Suspension system and vehicle

Abstract

The invention relates to the technical field of suspensions, and discloses a suspension system and a vehicle, the suspension system comprises an auxiliary frame system, a first hub support, a second hub support and a control arm system, the auxiliary frame system comprises a first cross beam and a second cross beam, a first mounting point and a second mounting point of the first cross beam and a third mounting point and a fourth mounting point of the second cross beam can form a rectangular structure on the same horizontal plane, and the control arm system comprises a first transverse control arm, a second transverse control arm, a third transverse control arm and a fourth transverse control arm; the first transverse control arm is connected to the first installation point and the first hub support, the second transverse control arm is connected to the second installation point and the second hub support, the third transverse control arm is connected to the third installation point and the first hub support, and the fourth transverse control arm is connected to the fourth installation point and the second hub support. Therefore, the force transmission path of each mounting point can be optimized, so that the stress of the suspension system is more uniform.

Description

Technical Field

[0001] This application relates to the technical field of suspensions, and particularly to a suspension system and a vehicle. Background Art

[0002] In the related art, a suspension system mainly consists of a subframe system, a control arm system, and a wheel hub bracket. Among them, the subframe system is connected to the main frame, and the control arm system transmits vertical force, lateral force, and longitudinal force to the main frame through the subframe system to facilitate the control of the motion posture when the vehicle is moving.

[0003] However, with the rapid development of new energy vehicles, the weight of the whole vehicle is getting heavier and the control of the whole vehicle is getting more complex. For new energy vehicle models, the traditional suspension system is difficult to effectively disperse impact force, resulting in uneven force on the entire suspension system. Summary of the Invention

[0004] This application provides a suspension system and a vehicle, which solve the technical problem that the traditional suspension system is difficult to effectively disperse impact force, and improve the service performance of the suspension system.

[0005] To achieve the above object, the main technical solutions adopted in this application include:

[0006] In a first aspect, an embodiment of this application provides a suspension system, including:

[0007] A subframe system, the subframe system includes a first crossbeam and a second crossbeam. Along the length direction of the vehicle, the first crossbeam and the second crossbeam are arranged opposite to each other and spaced apart, and both the first crossbeam and the second crossbeam are connected to the main frame. Along the width direction of the vehicle, the first crossbeam has a first mounting point and a second mounting point that are symmetrically arranged and spaced apart, and along the width direction of the vehicle, the second crossbeam has a third mounting point and a fourth mounting point that are symmetrically arranged and spaced apart, and along the length direction of the vehicle, the first mounting point is symmetric with the third mounting point, and the second mounting point is symmetric with the fourth mounting point;

[0008] A first wheel hub bracket and a second wheel hub bracket. Along the width direction of the vehicle, the first wheel hub bracket and the second wheel hub bracket are respectively arranged on both sides of the subframe system, and the first wheel hub bracket is closer to the first mounting point and the third mounting point than the second wheel hub bracket, and the second wheel hub bracket is closer to the second mounting point and the fourth mounting point than the first wheel hub bracket;

[0009] Control arm system. The control arm system includes a first lateral control arm, a second lateral control arm, a third lateral control arm, and a fourth lateral control arm. The first lateral control arm is connected to a first mounting point and a first wheel hub bracket. The second lateral control arm is connected to a second mounting point and a second wheel hub bracket. The third lateral control arm is connected to a third mounting point and the first wheel hub bracket. The fourth lateral control arm is connected to a fourth mounting point and the second wheel hub bracket.

[0010] For the suspension system according to the first aspect embodiment of the present application, the first mounting point and the second mounting point of the first cross beam, and the third mounting point and the fourth mounting point of the second cross beam can form a rectangular structure on the same horizontal plane. Among them, the first lateral control arm is connected between the first mounting point and the first wheel hub bracket, the second lateral control arm is connected between the second mounting point and the second wheel hub bracket, the third lateral control arm is connected between the third mounting point and the first wheel hub bracket, and the fourth lateral control arm is connected between the fourth mounting point and the second wheel hub bracket. With such a setting, since the first mounting point, the second mounting point, the third mounting point, and the fourth mounting point form a regular rectangular structure on the same horizontal plane, the force transmission path of each mounting point can be optimized, so that the first lateral control arm, the second lateral control arm, the third lateral control arm, and the fourth lateral control arm can better disperse the impact force transmitted to the first cross beam and the second cross beam, and further make the force on the suspension system more uniform, enabling it to meet the usage requirements of new energy vehicles.

[0011] Optionally, along the width direction of the vehicle, the first lateral control arm and the second lateral control arm are symmetrically arranged, and the projections of the first lateral control arm and the second lateral control arm in the height direction of the vehicle are both parallel to the width direction of the vehicle. Along the width direction of the vehicle, the third lateral control arm and the fourth lateral control arm are symmetrically arranged, and the projections of the third lateral control arm and the fourth lateral control arm in the height direction of the vehicle are both parallel to the width direction of the vehicle. Along the length direction of the vehicle, the first lateral control arm is symmetric with the third lateral control arm, and the second lateral control arm is symmetric with the fourth lateral control arm.

[0012] Optionally, along the width direction of the vehicle, the first cross beam further has a fifth mounting point and a sixth mounting point that are symmetrically arranged and spaced apart. The fifth mounting point is located on the side of the first mounting point away from the second mounting point, the fifth mounting point is spaced apart from the first mounting point, and along the height direction of the vehicle, the fifth mounting point is higher than the first mounting point. The sixth mounting point is located on the side of the second mounting point away from the first mounting point, the sixth mounting point is spaced apart from the second mounting point, and along the height direction of the vehicle, the sixth mounting point is higher than the second mounting point;

[0013] In the width direction of the vehicle, the second cross beam further has a seventh mounting point and an eighth mounting point which are symmetrically arranged and spaced apart. The seventh mounting point is located on the side of the third mounting point away from the fourth mounting point. The seventh mounting point is spaced apart from the third mounting point, and in the height direction of the vehicle, the seventh mounting point is higher than the third mounting point. The eighth mounting point is located on the side of the fourth mounting point away from the third mounting point. The eighth mounting point is spaced apart from the fourth mounting point, and in the height direction of the vehicle, the eighth mounting point is higher than the fourth mounting point;

[0014] In the length direction of the vehicle, the fifth mounting point is symmetric with the seventh mounting point, and the sixth mounting point is symmetric with the eighth mounting point;

[0015] In the width direction of the vehicle, the control arm system includes a fifth transverse control arm and a sixth transverse control arm which are symmetrically arranged. One end of the fifth transverse control arm is connected to both the fifth mounting point and the seventh mounting point. The other end of the fifth transverse control arm is connected to the first wheel hub bracket. One end of the sixth transverse control arm is connected to both the sixth mounting point and the eighth mounting point. The other end of the sixth transverse control arm is connected to the second wheel hub bracket.

[0016] Optionally, the fifth transverse control arm includes a first cross arm and a second cross arm. In the length direction of the vehicle, the first cross arm and the second cross arm are symmetrically arranged. The first cross arm is connected to the fifth mounting point, and the second cross arm is connected to the seventh mounting point. Moreover, the projections of the first cross arm and the second cross arm in the height direction of the vehicle are both parallel to the width direction of the vehicle;

[0017] The sixth transverse control arm includes a third cross arm and a fourth cross arm. In the length direction of the vehicle, the third cross arm and the fourth cross arm are symmetrically arranged. The third cross arm is connected to the sixth mounting point, and the fourth cross arm is connected to the eighth mounting point. Moreover, the projections of the third cross arm and the fourth cross arm in the height direction of the vehicle are both parallel to the width direction of the vehicle.

[0018] Optionally, the control arm system further includes: a first longitudinal control arm and a second longitudinal control arm. In the width direction of the vehicle, the first longitudinal control arm and the second longitudinal control arm are oppositely arranged and spaced apart. Among them, the first longitudinal control arm is closer to the first wheel hub bracket than the second longitudinal control arm, and the second longitudinal control arm is closer to the second wheel hub bracket than the first longitudinal control arm. The first longitudinal control arm is connected between the main frame and the first wheel hub bracket, and the second longitudinal control arm is connected between the main frame and the second wheel hub bracket.

[0019] Optionally, it further includes: a first shock absorber assembly and a second shock absorber assembly. The subframe system further includes a first shock absorber mounting bracket and a second shock absorber mounting bracket. Along the width direction of the vehicle, the first shock absorber mounting bracket and the second shock absorber mounting bracket are spaced apart, and the first shock absorber mounting bracket is closer to the first wheel hub bracket than the second shock absorber mounting bracket, and the second shock absorber mounting bracket is closer to the second wheel hub bracket than the first shock absorber mounting bracket. Both the first shock absorber mounting bracket and the second shock absorber mounting bracket are fixedly connected between the first cross beam and the second cross beam. Among them, the first shock absorber assembly is connected to the first shock absorber mounting bracket and the first wheel hub bracket, and the second shock absorber assembly is connected to the second shock absorber mounting bracket and the second wheel hub bracket.

[0020] Optionally, the subframe system further includes: a first stabilizer bar mounting bracket and a second stabilizer bar mounting bracket. Both the first stabilizer bar mounting bracket and the second stabilizer bar mounting bracket are used for mounting the stabilizer bar. Along the width direction of the vehicle, the first stabilizer bar mounting bracket and the second stabilizer bar mounting bracket are spaced apart, and both the first stabilizer bar mounting bracket and the second stabilizer bar mounting bracket are disposed between the first shock absorber mounting bracket and the second shock absorber mounting bracket. Both the first stabilizer bar mounting bracket and the second stabilizer bar mounting bracket are fixedly connected between the first cross beam and the second cross beam.

[0021] Optionally, the subframe system further includes a first reinforcing member and a second reinforcing member. Along the width direction of the vehicle, the first reinforcing member and the second reinforcing member are spaced apart, and both the first reinforcing member and the second reinforcing member are disposed between the first shock absorber mounting bracket and the second shock absorber mounting bracket. Both the first reinforcing member and the second reinforcing member are fixedly connected between the first cross beam and the second cross beam.

[0022] Optionally, both the first cross beam and the second cross beam are integrally formed parts.

[0023] In a second aspect, an embodiment of the present application provides a vehicle, including the suspension system in the first aspect embodiment.

[0024] According to the vehicle provided by the second aspect embodiment of the present application, by providing the above suspension system, the first mounting point, the second mounting point of the first crossbeam, and the third mounting point, the fourth mounting point of the second crossbeam can form a rectangular structure on the same horizontal plane. Among them, the first lateral control arm is connected between the first mounting point and the first wheel hub bracket, the second lateral control arm is connected between the second mounting point and the second wheel hub bracket, the third lateral control arm is connected between the third mounting point and the first wheel hub bracket, and the fourth lateral control arm is connected between the fourth mounting point and the second wheel hub bracket. With such a setting, since the first mounting point, the second mounting point, the third mounting point, and the fourth mounting point form a regular rectangular structure on the same horizontal plane, the force transmission path of each mounting point can be optimized, so that the first lateral control arm, the second lateral control arm, the third lateral control arm, and the fourth lateral control arm can better disperse the impact force transmitted to the first crossbeam and the second crossbeam, and further make the force on the suspension system more uniform, enabling it to meet the usage requirements of new energy vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the specific embodiments of the present application or the technical solutions in the prior art, the following will briefly introduce the drawings required for the description of the specific embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0026] Figure 1 Assembly drawing of the suspension system and the main frame provided by an embodiment of the present application;

[0027] Figure 2 Stereogram of the suspension system provided by an embodiment of the present application;

[0028] Figure 3 Front view of the subframe system and the control arm system provided by an embodiment of the present application;

[0029] Figure 4 Stereogram of the subframe system provided by an embodiment of the present application;

[0030] Figure 5 Assembly drawing of the control arm system and the first shock absorber assembly, the second shock absorber assembly provided by an embodiment of the present application;

[0031] Figure 6 Bottom view of the control arm system provided by an embodiment of the present application;

[0032] Figure 7 Top view of the first lateral control arm, the second lateral control arm, the third lateral control arm, and the fourth lateral control arm provided by an embodiment of the present application.

[0033]

Description of the Attached Drawing Reference Numerals

[0034] Suspension system 100;

[0035] Subframe system 2; first cross beam 21; first mounting point 211; second mounting point 212; fifth mounting point 213; sixth mounting point 214; second cross beam 22; third mounting point 221; fourth mounting point 222; first shock absorber mounting bracket 23; second shock absorber mounting bracket 24; first stabilizer bar mounting bracket 25; second stabilizer bar mounting bracket 26; first reinforcement member 27; second reinforcement member 28;

[0036] First wheel hub bracket 3;

[0037] Second wheel hub bracket 4;

[0038] Control arm system 5; first transverse control arm 51; second transverse control arm 52; third transverse control arm 53; fourth transverse control arm 54; fifth transverse control arm 55; first cross arm 551; second cross arm 552; sixth transverse control arm 56; third cross arm 561; fourth cross arm 562; first longitudinal control arm 57; second longitudinal control arm 58;

[0039] First shock absorber assembly 6; second shock absorber assembly 7; stabilizer bar 8;

[0040] First rectangle A; second rectangle B; third rectangle C;

[0041] Main frame 200; first longitudinal beam 201; second longitudinal beam 202;

[0042] Length direction X of the vehicle; width direction Y of the vehicle; height direction Z of the vehicle. Detailed implementation manners

[0043] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of this application. Obviously, the described embodiments are some, but not all, of the embodiments of this application. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative efforts shall fall within the protection scope of this application.

[0044] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by those skilled in the technical field to which this application belongs; the terms used in the description of this application in the specification are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" and any variations thereof in the specification, claims and drawings of this application are intended to cover non-exclusive inclusion. The terms "first", "second", etc. in the specification, claims or drawings of this application are used to distinguish different objects and not to describe a specific order or primary-secondary relationship.

[0045] Reference to "embodiment" in this application means that a particular feature, structure or characteristic described in connection with the embodiment can be included in at least one embodiment of this application. The phrase appears in various places in the specification and does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described in this application can be combined with other embodiments.

[0046] In the description of this application, it should be noted that, unless otherwise clearly specified and defined, the terms "mounted", "connected", "coupled", "attached" 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 directly connected, or indirectly connected through an intermediate medium, and can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0047] The term "and / or" in this application is merely a description of the association relationship of associated objects, indicating that three relationships can exist. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this application generally represents an "or" relationship between the associated objects before and after.

[0048] The term "plurality" as used in this application refers to two or more (including two). Similarly, "multiple groups" refers to two or more groups (including two groups), and "multiple pieces" refers to two or more pieces (including two pieces).

[0049] It should be noted that in the related art, the suspension system mainly consists of a subframe system, a control arm system and a wheel hub bracket. Among them, the subframe system is connected to the main frame, and the control arm system transmits vertical force, lateral force and longitudinal force to the main frame through the subframe system to facilitate the control of the motion posture when the vehicle moves.

[0050] However, with the rapid development of new energy vehicles, the weight of the whole vehicle is increasing, and the vehicle control is becoming more and more complex. For new energy vehicle models, the traditional suspension system is difficult to effectively disperse the impact force, resulting in uneven stress on the entire suspension system.

[0051] Based on this, the present application proposes a suspension system 100. The first mounting point 211, the second mounting point 212 of the first cross beam 21, and the third mounting point 221, the fourth mounting point 222 of the second cross beam 22 can form a rectangular structure on the same horizontal plane. Among them, the first lateral control arm 51 is connected between the first mounting point 211 and the first wheel hub bracket 3, the second lateral control arm 52 is connected between the second mounting point 212 and the second wheel hub bracket 4, the third lateral control arm 53 is connected between the third mounting point 221 and the first wheel hub bracket 3, and the fourth lateral control arm 54 is connected between the fourth mounting point 222 and the second wheel hub bracket 4. With such a setting, since the first mounting point 211, the second mounting point 212, the third mounting point 221, and the fourth mounting point 222 form a regular rectangular structure on the same horizontal plane, the force transmission paths of each mounting point can be optimized, so that the first lateral control arm 51, the second lateral control arm 52, the third lateral control arm 53, and the fourth lateral control arm 54 can better disperse the impact force transmitted to the first cross beam 21 and the second cross beam 22, and further make the suspension system 100 more evenly stressed, enabling it to meet the use requirements of new energy vehicles.

[0052] As Figures 1-7 shown, the suspension system 100 according to the first aspect embodiment of the present application includes: a main frame 200, a sub-frame system 2, a first wheel hub bracket 3, a second wheel hub bracket 4, and a control arm system 5.

[0053] Specifically, the sub-frame system 2 includes a first cross beam 21 and a second cross beam 22. Along the vehicle length direction X, the first cross beam 21 and the second cross beam 22 are arranged opposite to each other and spaced apart. Both the first cross beam 21 and the second cross beam 22 are connected to the main frame 200. For example, as Figure 1 shown, the main frame 200 includes a first longitudinal beam 201 and a second longitudinal beam 202. Among them, along the vehicle width direction Y, the first longitudinal beam 201 and the second longitudinal beam 202 are arranged opposite to each other and spaced apart. Both the first cross beam 21 and the second cross beam 22 are fixedly connected between the first longitudinal beam 201 and the second longitudinal beam 202.

[0054] Further, along the vehicle width direction Y, the first cross member 21 has a first mounting point 211 and a second mounting point 212 that are symmetrically arranged and spaced apart. Along the vehicle width direction Y, the second cross member 22 has a third mounting point 221 and a fourth mounting point 222 that are symmetrically arranged and spaced apart. And along the vehicle length direction X, the first mounting point 211 is symmetric with the third mounting point 221, and the second mounting point 212 is symmetric with the fourth mounting point 222. With such an arrangement, the first mounting point 211, the second mounting point 212 of the first cross member 21, and the third mounting point 221, the fourth mounting point 222 of the second cross member 22 can form a rectangular structure on the same horizontal plane.

[0055] Further, along the vehicle width direction Y, the first wheel hub bracket 3 and the second wheel hub bracket 4 are respectively arranged on both sides of the subframe system 2, and the first wheel hub bracket 3 is closer to the first mounting point 211 and the third mounting point 221 than the second wheel hub bracket 4, and the second wheel hub bracket 4 is closer to the second mounting point 212 and the fourth mounting point 222 than the first wheel hub bracket 3. In some embodiments of the present application, taking Figure 2 the placement direction of the shown suspension system 100 as an example for illustration, the first wheel hub bracket 3 and the second wheel hub bracket 4 are respectively arranged on the left and right sides of the subframe system 2. Among them, the first mounting point 211 is located on the left side of the second mounting point 212, and the third mounting point 221 is located on the left side of the fourth mounting point 222.

[0056] Further, as Figure 2 shown, the control arm system 5 includes a first transverse control arm 51, a second transverse control arm 52, a third transverse control arm 53, and a fourth transverse control arm 54. The first transverse control arm 51 is connected to the first mounting point 211 and the first wheel hub bracket 3, the second transverse control arm 52 is connected to the second mounting point 212 and the second wheel hub bracket 4, the third transverse control arm 53 is connected to the third mounting point 221 and the first wheel hub bracket 3, and the fourth transverse control arm 54 is connected to the fourth mounting point 222 and the second wheel hub bracket 4.

[0057] It can be understood that the first mounting point 211 is the connection point between the first cross member 21 and the first transverse control arm 51, the second mounting point 212 is the connection point between the first cross member 21 and the second transverse control arm 52, the third mounting point 221 is the connection point between the second cross member 22 and the third transverse control arm 53, and the fourth mounting point 222 is the connection point between the second cross member 22 and the fourth transverse control arm 54.

[0058] When the first wheel hub bracket 3 moves up and down, the first transverse control arm 51 makes an arc motion around the first mounting point 211, and the third transverse control arm 53 makes an arc motion around the third mounting point 221. Therefore, the motion trajectories of the first wheel hub bracket 3 in the vehicle height direction Z and the vehicle width direction Y can be controlled through the first transverse control arm 51 and the third transverse control arm 53. And a part of the impact force received by the first wheel hub bracket 3 (including the longitudinal impact force in the vehicle length direction X and the transverse impact force in the vehicle width direction Y) is transmitted to the first cross beam 21 through the first transverse control arm 51, and a part of the impact force received by the first wheel hub bracket 3 (including the longitudinal impact force in the vehicle length direction X and the transverse impact force in the vehicle width direction Y) is transmitted to the second cross beam 22 through the third transverse control arm 53.

[0059] When the second wheel hub bracket 4 moves up and down, the second transverse control arm 52 makes an arc motion around the second mounting point 212, and the fourth transverse control arm 54 makes an arc motion around the fourth mounting point 222. Therefore, the motion trajectories of the second wheel hub bracket 4 in the vehicle height direction Z and the vehicle width direction Y can be controlled through the second transverse control arm 52 and the fourth transverse control arm 54. And a part of the impact force received by the second wheel hub bracket 4 (including the longitudinal impact force in the vehicle length direction X and the transverse impact force in the vehicle width direction Y) is transmitted to the first cross beam 21 through the second transverse control arm 52, and a part of the impact force received by the second wheel hub bracket 4 (including the longitudinal impact force in the vehicle length direction X and the transverse impact force in the vehicle width direction Y) is transmitted to the second cross beam 22 through the fourth transverse control arm 54.

[0060] In summary, the first transverse control arm 51 transmits the impact force to the first cross beam 21 through the first mounting point 211, the second transverse control arm 52 transmits the impact force to the first cross beam 21 through the second mounting point 212, the third transverse control arm 53 transmits the impact force to the second cross beam 22 through the third mounting point 221, and the fourth transverse control arm 54 transmits the impact force to the second cross beam 22 through the fourth mounting point 222. Since the first mounting point 211, the second mounting point 212, the third mounting point 221, and the fourth mounting point 222 form a regular rectangular structure on the same horizontal plane, as Figure 6As shown, the rectangular structure can be a first rectangle A formed by the connection points of the first cross beam 21 and the first lateral control arm 51, the connection points of the first cross beam 21 and the second lateral control arm 52, the connection points of the second cross beam 22 and the third lateral control arm 53, and the connection points of the second cross beam 22 and the fourth lateral control arm 54. With such an arrangement, the lateral impact forces received by the first mounting point 211 and the second mounting point 212 in the first cross beam 21 can be better transmitted and dispersed within the first cross beam 21, and the lateral impact forces received by the third mounting point 221 and the fourth mounting point 222 in the second cross beam 22 can be better transmitted and dispersed within the second cross beam 22. Moreover, since the first mounting point 211 and the third mounting point 221 are symmetric along the vehicle length direction X, and the second mounting point 212 and the third mounting point 221 are symmetric along the vehicle length direction X, when the first cross beam 21 and the second cross beam 22 are subjected to longitudinal impact forces, the first mounting point 211 and the third mounting point 221 can form a two-force balance in the vehicle length direction X, and the second mounting point 212 and the fourth mounting point 222 can form a two-force balance in the vehicle length direction X. Thus, the force transmission paths of the first mounting point 211, the second mounting point 212, the third mounting point 221, and the fourth mounting point 222 are optimized, that is, the first lateral control arm 51, the second lateral control arm 52, the third lateral control arm 53, and the fourth lateral control arm 54 can better disperse the impact forces transmitted to the first cross beam 21 and the second cross beam 22, so that the suspension system 100 is more evenly stressed and can meet the usage requirements of new energy vehicles.

[0061] It should be noted that the first lateral control arm 51 can be connected to the first cross beam 21 and the first wheel hub bracket 3 through flexible kinetic energy absorption components such as bushings. The second lateral control arm 52 can be connected to the first cross beam 21 and the second wheel hub bracket 4 through flexible kinetic energy absorption components such as bushings. The third lateral control arm 53 can be connected to the second cross beam 22 and the first wheel hub bracket 3 through flexible kinetic energy absorption components such as bushings. The fourth lateral control arm 54 can be connected to the second cross beam 22 and the second wheel hub bracket 4 through flexible kinetic energy absorption components such as bushings. With such an arrangement, the bushings can absorb the impacts generated by the torsion, deflection, and displacement of the suspension system 100, which is beneficial to further improving the stability and vibration isolation performance of the suspension system 100.

[0062] The suspension system 100 according to the embodiment of the first aspect of the present application, the first mounting point 211, the second mounting point 212 of the first cross beam 21, and the third mounting point 221, the fourth mounting point 222 of the second cross beam 22 can form a rectangular structure on the same horizontal plane. Among them, the first lateral control arm 51 is connected between the first mounting point 211 and the first wheel hub bracket 3, the second lateral control arm 52 is connected between the second mounting point 212 and the second wheel hub bracket 4, the third lateral control arm 53 is connected between the third mounting point 221 and the first wheel hub bracket 3, and the fourth lateral control arm 54 is connected between the fourth mounting point 222 and the second wheel hub bracket 4. With such a setting, since the first mounting point 211, the second mounting point 212, the third mounting point 221, and the fourth mounting point 222 form a regular rectangular structure on the same horizontal plane, the force transmission path of each mounting point can be optimized, so that the first lateral control arm 51, the second lateral control arm 52, the third lateral control arm 53, and the fourth lateral control arm 54 can better disperse the impact force transmitted to the first cross beam 21 and the second cross beam 22. Furthermore, the force on the suspension system 100 is more uniform, enabling it to meet the usage requirements of new energy vehicles.

[0063] In some embodiments of the present application, such as Figure 6 and Figure 7 shown, along the vehicle width direction Y, the first lateral control arm 51 and the second lateral control arm 52 are symmetrically arranged, and the projections of the first lateral control arm 51 and the second lateral control arm 52 in the vehicle height direction Z are both parallel to the vehicle width direction Y. Along the vehicle width direction Y, the third lateral control arm 53 and the fourth lateral control arm 54 are symmetrically arranged, and the projections of the third lateral control arm 53 and the fourth lateral control arm 54 in the vehicle height direction Z are both parallel to the vehicle width direction Y. Along the vehicle length direction X, the first lateral control arm 51 is symmetric with the third lateral control arm 53, and the second lateral control arm 52 is symmetric with the fourth lateral control arm 54.

[0064] Specifically, as Figures 1-3 and Figure 5 shown, along the vehicle height direction Z, the height of the first mounting point 211 is higher than the height of the connection point between the first lateral control arm 51 and the first wheel hub bracket 3, the height of the second mounting point 212 is higher than the height of the connection point between the second lateral control arm 52 and the second wheel hub bracket 4, the height of the third mounting point 221 is higher than the height of the connection point between the third lateral control arm 53 and the first wheel hub bracket 3, and the height of the fourth mounting point 222 is higher than the height of the connection point between the fourth lateral control arm 54 and the second wheel hub bracket 4. With such a setting, the good supporting functions of the first lateral control arm 51, the second lateral control arm 52, the third lateral control arm 53, and the fourth lateral control arm 54 can be ensured.

[0065] Furthermore, as Figure 6and Figure 7 As shown, the projections of the first transverse control arm 51 and the second transverse control arm 52 in the vehicle height direction Z are consistent with the extension direction of the first cross beam 21, and along the vehicle width direction Y, the first transverse control arm 51 and the second transverse control arm 52 are symmetrically arranged. Similarly, the projections of the third transverse control arm 53 and the fourth transverse control arm 54 in the vehicle height direction Z are consistent with the extension direction of the second cross beam 22, and along the vehicle width direction Y, the third transverse control arm 53 and the fourth transverse control arm 54 are symmetrically arranged. The first transverse control arm 51 and the third transverse control wall form a third rectangle C, and the second transverse control arm 52 and the fourth transverse control wall form another third rectangle C. With such an arrangement, the lateral impact force transmitted from the first transverse control arm 51 to the first cross beam 21 is consistent with the extension direction of the first cross beam 21, and the lateral impact force transmitted from the second transverse control arm 52 to the first cross beam 21 is consistent with the extension direction of the first cross beam 21. Moreover, the lateral impact force transmitted from the first transverse control arm 51 to the first cross beam 21 and the lateral impact force transmitted from the second transverse control arm 52 to the first cross beam 21 can form a two-force balance, which is beneficial to further disperse the lateral impact force on the first cross beam 21, thereby making the force on the first cross beam 21 more uniform. Further, the lateral impact force transmitted from the third transverse control arm 53 to the second cross beam 22 is consistent with the extension direction of the second cross beam 22, and the lateral impact force transmitted from the fourth transverse control arm 54 to the second cross beam 22 is consistent with the extension direction of the second cross beam 22. Also, the lateral impact force transmitted from the third transverse control arm 53 to the second cross beam 22 and the lateral impact force transmitted from the fourth transverse control arm 54 to the second cross beam 22 can form a two-force balance, which is beneficial to further disperse the lateral impact force on the second cross beam 22, thereby making the force on the second cross beam 22 more uniform.

[0066] Furthermore, along the vehicle length direction X, the first transverse control arm 51 and the third transverse control arm 53 are symmetric, so the impact forces transmitted from the first wheel hub bracket 3 to the first transverse control arm 51 and the third transverse control arm 53 are more uniform, which is beneficial to further balance the impact forces received by the first cross beam 21 and the second cross beam 22, thereby making the forces on the first cross beam 21 and the second cross beam 22 more uniform. Similarly, along the vehicle length direction X, the second transverse control arm 52 and the fourth transverse control arm 54 are symmetric, so the impact forces transmitted from the second wheel hub bracket 4 to the second transverse control arm 52 and the fourth transverse control arm 54 are more uniform, which is also beneficial to further balance the impact forces received by the first cross beam 21 and the second cross beam 22, thereby further improving the force uniformity of the first cross beam 21 and the second cross beam 22.

[0067] In some embodiments of the present application, such as Figures 2-4As shown, along the vehicle width direction Y, the first crossbeam 21 further has symmetrically arranged and spaced-apart fifth mounting points 213 and sixth mounting points 214. The fifth mounting point 213 is located on the side of the first mounting point 211 away from the second mounting point 212. The fifth mounting point 213 is spaced apart from the first mounting point 211, and along the vehicle height direction Z, the fifth mounting point 213 is higher than the first mounting point 211. The sixth mounting point 214 is located on the side of the second mounting point 212 away from the first mounting point 211. The sixth mounting point 214 is spaced apart from the second mounting point 212, and along the vehicle height direction Z, the sixth mounting point 214 is higher than the second mounting point 212. Along the vehicle width direction Y, the second crossbeam 22 further has symmetrically arranged and spaced-apart seventh mounting points (not shown in the figure) and eighth mounting points (not shown in the figure). The seventh mounting point is located on the side of the third mounting point 221 away from the fourth mounting point 222. The seventh mounting point is spaced apart from the third mounting point 221, and along the vehicle height direction Z, the seventh mounting point is higher than the third mounting point 221. The eighth mounting point is located on the side of the fourth mounting point 222 away from the third mounting point 221. The eighth mounting point is spaced apart from the fourth mounting point 222, and along the vehicle height direction Z, the eighth mounting point is higher than the fourth mounting point 222. Along the vehicle length direction X, the fifth mounting point 213 is symmetric with the seventh mounting point, and the sixth mounting point 214 is symmetric with the eighth mounting point. Along the vehicle width direction Y, the control arm system 5 includes symmetrically arranged fifth lateral control arms 55 and sixth lateral control arms 56. One end of the fifth lateral control arm 55 is connected to both the fifth mounting point 213 and the seventh mounting point. The other end of the fifth lateral control arm 55 is connected to the first wheel hub bracket 3. One end of the sixth lateral control arm 56 is connected to both the sixth mounting point 214 and the eighth mounting point. The other end of the sixth lateral control arm 56 is connected to the second wheel hub bracket 4.

[0068] Specifically, taking the subframe system 2 arranged as Figure 3 shown as an example for illustration, along the vehicle width direction Y, the fifth mounting point 213 is located on the left side of the first mounting point 211, and the sixth mounting point 214 is located on the right side of the second mounting point 212. And along the vehicle height direction Z, the height of the fifth mounting point 213 is higher than that of the first mounting point 211, and the sixth mounting point 214 is higher than the second mounting point 212, and the height of the fifth mounting point 213 is the same as that of the sixth mounting point 214. With such a setting, the first mounting point 211, the second mounting point 212, the fifth mounting point 213, and the sixth mounting point 214 on the first crossbeam 21 form an isosceles trapezoid structure. Preferably, the first mounting point 211, the second mounting point 212, the fifth mounting point 213, and the sixth mounting point 214 can be constructed on the same vertical plane, so as to form an isosceles trapezoid structure that is coplanar in the height direction.

[0069] Further, continuing to take the subframe system 2 arranged as Figure 3Taking the shown placement direction as an example for illustration, along the vehicle width direction Y, the seventh mounting point is located on the left side of the third mounting point 221, and the eighth mounting point is located on the right side of the fourth mounting point 222. And along the vehicle height direction Z, the seventh mounting point is higher than the third mounting point 221, and the eighth mounting point is higher than the fourth mounting point 222, and the heights of the seventh mounting point and the eighth mounting point are the same. With such a setting, the third mounting point 221, the fourth mounting point 222, the seventh mounting point, and the eighth mounting point on the second cross beam 22 form an isosceles trapezoid structure. Preferably, the third mounting point 221, the fourth mounting point 222, the seventh mounting point, and the eighth mounting point can be constructed on the same vertical plane, so as to form an isosceles trapezoid structure that is coplanar in the height direction.

[0070] Furthermore, along the vehicle length direction X, the fifth mounting point 213 is symmetrical with the seventh mounting point, and the sixth mounting point 214 is symmetrical with the eighth mounting point. When the first wheel hub bracket 3 moves up and down, the fifth transverse control arm 55 makes an arc movement around the fifth mounting point 213 and the seventh mounting point. Since the lengths of the first transverse control arm, the third transverse control arm, and the fifth transverse control arm are different, with the cooperation of the first transverse control arm, the third transverse control arm, and the fifth transverse control arm, the fifth transverse control arm 55 is used to control the relative angle between the first wheel hub bracket 3 and the vertical plane, so as to control the change in the included angle of the tire connected to the first wheel hub bracket 3; similarly, when the second wheel hub bracket 4 moves up and down, the sixth transverse control arm 56 makes an arc movement around the sixth mounting point 214 and the eighth mounting point. Since the lengths of the second transverse control arm, the fourth transverse control arm, and the sixth transverse control arm are different, with the cooperation of the second transverse control arm, the fourth transverse control arm, and the sixth transverse control arm, the sixth transverse control arm 56 is used to control the relative angle between the second wheel hub bracket 4 and the vertical plane, so as to control the change in the included angle of the tire connected to the second wheel hub bracket 4.

[0071] It should be noted that the fifth transverse control arm 55 transmits the impact force (including the transverse impact force and the longitudinal impact force) to the first cross beam 21 through the fifth mounting point 213, and the fifth transverse control arm 55 transmits the impact force (including the transverse impact force and the longitudinal impact force) to the second cross beam 22 through the seventh mounting point. The sixth transverse control arm 56 transmits the impact force (including the transverse impact force and the longitudinal impact force) to the first cross beam 21 through the sixth mounting point 214, and the eighth transverse control arm transmits the impact force (including the transverse impact force and the longitudinal impact force) to the second cross beam 22 through the eighth mounting point.

[0072] During the operation of the vehicle, the fifth lateral control arm 55 transmits lateral impact force to the first crossbeam 21 through the fifth mounting point 213, the sixth lateral control arm 56 transmits lateral impact force to the first crossbeam 21 through the sixth mounting point 214, the first lateral control arm 51 transmits lateral impact force to the first crossbeam 21 through the first mounting point 211, and the second lateral control arm 52 transmits lateral impact force to the first crossbeam 21 through the second mounting point 212. Since the first mounting point 211, the second mounting point 212, the fifth mounting point 213, and the sixth mounting point 214 form an isosceles trapezoid structure, the first mounting point 211 and the second mounting point 212 can form a two-force balance in the vehicle width direction Y, and the fifth mounting point 213 and the sixth mounting point 214 can form a two-force balance in the vehicle width direction Y. Thus, it is conducive to further dispersing and transmitting the lateral impact force of the first crossbeam 21, and the isosceles trapezoid structure is relatively regular with better load-bearing performance, which is conducive to improving the stability of the first crossbeam 21.

[0073] Furthermore, during the operation of the vehicle, the fifth lateral control arm 55 transmits lateral impact force to the second crossbeam 22 through the seventh mounting point, the sixth lateral control arm 56 transmits lateral impact force to the second crossbeam 22 through the eighth mounting point, the third lateral control arm 53 transmits lateral impact force to the second crossbeam 22 through the third mounting point 221, and the fourth lateral control arm 54 transmits lateral impact force to the second crossbeam 22 through the fourth mounting point 222. Since the third mounting point 221, the fourth mounting point 222, the seventh mounting point, and the eighth mounting point form an isosceles trapezoid structure, the third mounting point 221 and the fourth mounting point 222 can form a two-force balance in the vehicle width direction Y, and the seventh mounting point and the eighth mounting point can form a two-force balance in the vehicle width direction Y. Thus, it is conducive to further dispersing and transmitting the lateral impact force of the second crossbeam 22, and the isosceles trapezoid structure is relatively regular with better load-bearing performance, which is conducive to improving the stability of the second crossbeam 22.

[0074] Furthermore, as Figure 6 shown, the fifth mounting point 213, the sixth mounting point 214, the seventh mounting point, and the eighth mounting point form a regular rectangular structure on the same horizontal plane, as Figure 6As shown in the figure, the rectangular structure is composed of the connection points of the first cross beam 21 and the fifth lateral control arm 55, the connection points of the second cross beam 22 and the fifth lateral control arm 55, the connection points of the first cross beam 21 and the sixth lateral control arm 56, and the connection points of the second cross beam 22 and the sixth lateral control arm 56 to form the second rectangle B. With this arrangement, since the fifth mounting point 213 and the seventh mounting point are symmetric along the vehicle length direction X, and the sixth mounting point 214 and the eighth mounting point are symmetric along the vehicle length direction X, when the longitudinal impact forces of the fifth lateral control arm 55 are respectively transmitted to the fifth mounting point 213 and the seventh mounting point, the longitudinal impact forces of the fifth mounting point 213 and the seventh mounting point can form a two-force balance in the vehicle length direction X. Similarly, the longitudinal impact forces of the sixth mounting point 214 and the eighth mounting point can form a two-force balance in the vehicle length direction X, thereby optimizing the force transmission paths of the fifth mounting point 213, the sixth mounting point 214, the seventh mounting point, and the eighth mounting point, that is, enabling the fifth lateral control arm 55 and the sixth lateral control arm 56 to better disperse the impact forces transmitted to the first cross beam 21 and the second cross beam 22, so that the suspension system 100 is more evenly stressed.

[0075] It should be noted that the fifth lateral control arm 55 can be connected to the first cross beam 21, the second cross beam 22, and the first wheel hub bracket 3 through flexible kinetic energy absorption components such as bushings. The sixth lateral control arm 56 can be connected to the first cross beam 21, the second cross beam 22, and the second wheel hub bracket 4 through flexible kinetic energy absorption components such as bushings. With this arrangement, the bushings can absorb the impacts generated by the torsion, deflection, and displacement of the suspension system 100, which is beneficial to further improving the stability and vibration isolation performance of the suspension system 100.

[0076] Furthermore, by using the isosceles trapezoid and rectangular installation structure design, the space utilization rate and material utilization rate of the subframe connection system can be improved on the premise of meeting the assembly space, structural stiffness, and strength.

[0077] In some embodiments of the present application, as Figure 5 shown, the fifth lateral control arm 55 includes a first cross arm 551 and a second cross arm 552. Along the vehicle length direction X, the first cross arm 551 and the second cross arm 552 are symmetrically arranged. The first cross arm 551 is connected to the fifth mounting point 213, and the second cross arm 552 is connected to the seventh mounting point. Moreover, the projections of the first cross arm 551 and the second cross arm 552 in the vehicle height direction Z are both parallel to the vehicle width direction Y. The sixth lateral control arm 56 includes a third cross arm 561 and a fourth cross arm 562. Along the vehicle length direction X, the third cross arm 561 and the fourth cross arm 562 are symmetrically arranged. The third cross arm 561 is connected to the sixth mounting point, and the fourth cross arm 562 is connected to the eighth mounting point. Also, the projections of the third cross arm 561 and the fourth cross arm 562 in the vehicle height direction Z are both parallel to the vehicle width direction Y.

[0078] Specifically, the projections of the first cross arm 551 and the third cross arm 561 in the vehicle height direction Z are consistent with the extension direction of the first cross beam 21, and along the vehicle width direction Y, the first cross arm 551 and the third cross arm 561 are symmetrically arranged. Similarly, the projections of the second cross arm 552 and the fourth cross arm 562 in the vehicle height direction Z are consistent with the extension direction of the second cross beam 22, and along the vehicle width direction Y, the second cross arm 552 and the fourth cross arm 562 are symmetrically arranged. With such an arrangement, the lateral impact force transmitted from the first cross arm 551 to the first cross beam 21 is consistent with the extension direction of the first cross beam 21, and the lateral impact force transmitted from the third cross arm 561 to the first cross beam 21 is consistent with the extension direction of the first cross beam 21. Moreover, the lateral impact force transmitted from the first cross arm 551 to the first cross beam 21 and the lateral impact force transmitted from the third cross arm 561 to the first cross beam 21 can form a two-force balance, which is beneficial to further disperse the lateral impact force on the first cross beam 21, thereby making the force on the first cross beam 21 more uniform. Further, the lateral impact force transmitted from the second cross arm 552 to the second cross beam 22 is consistent with the extension direction of the second cross beam 22, and the lateral impact force transmitted from the fourth cross arm 562 to the second cross beam 22 is consistent with the extension direction of the second cross beam 22. Also, the lateral impact force transmitted from the second cross arm 552 to the second cross beam 22 and the lateral impact force transmitted from the fourth cross arm 562 to the second cross beam 22 can form a two-force balance, which is beneficial to further disperse the lateral impact force on the second cross beam 22, thereby making the force on the second cross beam 22 more uniform.

[0079] Furthermore, along the vehicle length direction X, the first cross arm 551 and the second cross arm 552 are symmetric, so the impact forces transmitted from the first wheel hub bracket 3 to the first cross arm 551 and the second cross arm 552 are more uniform, which is beneficial to further balance the impact forces received by the first cross beam 21 and the second cross beam 22, thereby making the forces on the first cross beam 21 and the second cross beam 22 more uniform. Similarly, along the vehicle length direction X, the third cross arm 561 and the fourth cross arm 562 are symmetric, so the impact forces transmitted from the second wheel hub bracket 4 to the third cross arm 561 and the fourth cross arm 562 are more uniform, which is also beneficial to further balance the impact forces received by the first cross beam 21 and the second cross beam 22, thereby further improving the force uniformity of the first cross beam 21 and the second cross beam 22.

[0080] In some embodiments of the present application, as Figure 3 shown, the fifth lateral control arm 55 and the sixth lateral control arm 56 are designed in an overall L-shaped structure in the front view. In this way, the upward movement space of the first wheel hub bracket 3 and the second wheel hub bracket 4 is increased, and the span of the main frame 200 girder in the vehicle width direction Y is ensured.

[0081] In some embodiments of the present application, as Figure 1 , Figure 2 andFigure 5 As shown, the control arm system 5 further includes: a first longitudinal control arm 57 and a second longitudinal control arm 58. Along the vehicle width direction Y, the first longitudinal control arm 57 and the second longitudinal control arm 58 are oppositely arranged and spaced apart. Among them, the first longitudinal control arm 57 is closer to the first wheel hub bracket 3 than the second longitudinal control arm 58, and the second longitudinal control arm 58 is closer to the second wheel hub bracket 4 than the first longitudinal control arm 57. The first longitudinal control arm 57 is connected between the main frame 200 and the first wheel hub bracket 3, and the second longitudinal control arm 58 is connected between the main frame 200 and the second wheel hub bracket 4.

[0082] Specifically, along the vehicle width direction Y, the first longitudinal control arm 57 and the second longitudinal control arm 58 are respectively arranged on both sides of the subframe system 2. The first longitudinal control arm 57 and the second longitudinal control arm 58 extend integrally along the vehicle length direction X. One end of the first longitudinal control arm 57 is connected to the main frame 200, and the other end of the first longitudinal control arm 57 is connected to the first wheel hub bracket 3. In the vehicle height direction Z, the height of the connection point of the first longitudinal control arm 57 and the main frame 200 is higher than the height of the connection point of the first longitudinal control arm 57 and the first wheel hub bracket 3. Further, one end of the second longitudinal control arm 58 is connected to the main frame 200, and the other end of the second longitudinal control arm 58 is connected to the second wheel hub bracket 4. In the vehicle height direction Z, the height of the connection point of the second longitudinal control arm 58 and the main frame 200 is higher than the height of the connection point of the second longitudinal control arm 58 and the second wheel hub bracket 4.

[0083] The first longitudinal control arm 57 is used to control the longitudinal movement trajectory of the first wheel hub bracket 3, absorb the vibration transmitted by the first wheel hub bracket 3, and transmit the longitudinal force generated by the first wheel hub bracket 3 in the vehicle length direction X to the main frame 200. The second longitudinal control arm 58 is used to control the longitudinal movement trajectory of the second wheel hub bracket 4, absorb the vibration transmitted by the second wheel hub bracket 4, and transmit the longitudinal force generated by the second wheel hub bracket 4 in the vehicle length direction X to the main frame 200. It should be noted that since the force in the subframe system 2 is more uniform, the first longitudinal control arm 57 and the second longitudinal control arm 58 in this application can adopt a thinner rod-shaped structure, which is beneficial to realizing the lightweight design of the vehicle.

[0084] It should be noted that the first longitudinal control arm 57 can be connected to the main frame 200 and the first wheel hub bracket 3 through flexible kinetic energy absorbing components such as bushings. The second longitudinal control arm 58 can be connected to the main frame 200 and the second wheel hub bracket 4 through flexible kinetic energy absorbing components such as bushings. With such a setting, the bushings can absorb the impact generated by the torsion, deflection, and displacement of the suspension system 100, which is beneficial to further improving the stability and vibration isolation performance of the suspension system 100.

[0085] In some embodiments of the present application, as Figure 1 and Figure 2 shown, it further includes: a first shock absorber assembly 6 and a second shock absorber assembly 7. The subframe system 2 further includes a first shock absorber mounting bracket 23 and a second shock absorber mounting bracket 24. Along the vehicle width direction Y, the first shock absorber mounting bracket 23 and the second shock absorber mounting bracket 24 are spaced apart. And the first shock absorber mounting bracket 23 is closer to the first wheel hub bracket 3 than the second shock absorber mounting bracket 24, and the second shock absorber mounting bracket 24 is closer to the second wheel hub bracket 4 than the first shock absorber mounting bracket 23. Both the first shock absorber mounting bracket 23 and the second shock absorber mounting bracket 24 are fixedly connected between the first cross beam 21 and the second cross beam 22. Wherein, the first shock absorber assembly 6 is connected to the first shock absorber mounting bracket 23 and the first wheel hub bracket 3, and the second shock absorber assembly 7 is connected to the second shock absorber mounting bracket 24 and the second wheel hub bracket 4.

[0086] Specifically, the suspension system 100 further includes a first shock absorber assembly 6 and a second shock absorber assembly 7. The subframe system 2 further includes a first shock absorber mounting bracket 23 and a second shock absorber mounting bracket 24. Along the vehicle width direction Y, the first shock absorber mounting bracket 23 and the second shock absorber mounting bracket 24 are spaced apart. Both the first shock absorber mounting bracket 23 and the second shock absorber mounting bracket 24 are fixedly connected between the first cross beam 21 and the second cross beam 22. The fixed connection methods include but are not limited to welding, bolt connection, etc. It should be noted that the first shock absorber assembly 6 is connected between the first shock absorber mounting bracket 23 and the first wheel hub bracket 3, and the second shock absorber assembly 7 is connected between the second shock absorber mounting bracket 24 and the second wheel hub bracket 4.

[0087] With such a setting, the excitation from the road surface can be transmitted to the first cross beam 21 and the second cross beam 22 through the first shock absorber mounting bracket 23 and the second shock absorber mounting bracket 24. Wherein, the first shock absorber assembly 6 and the second shock absorber assembly 7 are used to absorb the vibration transmitted by the first wheel hub bracket 3 and the second wheel hub bracket 4 and transmit the vertical force of the first wheel hub bracket 3 and the second wheel hub bracket 4.

[0088] As Figure 3 shown, the first shock absorber mounting bracket 23 and the second shock absorber mounting bracket 24, as the connection structures connected between the first cross beam 21 and the second cross beam 22, compared with the traditional cross beam and longitudinal beam assembly method, greatly reduce the size of the subframe system 2 in the vehicle length direction XY, making the overall subframe system 2 more compact. When the subframe system 2 is subjected to the excitation from the road surface, the subframe system 2 can withstand greater lateral force, longitudinal force or torsional force, that is, the anti-deformation ability of the subframe system 2 is improved through the compact design, which is beneficial to indirectly improving the overall strength and stiffness of the suspension system 100.

[0089] Meanwhile, the arrangement of the first shock absorber mounting bracket 23 and the second shock absorber mounting bracket 24 on the subframe system 2 also enhances the function of the subframe system 2. By directly integrating the shock absorber assembly mounting function into the subframe system 2, the number of components of the subframe system 2 can be further reduced, which is beneficial to saving assembly costs.

[0090] It should be noted that, as Figure 3 and Figure 4 shown, to save layout space, the subframe system 2 forms a regular "well" - shaped structure, and when observed from the front view or the rear view, the subframe system 2 forms a "V" - shaped structure.

[0091] In some embodiments of the present application, the subframe system 2 further includes: a first stabilizer bar mounting bracket 25 and a second stabilizer bar mounting bracket 26. Both the first stabilizer bar mounting bracket 25 and the second stabilizer bar mounting bracket 26 are used for mounting the stabilizer bar 8. Along the vehicle width direction Y, the first stabilizer bar mounting bracket 25 and the second stabilizer bar mounting bracket 26 are spaced apart, and both the first stabilizer bar mounting bracket 25 and the second stabilizer bar mounting bracket 26 are disposed between the first shock absorber mounting bracket 23 and the second shock absorber mounting bracket 24. Both the first stabilizer bar mounting bracket 25 and the second stabilizer bar mounting bracket 26 are fixedly connected between the first cross - beam 21 and the second cross - beam 22.

[0092] Specifically, between the first shock absorber mounting bracket 23 and the second shock absorber mounting bracket 24, there are a first stabilizer bar mounting bracket 25 and a second stabilizer bar mounting bracket 26. Along the vehicle width direction Y, the first stabilizer bar mounting bracket 25 and the second stabilizer bar mounting bracket 26 are spaced apart. Both the first stabilizer bar mounting bracket 25 and the second stabilizer bar mounting bracket 26 are used for mounting the stabilizer bar 8, and both the first stabilizer bar mounting bracket 25 and the second stabilizer bar mounting bracket 26 are fixedly connected between the first cross - beam 21 and the second cross - beam 22. With such an arrangement, the force transmitted by the stabilizer bar 8 can be transmitted to the main frame 200 through the stabilizer bar 8 mounting brackets and the subframe system 2, while controlling the body roll angle. At the same time, the first stabilizer bar mounting bracket 25 and the second stabilizer bar mounting bracket 26 are equivalent to adding two connection structures between the first cross - beam 21 and the second cross - beam 22, which is beneficial to further improving the anti - deformation ability of the subframe system 2, thereby indirectly enhancing the overall strength and stiffness of the suspension system 100.

[0093] It should be noted that the arrangement of the first stabilizer bar mounting bracket 25 and the second stabilizer bar mounting bracket 26 also further enhances the function of the subframe system 2. By directly integrating the stabilizer bar 8 mounting function into the subframe system 2, the number of components of the subframe system 2 can be further reduced, which is beneficial to saving assembly costs.

[0094] In some embodiments of the present application, the subframe system 2 further includes a first reinforcing member 27 and a second reinforcing member 28. The first reinforcing member 27 and the second reinforcing member 28 can be configured as connecting rods or hollow tubes. Along the vehicle width direction Y, the first reinforcing member 27 and the second reinforcing member 28 are spaced apart, and both the first reinforcing member 27 and the second reinforcing member 28 are disposed between the first shock absorber mounting bracket 23 and the second shock absorber mounting bracket 24. Both the first reinforcing member 27 and the second reinforcing member 28 are fixedly connected between the first cross beam 21 and the second cross beam 22. With such an arrangement, the first reinforcing member 27 and the second reinforcing member 28 are equivalent to further adding two connection structures between the first cross beam 21 and the second cross beam 22, which is beneficial to further improving the anti-deformation ability of the subframe system 2, thereby indirectly improving the overall strength and stiffness of the suspension system 100.

[0095] It can be understood that the force and moment between the first cross beam 21 and the second cross beam 22 can be transmitted and dispersed to each other through the first reinforcing member 27 and the second reinforcing member 28, which is beneficial to the force balance between the first cross beam 21 and the second cross beam 22, and is conducive to ensuring the overall torsional stiffness of the subframe system 2 and the uniform dispersion of the force.

[0096] In some embodiments of the present application, both the first cross beam 21 and the second cross beam 22 are integrally formed parts. That is to say, the first cross beam 21 and the second cross beam 22 in the present application can be configured as integrally formed parts. For example, the first cross beam 21 and the second cross beam 22 can be manufactured by a stamping process with an equal cross-section, which can realize the sharing of the first cross beam 21 and the second cross beam 22 and improve the material utilization efficiency.

[0097] The vehicle according to the second aspect embodiment of the present application includes the suspension system 100 in the first aspect embodiment.

[0098] According to the vehicle provided by the second aspect embodiment of the present application, by providing the above-mentioned suspension system 100, the first mounting point 211, the second mounting point 212 of the first cross beam 21, and the third mounting point 221, the fourth mounting point 222 of the second cross beam 22 can form a rectangular structure on the same horizontal plane. Among them, the first lateral control arm 51 is connected between the first mounting point 211 and the first wheel hub bracket 3, the second lateral control arm 52 is connected between the second mounting point 212 and the second wheel hub bracket 4, the third lateral control arm 53 is connected between the third mounting point 221 and the first wheel hub bracket 3, and the fourth lateral control arm 54 is connected between the fourth mounting point 222 and the second wheel hub bracket 4. With such a setting, since the first mounting point 211, the second mounting point 212, the third mounting point 221, and the fourth mounting point 222 form a regular rectangular structure on the same horizontal plane, the force transmission paths of each mounting point can be optimized, so that the first lateral control arm 51, the second lateral control arm 52, the third lateral control arm 53, and the fourth lateral control arm 54 can better disperse the impact force transmitted to the first cross beam 21 and the second cross beam 22, and further make the force on the suspension system 100 more uniform, enabling it to meet the usage requirements of new energy vehicles.

[0099] It should also be noted that the term "including", "comprising" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, commodity or device including a series of elements not only includes those elements, but also includes other elements not explicitly listed, or elements inherent to such a process, method, commodity or device. Without further limitation, the element defined by the statement "including one..." does not exclude the existence of another identical element in the process, method, commodity or device including the said element.

[0100] Each embodiment in this specification is described in a progressive manner. The same or similar parts among the embodiments can be referred to each other, and the differences between each embodiment and other embodiments are emphasized. In particular, for the system embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can refer to the description of the method embodiment.

[0101] The above are only the embodiments of the present application and are not used to limit the present application. For those skilled in the art, the present application can have various changes and modifications. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included within the scope of the claims of the present application.

[0102] Although the embodiments of the present application are described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present application, and such modifications and variations fall within the scope defined by the appended claims.

Claims

1. A suspension system, characterized in that: include: A subframe system, the subframe system comprising a first crossbeam and a second crossbeam, the first crossbeam and the second crossbeam being arranged opposite to each other and spaced apart in a length direction of the vehicle, the first crossbeam and the second crossbeam being connected to a main frame, the first crossbeam having a first mounting point and a second mounting point being symmetrically arranged and spaced apart in a width direction of the vehicle, the second crossbeam having a third mounting point and a fourth mounting point being symmetrically arranged and spaced apart in a width direction of the vehicle, and the first mounting point being symmetrical to the third mounting point, and the second mounting point being symmetrical to the fourth mounting point in a length direction of the vehicle; a first wheel hub bracket and a second wheel hub bracket, wherein the first wheel hub bracket and the second wheel hub bracket are respectively arranged on both sides of the sub-frame system along the width direction of the vehicle, and the first wheel hub bracket is closer to the first mounting point and the third mounting point than the second wheel hub bracket, and the second wheel hub bracket is closer to the second mounting point and the fourth mounting point than the first wheel hub bracket; A control arm system, the control arm system includes a first lateral control arm, a second lateral control arm, a third lateral control arm and a fourth lateral control arm, the first lateral control arm is connected to the first mounting point and the first wheel hub bracket, the second lateral control arm is connected to the second mounting point and the second wheel hub bracket, the third lateral control arm is connected to the third mounting point and the first wheel hub bracket, and the fourth lateral control arm is connected to the fourth mounting point and the second wheel hub bracket.

2. The suspension system according to claim 1, characterized in that: Along the width direction of the vehicle, the first transverse control arm and the second transverse control arm are symmetrically arranged, and the projections of the first transverse control arm and the second transverse control arm in the height direction of the vehicle are parallel to the width direction of the vehicle. Along the width direction of the vehicle, the third transverse control arm and the fourth transverse control arm are symmetrically arranged, and the projections of the third transverse control arm and the fourth transverse control arm in the height direction of the vehicle are parallel to the width direction of the vehicle. Along the length direction of the vehicle, the first transverse control arm is symmetrical to the third transverse control arm, and the second transverse control arm is symmetrical to the fourth transverse control arm.

3. The suspension system according to claim 1, characterized in that: The first cross beam further has a fifth mounting point and a sixth mounting point symmetrically arranged and spaced apart in the width direction of the vehicle, the fifth mounting point being located at a side of the first mounting point away from the second mounting point, the fifth mounting point being spaced apart from the first mounting point, and being higher than the first mounting point in the height direction of the vehicle, and the sixth mounting point being located at a side of the second mounting point away from the first mounting point, the sixth mounting point being spaced apart from the second mounting point, and being higher than the second mounting point in the height direction of the vehicle; The second cross beam further has a seventh mounting point and an eighth mounting point symmetrically arranged and spaced apart along the width direction of the vehicle, the seventh mounting point being located on a side of the third mounting point away from the fourth mounting point, the seventh mounting point being spaced apart from the third mounting point, and along the height direction of the vehicle, the seventh mounting point is higher than the third mounting point, the eighth mounting point being located on a side of the fourth mounting point away from the third mounting point, the eighth mounting point being spaced apart from the fourth mounting point, and along the height direction of the vehicle, the eighth mounting point is higher than the fourth mounting point; Along the length direction of the vehicle, the fifth mounting point is symmetrical to the seventh mounting point, and the sixth mounting point is symmetrical to the eighth mounting point; Along the width direction of the vehicle, the control arm system includes a fifth lateral control arm and a sixth lateral control arm that are symmetrically arranged, one end of the fifth lateral control arm is connected to the fifth mounting point and the seventh mounting point, the other end of the fifth lateral control arm is connected to the first wheel hub bracket, one end of the sixth lateral control arm is connected to the sixth mounting point and the eighth mounting point, and the other end of the sixth lateral control arm is connected to the second wheel hub bracket.

4. The suspension system according to claim 3, characterized in that: The fifth transverse control arm comprises a first transverse arm and a second transverse arm, and the first transverse arm and the second transverse arm are symmetrically arranged along the length direction of the vehicle, the first transverse arm is connected to the fifth mounting point, the second transverse arm is connected to the seventh mounting point, and the projections of the first transverse arm and the second transverse arm in the height direction of the vehicle are both parallel to the width direction of the vehicle; The sixth transverse control arm includes a third transverse arm and a fourth transverse arm. The third transverse arm and the fourth transverse arm are symmetrically arranged along the length direction of the vehicle. The third transverse arm is connected to the sixth mounting point, and the fourth transverse arm is connected to the eighth mounting point. The projections of the third and fourth transverse arms in the height direction of the vehicle are parallel to the width direction of the vehicle.

5. The suspension system according to claim 3, characterized in that: The control arm system also includes: a first longitudinal control arm and a second longitudinal control arm, wherein the first longitudinal control arm and the second longitudinal control arm are arranged opposite to each other and spaced apart along the width direction of the vehicle, wherein the first longitudinal control arm is closer to the first wheel hub bracket than the second longitudinal control arm, and the second longitudinal control arm is closer to the second wheel hub bracket than the first longitudinal control arm, the first longitudinal control arm is connected between the main frame and the first wheel hub bracket, and the second longitudinal control arm is connected between the main frame and the second wheel hub bracket.

6. The suspension system according to any one of claims 1 to 5, characterized in that: Also includes: A first shock absorber assembly and a second shock absorber assembly, the subframe system also includes a first shock absorber mounting bracket and a second shock absorber mounting bracket, along the width direction of the vehicle, the first shock absorber mounting bracket and the second shock absorber mounting bracket are arranged at intervals, and the first shock absorber mounting bracket is closer to the first wheel hub bracket than the second shock absorber mounting bracket, and the second shock absorber mounting bracket is closer to the second wheel hub bracket than the first shock absorber mounting bracket, the first shock absorber mounting bracket and the second shock absorber mounting bracket are both fixedly connected between the first cross beam and the second cross beam, wherein the first shock absorber assembly is connected to the first shock absorber mounting bracket and the first wheel hub bracket, and the second shock absorber assembly is connected to the second shock absorber mounting bracket and the second wheel hub bracket.

7. The suspension system according to claim 6, characterized in that: The subframe system further includes: a first stabilizer bar mounting bracket and a second stabilizer bar mounting bracket, the first stabilizer bar mounting bracket and the second stabilizer bar mounting bracket are both used to mount a stabilizer bar, the first stabilizer bar mounting bracket and the second stabilizer bar mounting bracket are spaced apart along the width direction of the vehicle, and the first stabilizer bar mounting bracket and the second stabilizer bar mounting bracket are both arranged between the first shock absorber mounting bracket and the second shock absorber mounting bracket, and the first stabilizer bar mounting bracket and the second stabilizer bar mounting bracket are both fixedly connected between the first cross beam and the second cross beam.

8. The suspension system according to claim 6, characterized in that The subframe system further includes a first reinforcement and a second reinforcement. The first reinforcement and the second reinforcement are spaced apart along the width direction of the vehicle, and the first reinforcement and the second reinforcement are both disposed between the first shock absorber mounting bracket and the second shock absorber mounting bracket. The first reinforcement and the second reinforcement are both fixedly connected between the first cross beam and the second cross beam.

9. The suspension system according to claim 1, characterized in that: The first cross beam and the second cross beam are both integrally formed parts.

10. A vehicle, characterized in that: Comprising a suspension system according to any one of claims 1-9.

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