Front suspension and vehicle with same

Abstract

The embodiment of the invention discloses a front suspension and a vehicle with the front suspension. The front suspension comprises a steering knuckle, a damping assembly, an upper swing arm and a lower swing arm, the steering knuckle is provided with a first connecting part and a second connecting part, the damping assembly comprises a damping support, a damper and a spring, the damper is arranged on the damping support, the spring sleeves the damper, the first connecting part is pivotally connected with the damping support, and the second connecting part is pivotally connected with the upper swing arm. The upper swing arm and the lower swing arm are connected with the vibration reduction support in a pivoted mode, the lower swing arm is connected with the second connecting part in a pivoted mode, and a steering axis is formed by a first connecting point between the first connecting part and the vibration reduction support and a second connecting point between the lower swing arm and the second connecting part. According to the front suspension, the independent steering axis is arranged, the steering performance is improved, the service life is prolonged, the arrangement space in the Y direction is saved, the upper point height of the shock absorber is reduced, and the supporting capacity and the lateral force resisting capacity in the Y direction are further enhanced.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular, to a front suspension and a vehicle having the front suspension. Background Art

[0002] The front suspension is an important part of the vehicle chassis system and is used to connect the wheels and the vehicle body. In related technologies, compact vehicles usually adopt MacPherson front suspensions. However, MacPherson front suspensions are difficult to adapt to low-slung sedans or coupe models, have a short service life, and poor operating stability. High-performance vehicles usually adopt double-wishbone front suspensions. However, double-wishbone front suspensions seriously occupy the layout space of engines, motors, or batteries, and have high manufacturing costs and tuning difficulties. Summary of the Invention

[0003] The present invention is made based on the inventor's discovery and recognition of the following facts and problems:

[0004] Although the MacPherson front suspension has the advantages of simple structure, low cost, and compact space in the Y direction (lateral direction), its inherent defects are significant: Firstly, the distance between the upper point of the shock absorber and the wheel center is too large, resulting in limited height of the front engine hood and making it difficult to adapt to low-slung sedans or coupe models; Secondly, the shock absorber participates in the steering movement and is prone to problems such as oil seal wear and oil leakage due to long-term lateral load, shortening the service life; Thirdly, the single control arm structure has insufficient dynamic control ability for tire ground adhesion, affecting the handling stability under high-speed cornering or bumpy road conditions.

[0005] Although the double-wishbone front suspension optimizes the geometric freedom of the suspension through the upper and lower wishbone structures, significantly improves the handling performance and reduces the height of the upper point of the shock absorber, its multi-link design results in excessive space occupation in the Y direction, forcing the opening size of the left and right longitudinal beams of the front engine compartment to narrow, seriously occupying the layout space of engines, motors, or batteries, and at the same time, the complex structure also raises the manufacturing cost and tuning difficulty.

[0006] Related technologies have always faced a dilemma: choosing a MacPherson front suspension sacrifices performance and styling freedom, and choosing a double-wishbone front suspension requires compromising on space layout and cost control.

[0007] The present invention aims to solve at least one of the technical problems in related technologies to some extent.

[0008] The front suspension of the embodiment of the present invention includes a knuckle, a shock absorption assembly, an upper swing arm and a lower swing arm. The knuckle has a first connection portion and a second connection portion. The first connection portion is higher than the second connection portion in the Z direction. The shock absorption assembly includes a shock absorption bracket, a shock absorber and a spring. The shock absorber is provided on the shock absorption bracket, and the spring is sleeved on the shock absorber. The first connection portion is pivotally connected to the shock absorption bracket. The upper swing arm and the lower swing arm are respectively pivotally connected to the shock absorption bracket. The lower swing arm is pivotally connected to the second connection portion. A first connection point between the first connection portion and the shock absorption bracket and a second connection point between the lower swing arm and the second connection portion form a steering axis.

[0009] The front suspension of the embodiment of the present invention has an independent steering axis, which improves the steering performance, extends the service life, saves the layout space in the Y direction, reduces the upper point height of the shock absorber, and also enhances the support in the Y direction and the ability to resist lateral forces.

[0010] In some embodiments, the steering axis generally passes through the upper point of the shock absorber.

[0011] In some embodiments, at least part of the projection of the shock absorber in the Y direction coincides with the projection of the wheel in the Y direction.

[0012] In some embodiments, the first connection portion is connected to the upper end of the shock absorption bracket. One end of the lower swing arm is connected to the second connection portion. The upper swing arm is adjacent to the upper end of the shock absorber and is connected to the upper end of the shock absorption bracket. The lower end of the shock absorption bracket is connected to the lower swing arm.

[0013] In some embodiments, the first connection point, the second connection point and a third connection point between the shock absorption bracket and the lower swing arm are in the same plane orthogonal to the X direction. The first connection point and the third connection point are spaced apart in the Z direction. The second connection point and the third connection point are spaced apart in the Y direction.

[0014] In some embodiments, the projection of the first connection point in the Y direction is located within the projection area of the wheel in the Y direction.

[0015] In some embodiments, the distance between the upper point of the shock absorber and the center of the journal of the knuckle in the Y direction is 204 - 232 mm, and the distance between the upper point of the shock absorber and the center of the journal of the knuckle in the Z direction is 435 - 464 mm.

[0016] In some embodiments, the first connection portion is configured as a connecting arm, and the free end of the connecting arm is pivotally connected to the shock absorption bracket through a first connecting member.

[0017] In some embodiments, the second connecting portion is configured as a connecting block, and the connecting block is pivotally connected to the lower swing arm through a second connecting member.

[0018] In some embodiments, the first connecting member is a bushing or a ball joint, and the second connecting member is a bushing or a ball joint.

[0019] In some embodiments, the shock absorber bracket includes a first lining plate, a second lining plate, and a connecting plate. The first lining plate and the second lining plate are arranged at intervals in the X direction. The upper ends of the first lining plate and the second lining plate are substantially flush, and the lower ends of the first lining plate and the second lining plate are substantially flush. The connecting plate is respectively connected to the upper ends of the first lining plate and the second lining plate, and the first connecting portion is pivotally connected to the connecting plate through the first connecting member.

[0020] In some embodiments, the lower ends of the first lining plate and the second lining plate are respectively located on both sides of the lower swing arm and are respectively pivotally connected to the lower swing arm.

[0021] In some embodiments, the lower end of the shock absorber is clamped between the first lining plate and the second lining plate. The first lining plate is provided with a first groove, and the second lining plate is provided with a second groove facing the first groove. The lower end of the shock absorber is fitted in the first groove and the second groove.

[0022] In some embodiments, the front suspension further includes a drive shaft, the drive shaft is connected to a wheel, and the middle and lower parts of the first lining plate are bent away from the second lining plate in the X direction to form a clearance for avoiding the drive shaft.

[0023] In some embodiments, the shock absorber bracket further includes a third lining plate and a fourth lining plate. The third lining plate and the fourth lining plate are arranged at intervals in the X direction. The upper ends of the third lining plate and the fourth lining plate are respectively located on both sides of the upper swing arm and are respectively pivotally connected to the upper swing arm. The lower end of the third lining plate has a first flanging folded towards the fourth lining plate, and the first flanging is connected to the upper end of the first lining plate. The lower end of the fourth lining plate has a second flanging folded towards the third lining plate, and the second flanging is connected to the upper end of the second lining plate.

[0024] In some embodiments, the upper swing arm includes two upper arm rods. One end of one upper arm rod is connected to the upper end of the third lining plate, and one end of the other upper arm rod is connected to the upper end of the fourth lining plate. The other end of the one upper arm rod is connected to the other end of the other upper arm rod through a connecting rod, and the shock absorber is located between the two upper arm rods.

[0025] In some embodiments, there are two connecting blocks, the lower swing arm includes two lower arm rods, the two lower arm rods correspond to the two connecting blocks one by one, and each connecting block is pivotally connected to the corresponding lower arm rod through the second connecting member.

[0026] In some embodiments, the knuckle further has a third connecting portion, the front suspension further includes a tie rod, and the tie rod is pivotally connected to the third connecting portion.

[0027] In some embodiments, the front suspension further includes a stabilizer bar, and the stabilizer bar is pivotally connected to the shock absorber bracket.

[0028] The vehicle according to an embodiment of the present invention includes the front suspension described in the above embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 is a schematic structural view of the front suspension according to an embodiment of the present invention.

[0030] Figure 2 is a front view schematic of the front suspension according to an embodiment of the present invention.

[0031] Figure 3 is a schematic structural view of the front suspension from another perspective according to an embodiment of the present invention.

[0032] Figure 4 is a schematic structural view of the shock absorber assembly and the upper swing arm according to an embodiment of the present invention.

[0033] Figure 5 is a schematic structural view of the shock absorber bracket according to an embodiment of the present invention.

[0034] Figure 6 is a schematic structural view of the knuckle according to an embodiment of the present invention.

[0035] Figure 7 is a schematic structural view of the connecting member according to an embodiment of the present invention.

[0036] Figure 8 is a schematic structural view of the lower swing arm according to an embodiment of the present invention.

[0037] Reference Numerals:

[0038] 100 - wheel; 200 - subframe;

[0039] 1 - knuckle; 11 - first connecting portion; 111 - first connecting member; 12 - second connecting portion; 121 - second connecting member; 13 - third connecting portion; 131 - third connecting member;

[0040] 2 - lower swing arm;

[0041] 3 - Vibration damping bracket; 31 - First lining plate; 311 - First groove; 312 - Gap; 32 - Second lining plate; 321 - Second groove; 33 - Connecting plate; 331 - Third assembly hole; 34 - Mounting plate; 341 - Fourth connecting member; 35 - Third lining plate; 351 - First flanging; 36 - Fourth lining plate; 361 - Second flanging;

[0042] 4 - Vibration damper; 5 - Spring; 6 - Driveshaft; 7 - Steering tie rod; 8 - Stabilizer bar;

[0043] 9 - Upper swing arm; 91 - First upper arm rod; 92 - Second upper arm rod; 93 - Link rod. Detailed implementation manner

[0044] The embodiments of the present invention will be described in detail below. The examples of the embodiments are shown in the drawings. The embodiments described below with reference to the drawings are exemplary and are intended to explain the present invention, and should not be construed as a limitation of the present invention.

[0045] The front suspension of the embodiment of the present invention will be described below with reference to the drawings.

[0046] As Figures 1-8 shown, the front suspension of the embodiment of the present invention includes a steering knuckle 1, a vibration damping assembly, an upper swing arm 9 and a lower swing arm 2.

[0047] The steering knuckle 1 has a first connection portion 11 and a second connection portion 12. The first connection portion 11 is higher than the second connection portion 12 in the Z direction. The vibration damping assembly includes a vibration damping bracket 3, a vibration damper 4 and a spring 5. The vibration damper 4 is provided on the vibration damping bracket 3, and the spring 5 is sleeved on the vibration damper 4. The first connection portion 11 is pivotally connected to the vibration damping bracket 3, the upper swing arm 9 and the lower swing arm 2 are respectively pivotally connected to the vibration damping bracket 3, and the lower swing arm 2 is pivotally connected to the second connection portion 12.

[0048] Wherein the connection point between the first connection portion 11 and the vibration damping bracket 3 is the first connection point P1, the connection point between the second connection portion 12 and the lower swing arm 2 is the second connection point P2, and the connection line between the first connection point P1 and the second connection point P2 constitutes a steering axis.

[0049] The front suspension of the embodiment of the present invention decouples the vibration damping function and the steering function through an independent steering axis. Therefore, the front suspension of the embodiment of the present invention can also be understood as an independent kingpin type front suspension, and the independent kingpin is also an independent steering axis.

[0050] Specifically, in the MacPherson front suspension in the related art, the strut of the shock absorber is directly involved in the formation of the steering axis, and the shock absorber needs to bear lateral forces during steering. In the front suspension of the embodiment of the present invention, the steering axis is independently defined, and the lateral force is transmitted from the lower control arm to the steering knuckle to the steering axis. The shock absorber is completely separated from the lateral force transmission chain and only undertakes the functions of vertical compression and rebound, avoiding the impact of lateral forces, reducing the risk of oil leakage, and increasing the service life.

[0051] In the front suspension of the embodiment of the present invention, the upper control arm 9 and the lower control arm 2 form upper and lower double hard point constraints, which improves the suspension performance compared with the front suspension with only the lower control arm set.

[0052] Specifically, if only the lower control arm is relied on for constraint, there is still a risk of Y-direction deformation under extreme lateral forces (such as high-speed cornering or unilateral impact). By setting the upper control arm, the support stiffness of the suspension in the Y direction is enhanced, avoiding the concentrated force on a single control arm, and enhancing the ability of the suspension to resist lateral forces.

[0053] In some examples, as Figure 1 and Figure 2 shown, the steering axis generally passes through the upper point O of the shock absorber 4, and at least part of the projection of the shock absorber 4 in the Y direction coincides with the projection of the wheel 100 in the Y direction.

[0054] In the XYZ coordinate system of the vehicle, the positive direction of the X axis points to the front of the vehicle, and the negative direction of the X axis points to the rear of the vehicle; the positive direction of the Y axis points to the right side of the vehicle, and the negative direction of the Y axis points to the left side of the vehicle; the positive direction of the Z axis points to the top of the vehicle, and the negative direction of the Z axis points to the bottom of the vehicle.

[0055] In the MacPherson front suspension in the related art, the projection of the shock absorber in the Y direction is located above the wheel, and the distance between the upper point of the shock absorber and the wheel center in the Z direction is relatively large. In the front suspension of the embodiment of the present invention, there is an overlapping part between the projection of the shock absorber and the wheel in the Y direction, reducing the height of the upper point O of the shock absorber. Moreover, there is no need to tilt the shock absorber at a large angle like the double-wishbone front suspension in the related art, reducing the space occupancy rate in the Y direction and further optimizing the layout of the suspension hard points.

[0056] Optionally, the distance between the upper point O of the shock absorber 4 and the center of the journal of the steering knuckle 1 in the Y direction is 204 - 232 mm, and the distance between the upper point O of the shock absorber 4 and the center of the journal of the steering knuckle 1 in the Z direction is 450 - 464 mm. The center of the journal of the steering knuckle 1 is concentrically arranged with the wheel center of the wheel 100.

[0057] Preferably, the distance between the upper point O of the shock absorber 4 and the center of the journal of the steering knuckle 1 in the Y direction is 211 mm, and the distance between the upper point O of the shock absorber 4 and the center of the journal of the steering knuckle 1 in the Z direction is 453 mm.

[0058] The parameters of the front suspension according to the embodiments of the present invention in the Y direction and the Z direction are respectively compared with those of the MacPherson front suspension and the double-wishbone front suspension in the related art as shown in the following table.

[0059]

[0060] In summary, for the front suspension according to the embodiments of the present invention, by decoupling the shock absorber function and the suspension geometric constraints, integrating the core advantages of the MacPherson front suspension and the double-wishbone front suspension in the related art, the height of the upper point O of the shock absorber is between that of the MacPherson front suspension and the double-wishbone front suspension. On the premise of ensuring that the shock absorber does not participate in the steering movement to extend its service life, the layout of the suspension hard points is optimized. Compared with the double-wishbone front suspension, the space occupied in the Y direction is reduced by 15%-25%. At the same time, compared with the MacPherson front suspension, the height of the upper point O of the shock absorber is reduced by 20%-23%. It not only avoids the high-point limitation and performance short-board of the MacPherson type, but also breaks through the space-occupation bottleneck of the double-wishbone type, providing a technical basis for the coordinated realization of the sporty styling and the compact engine compartment layout.

[0061] The following specifically describes the front suspension according to the embodiments of the present invention with reference to the accompanying drawings, taking the front suspension installed at the right front wheel of a vehicle as an example.

[0062] As Figures 1-8 shown, the front suspension according to the embodiments of the present invention includes a steering knuckle 1, a lower control arm 2, a shock absorber bracket 3, a shock absorber 4, a spring 5, a drive shaft 6, a tie rod 7, a stabilizer bar 8, and an upper control arm 9.

[0063] As Figures 1-6 shown, the steering knuckle 1 is connected to the wheel 100 by bolts. The steering knuckle 1 has a first connecting portion 11, a second connecting portion 12, and a third connecting portion 13.

[0064] As Figure 2 , Figure 6 and Figure 7 shown, the first connecting portion 11 of the steering knuckle 1 is configured as a connecting arm. The first connecting portion 11 is generally in the shape of a goat's horn, the first connecting portion 11 extends along the negative direction of the Y axis and along the positive direction of the Z axis, and a first connecting member 111 is provided at the free end of the first connecting portion 11. The first connecting member 111 can be a bushing or a ball joint. Preferably, the first connecting member 111 is a bushing. The free end of the first connecting portion 11 is pivotally connected to the middle of the shock absorber bracket 3 through the first connecting member 111. The upper end of the shock absorber bracket 3 is pivotally connected to the upper control arm 9, and the lower end of the shock absorber bracket 3 is pivotally connected to the lower control arm 2.

[0065] As Figure 2 and Figures 6-8As shown, the second connecting portion 12 of the knuckle 1 is configured as a connecting block. The second connecting portion 12 is provided with a second connecting member 121. The second connecting member 121 can be a bushing or a ball head. Preferably, the second connecting member 121 is a bushing. The second connecting portion 12 is pivotally connected to one end of the lower control arm 2 along the positive Y-axis direction through the second connecting member 121. One end of the lower control arm 2 along the negative Y-axis direction is pivotally connected to the subframe 200 of the vehicle. Specifically, the lower control arm 2 can be an integral single swing arm structure.

[0066] As Figures 1-3 and Figure 6 shown, the third connecting portion 13 of the knuckle 1 is configured as a connecting arm. The third connecting portion 13 is generally arc-shaped and extends along the positive X-axis direction and the negative Y-axis direction. The free end of the third connecting portion 13 is provided with a third connecting member 131. The third connecting member 131 can be a bushing or a ball head. Preferably, the third connecting member 131 is a bushing. The free end of the third connecting portion 13 is pivotally connected to one end of the steering tie rod 7 along the positive Y-axis direction through the third connecting member 131. The steering force is transmitted to the wheel 100 through the steering tie rod 7, so that the wheel 100 rotates around the steering axis.

[0067] As Figure 1 and Figure 2 shown, the connection point of the shock absorber bracket 3 and the lower control arm 2 is the third connection point P3. The first connection point P1, the second connection point P2 and the third connection point P3 are in the same plane orthogonal to the X direction. The first connection point P1 and the third connection point P3 are spaced apart in the negative Z-axis direction. The second connection point P2 and the third connection point P3 are spaced apart in the negative Y-axis direction.

[0068] The first connection point P1, the second connection point P2 and the third connection point P3 form a stable triangular force transmission frame, optimizing the steering performance of the vehicle. The line connecting the first connection point P1 and the second connection point P2 constitutes the steering axis of the wheel 100. The line connecting the first connection point P1 and the third connection point P3 constitutes the load path of the shock absorber 4. The steering axis of the wheel 100 is separated from the load path of the shock absorber 4, avoiding the influence of the lateral force on the shock absorber 4.

[0069] The first connection point P1 can be moved down to a low position in the Z direction. For example, the projection of the first connection point P1 in the Y direction is located within the projection area of the wheel 100 in the Y direction, thereby reducing the height of the upper point O of the shock absorber 4 and making it between the MacPherson front suspension and the double wishbone front suspension.

[0070] The Y-direction span of the shock absorber 4 is restricted by the third connection point P3, saving the occupied space of the shock absorber 4 in the Y direction and making it between the MacPherson front suspension and the double wishbone front suspension.

[0071] The shock-absorbing bracket 3 can be designed as a sheet metal welded assembly or an aluminum casting. As Figures 1-5 shown, the shock-absorbing bracket 3 includes a first lining plate 31, a second lining plate 32, and a connecting plate 33. The first lining plate 31 and the second lining plate 32 are arranged at intervals in the X direction, and the upper and lower ends of the first lining plate 31 and the second lining plate 32 are generally flush. The connecting plate 33 is respectively connected to the upper end of the first lining plate 31 and the upper end of the second lining plate 32, and the first connecting portion 11 of the knuckle 1 is pivotally connected to the connecting plate 33 through a first connecting member 111. The lower ends of the first lining plate 31 and the second lining plate 32 are respectively located on both sides of the lower swing arm 2 in the X direction, and are respectively pivotally connected to the lower swing arm 2 through a rotating shaft.

[0072] As Figure 4 and Figure 5 shown, the lower end of the shock absorber 4 is clamped between the first lining plate 31 and the second lining plate 32. The first lining plate 31 is provided with a first groove 311, and the second lining plate 32 is provided with a second groove 321 facing the first groove 311. The lower end of the shock absorber 4 is fitted in the first groove 311 and the second groove 321.

[0073] The pressure of the shock absorber 4 is evenly transmitted to the lower swing arm 2 through the first lining plate 31 and the second lining plate 32, improving the torsional stiffness of the shock-absorbing bracket 3 and extending the service life of the shock-absorbing bracket 3. The lower end of the shock absorber 4 is closely fitted with the first groove 311 of the first lining plate 31 and the second groove 321 of the second lining plate 32, realizing zero-clearance radial constraint and eliminating fretting wear between the shock absorber 4 and the shock-absorbing bracket 3.

[0074] As Figure 4 and Figure 5 shown, the shock-absorbing bracket 3 further includes a third lining plate 35 and a fourth lining plate 36. The third lining plate 35 and the fourth lining plate 36 are arranged at intervals in the X direction. The third lining plate 35 is located on one side of the first lining plate 31 in the positive direction of the X axis. The lower end of the third lining plate 35 has a first flanging 351 folded towards the fourth lining plate 36, and the first flanging 351 is connected to the upper end of the first lining plate 31. The fourth lining plate 36 is located on one side of the second lining plate 32 in the negative direction of the X axis. The lower end of the fourth lining plate 36 has a second flanging 361 folded towards the third lining plate 35, and the second flanging 361 is connected to the upper end of the second lining plate 32.

[0075] The upper swing arm 9 includes two upper arm rods. For the convenience of description, the two upper arm rods are sequentially defined as the first upper arm rod 91 and the second upper arm rod 92 along the negative direction of the X-axis. One end of the first upper arm rod 91 in the positive direction of the Y-axis is connected to the upper end of the third lining plate 35, and one end of the second upper arm rod 92 in the positive direction of the Y-axis is connected to the upper end of the fourth lining plate 36. One end of the first upper arm rod 91 in the negative direction of the Y-axis is connected to one end of the second upper arm rod 92 in the negative direction of the Y-axis through a connecting rod 93, forming an upper swing arm 9 that is generally U-shaped. The upper end of the shock absorber 4 is located between the first upper arm rod 91 and the second upper arm rod 92.

[0076] As Figures 1-5 shown, the drive shaft 6 is connected to the wheel 100 through a universal joint. The middle and lower part of the first lining plate 31 bends away from the second lining plate 32 in the X direction to form a clearance 312 for avoiding the drive shaft 6. And compared with the double-wishbone front suspension in the related art, the front suspension of the embodiment of the present invention occupies less space in the Y direction, can reduce the influence on the clearance 312, allows the drive shaft 6 to be arranged closer to the wheel center of the wheel 100, and improves the rationality of the use of the front engine compartment space of the vehicle.

[0077] As Figures 1-5 shown, an installation plate 34 is provided on the second lining plate 32. The installation plate 34 is provided with a fourth connecting member 341. The fourth connecting member 341 can be a bushing or a ball head. Preferably, the fourth connecting member 341 is a bushing. The installation plate 34 is pivotally connected to the stabilizer bar 8 through the fourth connecting member 341.

[0078] Next, the front suspension of another embodiment of the present invention will be specifically described.

[0079] The front suspension of another embodiment of the present invention includes a steering knuckle 1, a lower swing arm 2, a shock absorber bracket 3, a shock absorber 4, a spring 5, a drive shaft 6, a steering tie rod 7, a stabilizer bar 8, and an upper swing arm 9.

[0080] There are two connection blocks on the second connection portion 12 of the steering knuckle 1, and the two connection blocks are arranged at intervals in the X direction. The lower swing arm 2 includes two independent lower arm rods, and the two lower arm rods correspond to the two connection blocks one by one. Each connection block is pivotally connected to the corresponding lower arm rod through a second connecting member 121.

[0081] The first lining plate 31 of the shock absorber bracket 3 corresponds to one of the lower arm rods, and the lower end of the first lining plate 31 is pivotally connected to the corresponding lower arm rod through a rotating shaft. The second lining plate 32 of the shock absorber bracket 3 corresponds to the other lower arm rod, and the lower end of the second lining plate 32 is pivotally connected to the corresponding lower arm rod through a rotating shaft.

[0082] Other aspects of the front suspension of another embodiment of the present invention may be similar to those of the front suspension of the above embodiment, and will not be elaborated here.

[0083] The vehicle according to an embodiment of the present invention includes a front suspension, and the front suspension may be the front suspension in the above embodiment.

[0084] The technical advantages of the vehicle according to an embodiment of the present invention are the same as those of the front suspension in the above embodiment, and will not be elaborated herein.

[0085] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present invention.

[0086] In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include at least one of such features. In the description of the present invention, "a plurality" means at least two, such as two, three, etc., unless otherwise specifically and clearly defined.

[0087] In the present invention, unless otherwise clearly defined and limited, the terms such as "mounted", "connected", "connected to", "fixed" and the like should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or integrated; it may be a mechanical connection, an electrical connection or communication with each other; it may be directly connected, or indirectly connected through an intermediate medium, and it may be the internal communication of two elements or the interaction relationship between two elements, unless otherwise clearly limited. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0088] In the present invention, unless otherwise clearly defined and limited, the first feature being "on" or "under" the second feature may be that the first and second features are in direct contact, or the first and second features are indirectly in contact through an intermediate medium. Moreover, the first feature being "above", "over" and "on" the second feature may be that the first feature is directly above or obliquely above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. The first feature being "under", "beneath" and "under" the second feature may be that the first feature is directly below or obliquely below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0089] In the present invention, terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. mean that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in a suitable manner in any one or more embodiments or examples. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0090] Although the embodiments of the present invention have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those of ordinary skill in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A front suspension, characterized in that, Comprising: A steering knuckle having a first connection portion and a second connection portion, wherein the first connection portion is higher than the second connection portion in the Z direction; A shock absorption assembly including a shock absorption bracket, a shock absorber and a spring, wherein the shock absorber is provided on the shock absorption bracket, the spring is sleeved on the shock absorber, and the first connection portion is pivotally connected to the shock absorption bracket; An upper swing arm and a lower swing arm, the upper swing arm and the lower swing arm are respectively pivotally connected to the shock absorption bracket, the lower swing arm is pivotally connected to the second connection portion, and a first connection point between the first connection portion and the shock absorption bracket and a second connection point between the lower swing arm and the second connection portion form a steering axis.

2. The front suspension according to claim 1, characterized in that, The steering axis generally passes through the upper point of the shock absorber.

3. The front suspension according to claim 1, characterized in that, At least a part of the projection of the shock absorber in the Y direction coincides with the projection of the wheel in the Y direction.

4. The front suspension according to claim 1, characterized in that, The first connection portion is connected to the upper end of the shock absorption bracket, one end of the lower swing arm is connected to the second connection portion, the upper swing arm is adjacent to the upper end of the shock absorber and is connected to the upper end of the shock absorption bracket, and the lower end of the shock absorption bracket is connected to the lower swing arm.

5. The front suspension according to claim 4, characterized in that, The first connection point, the second connection point and a third connection point between the shock absorption bracket and the lower swing arm are in the same plane orthogonal to the X direction, the first connection point and the third connection point are spaced apart in the Z direction, and the second connection point and the third connection point are spaced apart in the Y direction.

6. The front suspension according to claim 4, characterized in that, The projection of the first connection point in the Y direction is located within the projection area of the wheel in the Y direction.

7. The front suspension according to claim 1, wherein The distance between the upper point of the shock absorber and the center of the journal of the steering knuckle in the Y direction is 204 - 232 mm, and the distance between the upper point of the shock absorber and the center of the journal of the steering knuckle in the Z direction is 435 - 464 mm.

8. The front suspension according to claim 1, characterized in that, The first connection portion is configured as a connecting arm, and the free end of the connecting arm is pivotally connected to the shock absorption bracket through a first connecting member.

9. The front suspension according to claim 8, characterized in that, The second connection portion is configured as a connecting block, and the connecting block is pivotally connected to the lower swing arm through a second connecting member.

10. The front suspension according to claim 9, characterized in that, The first connecting member is a bushing or a ball joint, and the second connecting member is a bushing or a ball joint.

11. The front suspension according to claim 8, characterized in that, The shock absorption bracket includes a first lining plate, a second lining plate and a connecting plate. The first lining plate and the second lining plate are arranged at intervals in the X direction. The upper ends of the first lining plate and the second lining plate are generally flush, and the lower ends of the first lining plate and the second lining plate are generally flush. The connecting plate is respectively connected to the upper ends of the first lining plate and the second lining plate, and the first connection portion is pivotally connected to the connecting plate through the first connecting member.

12. The front suspension according to claim 11, characterized in that, The lower ends of the first lining plate and the second lining plate are respectively located on both sides of the lower swing arm and are respectively pivotally connected to the lower swing arm.

13. The front suspension according to claim 11, characterized in that, The lower end of the shock absorber is clamped between the first lining plate and the second lining plate. The first lining plate is provided with a first groove, and the second lining plate is provided with a second groove facing the first groove. The lower end of the shock absorber is fitted in the first groove and the second groove.

14. The front suspension according to claim 11, characterized in that, The front suspension further includes a drive shaft, the drive shaft is connected to the wheel, and the middle and lower part of the first lining plate is bent away from the second lining plate in the X direction to form a clearance for avoiding the drive shaft.

15. The front suspension according to claim 11, characterized in that, The shock absorber bracket further includes a third lining plate and a fourth lining plate. The third lining plate and the fourth lining plate are arranged at intervals in the X direction. The upper ends of the third lining plate and the fourth lining plate are respectively located on both sides of the upper swing arm and are respectively pivotally connected to the upper swing arm. The lower end of the third lining plate has a first flanging that is folded towards the fourth lining plate, and the first flanging is connected to the upper end of the first lining plate. The lower end of the fourth lining plate has a second flanging that is folded towards the third lining plate, and the second flanging is connected to the upper end of the second lining plate.

16. The front suspension according to claim 15, characterized in that, The upper swing arm includes two upper arm rods. One end of one upper arm rod is connected to the upper end of the third lining plate, and one end of the other upper arm rod is connected to the upper end of the fourth lining plate. The other end of the one upper arm rod and the other end of the other upper arm rod are connected by a connecting rod, and the shock absorber is located between the two upper arm rods.

17. The front suspension according to claim 9, characterized in that, There are two connecting blocks. The lower swing arm includes two lower arm rods. The two lower arm rods correspond to the two connecting blocks one by one. Each connecting block is pivotally connected to the corresponding lower arm rod through the second connecting member.

18. The front suspension according to any one of claims 1-17, characterized in that, The knuckle further has a third connecting portion. The front suspension further includes a tie rod, and the tie rod is pivotally connected to the third connecting portion.

19. The front suspension according to any one of claims 1-17, characterized in that, The front suspension further includes a stabilizer bar, and the stabilizer bar is pivotally connected to the shock absorber bracket.

20. A vehicle, characterized in that, Including the front suspension according to any one of claims 1-19.

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