Suspension system and vehicle

Abstract

The application relates to the technical field of suspensions, and discloses a suspension system and a vehicle, the suspension system comprising a sub-frame system, a first wheel hub support, a second wheel hub support and a control arm system, the sub-frame system comprising a first cross beam and a second cross beam, 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 being capable of forming a rectangular structure on the same horizontal plane, the control arm system comprising 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 being connected to the first mounting point and the first wheel hub support, the second transverse control arm being connected to the second mounting point and the second wheel hub support, the third transverse control arm being connected to the third mounting point and the first wheel hub support, and the fourth transverse control arm being connected to the fourth mounting point and the second wheel hub support. Therefore, the force transmission paths of the mounting points can be optimized, and the suspension system is more uniformly stressed.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of suspension, in particular to a suspension system and a vehicle. BACKGROUND

[0002] In the related art, the suspension system mainly consists of a sub-frame system, a control arm system and a hub support, wherein the sub-frame system is connected with a main frame, and the control arm system transmits vertical force, lateral force and longitudinal force to the main frame through the sub-frame system, so as to realize motion posture control when the vehicle moves.

[0003] However, with the rapid development of new energy vehicles, the overall vehicle weight is getting larger and larger, and the overall vehicle control is getting more and more complex. For new energy vehicles, the traditional suspension system cannot effectively disperse impact force, resulting in uneven stress on the entire suspension system. SUMMARY

[0004] The present application provides a suspension system and a vehicle, which solves the technical problem that the traditional suspension system cannot effectively disperse impact force, and improves the use performance of the suspension system.

[0005] In order to achieve the above purpose, the main technical scheme adopted by the present application includes:

[0006] In a first aspect, the present application provides a suspension system, comprising:

[0007] The sub-frame system comprises a first cross beam and a second cross beam, which are oppositely arranged and spaced apart along the length direction of the vehicle, and are connected with the main frame. The first cross beam has a first mounting point and a second mounting point symmetrically arranged and spaced apart along the width direction of the vehicle. The second cross beam has a third mounting point and a fourth mounting point symmetrically arranged and spaced apart along the width direction of the vehicle. The first mounting point is symmetric to the third mounting point, and the second mounting point is symmetric to the fourth mounting point along the length direction of the vehicle.

[0008] The first hub support and the second hub support are arranged on both sides of the sub-frame system along the width direction of the vehicle. The first hub support is closer to the first mounting point and the third mounting point than the second hub support, and the second hub support is closer to the second mounting point and the fourth mounting point than the first hub support.

[0009] 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 mounting point and the first hub support, the second transverse control arm is connected to the second mounting point and the second hub support, the third transverse control arm is connected to the third mounting point and the first hub support, and the fourth transverse control arm is connected to the fourth mounting point and the second hub support.

[0010] According to the suspension system provided in the first aspect 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, the first transverse control arm is connected between the first mounting point and the first hub support, the second transverse control arm is connected between the second mounting point and the second hub support, the third transverse control arm is connected between the third mounting point and the first hub support, and the fourth transverse control arm is connected between the fourth mounting point and the second hub support. In this way, 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 paths of the mounting points can be optimized, the first transverse control arm, the second transverse control arm, the third transverse control arm and the fourth transverse control arm can better disperse the impact force transmitted to the first cross beam and the second cross beam, and thus the suspension system can bear force more evenly and can meet the use requirements of new energy vehicles.

[0011] Optionally, 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 symmetric to the third transverse control arm, and the second transverse control arm is symmetric to the fourth transverse 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 which 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] 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 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 along 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 along the height direction of the vehicle, the eighth mounting point is higher than the fourth mounting point;

[0014] 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.

[0015] Along the width direction of the vehicle, the control arm system comprises a fifth transverse control arm and a sixth transverse control arm symmetrically arranged, one end of the fifth transverse control arm is connected with the fifth mounting point and the seventh mounting point, the other end of the fifth transverse control arm is connected with the first hub support, one end of the sixth transverse control arm is connected with the sixth mounting point and the eighth mounting point, and the other end of the sixth transverse control arm is connected with the second hub support.

[0016] Optionally, the fifth transverse control arm comprises a first cross arm and a second cross arm, the first cross arm and the second cross arm are symmetrically arranged along the length direction of the vehicle, the first cross arm is connected with the fifth mounting point, the second cross arm is connected with the seventh mounting point, and the projections of the first cross arm and the second cross arm in the height direction of the vehicle are parallel to the width direction of the vehicle.

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

[0018] Optionally, the control arm system further comprises a first longitudinal control arm and a second longitudinal control arm, the first longitudinal control arm and the second longitudinal control arm are oppositely arranged and spaced apart along the width direction of the vehicle, wherein the first longitudinal control arm is closer to the first hub support than the second longitudinal control arm, the second longitudinal control arm is closer to the second hub support than the first longitudinal control arm, the first longitudinal control arm is connected between the main frame and the first hub support, and the second longitudinal control arm is connected between the main frame and the second hub support.

[0019] Optionally, the subframe system further comprises a first shock absorber assembly and a second shock absorber assembly, and the subframe system further comprises a first shock absorber mounting bracket and a second shock absorber mounting bracket, the first shock absorber mounting bracket and the second shock absorber mounting bracket are arranged in a width direction of the vehicle, the first shock absorber mounting bracket is closer to the first hub bracket than the second shock absorber mounting bracket, and the second shock absorber mounting bracket is closer to the second hub bracket than the first shock absorber mounting bracket, and 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, wherein the first shock absorber assembly is connected to the first shock absorber mounting bracket and the first hub bracket, and the second shock absorber assembly is connected to the second shock absorber mounting bracket and the second hub bracket.

[0020] Optionally, the subframe system further comprises 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 for mounting a stabilizer bar, the first stabilizer bar mounting bracket and the second stabilizer bar mounting bracket are arranged in a 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 are fixedly connected between the first cross beam and the second cross beam.

[0021] Optionally, the subframe system further comprises a first reinforcing member and a second reinforcing member, the first reinforcing member and the second reinforcing member are arranged in a width direction of the vehicle, and the first reinforcing member and the second reinforcing member are both arranged between the first shock absorber mounting bracket and the second shock absorber mounting bracket and are fixedly connected between the first cross beam and the second cross beam.

[0022] Optionally, the first cross beam and the second cross beam are both one-piece components.

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

[0024] According to the vehicle provided by the second aspect 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, the first lateral control arm is connected between the first mounting point and the first hub support, the second lateral control arm is connected between the second mounting point and the second hub support, the third lateral control arm is connected between the third mounting point and the first hub support, and the fourth lateral control arm is connected between the fourth mounting point and the second hub support. In this way, 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, the impact force transmitted to the first cross beam and the second cross beam can be better dispersed by the first lateral control arm, the second lateral control arm, the third lateral control arm and the fourth lateral control arm, and the stress of the suspension system is more uniform, so that the use requirement of the new energy vehicle can be met. BRIEF DESCRIPTION OF DRAWINGS

[0025] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced. Obviously, the drawings in the following description are some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0026] Figure 1 An assembly view of the suspension system and the main frame is provided for an embodiment of the present application.

[0027] Figure 2 A perspective view of the suspension system is provided for an embodiment of the present application.

[0028] Figure 3 A front view of the sub-frame system and the control arm system is provided for an embodiment of the present application.

[0029] Figure 4 A perspective view of the sub-frame system is provided for an embodiment of the present application.

[0030] Figure 5 An assembly view of the control arm system, the first shock absorber assembly and the second shock absorber assembly is provided for an embodiment of the present application.

[0031] Figure 6 A bottom view of the control arm system is provided for an embodiment of the present application.

[0032] Figure 7 A top view of the first lateral control arm, the second lateral control arm, the third lateral control arm and the fourth lateral control arm is provided for an embodiment of the present application.

[0033] [Reference Signs List]

[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 27; second reinforcement 28;

[0036] First hub carrier 3;

[0037] Second hub carrier 4;

[0038] Control arm system 5; first lateral control arm 51; second lateral control arm 52; third lateral control arm 53; fourth lateral control arm 54; fifth lateral control arm 55; first lateral arm 551; second lateral arm 552; sixth lateral control arm 56; third lateral arm 561; fourth lateral 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 DESCRIPTION

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

[0044] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms "comprising" and "having," and any variations thereof, in the description, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the description, claims, or accompanying drawings of this application are used to distinguish different objects, not to describe a specific order or hierarchy.

[0045] In this application, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be 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 expressly specified and limited, the terms "installation," "connection," "linking," and "attachment" 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 direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0047] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0048] In this application, "multiple" refers to two or more (including two), and similarly, "multiple groups" refers to two or more (including two), and "multiple pieces" refers to two or more (including two).

[0049] It should be noted that in the relevant technology, the suspension system mainly consists of a subframe system, a control arm system, and wheel hub brackets. The subframe system is connected to the main frame, and the control arm system transmits vertical, lateral, and longitudinal forces to the main frame through the subframe system to facilitate the control of the vehicle's motion posture during movement.

[0050] However, with the rapid development of new energy vehicles, the weight of the whole vehicle is getting larger and larger, and the whole vehicle control is getting more and more complex, and for new energy vehicles, the traditional suspension system is difficult to effectively disperse the impact force, resulting in uneven stress of the whole suspension system

[0051] Based on this, the application provides 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, wherein the first transverse control arm 51 is connected between the first mounting point 211 and the first hub bracket 3, the second transverse control arm 52 is connected between the second mounting point 212 and the second hub bracket 4, the third transverse control arm 53 is connected between the third mounting point 221 and the first hub bracket 3, and the fourth transverse control arm 54 is connected between the fourth mounting point 222 and the second hub bracket 4. By arranging in this way, 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 transverse control arm 51, the second transverse control arm 52, the third transverse control arm 53 and the fourth transverse control arm 54 can better disperse the impact force transmitted to the first cross beam 21 and the second cross beam 22, thereby making the suspension system 100 bear more uniform stress, so that it can meet the use requirements of new energy vehicles.

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

[0053] Specifically, the sub-frame system 2 comprises a first cross beam 21 and a second cross beam 22, which are arranged opposite to each other and spaced apart along the length direction X of the vehicle, and the first cross beam 21 and the second cross beam 22 are connected with the main frame 200. For example, as shown in Figure 1 , the main frame 200 comprises a first longitudinal beam 201 and a second longitudinal beam 202, wherein the first longitudinal beam 201 and the second longitudinal beam 202 are arranged opposite to each other and spaced apart along the width direction Y of the vehicle, and 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 width direction Y of the vehicle, the first cross beam 21 has the first mounting point 211 and the second mounting point 212 symmetrically arranged and spaced apart, along the width direction Y of the vehicle, the second cross beam 22 has the third mounting point 221 and the fourth mounting point 222 symmetrically arranged and spaced apart, and along the length direction X of the vehicle, the first mounting point 211 is symmetric to the third mounting point 221, and the second mounting point 212 is symmetric to the fourth mounting point 222, so that 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.

[0055] Further, along the width direction Y of the vehicle, the first hub bracket 3 and the second hub bracket 4 are respectively arranged on the left and right sides of the subframe system 2, and the first hub bracket 3 is closer to the first mounting point 211 and the third mounting point 221 than the second hub bracket 4, and the second hub bracket 4 is closer to the second mounting point 212 and the fourth mounting point 222 than the first hub bracket 3, in some embodiments of the present application, the first hub bracket 3 and the second hub bracket 4 are arranged on the left and right sides of the subframe system 2 respectively, and 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. Figure 2 The first hub bracket 3 and the second hub bracket 4 are respectively arranged on the left and right sides of the subframe system 2, and 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 shown in Figure 2 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 hub bracket 3, the second transverse control arm 52 is connected to the second mounting point 212 and the second hub bracket 4, the third transverse control arm 53 is connected to the third mounting point 221 and the first hub bracket 3, and the fourth transverse control arm 54 is connected to the fourth mounting point 222 and the second hub bracket 4.

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

[0058] When the first wheel support 3 moves up and down, the first transverse control arm 51 makes circular arc movement around the first mounting point 211, and the third transverse control arm 53 makes circular arc movement around the third mounting point 221, so that the movement track of the first wheel support 3 in the height direction Z of the vehicle and the width direction Y of the vehicle can be controlled through the first transverse control arm 51 and the third transverse control arm 53, and part of the impact force (including the longitudinal impact force in the length direction X of the vehicle and the lateral impact force in the width direction Y of the vehicle) borne by the first wheel support 3 is transmitted to the first cross beam 21 through the first transverse control arm 51, and part of the impact force (including the longitudinal impact force in the length direction X of the vehicle and the lateral impact force in the width direction Y of the vehicle) borne by the first wheel support 3 is transmitted to the second cross beam 22 through the third transverse control arm 53.

[0059] When the second wheel support 4 moves up and down, the second transverse control arm 52 makes circular arc movement around the second mounting point 212, and the fourth transverse control arm 54 makes circular arc movement around the fourth mounting point 222, so that the movement track of the second wheel support 4 in the height direction Z of the vehicle and the width direction Y of the vehicle can be controlled through the second transverse control arm 52 and the fourth transverse control arm 54, and part of the impact force (including the longitudinal impact force in the length direction X of the vehicle and the lateral impact force in the width direction Y of the vehicle) borne by the second wheel support 4 is transmitted to the first cross beam 21 through the second transverse control arm 52, and part of the impact force (including the longitudinal impact force in the length direction X of the vehicle and the lateral impact force in the width direction Y of the vehicle) borne by the second wheel support 4 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, and 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 shown in 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 transverse control arm 51, the connection points of the first cross beam 21 and the second transverse control arm 52, the connection points of the second cross beam 22 and the third transverse control arm 53, and the connection points of the second cross beam 22 and the fourth transverse control arm 54. In this way, the lateral impact force 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, the lateral impact force 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, and since the first mounting point 211 and the third mounting point 221 are symmetrical along the length direction X of the vehicle, the second mounting point 212 and the third mounting point 221 are symmetrical along the length direction X of the vehicle, when the first cross beam 21 and the second cross beam 22 are subjected to a longitudinal impact force, the first mounting point 211 and the third mounting point 221 can form a two-force balance in the length direction X of the vehicle, and the second mounting point 212 and the fourth mounting point 222 can form a two-force balance in the length direction X of the vehicle, thereby optimizing the force transmission path of the first mounting point 211, the second mounting point 212, the third mounting point 221, and the fourth mounting point 222, i.e. making the first transverse control arm 51, the second transverse control arm 52, the third transverse control arm 53, and the fourth transverse control arm 54 better disperse the impact force transmitted to the first cross beam 21 and the second cross beam 22, thereby making the suspension system 100 more evenly stressed, so that it can meet the use requirements of new energy vehicles.

[0061] It should be noted that the first transverse control arm 51 and the first cross beam 21 and the first hub bracket 3 can be connected through a flexible kinetic energy absorbing member such as a bushing, the second transverse control arm 52 and the first cross beam 21 and the second hub bracket 4 can be connected through a flexible kinetic energy absorbing member such as a bushing, the third transverse control arm 53 and the second cross beam 22 and the first hub bracket 3 can be connected through a flexible kinetic energy absorbing member such as a bushing, and the fourth transverse control arm 54 and the second cross beam 22 and the second hub bracket 4 can be connected through a flexible kinetic energy absorbing member such as a bushing. In this way, the bushing can absorb the impact generated by the suspension system 100 in torsion, deflection and displacement, which is conducive to further improving the stability and vibration isolation performance of the suspension system 100.

[0062] According to the suspension system 100 provided in the first aspect of the present application, the first mounting point 211 and the second mounting point 212 of the first cross beam 21 and the third mounting point 221 and the fourth mounting point 222 of the second cross beam 22 can form a rectangular structure on the same horizontal plane, wherein the first lateral control arm 51 is connected between the first mounting point 211 and the first hub bracket 3, the second lateral control arm 52 is connected between the second mounting point 212 and the second hub bracket 4, the third lateral control arm 53 is connected between the third mounting point 221 and the first hub bracket 3, and the fourth lateral control arm 54 is connected between the fourth mounting point 222 and the second hub bracket 4. In this way, 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 the mounting points 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, thereby making the suspension system 100 bear force more evenly and meeting the use requirements of new energy vehicles.

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

[0064] Specifically, as shown in Figures 1-3 and Figure 5 , along the height direction Z of the vehicle, the height of the first mounting point 211 is higher than the height of the connection point of the first lateral control arm 51 and the first hub bracket 3, the height of the second mounting point 212 is higher than the height of the connection point of the second lateral control arm 52 and the second hub bracket 4, the height of the third mounting point 221 is higher than the height of the connection point of the third lateral control arm 53 and the first hub bracket 3, and the height of the fourth mounting point 222 is higher than the height of the connection point of the fourth lateral control arm 54 and the second hub bracket 4. In this way, 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 have better support functions.

[0065] Further, as shown in Figure 6and Figure 7 As shown, the projections of the first and second lateral control arms 51, 52 in the height direction Z of the vehicle are consistent with the extending direction of the first cross beam 21, and the first and second lateral control arms 51, 52 are symmetrically arranged along the width direction Y of the vehicle, and similarly, the projections of the third and fourth lateral control arms 53, 54 in the height direction Z of the vehicle are consistent with the extending direction of the second cross beam 22, and the third and fourth lateral control arms 53, 54 are symmetrically arranged along the width direction Y of the vehicle, the first lateral control arm 51 and the third lateral control wall form a third rectangle C, and the second lateral control arm 52 and the fourth lateral control wall form another third rectangle C, in this way, the lateral impact force transmitted by the first lateral control arm 51 to the first cross beam 21 is consistent with the extending direction of the first cross beam 21, the lateral impact force transmitted by the second lateral control arm 52 to the first cross beam 21 is consistent with the extending direction of the first cross beam 21, and the lateral impact force transmitted by the first lateral control arm 51 to the first cross beam 21 and the lateral impact force transmitted by the second lateral control arm 52 to the first cross beam 21 can form a two-force balance, which is beneficial to further dispersing the lateral impact force on the first cross beam 21, so as to make the stress of the first cross beam 21 more uniform; further, the lateral impact force transmitted by the third lateral control arm 53 to the second cross beam 22 is consistent with the extending direction of the second cross beam 22, the lateral impact force transmitted by the fourth lateral control arm 54 to the second cross beam 22 is consistent with the extending direction of the second cross beam 22, and the lateral impact force transmitted by the third lateral control arm 53 to the second cross beam 22 and the lateral impact force transmitted by the fourth lateral control arm 54 to the second cross beam 22 can form a two-force balance, which is beneficial to further dispersing the lateral impact force on the second cross beam 22, so as to make the stress of the second cross beam 22 more uniform.

[0066] Further, along the length direction X of the vehicle, the first lateral control arm 51 and the third lateral control arm 53 are symmetrical, so that the impact force transmitted by the first hub support 3 to the first and third lateral control arms 51, 53 is more uniform, which is beneficial to further balancing the impact force on the first and second cross beams 21, 22, so as to make the stress of the first and second cross beams 21, 22 more uniform; similarly, along the length direction X of the vehicle, the second lateral control arm 52 and the fourth lateral control arm 54 are symmetrical, so that the impact force transmitted by the second hub support 4 to the second and fourth lateral control arms 52, 54 is more uniform, which is also beneficial to further balancing the impact force on the first and second cross beams 21, 22, so as to further improve the stress uniformity of the first and second cross beams 21, 22.

[0067] In some embodiments of the present application, as Figures 2-4As shown, along the width direction Y of the vehicle, the first crossbeam 21 also 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, and is spaced apart from the first mounting point 211. Along the height direction Z of the vehicle, 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, and is spaced apart from the second mounting point 212. Along the height direction Z of the vehicle, the sixth mounting point 214 is higher than the second mounting point 212. Along the width direction Y of the vehicle, the second crossbeam 22 also 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, and is spaced apart from the third mounting point 212. Mounting points 221 are spaced apart and along the height direction Z of the vehicle, the seventh mounting point is higher than the third mounting point 221, and 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 height direction Z of the vehicle, the eighth mounting point is higher than the fourth mounting point 222. Along the length direction X of the vehicle, the fifth mounting point 213 is symmetrical to the seventh mounting point, and the sixth mounting point 214 is symmetrical to the eighth mounting point. Along the width direction Y of the vehicle, the control arm system 5 includes a symmetrically arranged fifth lateral control arm 55 and a sixth lateral control arm 56. One end of the fifth lateral control arm 55 is connected to both the fifth mounting point 213 and the seventh mounting point, and 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, and the other end of the sixth lateral control arm 56 is connected to the second wheel hub bracket 4.

[0068] Specifically, according to the subframe system 2 Figure 3 Taking the placement direction shown as an example, along the width direction Y of the vehicle, the fifth mounting point 213 is located to the left of the first mounting point 211, and the sixth mounting point 214 is located to the right of the second mounting point 212. Along the height direction Z of the vehicle, the fifth mounting point 213 is higher than the first mounting point 211, and the sixth mounting point 214 is higher than the second mounting point 212. The height of the fifth mounting point 213 is the same as the height of the sixth mounting point 214. With this arrangement, 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 trapezoidal 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, thereby forming an isosceles trapezoidal structure that is coplanar in the height direction.

[0069] Furthermore, continuing with subframe system 2 according to Figure 3The shown arrangement direction is used as an example to illustrate that, along the width direction Y of the vehicle, 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 height direction Z of the vehicle, the seventh mounting point is higher than the third mounting point 221, the eighth mounting point is higher than the fourth mounting point 222, and the height of the seventh mounting point is the same as that of the eighth mounting point. In this way, 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 trapezoidal structure. Preferably, the third mounting point 221, the fourth mounting point 222, the seventh mounting point and the eighth mounting point can be configured on the same vertical plane, so as to form an isosceles trapezoidal structure that is coplanar in the height direction.

[0070] Further, along the length direction X of the vehicle, the fifth mounting point 213 is symmetrical to the seventh mounting point, and the sixth mounting point 214 is symmetrical to the eighth mounting point. When the first wheel hub bracket 3 moves up and down, the fifth transverse control arm 55 performs a circular arc motion around the fifth mounting point 213 and the seventh mounting point. Due to the different lengths of the first transverse control wall, the third transverse control wall and the fifth transverse control wall, 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 toe angle change of the tire connected to the first wheel hub bracket 3, when the first wheel hub bracket 3 moves up and down. Similarly, when the second wheel hub bracket 4 moves up and down, the sixth transverse control arm 56 performs a circular arc motion around the sixth mounting point 214 and the eighth mounting point. Due to the different lengths of the second transverse control wall, the fourth transverse control wall and the sixth transverse control wall, 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 toe angle change of the tire connected to the second wheel hub bracket 4, when the second wheel hub bracket 4 moves up and down.

[0071] It should be noted that the fifth transverse control arm 55 transmits the impact force (including the lateral impact force and the longitudinal impact force) to the first cross beam 21 through the fifth mounting point 213, and transmits the impact force (including the lateral 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 lateral 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 lateral 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 the lateral impact force to the first cross beam 21 through the fifth mounting point 213, the sixth lateral control arm 56 transmits the lateral impact force to the first cross beam 21 through the sixth mounting point 214, the first lateral control arm 51 transmits the lateral impact force to the first cross beam 21 through the first mounting point 211, and the second lateral control arm 52 transmits the lateral impact force to the first cross beam 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 trapezoidal structure, the first mounting point 211 and the second mounting point 212 can form a two-force balance in the width direction Y of the vehicle, and the fifth mounting point 213 and the sixth mounting point 214 can form a two-force balance in the width direction Y of the vehicle, which is conducive to further dispersing and transmitting the lateral impact force of the first cross beam 21, and the isosceles trapezoidal structure is more regular, and the load-bearing performance is better, thereby facilitating improvement of the stability of the first cross beam 21.

[0073] Further, during the operation of the vehicle, the fifth lateral control arm 55 transmits the lateral impact force to the second cross beam 22 through the seventh mounting point, the sixth lateral control arm 56 transmits the lateral impact force to the second cross beam 22 through the eighth mounting point, the third lateral control arm 53 transmits the lateral impact force to the second cross beam 22 through the third mounting point 221, and the fourth lateral control arm 54 transmits the lateral impact force to the second cross beam 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 trapezoidal structure, the third mounting point 221 and the fourth mounting point 222 can form a two-force balance in the width direction Y of the vehicle, and the seventh mounting point and the eighth mounting point can form a two-force balance in the width direction Y of the vehicle, which is conducive to further dispersing and transmitting the lateral impact force of the second cross beam 22, and the isosceles trapezoidal structure is more regular, and the load-bearing performance is better, thereby facilitating improvement of the stability of the second cross beam 22.

[0074] Further, as shown in Figure 6 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 shown in Figure 6As shown, the rectangular structure is composed of the connection point of the first cross beam 21 and the fifth control arm 55, the connection point of the second cross beam 22 and the fifth control arm 55, the connection point of the first cross beam 21 and the sixth control arm 56, and the connection point of the second cross beam 22 and the sixth control arm 56, which forms a second rectangle B. Due to the symmetry of the fifth mounting point 213 and the seventh mounting point along the length direction X of the vehicle, and the symmetry of the sixth mounting point 214 and the eighth mounting point along the length direction X of the vehicle, when the longitudinal impact force of the fifth control arm 55 is transmitted to the fifth mounting point 213 and the seventh mounting point respectively, the longitudinal impact force of the fifth mounting point 213 and the seventh mounting point can form a two-force balance in the length direction X of the vehicle, and similarly, the longitudinal impact force of the sixth mounting point 214 and the eighth mounting point can form a two-force balance in the length direction X of the vehicle, thereby optimizing the force transmission path of the fifth mounting point 213, the sixth mounting point 214, the seventh mounting point and the eighth mounting point, that is, making the fifth control arm 55 and the sixth control arm 56 better disperse the impact force transmitted to the first cross beam 21 and the second cross beam 22, thereby making the suspension system 100 bear force more evenly.

[0075] It should be noted that the fifth control arm 55 and the first cross beam 21, the second cross beam 22 and the first hub support 3 can be connected through a flexible kinetic energy absorbing member such as a bushing, and the sixth control arm 56 and the first cross beam 21, the second cross beam 22 and the second hub support 4 can be connected through a flexible kinetic energy absorbing member such as a bushing. In this way, the bushing can absorb the impact generated by the suspension system 100 in torsion, deflection and displacement, which is conducive to further improving the stability and vibration isolation performance of the suspension system 100.

[0076] Further, by using the isosceles trapezoidal and square mounting structure design, the space utilization and material utilization of the subframe connection system can be improved under the premise of meeting the assembly space, structural rigidity and strength.

[0077] In some embodiments of the present application, as shown in Figure 5 As shown, the fifth control arm 55 includes a first cross arm 551 and a second cross arm 552, which are symmetrically arranged along the length direction X of the vehicle. 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. The projections of the first cross arm 551 and the second cross arm 552 in the height direction Z of the vehicle are parallel to the width direction Y of the vehicle. The sixth control arm 56 includes a third cross arm 561 and a fourth cross arm 562, which are symmetrically arranged along the length direction X of the vehicle. 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. The projections of the third cross arm 561 and the fourth cross arm 562 in the height direction Z of the vehicle are parallel to the width direction Y of the vehicle.

[0078] Specifically, the projections of the first cross arm 551 and the third cross arm 561 in the height direction Z of the vehicle are consistent with the extension direction of the first cross beam 21, and the first cross arm 551 and the third cross arm 561 are symmetrically arranged along the width direction Y of the vehicle. Similarly, the projections of the second cross arm 552 and the fourth cross arm 562 in the height direction Z of the vehicle are consistent with the extension direction of the second cross beam 22, and the second cross arm 552 and the fourth cross arm 562 are symmetrically arranged along the width direction Y of the vehicle. In this way, the lateral impact force transmitted to the first cross beam 21 by the first cross arm 551 is consistent with the extension direction of the first cross beam 21, the lateral impact force transmitted to the first cross beam 21 by the third cross arm 561 is consistent with the extension direction of the first cross beam 21, and the lateral impact force transmitted to the first cross beam 21 by the first cross arm 551 and the lateral impact force transmitted to the first cross beam 21 by the third cross arm 561 can form a two-force balance, which is beneficial to further dispersing the lateral impact force on the first cross beam 21, so that the stress on the first cross beam 21 is more uniform. Further, the lateral impact force transmitted to the second cross beam 22 by the second cross arm 552 is consistent with the extension direction of the second cross beam 22, the lateral impact force transmitted to the second cross beam 22 by the fourth cross arm 562 is consistent with the extension direction of the second cross beam 22, and the lateral impact force transmitted to the second cross beam 22 by the second cross arm 552 and the lateral impact force transmitted to the second cross beam 22 by the fourth cross arm 562 can form a two-force balance, which is beneficial to further dispersing the lateral impact force on the second cross beam 22, so that the stress on the second cross beam 22 is more uniform.

[0079] Further, along the length direction X of the vehicle, the first cross arm 551 and the second cross arm 552 are symmetrical, so that the impact force transmitted to the first cross arm 551 and the second cross arm 552 by the first hub support 3 is more uniform, which is beneficial to further balance the impact force on the first cross beam 21 and the second cross beam 22, so that the stress on the first cross beam 21 and the second cross beam 22 is more uniform. Similarly, along the length direction X of the vehicle, the third cross arm 561 and the fourth cross arm 562 are symmetrical, so that the impact force transmitted to the third cross arm 561 and the fourth cross arm 562 by the second hub support 4 is more uniform, which is also beneficial to further balance the impact force on the first cross beam 21 and the second cross beam 22, so as to further improve the stress uniformity of the first cross beam 21 and the second cross beam 22.

[0080] In some embodiments of the present application, as shown in Figure 3 , the fifth cross control arm 55 and the sixth cross control arm 56 are designed as an L-shaped structure in the front view, so that the upward jumping space of the first hub support 3 and the second hub support 4 is improved, and the span of the main frame 200 girder in the width direction Y of the vehicle is ensured.

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

[0082] Specifically, along the width direction Y of the vehicle, the first longitudinal control arm 57 and the second longitudinal control arm 58 are respectively arranged on both sides of the sub-frame system 2, and the first longitudinal control arm 57 and the second longitudinal control arm 58 extend along the length direction X of the vehicle as a whole, one end of the first longitudinal control arm 57 is connected with the main frame 200, and the other end of the first longitudinal control arm 57 is connected with the first wheel hub support 3, and in the height direction Z of the vehicle, the height of the connection point between the first longitudinal control arm 57 and the main frame 200 is higher than the height of the connection point between the first longitudinal control arm 57 and the first wheel hub support 3, and further, one end of the second longitudinal control arm 58 is connected with the main frame 200, and the other end of the second longitudinal control arm 58 is connected with the second wheel hub support 4, and in the height direction Z of the vehicle, the height of the connection point between the second longitudinal control arm 58 and the main frame 200 is higher than the height of the connection point between the second longitudinal control arm 58 and the second wheel hub support 4.

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

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

[0085] In some embodiments of the present application, as shown in Figure 1 and Figure 2 The subframe system 2 further comprises a first shock absorber mounting bracket 23 and a second shock absorber mounting bracket 24, which are arranged in a spaced manner along the width direction Y of the vehicle, and the first shock absorber mounting bracket 23 is closer to the first hub bracket 3 than the second shock absorber mounting bracket 24, and the second shock absorber mounting bracket 24 is closer to the second hub bracket 4 than the first shock absorber mounting bracket 23, and 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, and the first shock absorber assembly 6 is connected between the first shock absorber mounting bracket 23 and the first hub bracket 3, and the second shock absorber assembly 7 is connected between the second shock absorber mounting bracket 24 and the second hub bracket 4.

[0086] Specifically, the suspension system 100 further comprises a first shock absorber assembly 6 and a second shock absorber assembly 7, and the subframe system 2 further comprises a first shock absorber mounting bracket 23 and a second shock absorber mounting bracket 24, which are arranged in a spaced manner along the width direction Y of the vehicle, and 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, and the fixed connection manner includes but is not limited to welding, bolt connection, etc., and it should be noted that the first shock absorber assembly 6 is connected between the first shock absorber mounting bracket 23 and the first hub bracket 3, and the second shock absorber assembly 7 is connected between the second shock absorber mounting bracket 24 and the second hub bracket 4.

[0087] In this way, the excitation from the road 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, and the first shock absorber assembly 6 and the second shock absorber assembly 7 are used to absorb the vibration transmitted by the first hub bracket 3 and the second hub bracket 4 and transmit the vertical force of the first hub bracket 3 and the second hub bracket 4.

[0088] As shown in Figure 3 The first shock absorber mounting bracket 23 and the second shock absorber mounting bracket 24 serve as a connecting structure connected between the first cross beam 21 and the second cross beam 22, which greatly reduces the size of the subframe system 2 along the length direction XY of the vehicle compared with the traditional cross beam assembly manner, so that the subframe system 2 is more compact as a whole, and the subframe system 2 can withstand greater lateral force, longitudinal force or torsional force when it is subjected to excitation from the road, that is, the anti-deformation ability of the subframe system 2 is improved through compact design, which is conducive to indirectly improving the overall strength and stiffness of the suspension system 100.

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

[0090] It should be noted that, as Figure 3 and Figure 4 As shown, in order to save space, the subframe system 2 is arranged in a regular "well" shape, and when viewed from the front or rear view, the subframe system 2 is arranged in a "V" shape.

[0091] In some embodiments of this 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 to mount the stabilizer bar 8. Along the width direction Y of the vehicle, 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 located 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 crossbeam 21 and the second crossbeam 22.

[0092] Specifically, a first stabilizer bar mounting bracket 25 and a second stabilizer bar mounting bracket 26 are provided between the first shock absorber mounting bracket 23 and the second shock absorber mounting bracket 24. Along the width direction Y of the vehicle, 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 to mount the stabilizer bar 8. Both the first stabilizer bar mounting bracket 25 and the second stabilizer bar mounting bracket 26 are fixedly connected between the first crossbeam 21 and the second crossbeam 22. This arrangement allows the force transmitted by the stabilizer bar 8 to be transmitted to the main frame 200 through the stabilizer bar 8 mounting bracket and the subframe system 2, while simultaneously controlling the vehicle body roll angle. Furthermore, the first stabilizer bar mounting bracket 25 and the second stabilizer bar mounting bracket 26 effectively add two connecting structures between the first crossbeam 21 and the second crossbeam 22, which helps to further improve the deformation resistance of the subframe system 2, thereby indirectly improving the overall strength and stiffness of the suspension system 100.

[0093] It should be noted that the setting of the first stabilizer bar mounting bracket 25 and the second stabilizer bar mounting bracket 26 further enhances the function of the subframe system 2 by directly integrating the stabilizer bar 8 mounting function into the subframe system 2, which can further reduce the number of parts in the subframe system 2 and help save assembly costs.

[0094] In some embodiments of the present application, the subframe system 2 further comprises a first reinforcing member 27 and a second reinforcing member 28, which can be configured as connecting rods or hollow tubes, and are spaced apart along the width direction Y of the vehicle, and are arranged between the first shock absorber mounting bracket 23 and the second shock absorber mounting bracket 24, and are fixedly connected between the first cross beam 21 and the second cross beam 22. In this way, the first reinforcing member 27 and the second reinforcing member 28 are equivalent to further increasing two connecting structures between the first cross beam 21 and the second cross beam 22, which is conducive to further improving the anti-deformation capability 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 forces and moments between the first cross beam 21 and the second cross beam 22 can be transmitted and dispersed by the first reinforcing member 27 and the second reinforcing member 28, thereby facilitating the balance of forces between the first cross beam 21 and the second cross beam 22, which is conducive to ensuring the overall torsional stiffness and uniform force distribution of the subframe system 2.

[0096] In some embodiments of the present application, the first cross beam 21 and the second cross beam 22 are integrally formed. That is, the first cross beam 21 and the second cross beam 22 in the present application can be configured as an integrally formed member, for example, the first cross beam 21 and the second cross beam 22 can be manufactured by using a stamping process with equal cross sections, which can realize the sharing of the first cross beam 21 and the second cross beam 22 and improve the utilization efficiency of materials.

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

[0098] According to the vehicle provided by the second aspect of the present application, the first mounting point 211 and the second mounting point 212 of the first cross beam 21 and the third mounting point 221 and the fourth mounting point 222 of the second cross beam 22 form a rectangular structure on the same horizontal plane, 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. In this way, 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 the mounting points can be optimized, the impact force transmitted to the first cross beam 21 and the second cross beam 22 can be better dispersed by 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, and thus the suspension system 100 can bear force more evenly, and the use requirements of the new energy vehicle can be met.

[0099] It should also be noted that the terms "comprising", "containing", or any other variant thereof are intended to cover a non-exclusive inclusion, such that a process, method, article or apparatus that comprises a list of elements does not only include those elements, but can also include other elements not expressly listed or inherent to such process, method, article or apparatus. Without more limitations, the element defined by the phrase "comprising a" does not exclude the presence of additional identical elements in the process, method, article or apparatus that includes the element.

[0100] Each of the embodiments in the specification is described in a progressive manner, and the same or similar parts between the embodiments can be referred to each other. Each embodiment focuses on the difference from other embodiments. 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 be referred to the part of the method embodiment.

[0101] The above only describes the embodiments of the present application and is not intended to limit the present application. Those skilled in the art can make various modifications and changes to the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the scope of the claims of the present application.

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

Claims

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

2. The suspension system according to claim 1, characterized in that, 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 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 parallel to the width direction of the vehicle. Along the length direction of the vehicle, the first lateral control arm is symmetrical to the third lateral control arm, and the second lateral control arm is symmetrical to the fourth lateral control arm.

3. The suspension system according to claim 1, characterized in that, Along the width direction of the vehicle, the first crossbeam also has a symmetrically arranged and spaced-apart fifth mounting point and a sixth mounting point. 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. Along the width direction of the vehicle, the second crossbeam also has a symmetrically arranged and spaced-apart seventh mounting point and an eighth mounting point. 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 along 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 along the height direction of the vehicle, the eighth mounting point is higher than the fourth mounting point. Along the length 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 symmetrically arranged. One end of the fifth lateral control arm is connected to both the fifth mounting point and the seventh mounting point, and 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 both 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 lateral control arm includes a first lateral arm and a second lateral arm. Along the length direction of the vehicle, the first lateral arm and the second lateral arm are symmetrically arranged. The first lateral arm is connected to the fifth mounting point, and the second lateral arm is connected to the seventh mounting point. The projections of the first lateral arm and the second lateral arm in the height direction of the vehicle are parallel to the width direction of the vehicle. The sixth lateral control arm includes a third lateral arm and a fourth lateral arm. The third lateral arm and the fourth lateral arm are symmetrically arranged along the length direction of the vehicle. The third lateral arm is connected to the sixth mounting point, and the fourth lateral arm is connected to the eighth mounting point. The projections of the third lateral arm and the fourth lateral arm 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 further includes: a first longitudinal control arm and a second longitudinal control arm, which are arranged opposite to each other and spaced apart along the width direction of the vehicle. 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 1-5, characterized in that, Also includes: The subframe system further includes a first shock absorber assembly and a second shock absorber assembly. Along the width direction of the vehicle, the first and second shock absorber mounting brackets are spaced apart, with the first shock absorber mounting bracket closer to the first wheel hub bracket than the second shock absorber mounting bracket, and the second shock absorber mounting bracket closer to the second wheel hub bracket than the first shock absorber mounting bracket. Both the first and second shock absorber mounting brackets are fixedly connected between the first and second crossbeams. 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. Both the first stabilizer bar mounting bracket and the second stabilizer bar mounting bracket are used to mount stabilizer bars. 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 located 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 crossbeam and the second crossbeam.

8. The suspension system according to claim 6, characterized in that, The subframe system also 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 located 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 crossbeam and the second crossbeam.

9. The suspension system according to claim 1, characterized in that, Both the first crossbeam and the second crossbeam are integrally formed parts.

10. A vehicle, characterized in that, Includes the suspension system according to any one of claims 1-9.

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