Longitudinal arm rotating shoulder type independent suspension, chassis and vehicle

Abstract

The invention provides a trailing arm rotating shoulder type independent suspension, a chassis and a vehicle, and relates to the technical field of vehicles. The trailing arm rotating shoulder type independent suspension comprises an auxiliary frame, a steering knuckle, a first control arm assembly, a second control arm assembly, a third control arm assembly and a steering driving piece, one end of the first control arm assembly is rotationally connected with the steering knuckle, and the other end of the first control arm assembly is used for being rotationally connected with a vehicle body. The two ends of the second control arm assembly are rotationally connected with the steering knuckle and the auxiliary frame respectively, the two ends of the third control arm assembly are rotationally connected with the steering knuckle and the auxiliary frame respectively, and the two ends of the steering driving piece are rotationally connected with the steering knuckle and the auxiliary frame respectively. Thus, the trailing arm rotating shoulder type independent suspension can achieve rear wheel steering, and meanwhile has the large anti-pitching geometry, so that the vehicle can give consideration to the control agility at the low speed, the control stability at the high speed and the running smoothness and stability under the acceleration and braking working conditions.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a trailing-arm rotating-shoulder independent suspension, a chassis, and a vehicle. Background Art

[0002] The suspension is a device that connects the vehicle body and the rear wheels, and can transmit force and torque.

[0003] Existing rear suspensions in vehicles can adopt E-type multi-link suspensions, H-type multi-link suspensions, five-link suspensions, and double wishbone suspensions. The E-type multi-link suspension has a larger anti-pitch geometry, which can better suppress vehicle body pitch motion under braking and acceleration conditions, ensuring smooth and stable operation under acceleration and braking conditions. However, the E-type multi-link suspension cannot achieve rear-wheel steering, resulting in a larger turning radius, poor maneuverability at low speeds, and poor handling stability at high speeds. The H-type multi-link suspension, five-link suspension, and double wishbone suspension can achieve rear-wheel steering and a smaller turning radius, but these three suspension types have smaller anti-pitch geometry, resulting in severe vehicle body pitch under acceleration or braking conditions, and poor vehicle smoothness and stability. In other words, existing rear suspensions cannot provide a vehicle with a balanced balance of low-speed maneuverability, high-speed handling stability, and smooth and stable operation under acceleration and braking conditions. Summary of the Invention

[0004] In view of this, the present application provides a trailing-arm shoulder-type independent suspension, chassis and vehicle to solve the problem that the existing rear suspension cannot enable the vehicle to take into account the handling agility at low speed, the handling stability at high speed, and the smoothness and stability of operation under acceleration and braking conditions.

[0005] According to one aspect of the present application, a trailing arm shoulder type independent suspension is provided, which includes a subframe, a steering knuckle, a first control arm assembly, a second control arm assembly, a third control arm assembly and a steering drive component, one end of the first control arm assembly is rotationally connected to the steering knuckle, the other end of the first control arm assembly is used to be rotationally connected to the vehicle body, both ends of the second control arm assembly are rotationally connected to the steering knuckle and the subframe respectively, both ends of the third control arm assembly are rotationally connected to the steering knuckle and the subframe respectively, and both ends of the steering drive component are rotationally connected to the steering knuckle and the subframe respectively.

[0006] Preferably, one end of the first control arm assembly is connected to the steering knuckle through a rotary pair, the other end of the first control arm assembly is connected to the vehicle body through a first spherical pair, both ends of the second control arm assembly are respectively connected to the steering knuckle and the subframe through two second spherical pairs, both ends of the third control arm assembly are respectively connected to the steering knuckle and the subframe through two third spherical pairs, and both ends of the steering drive member are respectively connected to the steering knuckle and the subframe through two fourth spherical pairs.

[0007] Preferably, the rotary pair includes two connecting members, and the first control arm assembly is connected to the steering knuckle through the two connecting members, and the two connecting members are arranged at intervals in the direction of gravity.

[0008] Preferably, the connecting member is a rubber bushing or a spherical hinge.

[0009] Preferably, the first spherical pair is a spherical hinge or a rubber bushing.

[0010] Preferably, the second spherical pair, the third spherical pair and the fourth spherical pair are all rubber bushings;

[0011] and / or, the steering drive member is a linear brake.

[0012] Preferably, the first control arm assembly is configured to be able to absorb shock through deformation.

[0013] Preferably, the longitudinal arm knuckle independent suspension further includes a shock absorber and a spring. One end of the shock absorber is rotatably connected to the steering knuckle, the other end of the shock absorber is for rotatably connecting to the vehicle body, one end of the spring is rotatably connected to the third control arm assembly, and the other end of the spring is for rotatably connecting to the vehicle body.

[0014] According to a second aspect of the present application, a chassis is provided. The chassis includes the vehicle body and the above-mentioned longitudinal arm knuckle independent suspension, the subframe is fixed to the vehicle body, and the first control arm assembly is rotatably connected to the vehicle body.

[0015] According to a third aspect of the present application, a vehicle is provided. The vehicle includes the above-mentioned chassis.

[0016] When the trailing arm swivel type independent suspension of the present application is in use, the rear wheel, the steering knuckle connected to the rear wheel, and the first control arm assembly can rotate around the connection between the first control arm assembly and the vehicle body. This enables the trailing arm swivel type independent suspension to have a large anti-pitch geometry, which can better suppress the body pitch movement under braking and acceleration conditions, ensuring the smoothness and stability of the vehicle during acceleration and braking. When rear wheel steering is required, the steering drive member drives the steering knuckle to rotate, and the first control arm assembly, the second control arm assembly, and the third control arm assembly deflect accordingly, causing the rear wheel to rotate. At low speeds, the rear wheel and the front wheel can rotate in opposite directions to reduce the turning radius of the vehicle and improve the operation agility of the vehicle at low speeds. At high speeds, the rear wheel and the front wheel can rotate in the same direction to improve the handling stability of the vehicle at high speeds. In this way, the trailing arm swivel type independent suspension can achieve rear wheel steering and has a large anti-pitch geometry, enabling the vehicle to balance the operation agility at low speeds, the handling stability at high speeds, and the smoothness and stability during acceleration and braking. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present application and should not be regarded as limiting the scope. For those of ordinary skill in the art, other related drawings can be obtained based on these drawings without creative efforts.

[0018] Figure 1 Shows a three-dimensional structural schematic diagram of the trailing arm swivel type independent suspension;

[0019] Figure 2 Shows a partial structural schematic diagram of the trailing arm swivel type independent suspension from one perspective;

[0020] Figure 3 Shows a partial structural schematic diagram of the trailing arm swivel type independent suspension from another perspective;

[0021] Figure 4 Shows a schematic diagram of the position changes of the first control arm assembly, the second control arm assembly, and the third control arm assembly when adjusting the toe angle or performing rear wheel steering of the trailing arm swivel type independent suspension.

[0022] Reference numerals: 1 - subframe; 2 - steering knuckle; 3 - first control arm assembly; 4 - second control arm assembly; 5 - third control arm assembly; 6 - steering drive member; 7 - spring; 8 - shock absorber; 91 - rotating pair; 911 - connecting member; 92 - first spherical pair; 93 - second spherical pair; 94 - third spherical pair; 95 - fourth spherical pair. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0023] The following specific embodiments are provided to assist the reader in obtaining a comprehensive understanding of the methods, devices, and / or systems described herein. However, various changes, modifications, and equivalents of the methods, devices, and / or systems described herein will be apparent after understanding the disclosure of this application. For example, the order of operations described herein is merely exemplary and is not limited to the order set forth herein, but rather changes that will be apparent after understanding the disclosure of this application may be made, except for operations that must occur in a specific order. In addition, descriptions of features known in the art may be omitted for the sake of clarity and conciseness.

[0024] The features described herein may be implemented in different forms and should not be construed as limited to the examples described herein. Rather, the examples described herein are provided only to illustrate some of the many possible ways of implementing the methods, devices, and / or systems described herein that will be apparent after understanding the disclosure of this application.

[0025] Throughout the specification, when an element (such as a layer, region, or substrate) is described as "on" another element, "connected to" another element, "bonded to" another element, "above" another element, or "covering" another element, it may be directly "on," "connected to," "bonded to," "above," or "covering" the other element, or there may be one or more other elements intervening between them. In contrast, when an element is described as "directly on," "directly connected to," "directly bonded to," "directly above," or "directly covering" another element, there may be no other elements intervening between them.

[0026] As used herein, the term "and / or" includes any one of the listed related items and any combination of any two or more of them.

[0027] Although terms such as "first," "second," and "third" may be used herein to describe various components, elements, regions, layers, or parts, these components, elements, regions, layers, or parts are not limited by these terms. Rather, these terms are only used to distinguish one component, element, region, layer, or part from another. Thus, the first component, element, region, layer, or part described in the examples herein may also be referred to as the second component, element, region, layer, or part without departing from the teachings of the examples.

[0028] For ease of description, spatial relationship terms such as "above", "upper", "below", and "lower" may be used herein to describe the relationship of one element to another as shown in the accompanying drawings. Such spatial relationship terms are intended to include different orientations of the device in use or operation in addition to the orientation depicted in the accompanying drawings. For example, if the device in the accompanying drawings is flipped, an element described as "above" or "upper" relative to another element will subsequently be "below" or "lower" relative to the other element. Thus, the term "above" includes both the orientations of "above" and "below" depending on the spatial orientation of the device. The device may be positioned in other ways (e.g., rotated 90 degrees or in other orientations), and the spatial relationship terms used herein will be interpreted accordingly.

[0029] The terms used herein are for the purpose of describing various examples only and are not intended to limit the present disclosure. Unless the context clearly dictates otherwise, the singular forms are also intended to include the plural forms. The terms "comprising", "including", and "having" enumerate the stated features, quantities, operations, components, elements, and / or combinations thereof that exist, but do not preclude the existence or addition of one or more other features, quantities, operations, components, elements, and / or combinations thereof.

[0030] Due to manufacturing techniques and / or tolerances, variations in the shapes shown in the accompanying drawings may occur. Accordingly, the examples described herein are not limited to the specific shapes shown in the accompanying drawings, but include changes in shape that occur during manufacturing.

[0031] The features of the examples described herein may be combined in various ways that will be apparent after understanding the disclosure of the present application. In addition, although the examples described herein have a variety of configurations, other configurations are possible, as will be apparent after understanding the disclosure of the present application.

[0032] According to a first aspect of the present application, a trailing arm swivel shoulder independent suspension is provided, as Figures 1 to 4As shown in the figure, the longitudinal arm swivel shoulder independent suspension includes a subframe 1, a steering knuckle 2, a first control arm assembly 3, a second control arm assembly 4, a third control arm assembly 5, and a steering drive member 6. One end of the first control arm assembly 3 is rotatably connected to the steering knuckle 2, and the other end of the first control arm assembly 3 is used for rotatably connecting to the vehicle body. Both ends of the second control arm assembly 4 are respectively rotatably connected to the steering knuckle 2 and the subframe 1. Both ends of the third control arm assembly 5 are respectively rotatably connected to the steering knuckle 2 and the subframe 1. Both ends of the steering drive member 6 are respectively rotatably connected to the steering knuckle 2 and the subframe 1. When the longitudinal arm swivel shoulder independent suspension of the present application is in use, the rear wheel, the steering knuckle 2 connected to the rear wheel, and the first control arm assembly 3 can rotate around the connection between the first control arm assembly 3 and the vehicle body. This enables the longitudinal arm swivel shoulder independent suspension to have a large anti-pitch geometry, which can better suppress the vehicle body pitch movement under braking and acceleration conditions, ensuring the smoothness and stability of the vehicle during acceleration and braking conditions. When rear-wheel steering is required, the steering drive member 6 drives the steering knuckle 2 to rotate, and the first control arm assembly 3, the second control arm assembly 4, and the third control arm assembly 5 deflect accordingly, causing the rear wheel to rotate. At low speeds, the rear wheel and the front wheel can rotate in opposite directions to reduce the turning radius of the vehicle and improve the operation agility of the vehicle at low speeds. At high speeds, the rear wheel and the front wheel can rotate in the same direction to improve the handling stability of the vehicle at high speeds. Thus, the longitudinal arm swivel shoulder independent suspension can achieve rear-wheel steering and has a large anti-pitch geometry, enabling the vehicle to balance the operation agility at low speeds, the handling stability at high speeds, and the smoothness and stability during acceleration and braking conditions.

[0033] Furthermore, the second control arm assembly 4 and the third control arm assembly 5 can be made of high-strength metal materials. Optionally, the materials of the second control arm assembly 4 and the third control arm assembly 5 can be low-carbon steel, such as 1008, 1010, or 1018 under the SAE standard. Optionally, the materials of the second control arm assembly 4 and the third control arm assembly 5 can also be chrome molybdenum steel, such as 4130, 4140, or 4340 under the SAE standard.

[0034] Preferably, the steering drive member 6 is a linear brake. When adjusting the toe angle of the longitudinal arm swivel shoulder independent suspension or when rear-wheel steering is required, the motor of the linear brake can drive the push rod of the linear brake to extend and retract to drive the steering knuckle 2 to rotate, causing the rear wheel to turn. Specifically, as Figure 4 shown, before adjusting the toe angle of the longitudinal arm swivel shoulder independent suspension or before steering, the positions of the steering knuckle 2, the first control arm assembly 3, the second control arm assembly 4, and the third control arm assembly 5 can be referred to Figure 4The structure shown by the solid line, when adjusting the toe angle of the trailing arm type independent suspension or during steering, the steering drive member 6 drives the steering knuckle 2 to rotate, and the first control arm assembly 3, the second control arm assembly 4, and the third control arm assembly 5 deflect accordingly, thereby realizing the steering of the rear wheels. After the steering is completed, the positions of the steering knuckle 2, the first control arm assembly 3, the second control arm assembly 4, and the third control arm assembly 5 can be referred to Figure 4 the structure shown by the dashed line in

[0035] As Figure 1 and Figure 2 shown, one end of the first control arm assembly 3 is rotatably connected to the steering knuckle 2, and the other end of the first control arm assembly 3 extends towards the side where the front wheels are located relative to the subframe 1 and is rotatably connected to the vehicle body. Since the connection point of the first control arm assembly 3 and the vehicle body is located outside the subframe 1, this can facilitate the first control arm assembly 3, the steering knuckle 2, and the rear wheels mounted on the steering knuckle 2 to rotate around the connection point of the first control arm assembly 3 and the vehicle body.

[0036] Furthermore, one end of the second control arm assembly 4 is rotatably connected to the steering knuckle 2, and the other end is rotatably connected to the upper part of the subframe 1. One end of the third control arm assembly 5 is rotatably connected to the steering knuckle 2, and the other end of the second control arm assembly 4 extends below the subframe 1 and is rotatably connected to the bottom of the subframe 1. The third control arm assembly 5 is located below the second control arm assembly 4, the length of the second control arm assembly 4 is less than the length of the third control arm assembly 5, and the second control arm assembly 4 extends to the middle of the subframe 1. The steering drive member 6 is located between the first control arm assembly 3 and the second control arm assembly 4.

[0037] As Figure 1 and Figure 2 shown, one end of the first control arm assembly 3 is connected to the steering knuckle 2 through a rotating pair 91, and the other end of the first control arm is connected to the vehicle body through a first spherical pair 92. Both ends of the second control arm assembly 4 are respectively connected to the steering knuckle 2 and the subframe 1 through two second spherical pairs 93. Both ends of the third control arm assembly 5 are respectively connected to the steering knuckle 2 and the subframe 1 through two third spherical pairs 94. Both ends of the steering drive member 6 are respectively connected to the steering knuckle 2 and the subframe 1 through two fourth spherical pairs 95. In this way, the first control arm assembly 3 is connected through the rotating pair 91, which can limit the degree of freedom of relative rotation between the first control arm assembly 3 and the steering knuckle 2. When the vehicle encounters road surface undulations or the vehicle body undergoes load transfer, the rear wheels, the steering knuckle 2 connected to the rear wheels, and the first control arm assembly 3 will only rotate upward or downward. The rotation range of the first control arm assembly 3 can be referred to Figure 3 the position between the two dashed straight lines in

[0038] As Figure 2 shown, the revolute pair 91 may include two connecting members 911. The first control arm assembly 3 is connected to the steering knuckle 2 through the two connecting members 911. The two connecting members 911 are arranged at intervals to limit the degree of freedom of relative rotation between the first control arm assembly 3 and the steering knuckle 2.

[0039] Optionally, in an embodiment of the connecting member 911, the connecting member 911 is a rubber bushing. At this time, the first control arm assembly 3 is connected to the steering knuckle 2 through two rubber bushings. The plane where the axes of the two rubber bushings are located may be parallel to the direction of gravity, or the included angle between the plane where the axes of the two rubber bushings are located and the direction of gravity is less than 90 degrees. In another embodiment of the connecting member 911, the connecting member 911 is a spherical hinge. At this time, the first control arm assembly 3 is connected through two spherical hinges. The straight line passing through the centers of the spherical heads of the two spherical hinges is parallel to the direction of gravity, or the included angle between the straight line passing through the centers of the spherical heads of the two spherical hinges and the direction of gravity is less than 90 degrees. When the connecting member 911 is a spherical hinge, the spherical hinge may be made of stainless steel, and the inner wall of the spherical socket in the spherical hinge may be coated with polytetrafluoroethylene to reduce the friction between the spherical head and the inner wall of the spherical socket.

[0040] Preferably, the two connecting members 911 are arranged at intervals along the direction of gravity. That is to say, when the connecting member 911 is a rubber bushing, the plane where the axes of the two rubber bushings are located may be parallel to the direction of gravity. When the connecting member 911 is a spherical hinge, the straight line passing through the centers of the spherical heads of the two spherical hinges is parallel to the direction of gravity.

[0041] Optionally, the first spherical pair 92 may be a spherical hinge or a rubber bushing. When the first spherical pair 92 is a spherical hinge, the connecting member 911 may be a spherical hinge. At this time, one end of the first control arm assembly 3 is connected to the vehicle body through a spherical hinge, and the other end of the first control arm assembly 3 is connected to the steering knuckle 2 through two spherical hinges. When the first spherical pair 92 is a spherical hinge, the connecting member 911 may also be a rubber bushing. At this time, one end of the first control arm assembly 3 is connected to the vehicle body through a spherical hinge, and the other end of the first control arm assembly 3 is connected to the steering knuckle 2 through two rubber bushings. When the first spherical pair 92 is a rubber bushing, the connecting member 911 may be a spherical hinge. At this time, one end of the first control arm assembly 3 is connected to the vehicle body through a rubber bushing, and the other end of the first control arm assembly 3 is connected to the steering knuckle 2 through two spherical hinges. When the first spherical pair 92 is a rubber bushing, the connecting member 911 may also be a rubber bushing. At this time, one end of the first control arm assembly 3 is connected to the vehicle body through a rubber bushing, and the other end of the first control arm assembly 3 is connected to the steering knuckle 2 through two rubber bushings.

[0042] Preferably, the first control arm assembly 3 is configured to absorb shocks through deformation, which can improve the ride comfort of the vehicle. In other words, the first control arm assembly 3 is made of a highly elastic metal material. Optionally, the material of the first control arm assembly 3 can be high-carbon steel, for example, 51CrV4, 52CrMoV4, 55Cr3 or 60Cr3 under the EN standard, and again for example, 1095, 9250 or 9260 under the SAE standard, etc.

[0043] Preferably, the second spherical pair 93, the third spherical pair 94 and the fourth spherical pair 95 are all rubber bushings.

[0044] In the embodiment of the present application, as Figure 1 and Figure 2 shown, the longitudinal arm knuckle independent suspension further includes a shock absorber 8 and a spring 7. One end of the shock absorber 8 is rotatably connected to the knuckle 2, and the other end of the shock absorber 8 is used for rotatably connecting to the vehicle body. One end of the spring 7 is rotatably connected to the third control arm assembly 5, and the other end of the spring ⑦ is used for rotatably connecting to the vehicle body. When the vehicle encounters road surface undulations or the vehicle body undergoes load transfer, the knuckle 2, the rear wheel provided on the knuckle 2, and the first control arm assembly 3 rotate relative to the vehicle body. At the same time, the shock absorber 8 and the spring 7 can be compressed or elongated to absorb shocks, thereby improving the ride comfort of the vehicle.

[0045] Optionally, an installation groove is formed on the upper surface of the third control arm assembly 5, and the lower end of the spring 7 is arranged in the installation groove. Preferably, the spring 7 is a helical spring.

[0046] Further, both ends of the shock absorber 8 are respectively connected to the knuckle 2 and the vehicle body through two fifth spherical pairs, and both ends of the spring 7 are respectively connected to the vehicle body and the third control arm assembly 5 through two sixth spherical pairs.

[0047] Preferably, both the fifth spherical pair and the sixth spherical pair are rubber bushings.

[0048] In addition, the number of the knuckle 2, the first control arm assembly 3, the second control arm assembly 4, the third control arm assembly 5, the steering drive member 6, the spring 7 and the shock absorber 8 is two. The two knuckles 2 are respectively connected to the two rear wheels, and each knuckle 2 is correspondingly provided with a first control arm assembly 3, a second control arm assembly 4, a third control arm assembly 5, a steering drive member 6, and a spring 7 shock absorber 8.

[0049] According to a second aspect of the present application, a chassis is provided. The chassis includes a vehicle body and the above-mentioned longitudinal arm knuckle independent suspension. The third control arm assembly 5, the spring 7 and the shock absorber 8 in the longitudinal arm knuckle independent suspension are respectively rotatably connected to the vehicle body. The chassis has the same technical effects as the above-mentioned longitudinal arm knuckle independent suspension, which will not be elaborated here.

[0050] According to a third aspect of the present application, a vehicle is provided. The vehicle includes the above-mentioned chassis, which has the same technical effects as the above-mentioned chassis and will not be elaborated here.

[0051] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements on some or all of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A trailing arm swivel shoulder type independent suspension, characterized in that, The longitudinal arm swing shoulder independent suspension includes a subframe, a steering knuckle, a first control arm assembly, a second control arm assembly, a third control arm assembly, and a steering drive member. One end of the first control arm assembly is rotatably connected to the steering knuckle, and the other end of the first control arm assembly is for rotatably connecting to the vehicle body. Both ends of the second control arm assembly are respectively rotatably connected to the steering knuckle and the subframe. Both ends of the third control arm assembly are respectively rotatably connected to the steering knuckle and the subframe. Both ends of the steering drive member are respectively rotatably connected to the steering knuckle and the subframe.

2. The trailing arm swivel type independent suspension according to claim 1, characterized in that One end of the first control arm assembly is connected to the steering knuckle through a rotating pair, and the other end of the first control arm assembly is connected to the vehicle body through a first spherical pair. Both ends of the second control arm assembly are respectively connected to the steering knuckle and the subframe through two second spherical pairs. Both ends of the third control arm assembly are respectively connected to the steering knuckle and the subframe through two third spherical pairs. Both ends of the steering drive member are respectively connected to the steering knuckle and the subframe through two fourth spherical pairs.

3. The longitudinal arm shoulder-rotating independent suspension according to claim 2, wherein, The rotating pair includes two connecting members. The first control arm assembly is connected to the steering knuckle through the two connecting members, and the two connecting members are arranged at intervals.

4. The trailing arm swing type independent suspension according to claim 3, wherein, The connecting member is a rubber bushing or a spherical hinge.

5. The trailing arm swivel type independent suspension according to any one of claims 2-4, characterized in that, The first spherical pair is a spherical hinge or a rubber bushing.

6. The trailing arm swing - type independent suspension according to any one of claims 2 - 4, characterized in that, The second spherical pair, the third spherical pair, and the fourth spherical pair are all rubber bushings; and / or, the steering drive member is a linear brake.

7. The trailing arm swing type independent suspension according to any one of claims 1-4, characterized in that The first control arm assembly is configured to be able to absorb shocks through deformation.

8. The trailing arm swing type independent suspension according to claim 1, characterized in that, The longitudinal arm swing shoulder independent suspension further includes a shock absorber and a spring. One end of the shock absorber is rotatably connected to the steering knuckle, and the other end of the shock absorber is for rotatably connecting to the vehicle body. One end of the spring is rotatably connected to the third control arm assembly, and the other end of the spring is for rotatably connecting to the vehicle body.

9. A chassis, characterized in that, The chassis includes the vehicle body and the longitudinal arm swing shoulder independent suspension according to any one of claims 1-8. The subframe is fixed to the vehicle body, and the first control arm assembly is rotatably connected to the vehicle body.

10. A vehicle, characterized in that, The vehicle includes the chassis according to claim 9.

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