Modular wheel suspension system

Abstract

A wheel suspension system capable of implementing a plurality of configurations, configurable in at least a first configuration and a second configuration wherein the wheel suspension system is provided for connection to a vehicle frame (1) comprising at least one wheelset; in the first configuration, the wheel suspension system comprises at least two connecting pieces, the connecting pieces are configured to be coupled between the vehicle frame and the wheel set, and the connecting pieces are basically arranged in the transverse direction of the vehicle; wherein the at least two connecting pieces are selected from any one of a first actuator and a first connecting rod; in the second configuration, the first actuator or the first connecting rod in the first configuration can be modularly replaced with the second connecting rod or the second actuator; the first actuator corresponds to the first connecting rod, and the second connecting rod corresponds to the second actuator.

Description

Technical Field

[0001] The present invention relates to a wheel suspension system. The present invention also relates to a vehicle comprising the wheel suspension system.

[0002] Background In the automotive industry, R & D activities are at the forefront of technological progress, aiming to improve vehicle safety performance, ride comfort, and operating efficiency, which are just a few typical examples among many R & D goals.

[0003] In fact, in order to reduce the costs of R & D and production, existing automotive components of other vehicle models are often adopted in new vehicle development. However, even when using existing parts in vehicle development, there are huge pressures under the requirements of low costs in the market and the need to shorten the development cycle.

[0004] During the development process of new vehicle models, the practice of reusing existing components is limited by the preset and standardized design characteristics of the components, resulting in limitations in innovation, which in turn restricts the performance optimization in the early development stage of the vehicle.

[0005] In particular, the wheel suspension is one of the important standardized automotive components. Given its huge design and engineering costs and strict safety standards, the R & D cost is expensive and cannot meet the requirements of the short development cycle of the vehicle. Therefore, existing wheel suspensions are continuously reused in the R & D of new vehicles. Summary of the Invention

[0006] The object of the present invention is to provide a modular wheel suspension platform, in which the wheel suspension device has a modular structure.

[0007] To this end, the present invention provides a modular wheel suspension, which can be configured into at least a first configuration and a second configuration, and at least one wheel assembly is provided on the vehicle frame. In the first configuration, the wheel suspension includes at least two connecting members, and both ends of the two connecting members are respectively connected to the vehicle frame and the wheel assembly and are laterally arranged on the vehicle. One of the first connecting member and the second connecting member is an actuator, and the other is a connecting rod, and the actuator and the connecting rod can be modularly interchanged in position, and the first configuration can realize the active steering function; in the second configuration, the wheel suspension includes at least two connecting members, and both ends of the two connecting members are respectively connected to the vehicle frame and the wheel assembly and are laterally arranged on the vehicle. Both the first connecting member and the second connecting member are actuators, and the first configuration can realize the passive steering function and the wheelbase adjustable function.

[0008] The modular interchange of the first actuator or link and the second link or actuator has the following advantages:

[0009] Enable the wheel suspension system to be configured in a variety of different configurations, such as the first configuration and the second configuration mentioned above. The connecting rods in the first connecting member and the second connecting member are modularly replaced with actuators so as to switch the wheel suspension system from the first configuration to the second configuration, and vice versa. Thus, a multi-configuration wheel suspension system can be constructed in a highly modular manner;

[0010] The ability to modularly interchange the positions of the actuator and the connecting rod can also reduce the number of components required to assemble the wheel suspension system. In other words, with a limited number of components, a variety of wheel suspension systems can be configured into a variety of different configurations, which not only helps to standardize the design and production of the wheel suspension system while maintaining its modular characteristics; in addition, the modular interchangeability of the connecting members also simplifies the assembly process, thereby shortening the manufacturing cycle of each wheel suspension system.

[0011] Preferably, when viewed in the vehicle traveling direction, the first connecting member is used to connect the vehicle frame and the wheel assembly and is located in the front or rear region of the wheel axle.

[0012] In this way, the modular wheel suspension system can achieve the steering function in a modular manner. Specifically, it can be designed as an active steering function and a passive steering function according to the usage requirements of the vehicle. The modular wheel suspension design of the active steering function is as follows: one of the first connecting member and the second connecting member uses an actuator, and the other uses a connecting rod, and the active steering function can be simply achieved; the modular wheel suspension design of the passive steering function is as follows: both the first connecting member and the second connecting member use actuators, and the passive steering function can be simply achieved. The steering mechanism provided on the vehicle frame is connected to the first wheel suspension, and the steering angle of the wheel can be determined and controlled.

[0013] Preferably, the connection point between the first connecting member and the wheel assembly is located at the height of the wheel axle or below the height of the wheel axle. With this design structure, the force transmission can be optimized.

[0014] Preferably, when viewed in the vehicle traveling direction, the second connecting member is installed between the vehicle frame and the wheel assembly and is substantially aligned with the wheel axis position.

[0015] Preferably, the modular wheel suspension further includes a third connecting member, which is installed between the vehicle frame and the wheel assembly and is located in the region above the wheel axle.

[0016] Even more preferably, the third connecting member includes any one of a first actuator and a first link, and can be modularly interchanged with a second link and a second actuator respectively.

[0017] In the first configuration, the third connecting member can be a first link, providing a rigid support around the wheel, thereby allowing the wheel to undergo camber changes.

[0018] On the other hand, when the third connecting member is the first actuator, the optimal state of the wheel camber angle can be maintained at any position of the suspension travel.

[0019] Preferably, the at least two connecting members are configured to be pivotally connected to the frame such that the connecting members can freely rotate relative to the frame.

[0020] Preferably, the at least two connecting members are configured to be pivotally connected to the wheelset such that the connecting members can freely rotate relative to the wheelset.

[0021] Preferably, the first connecting rod and / or the second connecting rod is a connecting rod with a fixed length.

[0022] Preferably, the selected actuator is a linear actuator.

[0023] Examples of linear actuators include hydraulic cylinders or electromechanical cylinders.

[0024] Linear actuators are ideal for absorbing and transmitting linear forces.

[0025] Furthermore, the linear actuator allows its length to be varied, thus enabling switching between narrow and wide track.

[0026] According to a further aspect of the present invention, there is also provided a vehicle comprising one or more of the multi-configuration wheel suspension systems described above.

[0027] According to a further aspect of the present invention, there is also provided a method for modularly configuring a wheel suspension system into N different configurations. The wheel suspension system comprises at least two connecting members configured to be connected to a vehicle frame comprising at least one wheelset, and the method comprises performing the following steps for each configuration:

[0028] Selecting a first connecting member of at least two connecting members from a first list, wherein the first list includes a group of components that are modularly interchangeable with each other, and the group of components includes at least a first actuator and a first connecting rod;

[0029] Selecting a second connecting member of at least two connecting members from a second list, wherein the second list includes a group of components that are modularly interchangeable with each other, and the group of components includes at least a second actuator and a second connecting rod;

[0030] The wheel suspension system is configured by coupling the selected first connecting member and the second connecting member between the vehicle frame and the wheelset.

[0031] Preferably, the method further includes configuring the wheel suspension system into a first configuration, wherein the first configuration is at least a steering configuration, and the steerability of the wheel group is achieved by selecting a first actuator as a first connecting member and connecting the first connecting member to an area between the frame and the wheel group located in front of or behind the axle (as viewed in the direction of travel).

[0032] Preferably, the step of configuring the wheel suspension system in the first configuration further comprises connecting a first connection member to the wheelset, the connection position being located at or below the height of the axle.

[0033] Preferably, the method includes configuring the wheel suspension system to a second configuration, wherein the second configuration is at least a configuration with adjustable wheelbase, and the adjustability of the wheelbase is achieved by selecting a second actuator as a second connecting member and connecting the second connecting member to a position between the frame and the wheelset that is basically aligned with the axle.

[0034] Preferably, the method further comprises configuring the wheel suspension system to at least a third configuration of the N configurations, wherein the wheel suspension system comprises at least three connections:

[0035] Selecting a third connecting member of the at least three connecting members from a third list, wherein the third list includes a group of modularly interchangeable parts, wherein the group of parts includes at least a third actuator and a third connecting rod;

[0036] The wheel suspension system is configured in a third configuration by connecting the selected third connecting member between the frame and the wheelset in an area above the axle.

[0037] Preferably, the step of configuring the wheel suspension system to a third configuration further comprises selecting a third actuator as a third connecting member to configure the wheel suspension system to a variable camber configuration.

[0038] Preferably, the modular interchangeable set of components is based on common component geometries from at least the first list and the second list to accommodate each of the N configurations of wheel suspension systems. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] The accompanying drawings are used to schematically illustrate the currently preferred but non-limiting embodiments of the present invention. By reading the following detailed description in conjunction with the accompanying drawings, the above and other advantages, features and purposes of the present invention will become clearer, and the understanding of the present invention will be more complete.

[0040] Figure 1 A perspective view of a vehicle chassis using a first wheel suspension and a second wheel suspension for the apparatus disclosed herein;

[0041] Figure 2It is a schematic diagram of the first wheel suspension structure of the device disclosed in the present invention;

[0042] Figure 3 It is a schematic diagram of the back structure of the first wheel suspension of the device disclosed in the present invention;

[0043] Figure 4 It is a schematic diagram of the second wheel suspension structure of the device disclosed in the present invention;

[0044] Figure 5 It is a bottom view structural schematic diagram of the second wheel suspension of the device disclosed in the present invention. DETAILED DESCRIPTION

[0045] It should be noted that the following detailed descriptions are illustrative and are intended to provide further explanation of the present application. Unless otherwise specified, all technical and scientific terms used herein have the same meanings as those commonly understood by those skilled in the art to which the present application belongs.

[0046] like Figures 1-5 As shown, a modular wheel suspension includes a first wheel suspension 100 and a second wheel suspension 500, wherein the first wheel suspension 100 and the second wheel suspension 500 are connected to a vehicle frame 1 and wheel assemblies 2, 3, 4, 5 at both ends, respectively, and the first wheel suspension 100 and the second wheel suspension 500 respectively include a first connecting member 110, 510 and a second connecting member 120, 520, wherein one end of the first connecting member 110, 510 and the second connecting member 120, 520 are connected to the vehicle frame 1 and the other end is connected to the wheel assembly Parts 2, 3, 4, and 5, the first connecting members 110, 510 and the second connecting members 120, 520 are arranged along the lateral direction of the vehicle; the first wheel suspension 100 and the second wheel suspension 500 are respectively arranged to be a first configuration structure or a second configuration structure, in the first configuration structure, the first connecting members 110, 510 use actuators, and the second connecting members 120, 520 use connecting rods, and in the second configuration structure, the first connecting members 110, 510 and the second connecting members 120, 520 both use actuators.

[0047] It should be noted that, although the first wheel suspension 100 and the second wheel suspension 500 are different in component layout, both can be configured as the first configuration or the second configuration.

[0048] Combination Figure 2 , Figure 3 , Figure 4 and Figure 5, it can be seen that the first wheel suspension 100 and the second wheel suspension 500 can each be configured into at least a first configuration and a second configuration. A multi-configuration wheel suspension is a wheel suspension system that can be quickly manufactured through a set of interchangeable components, so that different functions can be achieved according to different assembly configurations without the need for substantial redesign and reengineering for each configuration. The multi-configuration wheel suspension provides a modular platform, thereby simplifying the manufacturing process of the wheel suspension and enabling multiple configurations based on a limited number of components. When the first wheel suspension 100 and the second wheel suspension 500 both belong to a configuration with a variable wheelbase, this configuration can be used as the first configuration.

[0049] In this description, variable track width is defined as the track width of the wheel suspension being adjustable between a narrow track width and a wide track width. Two laterally adjacent wheels, namely wheel assemblies 2 and 3, and wheel assemblies 4 and 5, respectively define a set of track widths. The track widths of the first wheel suspension 100 and the second wheel suspension 500 may be different. For example, the track width of the first wheel suspension 100 may be narrower than that of the second wheel suspension 500. It should be noted that the larger the track width, the wider the vehicle, and the better the road driving stability; however, the larger the track width, the larger the space occupied by the vehicle. On the contrary, the smaller the track width, the narrower the vehicle, and the worse the road driving stability; however, the smaller the track width, the smaller the space occupied by the vehicle. Of course, vehicle stability is also affected by other factors.

[0050] Figure 2 A preferred embodiment is shown in a perspective view of a first wheel suspension 100 from above. Figure 4 Another preferred embodiment is shown, a perspective view of the second wheel suspension 500 viewed from above. It is understood that the first wheel suspension 100 and the second wheel suspension 500 can be interchanged modularly. For example, the second wheel suspension 500 can also be arranged at the front of the vehicle and used as a front wheel suspension. The terms "first", "second", "third", etc. are used only for ease of identification and do not indicate any order or priority.

[0051] For the sake of simplicity, the following will describe the relevant features of the first wheel suspension 100 and the second wheel suspension 500, as well as the first configuration and the second configuration thereof. Although the first wheel suspension 100 and the second wheel suspension 500 have different component layout directions, both can be configured into at least the first configuration and the second configuration.

[0052] like Figure 2 , Figure 3 , Figure 4 and Figure 5As shown, the first wheel suspension system 100 includes at least two connecting members 110, 120, and the second wheel suspension system 500 includes at least two connecting members 510, 520. The two sets of connecting members 110, 120 and 510, 520 are connected to the frame ( Figures 2-5 The wheel set may include a wheel, a steering knuckle 6, a braking system (such as a brake disc or a brake drum) or a motor (for driving the vehicle). Each wheel rotates around an axle connected to the wheel set 6. At least two connecting members 110, 120, 510, 520 are connected between the frame and the wheel set and are basically arranged in the lateral direction of the vehicle.

[0053] like Figure 2 and Figure 3 As shown, the first wheel suspension 100 includes three connecting members 110, 120, 130, which are configured to connect between the frame 1 and the wheel assemblies 2 and 4. At least two of the connecting members can be respectively referred to as the first connecting member 110 and the second connecting member 120. Figure 4 and Figure 5 As shown, the second wheel suspension 500 includes two connecting members, namely a first connecting member 510 and a second connecting member 520. In other words, the first wheel suspension 100 and the second wheel suspension 500 each include at least two connecting members 110, 120, 510, 520. As described in the above document, these connecting members are connected between the frame 1 and the wheel assemblies 2, 3, 4, 5. In addition, the at least two connecting members are selected from actuators and connecting rods. In the accompanying drawings, all connecting members are shown as actuators. However, in the first configuration shown, any connecting member can also be a connecting rod. For example, the first connecting member 110 can be a connecting rod instead of the first connecting member 110. Figure 2 and Figure 3 The actuator shown in FIG. The connecting rod is preferably a rod of fixed length.

[0054] The first connecting member 110 is preferably connected to the predetermined distance of the central area of ​​the wheel assembly 2, 3, 4, 5 along the longitudinal direction of the vehicle. The first connecting member 110 can be connected to the front or rear of the steering knuckle 6 (viewed in the direction of vehicle travel). In other words, the first connecting member 110 can be connected to the position before or after the axle. This allows the wheel assembly 2, 3, 4, 5 to rotate around a central and substantially vertical axis. It should be noted that the longitudinal direction of the vehicle is usually consistent with the direction of travel of the vehicle and is perpendicular to the lateral direction. In the example, the first connecting member 110 is an actuator. Therefore, the first connecting member 110 can realize the left and right rotation of the wheel, thereby realizing the steering of the vehicle. This enables the vehicle to realize active steering in a simple way. One advantage of active steering is that it can be controlled independently for each wheel. Another advantage is that active steering can be accurately rotated by the control module at a distance obtained by a predetermined algorithm, thereby improving the stability of the vehicle. Through this active steering, new anti-skid control, braking control or four-wheel steering functions can also be realized. The vehicle braking can be achieved by the so-called "inward turning" method, that is, the right wheel turns to the left and the left wheel turns to the right, so that automatic braking can be achieved without relying on the conventional braking system to directly brake the wheels. The wheel suspension of the present invention can therefore be used as a backup solution for the braking system. In order to cross a predetermined distance, a connecting block 7 can be provided between the steering knuckle 6 and the first connecting member 110.

[0055] As mentioned above, Figure 2 and Figure 3 The first wheel suspension 100 shown in the figure is in a first configuration state. The first wheel suspension 100 can also be configured as a second configuration (not shown). In the second configuration, the actuator in the first configuration is modularly replaced with a connecting rod (not shown), and the actuator is configured corresponding to the connecting rod. Obviously, when the first wheel suspension 100 adopts a connecting rod as the first connecting member 110 in the first configuration, the connecting rod can be modularly replaced with an actuator. When the actuator is modularly replaced with a connecting rod, passive steering can be achieved, that is, the steering system is connected through a steering wheel, so that the driver can steer normally, wherein the steering wheel is connected to the reciprocating first connecting member 110 (second connecting rod) at the frame position to control the steering angle of the wheel. Unlike active steering, passive steering produces steering control in the same direction for the two controlled wheels.

[0056] When assembling the wheel suspension, it is determined whether to configure it into at least the first configuration and the second configuration. The actuators and connecting rods in the first wheel suspension 100 and the second wheel suspension 500 can be interchanged in any configuration, thereby reducing the number of parts required to assemble the wheel suspension. In other words, with a limited number of parts, the wheel suspension can be configured into a variety of different structural forms. The modular interchangeability of the connecting parts further simplifies the assembly process of the wheel set.

[0057] Similar to the first wheel suspension 100, Figure 4 and Figure 5 As shown, the first connecting member 510 of the second wheel suspension 500 can also be modularly interchangeable. The first connecting member 510 is shown as an actuator and can be modularly replaced with a connecting rod (not shown). If the first connecting member 510 is a connecting rod, it can be modularly replaced with an actuator.

[0058] When both the first wheel suspension 110 and the second wheel suspension 510 are equipped with actuators, four-wheel steering can be realized in a simple manner. In four-wheel steering, the rear wheels rotate in the opposite direction of the front wheels at low speeds to reduce the turning radius; and the rear wheels rotate in the same direction as the front wheels at high speeds to improve stability. The above functions can be realized very simply by controlling the actuators by the first wheel suspension 100 and the second wheel suspension 500.

[0059] The actuator may be a linear actuator, more specifically, a hydraulic cylinder or an electromechanical cylinder. The cylinder body includes a housing and a piston. Through hydraulic drive or electromechanical drive, the piston can be extended and retracted in the housing, thereby changing the length of the actuator.

[0060] like Figure 2 , Figure 3 , Figure 4 and Figure 5 As shown, the second connector 120, 520 of the at least two connectors is preferably configured to be connected between the frame 1 and the wheel assembly 2, 3, 4, 5, and is substantially aligned with the axle. Similar to the first connector 110, 510, the second connector 120, 520 can also be modularly selected as an actuator or a connecting rod in the first configuration, and modularly selected as an actuator or a connecting rod in the second configuration. For example, the second connector 120, 520 shown in the drawings is an actuator, but when the wheel suspension needs to be converted to the second configuration, it can be modularly replaced with a connecting rod, and vice versa, similar to the first connector 110, 510 described above.

[0061] When the second connecting member 120, 520 adopts an actuator (as shown in the figure), the wheel suspension is configured to be a structure capable of adjusting the wheel track of the vehicle. For example, the wheel track can be adjusted between a narrow wheel track position and a wide wheel track position. This is due to the fact that the actuator can be rotatably and telescopically connected relative to the frame 1. In the narrow wheel track position, the actuator constituting the second connecting member 120, 520 is basically or completely retracted; in the wide wheel track position, the actuator constituting the second connecting member 120, 520 is basically or completely extended. It can be understood by those skilled in the art that by partially extending the actuator, the wheel track of the vehicle can also be any width between the narrow wheel track and the wide wheel track. In this context, the steering of the wheel can also be achieved by operating the actuator constituting the second connecting member 120, 520 relative to the first connecting member 110, 510. It is the movement of the first connecting member 110, 510 relative to the second connecting member 120, 520 that causes the wheel to steer. This relative movement can be achieved by any actuator in the first connecting member 110, 510 or the second connecting member 120, 520, or a combination of the two.

[0062] like Figure 2 , Figure 3 , Figure 4 and Figure 5 As shown, the second connecting member 120, 520 can be configured to be connected between the frame 1 and the wheel assembly 2, 3, 4, 5, and basically aligned with the axle. It should be noted that although the second connecting member 120, 520 is connected to a position close to the axle, it does not need to extend absolutely along the axle direction. As shown in the drawings, the two connecting members form a certain angle relative to the axle.

[0063] In order to provide a rigid support for the connection, a reinforcement element may be provided, by which the actuator is rigidly connected to the vehicle frame 1 .

[0064] In addition to the two first connecting members 110, 120, the first wheel suspension 100 may also include a third connecting member 130, such as Figure 2 and Figure 3As shown. In each example, the third connecting member 130 is basically arranged along the lateral direction of the vehicle, and an actuator or a connecting rod is selected in the first configuration shown. The third connecting member 130 is used to accurately control the camber angle of the wheel assembly 2, 3, 4, 5, and then the wheel. On the one hand, in the first configuration, the third connecting member 130 can adopt a connecting rod to provide rigid support, around which the wheel can produce camber changes. On the other hand, when the third connecting member 130 can also adopt an actuator, the optimal camber angle state of the wheel can be maintained at any position of the vehicle suspension. Since the second connecting member 120, 520 and the third connecting member 130 are composed of retractable actuators, active camber angle control can even be achieved. In this way, the modularity of the wheel suspension is further improved. The road stability of the vehicle, especially when turning, can be significantly improved. Active camber angle control usually only appears on super sports cars in practical applications, because the active camber angle control on the traditional suspension is costly and complex. Through the multi-configuration wheel suspension of the present invention, active camber angle control can be achieved simply and at low cost, while cooperating with the variable wheel width function. The camber angle of a wheel is determined by the angular position of the wheel relative to the longitudinal axis of the vehicle, which is usually in line with the direction of travel of the vehicle. The camber angle determines the contact state of the tire tread relative to the ground. It is understood that the more parallel the tire tread is to the ground, the more evenly the weight of the vehicle is distributed on the tire surface, and the better the tire grip. In practice, the camber angle can be affected by many factors, such as the state of the wheel suspension, the turning dynamics of the vehicle, and the change in the steering angle. For example, when turning at high speed, the tire will deform, causing the tread to no longer completely conform to the ground. The optimal state of the camber angle is defined as the position where the tire tread is completely flat against the ground. Any position that deviates from or affects the optimal camber angle of the wheel will reduce the grip of the tire. In this context, the use of actuators as the second connecting member 120, 520 and the third connecting member 130 can achieve the control of the camber angle. Therefore, the multi-configuration wheel suspension can also achieve the first configuration and the second configuration through the second connecting member 120, 520 and the third connecting member 130.

[0065] Figures 1-5 It is also shown that at least two connections 110, 510, 120, 520, 130 can be configured to be pivotally connected to the frame 1. In this way, the connection can rotate freely relative to the frame. Similarly, the at least two connections 110, 510, 120, 520, 130 can also be configured to be pivotally connected to the wheel set, so that the connection can rotate freely relative to the wheel set. The pivotable connection can be achieved by a bushing or a similar structure. When the connection 110, 510, 120, 520, 130 is arranged between two pivotable connections in the form of an actuator, the force is mainly transmitted in the longitudinal direction of the actuator. Therefore, the actuator is used to achieve the best effect, that is, it is used to transmit forces in its longitudinal direction.

[0066] A vehicle is constructed at least in part from one or more of the modular wheel suspension arrangements described above.

[0067] This specification and the accompanying drawings are only used to illustrate the principles of the present invention. Those skilled in the art should understand that even if it is not explicitly described or shown herein, various implementation schemes can be designed, which embody the basic principles of the present invention and are included in the scope of protection of the present invention. In addition, all the examples listed herein are, in principle, only for teaching purposes to help readers understand the principles of the present invention and the inventor's contribution to the prior art, and should not be regarded as limitations on the specific examples and conditions listed. Moreover, all descriptions of the principles, aspects and embodiments of the present invention, as well as specific examples, are intended to cover their equivalents.

[0068] It should be noted that the above embodiments are used to illustrate the present invention, not to limit the present invention. Those skilled in the art will be able to design alternative implementations without departing from the scope of the appended claims. In the claims, figure marks in brackets should not be understood as limitations on the claims. The term "comprising" does not exclude the presence of other elements or steps not listed in the claims. The "one" or "a" preceding an element does not exclude the presence of multiple such elements. The present invention may be implemented by hardware comprising several independent components, or by a suitably programmed computer. In a claim listing several means, several of the means may be implemented by the same hardware unit.

[0069] In the present invention, expressions such as “includes”, “comprising”, “has”, “may include”, “may include” or “may have” indicate corresponding features.

[0070] Although the above content has explained the principles of the present invention in conjunction with specific embodiments, it should be understood that this description is only for example and does not constitute a limitation on the scope of protection of the present invention, and the scope of protection of the present invention shall be based on the attached claims.

Claims

1. A method of modularly configuring a wheel suspension system into N configurations, the wheel suspension including at least two connecting members, the two connecting members being mounted on a vehicle frame (1), and at least one wheel assembly (2, 3, 4, 5) being provided on the vehicle frame (1), the configuration method being configured through the following steps: The first connecting member (110, 510) of the two connecting members is either an actuator or a connecting rod, and the actuator and the connecting rod in the first connecting member (110, 510) can be modularly replaced; The second connecting member (120, 520) of the two connecting members is either an actuator or a connecting rod, and the actuator and the connecting rod in the second connecting member (120, 520) can be modularly replaced; The first connecting member (110, 510) and the second connecting member (120, 520) are mounted between the vehicle frame (1) and the wheel assembly (2, 3, 4, 5) and can be modularly interchanged in position.

2. The method according to claim 1, further comprising configuring the wheel suspension system into a first configuration, wherein the first configuration is at least one steering configuration such that the wheel set can be steered, by selecting a first actuator as the first connecting member and connecting the first connecting member between the vehicle frame and the wheel set in a region in front of or behind the axle (observed in the driving direction).

3. The method according to the previous claim, wherein the step of configuring the first configuration further comprises connecting the first connecting member to the wheel set at a position at or below the horizontal height of the axle.

4. The method according to any one of the preceding claims, further comprising configuring the wheel suspension system into a second configuration, wherein the second configuration is at least a configuration with an adjustable wheel track such that the wheel track of the wheel set is adjustable, by selecting a second actuator as the second connecting member and connecting the second connecting member between the vehicle frame and the wheel set at a position substantially aligned with the axle.

5. The method according to any one of the preceding claims, further comprising configuring the wheel suspension system into at least a third configuration among the N configurations, wherein the wheel suspension system includes at least three connecting members: selecting the third connecting member from among the at least three connecting members from a third list, the third list including a set of modularly interchangeable components, the component set including at least a third actuator and a third connecting rod; connecting the selected third connecting member between the vehicle frame and the wheel set in a region above the axle, thereby configuring the wheel suspension system into a third configuration.

6. The method according to the previous claim, wherein the step of configuring the third configuration of the wheel suspension system further comprises configuring the wheel suspension system into a variable camber configuration by selecting a third actuator as the third connecting member.

7. The method according to any one of the preceding claims, wherein the set of modularly interchangeable components is based on the geometric shapes of common components in at least a first list and a second list to adapt to each of the N configurations of the wheel suspension system.

8. A multi-configuration wheel suspension system (100; 500), configurable to at least a first configuration and a second configuration, wherein the wheel suspension system is configured to be connected to a vehicle frame (1) including at least one wheel set (2, 3, 4, 5); in the first configuration, the wheel suspension system includes at least two connection members (110, 120; 510, 520), the connection members being configured to be connected between the frame (1) and the wheel set (2, 3, 4, 5) and arranged substantially along the lateral direction of the vehicle; wherein, The at least two connecting members are selected from any one of a first actuator and a first link; in a second configuration, the first actuator or the first link in the first configuration is modularly replaced by a second link or a second actuator respectively; wherein, the first actuator and the first link, and the second link and the second actuator correspond to each other respectively.

9. The multi-configuration wheel suspension system (100; 500) according to the previous claim, wherein, The first connecting member of the at least two connecting members is configured to be connected between the vehicle frame and the wheel set, and the connection position is in the front or rear area of the axle when observed in the vehicle traveling direction.

10. The multi-configuration wheel suspension system (100; 500) according to the previous claim, wherein, The first connecting member is connected to the wheel set, and the connection position is at or below the axle height.

11. The multi-configuration wheel suspension system (100; 500) according to any one of claims 8 to 10, wherein, The second connecting member of the at least two connecting members is configured to be connected between the vehicle frame and the wheel set, and the connection position is substantially aligned with the axle.

12. The multi-configuration wheel suspension system (100; 500) according to any one of claims 8 to 11, further comprising a third connecting member (130), the third connecting member being configured to be disposed between the vehicle frame and the wheel set in an area above the axle.

13. The multi-configuration wheel suspension system (100; 500) according to the previous claim, wherein, The third connecting member includes any one of a first actuator and a first link, and can be modularly interchanged with a second link and a second actuator respectively.

14. The multi-configuration wheel suspension system (100; 500) according to any one of claims 8 to 13, wherein, The at least two connecting members are configured to be pivotally connected to the vehicle frame.

15. The multi-configuration wheel suspension system (100; 500) according to any one of claims 8 to 14, wherein, The at least two connecting members are configured to be pivotally connected to the wheel set.

16. The multi-configuration wheel suspension system (100; 500) according to any one of claims 8 to 15, wherein, The first link and / or the second link is a link with a fixed length.

17. The multi-configuration wheel suspension system (100; 500) according to any one of claims 8 to 16, wherein, Each connecting member is configured to be pivotally connected to the vehicle frame.

18. The multi-configuration wheel suspension system (100; 500) according to any one of claims 8 to 17, wherein, Each selected actuator is a linear actuator.

19. A vehicle, the vehicle including one or more configured wheel suspension systems according to any one of the preceding claims.

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