front wheel 101 and the right rear wheel 104 to turn right, and the right front wheel 102 and the left rear wheel 103 to turn left, so that the vehicle can be turned on the spot.

[0095] For example Fig.10 As shown, the control device 130 controls the left front wheel 101, the right front wheel 102, the left rear wheel 103 and the right rear wheel 104 to turn right, so that the vehicle can move diagonally.

[0096] The multiple functions of the above vehicle are only partial applications for realizing the four-wheel independent multi-vector adjustment function of the vehicle, and all functions realized by multi-vector control of the vehicle according to the present application should be within the protection scope of the present application.

[0097] Of course, for low-end models, the number of suspension assemblies according to the present application can also be reduced according to actual needs. For example, the vehicle includes two suspension assemblies according to the above, and the two suspension assemblies are respectively arranged on the left rear wheel 103 and the right rear wheel 104, which can cooperate with the vehicle's steering system to assist the vehicle in steering.

[0098] For another example, the vehicle includes two suspension assemblies according to the above, and the two suspension assemblies are respectively arranged on the left front wheel 101 and the right front wheel 102. The kingpin inclination angle and the toe angle of the left front wheel 101 and the right front wheel 102 can be adjusted, and the steering system of the vehicle can also be replaced, thereby reducing costs and saving layout space of the wheel 100.

[0099] Unless otherwise defined, the technical and scientific terms used herein have the same meaning as those generally understood by those skilled in the art in the technical field of this application. The terms used herein are only for describing specific implementation purposes and are not intended to limit this application. Terms such as "setting" appearing in this article can mean that one component is directly attached to another component, or that one component is attached to another component through an intermediate. Features described in this article in one embodiment may be applied to another embodiment alone or in combination with other features, unless the feature is not applicable in the other embodiment or otherwise specified.

[0100] The present application has been described through the above-mentioned embodiments, but it should be understood that the above-mentioned embodiments are only for the purpose of example and description, and are not intended to limit the present application to the described embodiments. It can be understood by those skilled in the art that more variations and modifications can be made according to the teachings of the present application, and these variations and modifications all fall within the scope of protection claimed in the present application.

Claims

1. A suspension assembly for a vehicle, characterized in that: The suspension assembly includes a connecting rod, and the connecting rod includes at least: a first swing arm, the first swing arm being a linear drive member, the first swing arm being connected to a wheel of the vehicle; and a second swing arm, the second swing arm being a linear drive member, the second swing arm being connected to the same wheel as the first swing arm; Wherein, the first swing arm and the second swing arm are spaced apart from each other along a height direction of the vehicle.

2. The suspension assembly according to claim 1, characterized in that: The first swing arm and the second swing arm are spaced apart along a length direction of the vehicle.

3. The suspension assembly according to claim 2, characterized in that: The connecting rod further includes a third swing arm, which is a linear driving component. The third swing arm is spaced apart from the first swing arm along the height direction, and the third swing arm and the first swing arm are located on the same side of the second swing arm along the length direction.

4. The suspension assembly according to claim 2, characterized in that: The connecting rod further includes a fourth swing arm, which is a linear driving component. The fourth swing arm is spaced apart from the second swing arm along the height direction, and the fourth swing arm and the second swing arm are located on the same side of the first swing arm along the length direction.

5. The suspension assembly according to claim 1, characterized in that: The first end of the connecting rod is used to be connected to the wheel of the vehicle, and the second end of the connecting rod is used to be connected to the body or frame of the vehicle.

6. The suspension assembly according to claim 5, characterized in that: The first end of the connecting rod is provided with a ball pin or a bushing; and / or The second end of the connecting rod is provided with a ball pin or a bushing.

7. The suspension assembly according to any one of claims 1 to 6, characterized in that: The connecting rod is an oil cylinder or an electric push rod.

8. A control device for a suspension assembly, characterized in that: include: An electric pump for pressurizing the hydraulic oil; a reversing solenoid valve connected to the electric pump and to a connecting rod of the suspension assembly according to any one of claims 1 to 7; and A controller is configured to control the start-up of the electric pump and control the driving of the connecting rod through the reversing solenoid valve.

9. The control device of the suspension assembly according to claim 8, characterized in that: It also includes a height sensor, which is used to detect the body height of the vehicle; the height sensor is electrically connected to the controller, and the controller is configured to calculate the load of the vehicle according to the body height of the vehicle, and control the connecting rod of the suspension assembly according to the load of the vehicle.

10. The control device of the suspension assembly according to claim 8, characterized in that: It also includes a stroke sensor, which is arranged on the connecting rod and is used to detect the driving stroke of the connecting rod; the stroke sensor is electrically connected to the controller, and the controller is configured to control the connecting rod of the suspension assembly according to the stroke of the connecting rod of the suspension assembly.

11. The control device of the suspension assembly according to claim 8, characterized in that: It also includes a hydraulic accumulator, which is arranged between the connecting rod and the reversing solenoid valve and is used to alleviate the oil pressure fluctuation caused by the switching of the reversing solenoid valve.

12. The control device of the suspension assembly according to claim 8, characterized in that: It also includes a one-way throttle valve, which is arranged between the connecting rod and the reversing solenoid valve.

13. A vehicle, characterized in that: include: Car body; wheel; as well as A suspension assembly according to any one of claims 1 to 7.

14. The vehicle according to claim 13, characterized in that It also comprises a control device for the suspension assembly according to any one of claims 8 to 12.

15. The vehicle according to claim 13, characterized in that The suspension assembly is arranged corresponding to each of the wheels.

16. The vehicle according to claim 13, characterized in that The vehicle comprises two suspension assemblies, and the wheels comprise two front wheels and two rear wheels; the two suspension assemblies are respectively arranged on the two front wheels, or the two suspension assemblies are respectively arranged on the two rear wheels.

Images