Suspension device and vehicle

Abstract

This invention discloses a suspension device and a vehicle. The suspension device includes a lower control arm, an elastic element, a hydraulic shock absorber, a connecting structure, an anti-roll structure, and an over-protection structure. The elastic element achieves multi-stage damping through a main spring, a secondary spring, and a limiting component. The hydraulic shock absorber dynamically dissipates vibration energy using oil damping and speed and pressure adjustment components. The connecting structure connects the lower control arm to the transmission system via a ball joint, ensuring coordinated movement and power transmission. The anti-roll structure suppresses body roll through anti-roll bars and arms, improving handling stability. The over-protection structure constrains suspension displacement with a limiting band, protecting critical components. When this suspension device is used in an electric vehicle, ride smoothness is significantly improved, vibration transmission is reduced, and ride comfort is enhanced. Anti-roll performance and lateral movement coordination improve handling precision. The component protection mechanism extends service life, resulting in superior durability and reliability. Safety assurance under extreme conditions reduces the risk of rollover. The device is adaptable to various road conditions and has strong versatility.

Description

Technical Field

[0001] This invention relates to the field of automotive suspension technology, and more specifically to a suspension device and a vehicle comprising the suspension device. Background Technology

[0002] With the rapid development of electric vehicles, the importance of their suspension systems in improving driving performance and user experience is becoming increasingly prominent. Electric vehicles have unique characteristics compared to traditional gasoline vehicles: the battery pack increases the overall vehicle weight, the center of gravity is lower, and the electric motor drive system demands smoother power transmission. Therefore, the suspension system not only needs to effectively absorb road impacts to ensure ride comfort, but also needs excellent anti-roll capability and durability to meet the handling requirements of electric vehicles at high speeds, sharp turns, or in complex road conditions. However, traditional suspension systems mostly use a combination of single springs and shock absorbers, resulting in limited damping effect, difficulty in dynamically adapting to different operating conditions, and insufficient performance in suppressing roll and protecting transmission components. Furthermore, the battery layout of electric vehicles places higher demands on suspension space; traditional designs are often bulky and cannot meet the requirements of compactness and lightweighting. While some existing suspension technologies incorporate anti-roll bars or hydraulic adjustment, they lack a comprehensive design of multi-stage damping and adaptive damping, and are prone to component damage due to excessive deformation under extreme conditions, affecting vehicle safety and service life. Therefore, there is a need for a suspension system specifically optimized for electric vehicles, which combines efficient shock absorption, handling stability, and durability to improve overall vehicle performance and meet the development needs of modern electric vehicles. Summary of the Invention

[0003] The purpose of this invention is to provide a suspension device and vehicle that can effectively solve the above-mentioned problems.

[0004] To solve the above-mentioned technical problems, the present invention is achieved through the following technical solution:

[0005] The suspension device of the present invention includes a lower control arm, the upper end of which is hinged with an elastic element and a hydraulic shock absorber; wherein, the elastic element includes a main shock absorber assembly and a secondary shock absorber assembly, as well as a limiting assembly disposed between the main shock absorber assembly and the secondary shock absorber assembly;

[0006] The main shock absorption assembly includes a first fixed plate, and a main spring is fixed to the upper end of the first fixed plate;

[0007] The secondary vibration damping component includes a second fixed plate, and a secondary spring is fixed to the lower end of the second fixed plate;

[0008] The limiting assembly includes a movable ring, the upper end of the main spring is fixed to the lower end face of the movable ring, the lower end face of the auxiliary spring is fixed to the upper end face of the movable ring, and the movable ring is slidably disposed on the limiting rod. The upper end of the limiting rod is fixed to the lower end face of the second fixed plate, and a limiting ring is fixed on the limiting rod. The limiting ring is disposed on the upper end of the movable ring.

[0009] Furthermore: the limiting rod is hollow inside, and the limiting assembly also includes a telescopic rod that is slidably disposed inside the limiting rod, with one end of the telescopic rod fixed to the middle part of the upper end face of the first fixing plate.

[0010] Furthermore: the hydraulic shock absorber includes a hydraulic cylinder, a piston is slidably disposed inside the hydraulic cylinder, and a plurality of oil holes are arrayed on the piston; and a connecting pipe is disposed on the hydraulic cylinder, one end of the connecting pipe communicating with the upper space inside the hydraulic cylinder and the other end communicating with the lower space inside the hydraulic cylinder.

[0011] Furthermore, the piston is also provided with a speed regulating component, which includes a first elastic disc fixed on the upper end face of the piston and a second elastic disc fixed on the lower end face of the piston, wherein the first elastic disc and the second elastic disc respectively cover a portion of the oil hole.

[0012] Furthermore: an oil tank is provided on one side of the hydraulic cylinder, and a pressure regulating component is provided on the oil tank. The pressure regulating component includes a partition that divides the internal space of the oil tank into an oil space and an regulating space, and the partition is slidably sealed inside the oil tank; a pressurization pipe is connected to the regulating space.

[0013] Furthermore: there are two lower support arms, and a connecting shaft is provided between the lower support arms. The connecting shaft connects the lower support arms through ball joints. A mounting seat is provided at the upper end of the connecting shaft. A connecting rod is connected to the upper end of the mounting seat through a ball joint. One end of the connecting rod is connected to one end of the lower support arm through a ball joint.

[0014] Furthermore: a connecting arm is provided between the connecting rod and the lower support arm, the lower support 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 through a ball joint.

[0015] Furthermore, the upper end of the lower support arm is also provided with an anti-tilt structure, the anti-tilt structure includes an anti-tilt rod, the two ends of the anti-tilt rod are rotatably connected to a first anti-tilt arm, one end of the first anti-tilt arm is rotatably connected to a second anti-tilt arm, and one end of the second anti-tilt arm is rotatably connected to the lower support arm through a ball joint.

[0016] Furthermore, the mounting base is also provided with an over-protection structure, which includes a first mounting plate disposed on one side of the mounting base. The upper end of the first mounting plate is provided with a limiting band, the limiting band being made of either nylon or Kevlar fiber, and the upper end of the limiting band is connected to a second mounting plate.

[0017] The present invention also provides a vehicle, including a frame and a suspension device mounted on the frame, wherein the suspension device is any of the suspension devices described above, wherein one end of the lower control 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 band is fixed to the frame by a second mounting plate, and a mounting box is provided on the connecting shaft, the mounting box is provided with a vehicle transmission device, one end of the transmission device is provided with a drive shaft, and the drive shaft is connected to a wheel.

[0018] The beneficial effects are:

[0019] 1. Through the synergistic effect of the main damping component and the secondary damping component, combined with the sliding design of the limiting component, multi-level damping is achieved, thereby improving the suspension's buffering capacity.

[0020] 2. The hydraulic shock absorber is equipped with speed adjustment and pressure adjustment components, which can dynamically adjust the damping force according to the driving conditions to enhance adaptability.

[0021] 3. The connection structure provides a stable support platform for the suspension system, integrates the force 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 driving on uneven road surfaces).

[0022] 4. The anti-roll structure ensures consistent movement of the suspension on both sides through the flexibility and force transmission coordination of the ball joint connection, preventing imbalance caused by excessive deformation of the suspension on one side.

[0023] 5. The over-protection structure prevents the suspension device from over-extending or compressing through physical limiting, ensuring that its movement remains within a safe range. Attached Figure Description

[0024] For ease of explanation, the present invention will be described in detail below with reference to specific embodiments and accompanying drawings.

[0025] Figure 1 This is a schematic diagram of the structure of the present invention;

[0026] Figure 2 This is a part drawing of the elastic element of the present invention;

[0027] Figure 3 This is a schematic diagram of the internal structure of the hydraulic cylinder of the present invention;

[0028] Figure 4This is a schematic diagram of the internal structure of the oil tank of the present invention;

[0029] Figure 5 This is a view of the piston end face of the present invention;

[0030] Figure 6 This is a diagram showing the positional relationship between the first and second elastic disks and the piston according to the present invention.

[0031] Figure 7 This is a schematic diagram of the oil flow when the piston rises according to the present invention;

[0032] Figure 8 This is a schematic diagram of the oil flow during piston descent in this invention;

[0033] Figure 9 This is the front view of the present invention.

[0034] Explanation of reference numerals in the attached figures:

[0035] 1. Lower support arm; 2. Elastic element; 21. Main damping assembly; 211. First fixed plate; 212. Main spring; 22. Secondary damping assembly; 221. Second 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. ... 36. First elastic disc; 37. Second elastic disc; 38. Oil tank; 39. Pressure regulating component; 30. Oil space; 31. Adjustment space; 32. Partition plate; 33. Connecting shaft; 4. Mounting seat; 5. Connecting rod; 6. Connecting arm; 7. Anti-tilting structure; 81. Anti-tilting bar; 82. First anti-tilting arm; 83. Second anti-tilting arm; 94. Overload protection structure; 95. First mounting plate; 96. Limiting band; 97. Second mounting plate. Detailed Implementation

[0036] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0037] It should be noted that, in the description of this invention, unless otherwise stated, "a plurality of" means two or more; the terms "upper," "lower," "left," "right," "inner," "outer," "front end," "rear end," "head," "tail," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0038] Furthermore, the terms “first,” “second,” “third,” etc., are used for descriptive purposes only and should not be interpreted as indicating or implying relative importance.

[0039] Furthermore, in the description of this invention, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0040] See Figure 1-9 This is one embodiment of a suspension device and vehicle according to the present invention.

[0041] The suspension system in this embodiment includes two lower control arms 1, which are made of high-strength aluminum alloy. One end of each lower control arm 1 is rotatably connected to the vehicle frame via a hinge pin, which ensures the stability of the connection. Each lower control arm 1 has an elastic element 2 and a hydraulic shock absorber 3 hinged to its upper end.

[0042] See Figure 2 Regarding the design of the elastic element: the elastic element 2 includes a main damping component 21, a secondary damping component 22, and a limiting component 23.

[0043] Main damping 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 helical compression spring with appropriate stiffness to provide the main damping capacity. A hinge is welded to the lower end of the first fixed plate 211. At the same time, a mounting groove is provided on the lower support arm 1. The first fixed plate 211 is rotatably mounted in the mounting groove through the hinge.

[0044] Sub-damping assembly 22: includes a second fixed plate 221, which has the same structure as the first fixed plate 211. A sub-spring 222 is welded and fixed to the lower end of the second fixed plate 221. The sub-spring 222 is a helical compression spring that assists the main spring 212 in damping. At the same time, the upper end of the second fixed plate 221 is rotatably connected to the frame through a hinge.

[0045] Limiting component 23 includes a movable 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 welded to the upper and lower end faces of the movable ring 231. The movable ring 231 is slidably sleeved on the limiting rod 232, which is a hollow steel tube with a moderate wall thickness, and its upper end is fixed to the lower end face of the second fixed plate 221.

[0046] A limiting ring 233 is welded onto the limiting rod 232. The limiting ring 233 is located above the moving ring 231 and limits the upward travel of the moving ring 231. In addition, a telescopic rod 234 is slidably arranged inside the limiting rod 232. The telescopic rod 234 is a solid steel rod, and its lower end is welded to the center of the upper end face of the first fixed plate 211.

[0047] The elastic element 2 is the core shock-absorbing component of the suspension device of this invention. Through the coordinated action of the main shock-absorbing component 21, the secondary shock-absorbing component 22, and the limiting component 23, it achieves multi-level buffering and dynamic shock absorption effects. Its working principle is described in detail below.

[0048] 1. Initial state:

[0049] When the electric vehicle is stationary or moving smoothly, 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, the telescopic rod 234 extends into the limiting rod 232, and the distance between the first fixed plate 211 and the second fixed plate 221 remains stable.

[0050] 2. Compression stage (road impact):

[0051] When the electric vehicle travels over uneven surfaces or experiences a vertical impact, the lower support arm 1 rotates upward, causing the first fixed plate 211 to move upward toward the second fixed plate 221. At this time, the main spring 212 is compressed, storing elastic potential energy, and simultaneously, the force is transmitted to the auxiliary spring 222 through the moving ring 231, causing the auxiliary spring 222 to also begin 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 stiffer, while the auxiliary spring 222 is designed to be softer. The main spring 212 absorbs the larger impact force first, while the auxiliary spring 222 provides additional flexible cushioning, forming a two-stage shock absorption effect.

[0052] 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, which prevents it from moving upward further, thereby limiting the maximum compression of the sub-spring 222 and preventing excessive deformation of the sub-spring 222; at this time, the main spring 212 begins to compress, using its own elastic deformation to absorb the large impact force and complete the shock absorption of the electric vehicle.

[0053] 3. Rebound phase (impact dissipation):

[0054] When the impact from the road surface weakens or disappears, the main spring 212 and the auxiliary spring 222 release their stored elastic potential energy and return to their original state. The moving ring 231 slides downwards along the limiting rod 232 under the spring's thrust, and the telescopic rod 234 moves downwards within the limiting rod 232 until it returns to its initial position. During this process, the rebound forces 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 system returns to a stable state.

[0055] At the same time, the main spring 212 and the auxiliary spring 222 of this device work together to form a dynamic adjustment mechanism;

[0056] The series connection of the main spring 212 and the auxiliary spring 222 allows the elastic element 2 to absorb impact force in stages. The main spring 212 handles the larger initial impact, while the auxiliary spring 222 provides gentle cushioning during the impact, reducing the transmission of vibration and improving ride comfort.

[0057] The limiting rod 232 and the limiting ring 233 ensure that the sliding range of the moving ring 231 is controllable, avoiding excessive compression or stretching of the spring and extending its service life. The sliding of the telescopic rod 234 further enhances the rigidity and stability of the structure, preventing the elastic element from deflecting or becoming unstable under complex working conditions.

[0058] Since the movable ring 231 can slide freely on the limiting rod 232, the elastic element 2 can dynamically adjust the degree of compression according to the magnitude of the impact force, thereby achieving a certain degree of adaptive shock absorption.

[0059] The elastic element 2 achieves multi-level damping and dynamic adjustment through the elastic deformation of the main damping component 21 and the secondary damping component 22, combined with the sliding and constraint of the limiting component 23. Its working principle is based on the compression-rebound cycle of the spring and the stroke control of the limiting structure, which can efficiently absorb road impacts and maintain the stability of the structure, providing reliable damping support for the suspension device.

[0060] See Figure 3-8 The design of the hydraulic shock absorber 3 in this device:

[0061] The hydraulic shock absorber 3 includes a hydraulic cylinder 31, which is a cylindrical steel container. A piston 32 is slidably mounted inside the hydraulic cylinder 31, and multiple oil holes 33 are evenly distributed on the piston 32. A connecting pipe 34, made of steel, is welded to the outside of the hydraulic cylinder 31, with one end connecting to the upper space of the hydraulic cylinder 31 and the other end connecting to the lower space, forming an oil circulation channel. The upper part of the hydraulic cylinder 31 is also rotatably mounted on the vehicle frame.

[0062] Speed ​​regulating assembly: A first elastic disc 35 is provided on the upper end face of the piston 32, and a second elastic disc 36 is provided on the lower end face; the first elastic disc 35 is pressed against the upper end face of the piston 32 by a mounting cap, and the second elastic disc 36 is pressed against the lower end face of the piston by a piston rod; both the first elastic disc 35 and the second elastic disc 36 are rubber discs, each covering a portion of the oil holes 33. When the moving speed of the piston 32 increases, the elastic discs deform under the pressure of the oil, reducing the area covering the oil holes, increasing the oil flow, thereby regulating the damping force.

[0063] Pressure regulating component: An oil tank 37 is threadedly connected to one side of the hydraulic cylinder 31. The oil tank 37 is a cylindrical container with an internal partition 383, which is a piston-type sealing plate, dividing the oil tank 37 into an oil space 381 and an regulating space 382. The regulating space 382 is connected to an external air pump via a pressurization pipe to regulate the pressure within the oil space 381.

[0064] The air pump is an electric cylinder with built-in air pressure detection. The gas introduced into the adjustment space 382 is inert nitrogen. The nitrogen introduced into the adjustment space 382 can be adjusted in real time by the air pressure detected by the air pump to deal with situations where the hydraulic oil volume decreases due to oil leakage or where it is necessary to increase the hydraulic oil pressure.

[0065] The working principle of the hydraulic shock absorber 3 is based on the flow damping effect of the oil when the piston 32 moves, as well as the dynamic control of speed regulation and pressure regulation. The specific process is as follows:

[0066] 1. Initial state:

[0067] When the electric vehicle is stationary or moving smoothly, the piston 32 is located in the middle of the hydraulic cylinder 31, and the hydraulic oil is evenly distributed in the upper and lower spaces. The first elastic disc 35 and the second elastic disc 36 are in a relaxed state, covering part of the oil hole 33 but not completely sealing 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.

[0068] 2. Compression stage (piston moves upward, see reference) Figure 7 ):

[0069] When the electric vehicle is impacted by the road surface, the lower control 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. At the same time, some oil flows from the upper space to the lower space through the connecting pipe 34.

[0070] Damping effect: The limited flow area of ​​the oil hole 33 restricts the flow rate of the oil, generating a damping force, dissipating impact energy, and slowing down the upward movement speed of the piston 32.

[0071] Speed ​​adjustment: When the piston 32 moves upward at a faster speed, the oil pressure in the upper space increases, the first elastic disc 35 is deformed by pressure, the area of ​​the covered oil hole 33 decreases, the oil flow increases, thereby reducing the damping force and avoiding an overly stiff damping feel; the second elastic disc 36 remains covered due to the lower pressure in the lower space.

[0072] Pressure regulation: The oil space 381 in the oil tank 37 absorbs excess oil, and the baffle 383 slides under the air pressure of the regulating space 382 to maintain the stability of the hydraulic pressure in the hydraulic cylinder 31 and prevent the pressure from being too high or too low.

[0073] 3. Rebound phase (piston moves downward, see reference) Figure 8 ):

[0074] When the impact disappears and the elastic element pushes the lower support arm 1 back to its original position, the piston 32 moves downward within 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 some oil flows from the lower space to the upper space through the connecting pipe 34.

[0075] Damping effect: The flow of oil is restricted by the oil hole 33, generating a damping force, which slows down the downward movement of the piston 32 and avoids oscillation caused by rapid rebound of the suspension.

[0076] Speed ​​adjustment: When the piston 32 moves downwards at a faster speed, the pressure in the lower space increases, the second elastic disc 36 is deformed under pressure, the area of ​​the covered oil hole 33 decreases, the oil flow is increased, and the damping force is reduced; the first elastic disc 35 remains covered due to the lower pressure in the upper space. This dynamic adjustment ensures a smooth rebound process.

[0077] Pressure regulation: The oil space 381 in the oil tank 37 releases the stored oil, and the baffle 383 adjusts its position under air pressure to replenish the oil in the hydraulic cylinder 31 and maintain the system pressure balance.

[0078] Dynamic adjustment mechanism during the rebound phase

[0079] Damping force generation: The oil hole 33 and the connecting pipe 34 together restrict the flow of oil, forming 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, improving the response speed of the shock absorber.

[0080] Speed ​​Adaptive: The first elastic disc 35 and the second elastic disc 36 dynamically adjust the flow area of ​​the oil hole 33 according to the moving speed of the piston 32, realizing adaptive changes in damping force. At low speeds, the damping force is larger, providing gentle shock absorption; at high speeds, the damping force decreases, enhancing buffering efficiency.

[0081] Stable pressure: The oil tank 37 and the pressure regulating component 38 drive the baffle 383 to slide through air pressure, thereby adjusting 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.

[0082] 1. High-efficiency vibration reduction: Through the oil damping and the circulation design of the connecting pipe 34, the hydraulic shock absorber 3 can quickly dissipate vibration energy and improve the vibration reduction effect.

[0083] 2. High 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.

[0084] 3. High stability: The pressure regulating component 38 maintains constant oil pressure, avoiding performance degradation due to temperature changes or oil leakage, and extending service life.

[0085] The hydraulic shock absorber 3 generates damping force through the reciprocating motion of the piston 32 within the hydraulic cylinder 31, utilizing the restricted flow of oil through the oil hole 33 and the connecting pipe 34. Dynamic control is achieved through speed regulation of the first elastic disc 35 and the second elastic disc 36, and pressure regulation 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 system.

[0086] Connection structure:

[0087] The two lower support arms 1 are connected by a ball joint via a connecting shaft 4, which is a steel shaft. A mounting base 5, a rectangular steel plate, is welded to the upper end of the connecting shaft 4. A connecting rod 6, a steel bar, is connected to the upper end of the mounting base 5 via a ball joint, with one end connected to the lower support arm 1 via a ball joint. A connecting arm 7, a steel rod, is provided between the connecting rod 6 and the lower support arm 1. The lower end of the connecting arm 7 is rotatably connected to the lower support arm 1 via a hinge pin, and the upper end is connected to the connecting rod 6 via a ball joint. A mounting box, a steel housing, is welded to the connecting shaft 4. The mounting box houses the automotive transmission device, which is connected to the wheels via a drive shaft.

[0088] The connecting structure forms the basic frame of the suspension device through two lower support arms 1 and connecting shaft 4, which bears the transmission of the electric vehicle's own weight, the heavy battery, and the impact force of the road surface.

[0089] Lower control 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).

[0090] Connecting shaft 4: Connects the two lower support arms 1 through ball joints, which enhances the overall rigidity of the structure and transmits the force of the lower support arms 1 to the mounting base 5 and the transmission system of the wheels, ensuring that the load is evenly distributed.

[0091] Function: The connecting structure provides a stable support platform for the suspension system, integrates the force transmission path between the frame and the wheels, and ensures the structural integrity of the vehicle under various operating conditions (such as acceleration, braking, or driving over uneven surfaces).

[0092] The connection structure, through the design of ball joints and swivel joints, allows the components to move relative to each other within a certain range, thereby adapting to changes in road surface and coordinating the dynamic response of the suspension.

[0093] Ball joint connection: The connection between the connecting shaft 4 and the lower control arm 1, the mounting base 5 and the connecting rod 6, and the connecting rod 6 and the lower control arm 1 are all connected by ball joints. This universal joint connection method allows rotation in multiple directions, enabling the suspension to flexibly adapt to the up-and-down movement and angle changes of the wheels (such as tilting when turning).

[0094] Link 6 and connecting arm 7: One end of link 6 is connected to the mounting base 5 via a ball joint, and the other end is rotatably connected to the lower support arm 1 via the connecting arm 7, forming a motion lever system. When the lower support arm 1 moves up and down due to road impact, link 6 and connecting arm 7 adjust their angles by rotation to maintain the stability of the mounting base 5 and transmit the motion to the wheel drive system.

[0095] Function: The connection structure, through a flexible connection method, ensures that the suspension device can move smoothly when subjected to impact, while avoiding stress concentration or component damage caused by rigid connection.

[0096] The connecting shaft 4 is equipped with a mounting box (not shown in the figure), which contains the vehicle's transmission device (such as a differential). The transmission device is connected to the wheels via the drive shaft. The connecting structure fixes the transmission device to the suspension system through the connecting shaft 4, ensuring that power is smoothly transmitted from the engine to the wheels via the drive shaft.

[0097] The connection structure enhances the stability and durability of the suspension system on complex road surfaces through multi-point connections and collaborative design.

[0098] Double lower control arm design: The two lower control arms 1 are connected by a connecting shaft 4 to form a triangular support structure, which improves the torsional stiffness and lateral deformation resistance of the suspension, and can effectively prevent suspension instability, especially when turning or driving at high speed.

[0099] The auxiliary functions of link 6 and connecting arm 7: Link 6 and connecting arm 7 act as additional constraints to limit the excessive swing of the lower support arm 1, while dispersing the impact force and reducing the load on a single component.

[0100] The anti-roll structure 8 in the suspension device of this invention consists 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 body roll of the electric vehicle when turning or subjected to lateral forces, improve the torsional rigidity and handling stability of the suspension, and optimize motion flexibility and force transmission efficiency through ball joint connection. Its specific functions are explained in detail below:

[0101] The anti-roll structure, through the flexible transmission of torsional force and ball joint connection, suppresses the tilting of the electric vehicle body caused by centrifugal force or lateral force.

[0102] Anti-roll bar 81: As a core component, the anti-roll bar 81 is a steel round bar fixed to the frame and has high torsional stiffness. When the electric vehicle turns, the outer wheel is compressed downwards, while the inner wheel experiences reduced force. The anti-roll bar 81 transfers part of the compressive force from the outer wheel to the inner wheel through torsion, reducing the height difference between the two suspension sides and thus limiting the roll angle.

[0103] First anti-roll arm 82 and second anti-roll arm 83: The two ends of the anti-roll bar 81 are rotatably connected to the first anti-roll arm 82 via bearings. The first anti-roll arm 82 is then connected to the second anti-roll arm 83 via bearings. One end of the second anti-roll arm 83 is rotatably connected to the lower support arm 1 via a ball joint. The ball joint connection allows free rotation in multiple directions, enabling the torsional force of the anti-roll bar 81 to be smoothly transmitted to the lower support arm 1, forming an efficient anti-roll moment system.

[0104] When one lower control arm 1 moves downward due to road surface changes or turning forces, the second anti-roll arm 83 swings down accordingly via a ball joint connection. 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. The torsional force is then transmitted to the first anti-roll arm 82 and the second anti-roll arm 83 on the other side, causing the lower control arm 1 on the other side to produce a reverse adjustment movement, limiting the difference in amplitude between the two suspensions.

[0105] Advantages of ball joint connection: Compared with traditional hinge pins, ball joint connection provides greater rotational freedom, can adapt to the complex vertical and lateral motion trajectory of the lower arm 1, and reduce stress concentration and wear at the connection point.

[0106] Function: The anti-roll structure, through the flexibility of the ball joint connection and the coordination of force transmission, ensures that the suspension on both sides moves in a consistent manner, preventing imbalance caused by excessive deformation of the suspension on one side.

[0107] The over-protection structure 9 in the suspension device of this invention consists of a first mounting plate 91, a limiting band 92, and a second mounting plate 93. Its main function is to limit excessive deformation or displacement of the suspension device under extreme operating conditions, protect key components of the suspension system (such as the lower control arm 1, mounting base 5, and transmission device) from damage, and maintain the overall stability and safety of the electric vehicle. Its specific functions are detailed below:

[0108] The overprotection structure prevents excessive displacement of the suspension system under strong impact or overload by using the tension constraint of the limit band 92.

[0109] Specific structure: The first mounting plate 91 is fixed on one side of the mounting base 5 as the lower fixing point of the limiting band 92; the limiting band 92 is made of high-strength material (such as nylon or Kevlar fiber), and its upper end is connected to the second mounting plate 93. The second mounting plate 93 is fixed on the frame, forming a tension constraint system from the mounting base 5 to the frame.

[0110] Working principle: When the electric vehicle travels on severely bumpy roads or is subjected to excessive loads, the mounting base 5 may experience excessive displacement due to the violent movement of the lower control arm 1. At this time, the limiting band 92 is stretched, and its high tensile strength limits the range of movement of the mounting base 5, preventing the suspension system from exceeding its design travel.

[0111] Function: The over-protection structure prevents the suspension from over-extending or compressing through physical restraint, ensuring that its movement remains within a safe range.

[0112] The electric vehicle in this embodiment includes a frame and the aforementioned suspension system. The frame is a steel frame. The lower control arm 1 is rotatably connected to both sides of the frame via hinge pins. The anti-roll bar 81 is fixed to the bottom of the frame via U-shaped clamps. The upper end of the limiting band 92 is fixed to the frame via a second mounting plate 93. A differential is installed in the mounting box of the connecting shaft 4 as a transmission device. The differential is connected to the wheels via a drive shaft, and the wheels use rubber tires.

[0113] For electric vehicles using this suspension, the weight is almost 50% greater than that of gasoline vehicles due to the heavy battery they carry. When the vehicle travels on uneven roads, the main spring 212 and the auxiliary spring 222 are compressed and deformed, the moving ring 231 slides along the limiting rod 232, and the telescopic rod 234 extends and retracts within the limiting rod 232, providing multi-stage cushioning. The piston 32 in the hydraulic shock absorber 3 moves up and down, and the oil circulates through the oil hole 33 and the connecting pipe 34. The first elastic disc 35 and the second elastic disc 36 adjust the damping force according to the speed, and the oil tank 37 maintains stable oil pressure through the pressure regulating component 38. When cornering, the anti-roll structure 8 reduces body roll through the synergistic action of the anti-roll bar 81 and the anti-roll arm, and the limiting band 92 restricts excessive displacement of the mounting seat 5, protecting the suspension structure.

[0114] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the scope of protection of this invention.

Claims

1. A suspension device, characterized in that: The system includes a lower support arm (1), the upper end of which is hinged to an elastic element (2) and a hydraulic shock absorber (3); wherein, the elastic element (2) includes a main shock absorber assembly (21) and a secondary shock absorber assembly (22), and a limiting assembly (23) disposed between the main shock absorber assembly (21) and the secondary shock absorber assembly (22); the main shock absorber assembly (21) includes a first fixed plate (211), the upper end of which is fixed with a main spring (212); the secondary shock absorber assembly (22) includes a second fixed plate (221), the lower end of which is fixed with a secondary spring (222); The limiting component (23) includes a moving ring (231), the upper end of the main spring (212) is fixed to the lower end face of the moving ring (231), the lower end face of the auxiliary spring (222) is fixed to the upper end face of the moving ring (231), and the moving ring (231) is slidably disposed on the limiting rod (232). The upper end of the limiting rod (232) is fixed to the lower end face of the second fixed plate (221), and a limiting ring (233) is fixed on the limiting rod (232). The limiting ring (233) is disposed on the upper end of the moving ring (231). There are two lower support arms (1), and a connecting shaft (4) is provided between the lower support arms (1). The connecting shaft (4) is connected between the lower support arms (1) by ball joints. A mounting seat (5) is provided at the upper end of the connecting shaft (4). A connecting rod (6) is connected to the upper end of the mounting seat (5) by ball joints. One end of the connecting rod (6) is connected to one end of the lower support arm (1) by ball joints. A connecting arm (7) is provided between the connecting rod (6) and the lower support arm (1). The lower support arm (1) is rotatably connected to the lower end of the connecting arm (7). The connecting rod (6) is rotatably connected to the upper end of the connecting arm (7) through a ball head. The lower support arm (1) is also provided with an anti-tilt structure (8). The anti-tilt structure (8) includes an anti-tilt rod (81). The two ends of the anti-tilt rod (81) are rotatably connected to a first anti-tilt arm (82). One end of the first anti-tilt arm (82) is rotatably connected to a second anti-tilt arm (83). One end of the second anti-tilt arm (83) is rotatably connected to the lower support arm (1) through a ball joint.

2. The suspension device according to claim 1, characterized in that: The limiting rod (232) is hollow inside, and the limiting component (23) also includes a telescopic rod (234) that is slidably disposed inside the limiting rod (232). One end of the telescopic rod (234) is fixed to the middle part of the upper end face of the first fixing plate (211).

3. The suspension device according to claim 2, characterized in that: The hydraulic shock absorber (3) includes a hydraulic cylinder (31), a piston (32) is slidably disposed inside the hydraulic cylinder (31), and a plurality of oil holes (33) are arrayed on the piston (32); and a connecting pipe (34) is disposed on the hydraulic cylinder (31), one end of the connecting pipe (34) is connected to the upper space inside the hydraulic cylinder (31), and the other end is connected to the lower space inside 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, which includes a first elastic disk (35) fixed on the upper end face of the piston (32) and a second elastic disk (36) fixed on the lower end face of the piston (32). The first elastic disk (35) and the second elastic disk (36) respectively cover part 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 component (38) is provided on the oil tank (37). The pressure regulating component (38) includes a partition (383) that divides the internal space of the oil tank (37) into an oil space (381) and an regulating space (382), and the partition (383) is slidably sealed inside the oil tank (37); a pressure pipe is connected inside the regulating space (382).

6. The suspension device according to claim 5, characterized in that: The mounting base (5) is also provided with an over-protection structure (9), which includes a first mounting plate (91) disposed on one side of the mounting base (5). The upper end of the first mounting plate (91) is provided with a limiting band (92). The limiting band (92) is made of either nylon or Kevlar fiber. The upper end of the limiting band (92) is connected to a second mounting plate (93).

7. A vehicle, characterized in that: The system includes a frame and a suspension device mounted on the frame, wherein the suspension device is any one of claims 1 to 6; wherein one end of the lower control arm (1) is rotatably connected to the frame, the anti-roll bar (81) of the anti-roll structure (8) is fixed to the frame, the upper end of the limiting band (92) is fixed to the frame by a second mounting plate (93), and a mounting box is provided on the connecting shaft (4), the mounting box is provided with a transmission device of the vehicle, one end of the transmission device is provided with a drive shaft, and the drive shaft is connected to a wheel.

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