Suspension device and vehicle

Abstract

The invention discloses a suspension device and a vehicle. The suspension device comprises a lower supporting arm, an elastic piece, a hydraulic shock absorber, a connecting structure, an anti-tilting structure and an overprotection structure. The elastic piece achieves multi-stage damping through the main spring, the auxiliary spring and the limiting assembly. The hydraulic shock absorber dynamically dissipates vibration energy through oil damping and a speed and pressure adjusting assembly. The connecting structure is connected with the lower support arm and the transmission system through a ball head to ensure movement coordination and power transmission; the anti-inclination structure inhibits side inclination through an anti-inclination rod and an arm rod, and the control stability is improved; the overprotection structure restrains the displacement of the suspension through a limiting belt, and key components are protected. After the electric vehicle adopts the suspension device, the driving smoothness is obviously improved, the vibration transmission is reduced, and the riding comfort is enhanced; the anti-roll performance and the motion coordination of the two sides improve the control accuracy; a part protection mechanism prolongs the service life, and durability and reliability are better; the rollover risk is reduced through safety guarantee under the extreme working condition; the device adapts to various road conditions and is high in universality.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile suspensions, and in particular to a suspension device and a vehicle comprising the suspension device. Background Art

[0002] With the rapid development of electric vehicles, the importance of their suspension systems in improving driving performance and user experience has become increasingly prominent. Electric vehicles have unique characteristics compared to traditional fuel vehicles: the battery pack increases the weight of the vehicle, the center of gravity is low, and the motor drive system has higher requirements for the smoothness of power transmission. Therefore, the suspension device must not only effectively buffer the impact of the road to ensure riding comfort, but also have excellent anti-roll capability and durability to meet the control requirements of electric vehicles under high-speed driving, sharp turns or complex road conditions. However, traditional suspension systems mostly use a single spring and shock absorber combination, which has limited shock absorption effect, is difficult to dynamically adapt to different working conditions, and is insufficient in suppressing roll and protecting transmission components. In addition, the battery layout of electric vehicles places higher requirements on the suspension space, and traditional designs are often bloated and difficult to meet the requirements of compactness and lightweight. In the prior art, although some suspensions have introduced anti-roll bars or hydraulic adjustment, they lack the comprehensive design of multi-stage shock absorption and adaptive damping, and are prone to damage to components due to excessive deformation under extreme working conditions, affecting vehicle safety and service life. Therefore, a suspension device optimized for electric vehicles with efficient shock absorption, handling stability and durability is needed to improve the performance of the vehicle and meet the development needs of modern electric vehicles. Summary of the invention

[0003] An object of the present invention is to provide a suspension device and a vehicle, which can effectively solve the above-mentioned problems.

[0004] In order to solve the above technical problems, the present invention is achieved through the following technical solutions: The suspension device of the present invention comprises a lower arm, the upper end of which is hinged with an elastic member and a hydraulic shock absorber; wherein the elastic member comprises a main shock absorbing assembly and an auxiliary shock absorbing assembly, and a limit assembly arranged between the main shock absorbing assembly and the auxiliary shock absorbing assembly; The main shock absorbing assembly comprises a first fixed plate, and a main spring is fixed to the upper end of the first fixed plate; The auxiliary vibration reduction assembly comprises a second fixed plate, and an auxiliary spring is fixed to the lower end of the second fixed plate; The limiting assembly includes a moving ring, the upper end of the main spring is fixed to the lower end surface of the moving ring, the lower end surface of the auxiliary spring is fixed to the upper end surface of the moving ring, and the moving ring is slidably arranged on a limiting rod, the upper end of the limiting rod is fixed to the lower end surface of the second fixed plate, the limiting ring is fixed on the limiting rod, and the limiting ring is arranged at the upper end of the moving ring.

[0005] Furthermore: the interior of the limiting rod is hollow, and the limiting assembly also includes a telescopic rod slidably arranged in the limiting rod, and one end of the telescopic rod is fixed to the middle part of the upper end surface of the first fixed plate.

[0006] Further: the hydraulic shock absorber includes a hydraulic cylinder, a piston is slidably arranged in the hydraulic cylinder, and a plurality of oil holes are arranged in an array on the piston; and a connecting pipe is arranged on the hydraulic cylinder, one end of the connecting pipe is connected to the upper space in the hydraulic cylinder, and the other end is connected to the lower space in the hydraulic cylinder.

[0007] Furthermore: a speed regulating assembly is also provided on the piston, and the speed regulating assembly includes a first elastic disk fixed on the upper end surface of the piston and a second elastic disk fixed on the lower end surface of the piston, and the first elastic disk and the second elastic disk respectively cover part of the oil hole.

[0008] Furthermore: an oil tank is provided on one side of the hydraulic cylinder, and a pressure regulating assembly is provided on the oil tank. The pressure regulating assembly includes a partition that divides the internal space of the oil tank into an oil space and a regulating space, and the partition is slidably sealed inside the oil tank; a pressurized pipe is connected to the regulating space.

[0009] Further: there are two lower arms, and a connecting shaft is arranged between the lower arms, and the connecting shaft is connected between the lower arms through a ball head; a mounting seat is arranged at the upper end of the connecting shaft, and a connecting rod is connected to the upper end of the mounting seat through a ball head, and one end of the connecting rod is connected to one end of the lower arm through a ball head.

[0010] Furthermore: a connecting arm is provided between the connecting rod and the lower supporting arm, the lower supporting arm is rotatably connected to the lower end of the connecting arm, and the connecting rod is rotatably connected to the upper end of the connecting arm via a ball head.

[0011] Furthermore: an anti-roll structure is also provided at the upper end of the lower support arm, and the anti-roll structure includes an anti-roll bar, both ends of the anti-roll bar are rotatably connected to a first anti-roll arm, one end of the first anti-roll arm is rotatably connected to a second anti-roll arm, and one end of the second anti-roll arm is rotatably connected to the lower support arm through a ball head.

[0012] Furthermore: an over-protection structure is also provided on the mounting seat, and the over-protection structure includes a first mounting plate arranged on one side of the mounting seat, and a limiting belt is provided on the upper end of the first mounting plate. The material of the limiting belt is one of nylon or Kevlar fiber, and the upper end of the limiting belt is connected to the second mounting plate.

[0013] The present invention also provides a vehicle, comprising a frame and a suspension device arranged on the frame, wherein the suspension device is any of the suspension devices described above, wherein one end of the lower support arm is rotatably connected to the frame, the anti-roll bar of the anti-roll structure is fixed to the frame, the upper end of the limiting belt is fixed to the frame through a second mounting plate, and an installation box is arranged on the connecting shaft, a transmission device of the automobile is arranged in the installation box, a transmission shaft is arranged at one end of the transmission device, and the transmission shaft is connected to a wheel.

[0014] The beneficial effects are: 1. Through the synergistic effect of the main shock absorber assembly and the auxiliary shock absorber assembly, combined with the sliding design of the limit assembly, multi-level shock absorption is achieved to improve the buffering capacity of the suspension.

[0015] 2. The hydraulic shock absorber is equipped with a speed adjustment component and a pressure adjustment component, which can dynamically adjust the damping force according to the driving status to enhance adaptability.

[0016] 3. The connection structure provides a stable support platform for the suspension device, integrates the mechanical transmission path between the frame and the wheels, and ensures the structural integrity of the vehicle under various working conditions (such as acceleration, braking or passing through uneven roads).

[0017] 4. The anti-roll structure ensures consistent movement of the suspension on both sides through the flexibility of the ball joint connection and the coordination of force transmission, preventing imbalance caused by excessive deformation of one side of the suspension.

[0018] 5. The over-protection structure prevents excessive extension or compression of the suspension device through physical limiting action, ensuring that its movement remains within a safe range. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] For ease of explanation, the present invention is described in detail with reference to the following specific implementations and the accompanying drawings.

[0020] Figure 1 It is a structural schematic diagram of the present invention; Figure 2 It is a part diagram of the elastic member of the present invention; Figure 3 It is a schematic diagram of the internal structure of the hydraulic cylinder of the present invention; Figure 4 It is a schematic diagram of the internal structure of the oil tank of the present invention; Figure 5 is an end view of the piston of the present invention; Figure 6 A diagram showing the relationship between the positions of the first elastic disk, the second elastic disk and the piston of the present invention; Figure 7 It is a schematic diagram of oil flow when the piston rises in the present invention; Figure 8 It is a schematic diagram of oil flow when the piston of the present invention descends; Fig. 9 It is the front view of the present invention.

[0021] Description of reference numerals: 1. Lower arm; 2. Elastic member; 21. Main shock absorber assembly; 211. First fixed plate; 212. Main spring; 22. Secondary shock absorber assembly; 221. Secondary fixed plate; 222. Secondary spring; 23. Limiting assembly; 231. Moving ring; 232. Limiting rod; 233. Limiting ring; 234. Telescopic rod; 3. Hydraulic shock absorber; 31. Hydraulic cylinder; 32. Piston; 33. Oil hole; 34. Connecting pipe; 35. An elastic disk; 36. A second elastic disk; 37. An oil tank; 38. A pressure regulating assembly; 381. An oil space; 382. An regulating space; 383. A partition; 4. A connecting shaft; 5. A mounting seat; 6. A connecting rod; 7. A connecting arm; 8. An anti-roll structure; 81. An anti-roll bar; 82. A first anti-roll arm; 83. A second anti-roll arm; 9. An overprotection structure; 91. A first mounting plate; 92. A limiting belt; 93. A second mounting plate. DETAILED DESCRIPTION

[0022] Embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and intended to be used to explain the present invention, but should not be understood as limiting the present invention.

[0023] It should be noted that, in the description of the present invention, unless otherwise specified, “plurality” means two or more than two; the orientations or positional relationships indicated by terms such as “upper”, “lower”, “left”, “right”, “inside”, “outside”, “front end”, “rear end”, “head” and “tail” are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0024] Furthermore, the terms “first,” “second,” “third,” etc. are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

[0025] Meanwhile, in the description of the present invention, unless otherwise clearly specified and limited, the terms "connected" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0026] See also Figure 1-9 An embodiment of a suspension device and a vehicle of the present invention is provided. The suspension device of this embodiment includes two lower arms 1, which are made of high-strength aluminum alloy. One end of the lower arm 1 is rotatably connected to the frame through a hinge pin, and the hinge pin ensures the stability of the connection. The upper end of each lower arm 1 is hinged with an elastic member 2 and a hydraulic shock absorber 3.

[0027] See also Figure 2 , regarding the design of the elastic member: the elastic member 2 includes a main shock absorbing component 21, an auxiliary shock absorbing component 22 and a limiting component 23.

[0028] The main shock absorbing assembly 21 includes a first fixed plate 211, which is a steel disc. A main spring 212 is welded and fixed to the upper end of the first fixed plate 211. The main spring 212 is a spiral compression spring with appropriate stiffness to provide the main shock absorbing ability. A hinge is welded to the lower end of the first fixed plate 211, and a mounting groove is provided on the lower support arm 1. The first fixed plate 211 is rotatably arranged in the mounting groove through the hinge.

[0029] Auxiliary shock absorbing assembly 22: includes a second fixed plate 221, which has the same structure as the first fixed plate 211. A secondary spring 222 is welded and fixed to the lower end of the second fixed plate 221. The secondary spring 222 is a spiral compression spring that assists the main spring 212 in vibration reduction. At the same time, the upper end of the second fixed plate 221 is rotatably connected to the frame through a hinge.

[0030] The limit assembly 23 includes a moving ring 231, which is a steel ring. The upper end of the main spring 212 and the lower end of the auxiliary spring 222 are respectively fixed to the upper and lower end surfaces of the moving ring 231 by welding. The moving ring 231 is slidably sleeved on the limit rod 232, which is a hollow steel pipe with a moderate wall thickness, and its upper end is fixed to the lower end surface of the second fixed plate 221.

[0031] A limiting ring 233 is welded on the limiting rod 232, and the limiting ring 233 is located above the moving ring 231 to limit the upward travel of the moving ring 231. In addition, a telescopic rod 234 is slidably arranged in the limiting rod 232, and the telescopic rod 234 is a solid steel rod, and its lower end is welded to the center of the upper end surface of the first fixed plate 211.

[0032] The elastic member 2 is the core shock absorbing component of the suspension device of the present invention, which realizes multi-level buffering and dynamic shock absorbing effects through the coordinated action of the main shock absorbing component 21, the auxiliary shock absorbing component 22 and the limit component 23. The working principle thereof is described in detail below.

[0033] 1. Initial state: When the electric vehicle is stationary or driving steadily, the main spring 212 and the auxiliary spring 222 are in a free state and are not compressed by external force. The moving ring 231 is located in the middle of the limiting rod 232, the limiting ring 233 is located above the moving ring 231, and the telescopic rod 234 partially extends into the limiting rod 232, and the distance between the first fixed plate 211 and the second fixed plate 221 remains stable.

[0034] 2. Compression stage (road impact): When the electric vehicle passes through an uneven road surface or is subjected to a vertical impact, the lower arm 1 rotates upward, driving the first fixed plate 211 upward to approach the second fixed plate 221. At this time, the main spring 212 is compressed, storing elastic potential energy, and at the same time, the force is transmitted to the auxiliary spring 222 through the moving ring 231, so that the auxiliary spring 222 also begins to compress. Due to the different stiffness characteristics of the main spring 212 and the auxiliary spring 222, the main spring 212 is designed to be harder and the auxiliary spring 222 is designed to be softer. The main spring 212 first absorbs a larger impact force, while the auxiliary spring 222 provides additional flexible buffering, forming a double-stage shock absorption effect.

[0035] During this process, the moving ring 231 slides upward along the limiting rod 232, and the telescopic rod 234 moves upward synchronously inside the limiting rod 232 to maintain the stability of the structure. When the impact force is large, the moving ring 231 may contact the limiting ring 233, and the limiting ring 233 prevents it from moving upward, thereby limiting the maximum compression of the auxiliary spring 222 and preventing the auxiliary spring 222 from being over-deformed; at this time, the main spring 212 begins to compress, using its own elastic deformation to absorb the large impact force, thereby completing the shock absorption of the electric vehicle.

[0036] 3. Rebound stage (impact subsides): When the road impact weakens or disappears, the main spring 212 and the auxiliary spring 222 release the stored elastic potential energy and return to the original state. The moving ring 231 slides downward along the limit rod 232 under the action of the spring thrust, and the telescopic rod 234 moves downward in the limit rod 232 until it returns to the initial position. In this process, the resilience of the main spring 212 and the auxiliary spring 222 work together to smoothly push the first fixed plate 211 back to its original position, ensuring that the suspension device returns to a stable state.

[0037] At the same time, the main spring 212 and the auxiliary spring 222 of the device work together to form a dynamic adjustment mechanism; The series design of the main spring 212 and the auxiliary spring 222 enables the elastic member 2 to absorb the impact force in stages. The main spring 212 copes with the larger initial impact, while the auxiliary spring 222 provides soft buffering during the impact, reduces the transmission of vibration, and improves riding comfort.

[0038] The setting of the limit rod 232 and the limit ring 233 ensures that the sliding range of the moving ring 231 is controllable, avoids excessive compression or stretching of the spring, and prolongs the service life. The sliding of the telescopic rod 234 further enhances the rigidity and stability of the structure, and prevents the elastic member from deflecting or becoming unstable under complex working conditions.

[0039] Since the movable ring 231 can slide freely on the limiting rod 232, the elastic member 2 can dynamically adjust the degree of compression according to the magnitude of the impact force, thereby achieving a certain adaptive shock absorption capability.

[0040] The elastic member 2 realizes multi-level shock absorption and dynamic adjustment through the elastic deformation of the main shock absorption component 21 and the auxiliary shock absorption component 22, combined with the sliding and constraint of the limit component 23. Its working principle is based on the compression-rebound cycle of the spring and the stroke control of the limit structure, which can efficiently absorb road impact and maintain the stability of the structure, providing reliable shock absorption support for the suspension device.

[0041] See also Figure 3-8 , the design of the hydraulic shock absorber 3 of this device: The hydraulic shock absorber 3 includes a hydraulic cylinder 31, which is a cylindrical steel container. A piston 32 is slidably arranged in the hydraulic cylinder 31, and a plurality of oil holes 33 are evenly distributed on the piston 32. A connecting pipe 34 is welded to the outside of the hydraulic cylinder 31. The connecting pipe 34 is a steel pipe, one end of which is connected to the upper space of the hydraulic cylinder 31 and the other end is connected to the lower space to form an oil circulation channel. At the same time, the upper end of the hydraulic cylinder 31 is also rotatably arranged on the frame.

[0042] Speed ​​adjustment component: The upper end surface of the piston 32 is provided with a first elastic disk 35, and the lower end surface is provided with a second elastic disk 36; the first elastic disk 35 is pressed on the upper end surface of the piston 32 through a mounting cap, and the second elastic disk 36 is pressed on the lower end surface of the piston through a piston rod; the first elastic disk 35 and the second elastic disk 36 are both rubber disks, respectively covering part of the oil hole 33. When the moving speed of the piston 32 increases, the elastic disk is deformed by the oil pressure, the area covering the oil hole is reduced, and the oil flow rate is increased, thereby adjusting the damping force.

[0043] Pressure regulating assembly: One side of the hydraulic cylinder 31 is connected to an oil tank 37 by threads. The oil tank 37 is a cylindrical container with a partition 383 inside. The partition 383 is a piston-type sealing plate, which divides the oil tank 37 into an oil space 381 and an adjusting space 382. The adjusting space 382 is connected to an external air pump through a pressurized pipe to adjust the pressure in the oil space 381.

[0044] The air pump is an electric cylinder with built-in air pressure detection. The gas introduced into the regulating space 382 of this device is inert nitrogen. The nitrogen introduced into the regulating space 382 can be adjusted in real time according to the air pressure detected by the air pump to deal with the situation where the amount of hydraulic oil is reduced due to oil leakage or the hydraulic oil pressure needs to be increased.

[0045] The working principle of the hydraulic shock absorber 3 is based on the flow damping effect of the oil when the piston 32 moves, and the dynamic control of speed regulation and pressure regulation. The specific process is as follows: 1. Initial state: When the electric vehicle is stationary or driving steadily, the piston 32 is located in the middle of the hydraulic cylinder 31, and the hydraulic oil is evenly distributed in the upper space and the lower space. The first elastic disk 35 and the second elastic disk 36 are in a relaxed state, covering part of the oil hole 33 but not completely closing it. The oil space 381 in the oil tank 37 is connected to the internal oil through the hydraulic cylinder 31, and the pressure is maintained stable by the air pressure in the regulating space 382.

[0046] 2. Compression stage (piston moves upward, see Figure 7 ): When the electric vehicle is impacted by the road, the lower arm 1 drives the hydraulic shock absorber 3 to compress, and the piston 32 moves upward in the hydraulic cylinder 31. At this time, the hydraulic oil in the upper space is pressurized and flows to the lower space through the oil hole 33 on the piston 32, and part of the oil flows from the upper space to the lower space through the connecting pipe 34.

[0047] Damping effect: The limited flow area of ​​the oil hole 33 limits the flow rate of the oil, generates a damping force, dissipates the impact energy, and slows down the upward movement speed of the piston 32.

[0048] Speed ​​regulation: When the piston 32 moves upward at a faster speed, the oil pressure in the upper space increases, the first elastic disk 35 is deformed by pressure, the covered oil hole 33 area is reduced, and the oil flow rate is increased, thereby reducing the damping force and avoiding a too hard shock absorption feeling; the second elastic disk 36 remains in a covered state due to the lower pressure in the lower space.

[0049] Pressure regulation: The oil space 381 in the oil tank 37 absorbs excess oil, and the partition 383 slides under the action of the air pressure in the regulating space 382 to maintain the stability of the oil pressure in the hydraulic cylinder 31 and prevent the pressure from being too high or too low.

[0050] 3. Rebound phase (piston moves down, see Figure 8 ): When the impact disappears and the elastic member pushes the lower arm 1 to return to its original position, the piston 32 moves downward in the hydraulic cylinder 31. The hydraulic oil in the lower space is pressurized and flows to the upper space through the oil hole 33, while part of the oil flows from the lower space to the upper space through the connecting pipe 34.

[0051] Damping effect: The flow of oil is restricted by the oil hole 33, generating a damping force, slowing down the downward movement speed of the piston 32 and avoiding oscillation caused by rapid rebound of the suspension.

[0052] Speed ​​adjustment: When the piston 32 moves downward at a faster speed, the pressure in the lower space increases, the second elastic disk 36 is deformed under pressure, and the area of ​​the oil hole 33 covered is reduced, increasing the oil flow and reducing the damping force; the first elastic disk 35 remains covered due to the lower pressure in the upper space. This dynamic adjustment ensures a smooth rebound process.

[0053] Pressure regulation: The oil space 381 in the oil tank 37 releases the stored oil, and the partition 383 adjusts its position under the action of air pressure to replenish the oil in the hydraulic cylinder 31 and maintain the system pressure balance.

[0054] Dynamic adjustment mechanism during the rebound phase Damping force generation: The oil hole 33 and the connecting pipe 34 jointly restrict the flow of oil to form a controllable damping force to absorb vibration energy. The auxiliary flow effect of the connecting pipe 34 reduces the pressure difference on both sides of the piston 32 and improves the response speed of the shock absorber.

[0055] Speed ​​adaptation: The first elastic disk 35 and the second elastic disk 36 dynamically adjust the flow area of ​​the oil hole 33 according to the moving speed of the piston 32, so as to realize the adaptive change of the damping force. At low speed, the damping force is large, providing soft shock absorption; at high speed, the damping force is reduced, enhancing the buffering efficiency.

[0056] Stable pressure: The oil tank 37 and the pressure regulating assembly 38 drive the partition 383 to slide through air pressure, and adjust the volume and pressure of the oil space 381 in real time to adapt to the oil demand under different working conditions and ensure the stable operation of the shock absorber.

[0057] 1. High-efficiency shock absorption: Through the oil damping and the circulation design of the connecting pipe 34, the hydraulic shock absorber 3 can quickly dissipate the vibration energy and improve the shock absorption effect.

[0058] 2. Strong adaptability: The speed adjustment component dynamically adjusts the damping force according to the piston speed to adapt to different road conditions and provide a comfortable driving experience.

[0059] 3. High stability: The pressure regulating assembly 38 maintains a constant oil pressure, avoids performance degradation due to temperature changes or oil leakage, and extends service life.

[0060] The hydraulic shock absorber 3 generates damping force by the reciprocating motion of the piston 32 in the hydraulic cylinder 31, utilizing the restricted flow of oil through the oil hole 33 and the connecting pipe 34, and realizes dynamic control by adjusting the speed of the first elastic disc 35 and the second elastic disc 36 and the pressure of the oil tank 37. Its working principle is based on the adaptability and stability of hydraulic damping, providing efficient and smooth shock absorption support for the suspension device.

[0061] Connection structure: The two lower arms 1 are connected by a connecting shaft 4 with a ball head, and the connecting shaft 4 is a steel shaft. A mounting seat 5 is welded to the upper end of the connecting shaft 4, and the mounting seat 5 is a rectangular steel plate. A connecting rod 6 is connected to the upper end of the mounting seat 5 through a ball head, and the connecting rod 6 is a steel rod, one end of which is connected to the lower arm 1 through a ball head. A connecting arm 7 is provided between the connecting rod 6 and the lower arm 1, and the connecting arm 7 is a steel rod, the lower end of which is rotatably connected to the lower arm 1 through a hinge pin, and the upper end is connected to the connecting rod 6 through a ball head. A mounting box is welded to the connecting shaft 4, and the mounting box is a steel box body, and an automobile transmission device is installed inside, and the transmission device is connected to the wheel through a transmission shaft.

[0062] The connection structure forms a basic frame of the suspension device through two lower arms 1 and a connection shaft 4, which bears the transmission of the electric vehicle's own weight, the heavy battery and the impact force of the road surface.

[0063] Lower arm 1: As the main load-bearing component of the suspension, one end is rotatably connected to the frame, and the other end is indirectly connected to the wheel through the connecting shaft 4. It can withstand vertical loads (such as the weight of the vehicle and the weight of the cargo) and horizontal forces (such as lateral forces during braking or turning).

[0064] Connecting shaft 4: connecting two lower arms 1 through a ball head, thereby enhancing the overall rigidity of the structure and transmitting the force of the lower arms 1 to the mounting seat 5 and the transmission system of the wheel to ensure uniform load distribution.

[0065] Function: The connection structure provides a stable support platform for the suspension device, integrates the mechanical transmission path between the frame and the wheels, and ensures the structural integrity of the vehicle under various working conditions (such as acceleration, braking or passing through uneven roads).

[0066] The connection structure uses a ball joint and a rotating joint design to allow the components to move relative to each other within a certain range, thereby adapting to road changes and coordinating the dynamic response of the suspension.

[0067] Ball joint connection: Ball joints are used between the connecting shaft 4 and the lower arm 1, between the mounting seat 5 and the connecting rod 6, and between the connecting rod 6 and the lower arm 1. This universal joint connection allows multi-directional rotation, allowing the suspension to flexibly adapt to the up and down bounce and angle changes of the wheel (such as tilting when turning).

[0068] Connecting rod 6 and connecting arm 7: One end of connecting rod 6 is connected to mounting seat 5 through ball head, and the other end is connected to lower arm 1 through connecting arm 7, forming a motion lever system. When lower arm 1 moves up and down due to road impact, connecting rod 6 and connecting arm 7 adjust the angle by rotation, maintain the stability of mounting seat 5, and transmit the motion to the transmission system of the wheel.

[0069] Function: The connection structure ensures that the suspension device can move smoothly when it is subjected to impact through a flexible connection, while avoiding stress concentration or component damage caused by rigid connection.

[0070] A mounting box (not shown) is provided on the connecting shaft 4, in which a vehicle transmission device (such as a differential) is installed, and the transmission device is connected to the wheels through the transmission shaft. The connecting structure fixes the transmission device in the suspension system through the connecting shaft 4 to ensure that power is smoothly transmitted from the engine to the wheels through the transmission shaft.

[0071] The connection structure enhances the stability and durability of the suspension device on complex road surfaces through multi-point connection and coordinated design.

[0072] Double lower arm design: The two lower arms 1 are connected by a connecting shaft 4 to form a triangular support structure, which improves the torsional rigidity and lateral deformation resistance of the suspension, and can effectively prevent the suspension from becoming unstable especially when turning or driving at high speed.

[0073] Auxiliary role of the connecting rod 6 and the connecting arm 7: The connecting rod 6 and the connecting arm 7 serve as additional constraints to limit excessive swinging of the lower arm 1, while dispersing the impact force and reducing the load on a single component.

[0074] The anti-roll structure 8 in the suspension device of the present invention is composed of an anti-roll bar 81, a first anti-roll arm 82 and a second anti-roll arm 83. Its main function is to reduce the roll of the electric vehicle when turning or being subjected to lateral force, improve the torsional rigidity and handling stability of the suspension, and optimize the movement flexibility and force transmission efficiency through the ball joint connection. The specific functions are described in detail below: The anti-roll structure suppresses the body tilt of the electric vehicle caused by centrifugal force or lateral force through the flexible transmission of torsional force and ball joint connection.

[0075] Anti-roll bar 81: As a core component, the anti-roll bar 81 is a steel round bar fixed to the frame with high torsional rigidity. When the electric vehicle turns, the outer wheel is compressed downward and the inner wheel is reduced. The anti-roll bar 81 transmits the compression force on the outer side to the inner side through torsion, reducing the height difference of the suspension on both sides, thereby limiting the roll angle.

[0076] The first anti-roll arm 82 and the second anti-roll arm 83: The two ends of the anti-roll bar 81 are rotatably connected to the first anti-roll arm 82 through bearings, and the first anti-roll arm 82 is further connected to the second anti-roll arm 83 through bearings, and one end of the second anti-roll arm 83 is rotatably connected to the lower arm 1 through a ball head. The ball head connection allows free rotation in multiple directions, so that the torsional force of the anti-roll bar 81 can be smoothly transmitted to the lower arm 1, forming an efficient anti-roll moment system.

[0077] When the lower arm 1 on one side moves downward due to changes in the road surface or turning force, the second anti-roll arm 83 swings downward with it through the ball joint connection, and its multi-directional rotation characteristics make the movement smoother. The movement of the second anti-roll arm 83 drives the anti-roll bar 81 to twist through the first anti-roll arm 82, and the twisting force is then transmitted to the first anti-roll arm 82 and the second anti-roll arm 83 on the other side, prompting the lower arm 1 on the other side to produce a reverse adjustment movement, limiting the difference in the suspension on both sides.

[0078] Advantages of ball joint connection: Compared with the traditional hinge pin, the ball joint connection provides greater rotational freedom, can adapt to the complex vertical and lateral movement trajectory of the lower arm 1, and reduce stress concentration and wear at the connection point.

[0079] Function: The anti-roll structure ensures consistent movement of the suspension on both sides through the flexibility of the ball joint connection and the coordination of force transmission, preventing imbalance caused by excessive deformation of one-side suspension.

[0080] The over-protection structure 9 in the suspension device of the present invention is composed of a first mounting plate 91, a limiting belt 92 and a second mounting plate 93. Its main function is to limit the excessive deformation or displacement of the suspension device under extreme working conditions, protect the key components of the suspension system (such as the lower arm 1, the mounting seat 5 and the transmission device) from damage, and maintain the overall stability and safety of the electric vehicle. The specific functions are described in detail below: The over-protection structure prevents the suspension device from excessive displacement when subjected to a strong impact or overload by means of the tensile constraint of the limiting belt 92 .

[0081] Specific structure: The first mounting plate 91 is fixed to one side of the mounting seat 5, serving as the lower end fixing point of the limiting belt 92; the limiting belt 92 is made of high-strength material (such as nylon or Kevlar fiber), and the upper end is connected to the second mounting plate 93, and the second mounting plate 93 is fixed to the frame, forming a tension restraint system from the mounting seat 5 to the frame.

[0082] Working principle: When the electric vehicle passes through a severely bumpy road or bears an extraordinary load, the mounting seat 5 may produce excessive displacement due to the violent movement of the lower arm 1. At this time, the limiting belt 92 is stretched, and its high tensile strength limits the movement range of the mounting seat 5 to prevent the suspension system from exceeding the design travel.

[0083] Function: The over-protection structure prevents excessive extension or compression of the suspension device through physical limiting action, ensuring that its movement remains within a safe range.

[0084] The electric vehicle of this embodiment includes a frame and the above suspension device. The frame is a steel frame. The lower arm 1 is rotatably connected to both sides of the frame through a hinge pin, the anti-roll bar 81 is fixed to the bottom of the frame through a U-shaped clamp, and the upper end of the limiting belt 92 is fixed to the frame through a second mounting plate 93. A differential is installed in the mounting box of the connecting shaft 4 as a transmission device, and the differential is connected to the wheel through a transmission shaft, and the wheel adopts a rubber tire.

[0085] For electric vehicles using the suspension, the weight is almost 50% greater than that of fuel vehicles due to the heavy batteries they carry. When the vehicle is traveling on an uneven road, the main spring 212 and the auxiliary spring 222 are deformed by pressure, the moving ring 231 slides along the limit rod 232, and the telescopic rod 234 telescopes in the limit rod 232, providing multi-level buffering. The piston 32 in the hydraulic shock absorber 3 moves up and down, the oil circulates through the oil hole 33 and the connecting pipe 34, the first elastic disk 35 and the second elastic disk 36 adjust the damping force according to the speed, and the oil tank 37 maintains the oil pressure stable through the pressure regulating assembly 38. When turning, the anti-roll structure 8 reduces the roll through the synergistic effect of the anti-roll bar 81 and the anti-roll arm, and the limit belt 92 limits the excessive displacement of the mounting seat 5 to protect the suspension structure.

[0086] Obviously, the above embodiments are merely examples for the purpose of clear explanation, and are not intended to limit the implementation methods. For those skilled in the art, other different forms of changes or modifications can be made based on the above description. It is not necessary and impossible to list all the implementation methods here. The obvious changes or modifications derived therefrom are still within the scope of protection of the invention.

Claims

1. A suspension device, characterized in that: The invention comprises a lower support arm (1), the upper end of which is hingedly connected with an elastic member (2) and a hydraulic shock absorber (3); wherein the elastic member (2) comprises a main shock absorbing assembly (21) and a secondary shock absorbing assembly (22), and a limit assembly (23) arranged between the main shock absorbing assembly (21) and the secondary shock absorbing assembly (22); the main shock absorbing assembly (21) comprises a first fixed plate (211), the upper end of which is fixed with a main spring (212); the secondary shock absorbing assembly (22) comprises a second fixed plate (221), the lower end of which is fixed with a secondary spring (222); The limit assembly (23) comprises a moving ring (231), the upper end of the main spring (212) is fixed to the lower end surface of the moving ring (231), the lower end surface of the auxiliary spring (222) is fixed to the upper end surface of the moving ring (231), and the moving ring (231) is slidably arranged on a limit rod (232), the upper end of the limit rod (232) is fixed to the lower end surface of the second fixed plate (221), and a limit ring (233) is fixed on the limit rod (232), and the limit ring (233) is arranged at the upper end of the moving ring (231).

2. The suspension device according to claim 1, characterized in that: The limiting rod (232) is hollow inside, and the limiting assembly (23) further comprises a telescopic rod (234) slidably arranged inside the limiting rod (232), and one end of the telescopic rod (234) is fixed to the middle part of the upper end surface of the first fixed plate (211).

3. The suspension device according to claim 2, characterized in that: The hydraulic shock absorber (3) comprises a hydraulic cylinder (31), a piston (32) being slidably disposed in the hydraulic cylinder (31), and a plurality of oil holes (33) being arranged in an array on the piston (32); and a connecting pipe (34) being disposed on the hydraulic cylinder (31), one end of the connecting pipe (34) being in communication with an upper space in the hydraulic cylinder (31), and the other end of the connecting pipe (34) being in communication with a lower space in the hydraulic cylinder (31).

4. The suspension device according to claim 3, characterized in that: The piston (32) is also provided with a speed adjustment component, comprising a first elastic disk (35) fixed to the upper end surface of the piston (32) and a second elastic disk (36) fixed to the lower end surface of the piston (32), the first elastic disk (35) and the second elastic disk (36) respectively covering a portion of the oil hole (33).

5. The suspension device according to claim 4, characterized in that: An oil tank (37) is provided on one side of the hydraulic cylinder (31), and a pressure regulating assembly (38) is provided on the oil tank (37). The pressure regulating assembly (38) comprises a partition (383) that divides the internal space of the oil tank (37) into an oil space (381) and a regulating space (382), and the partition (383) is slidably sealed inside the oil tank (37); a pressurizing pipe is connected to the regulating space (382).

6. The suspension device according to claim 5, characterized in that: There are two lower arms (1), and a connecting shaft (4) is provided between the lower arms (1), and the connecting shaft (4) is connected to the lower arms (1) via a ball head; a mounting seat (5) is provided at the upper end of the connecting shaft (4), and a connecting rod (6) is connected to the upper end of the mounting seat (5) via a ball head, and one end of the connecting rod (6) is connected to one end of the lower arm (1) via a ball head.

7. The suspension device according to claim 6, characterized in that: A connecting arm (7) is provided between the connecting rod (6) and the lower supporting arm (1); the lower supporting arm (1) is rotatably connected to the lower end of the connecting arm (7); and the connecting rod (6) is rotatably connected to the upper end of the connecting arm (7) via a ball head.

8. The suspension device according to claim 7, characterized in that: An anti-tilt structure (8) is also provided at the upper end of the lower support arm (1), the anti-tilt structure (8) comprising an anti-tilt bar (81), both ends of the anti-tilt bar (81) being rotatably connected to a first anti-tilt arm (82), one end of the first anti-tilt arm (82) being rotatably connected to a second anti-tilt arm (83), and one end of the second anti-tilt arm (83) being rotatably connected to the lower support arm (1) via a ball head.

9. The suspension device according to claim 8, characterized in that: The mounting seat (5) is also provided with an overprotection structure (9), the overprotection structure (9) comprising a first mounting plate (91) provided on one side of the mounting seat (5), a limiting belt (92) being provided at the upper end of the first mounting plate (91), the limiting belt (92) being made of nylon or Kevlar fiber, and the upper end of the limiting belt (92) being connected to a second mounting plate (93).

10. A vehicle, characterized in that: The invention comprises a vehicle frame and a suspension device arranged on the vehicle frame, wherein the suspension device is the suspension device according to any one of claims 1 to 9; wherein one end of the lower support arm (1) is rotatably connected to the vehicle frame, the anti-roll bar (81) of the anti-roll structure (8) is fixed to the vehicle frame, the upper end of the limiting belt (92) is fixed to the vehicle frame via a second mounting plate (93), and an installation box is arranged on the connecting shaft (4), a transmission device of the automobile is arranged in the installation box, a transmission shaft is arranged at one end of the transmission device, and the transmission shaft is connected to a wheel.

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