Double wishbone suspension for a vehicle and vehicle

Abstract

The application relates to the technical field of suspensions, and discloses a double wishbone suspension for a vehicle and the vehicle, wherein the double wishbone suspension comprises a steering knuckle, an upper swing arm, a lower swing arm and a shock absorber; the steering knuckle is used for being connected with a vehicle wheel; one end of the upper swing arm is rotationally connected with the steering knuckle, and the other end is rotationally connected with a vehicle frame; one end of the lower swing arm is rotationally connected with the steering knuckle, and the other end is rotationally connected with the vehicle frame; along the height direction of the vehicle, the lower swing arm is arranged below the upper swing arm; one end of the shock absorber is rotationally connected with the upper swing arm, and the other end is connected with a vehicle body tower package. The universal design of the interface of the vehicle body tower package is realized; the space conflict problem caused by the fact that the shock absorber of the traditional double wishbone suspension cannot share the tower package with the shock absorber of a McPherson suspension is effectively avoided, and the vehicle body platformization and compatibility are realized.

Description

Double wishbone suspension for vehicles and vehicles Technical Field

[0001] This application relates to the field of suspension technology, and more particularly to a double wishbone suspension for vehicles and a vehicle thereof. Background Technology

[0002] Currently, with existing technology, the conventional double wishbone suspension used in chassis requires the shock absorber and upper control arm to share the chassis strut, occupying space in the width direction of the vehicle. In contrast, the shock absorber in the traditional MacPherson strut suspension is directly connected to the steering knuckle, without a structure that occupies a large amount of space in the width direction of the vehicle. Therefore, the conventional double wishbone suspension cannot share the chassis strut with the MacPherson strut suspension. Specifically, since the upper control arm rotates with the chassis strut or a structure near the chassis strut, an arc-shaped connecting rod is required between the steering knuckle and the upper control arm to avoid the movement space of the wheel structure. This structure will significantly encroach on the in-wheel space, causing the corresponding chassis strut position to need to be closer to the in-wheel space. As a result, the body interface of the conventional double wishbone suspension cannot be adapted to the MacPherson strut suspension, and the platform requirements for adapting to different suspension structures cannot be met. Summary of the Invention

[0003] This application provides a double wishbone suspension for vehicles and a vehicle thereof, which can solve the technical problem that traditional double wishbone suspensions cannot be platform-compatible with MacPherson suspensions.

[0004] To achieve the above objectives, the main technical solutions adopted in this application include double wishbone suspension and vehicles;

[0005] In a first aspect, embodiments of this application provide a double wishbone suspension, including a steering knuckle, an upper control arm, a lower control arm, and a shock absorber. The steering knuckle is used to connect to a wheel; one end of the upper control arm is rotatably connected to the steering knuckle, and the other end is rotatably connected to the vehicle frame; one end of the lower control arm is rotatably connected to the steering knuckle, and the other end is rotatably connected to the vehicle frame. Along the height direction of the vehicle, the lower control arm is disposed below the upper control arm; one end of the shock absorber is rotatably connected to the upper control arm, and the other end is connected to the vehicle body tower.

[0006] This application proposes a double wishbone suspension for vehicles, in which the upper control arm is directly connected to the vehicle frame, rather than to the chassis tower pack or nearby structures located above the frame. This eliminates the need for the arc-shaped connecting rod of the steering knuckle in traditional double wishbone suspensions in actual frame and body design, thereby reducing the height of the upper control arm. When the shock absorber is connected to the upper control arm and chassis tower pack respectively, the chassis tower pack does not need to be close to the in-wheel space, allowing the connection position of the shock absorber to the chassis tower pack to be consistent with that of the MacPherson strut suspension, thus achieving a universal design for the chassis tower pack interface. This effectively avoids the space conflict problem caused by the inability of traditional double wishbone suspension shock absorbers to share the chassis tower pack with MacPherson strut suspension shock absorbers, achieving platform-based compatibility for the vehicle body.

[0007] It is understandable that, in the embodiments of this application, omitting the arc-shaped connecting rod of the steering knuckle on the traditional double wishbone suspension can reduce the material cost of the suspension structure. At the same time, since the installation position of the body tower pack is closer to the wheel side and the upper control arm does not need to be directly connected to the body, the space occupied in the width direction of the vehicle can be further reduced.

[0008] Optionally, the upper control arm includes two interconnected upper support arms, and along the height direction of the vehicle, the upper end of the steering knuckle is ball-jointed to the connection point of the two upper support arms.

[0009] Optionally, an upper ball joint pin is provided at the connection between the two upper arms, and an upper ball cup is provided in the steering knuckle. The upper ball joint pin and the upper ball cup form a spherical pair.

[0010] Optionally, each of the upper support arms is provided with a rotating part, and the end of the shock absorber is provided with a first bushing hole, in which a first bushing is installed, and the end of the shock absorber is connected to the rotating part through the first bushing; wherein, the axis of the first bushing is perpendicular to the axis of the upper ball head pin.

[0011] Optionally, the shock absorber is connected to one end of the upper control arm near the steering knuckle, and the shock absorber is located between the two upper control arms and spaced apart from the upper control arms.

[0012] Optionally, a second bushing hole is provided at the end of the upper support arm away from the upper ball joint pin, and a second bushing is installed in the second bushing hole. The upper support arm is connected to the frame through the second bushing. The axes of the two second bushings are collinear, and the axis of the second bushing is perpendicular to the axis of the upper ball joint pin.

[0013] Optionally, the lower control arm includes two lower support arms, one end of which is connected to the steering knuckle ball joint, and the other end is rotatably connected to the vehicle frame, wherein the rotation axes of the two lower support arms on the vehicle frame are set at an angle.

[0014] Optionally, one end of the lower control arm is provided with a lower ball cup, and the other end is connected to the vehicle frame. Along the height direction of the vehicle, the lower end of the steering knuckle is provided with a lower ball head pin, which is installed in the lower ball cup.

[0015] Optionally, a third bushing hole is provided at the end of the lower support arm away from the lower ball joint pin, and a third bushing is installed in the third bushing hole. The lower support arm is connected to the frame through the third bushing. The axes of the two third bushings are arranged at an angle. The axis of the third bushing is perpendicular to the axis of the lower ball joint pin.

[0016] Secondly, embodiments of this application provide a vehicle, including a frame and a double wishbone suspension according to the first aspect of this application. The frame includes a crossbeam and a longitudinal beam. A body tower is fixedly connected to the upper part of the frame. The crossbeam extends along the width direction of the vehicle, and the longitudinal beam extends along the length direction of the vehicle. The longitudinal beam is provided with a mounting position. The upper control arm is rotatably connected to the mounting position at one end away from the steering knuckle, and the lower control arm is rotatably connected to the crossbeam and / or the longitudinal beam.

[0017] The vehicle proposed in this application embodiment avoids, to some extent, the space conflict problem caused by the inability of the shock absorbers of the traditional double wishbone suspension to share the tower pack with the shock absorbers of the MacPherson suspension, thus achieving vehicle platform compatibility. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0019] Figure 1 is a schematic diagram of the connection structure between the double wishbone suspension and the vehicle frame in some embodiments of this application from the first angle;

[0020] Figure 2 is an enlarged schematic diagram of part A in Figure 1;

[0021] Figure 3 is a schematic diagram of the connection structure between the double wishbone suspension and the vehicle frame in some embodiments of this application from a second angle;

[0022] Figure 4 is an enlarged schematic diagram of part B in Figure 3;

[0023] Figure 5 is a schematic diagram of the connection structure between the double wishbone suspension and the vehicle frame in some embodiments of this application from a third angle;

[0024] Figure 6 is an enlarged schematic diagram of part C in Figure 5;

[0025] Figure 7 is a perspective sectional view of the upper ball joint pin and upper ball cup of the double wishbone suspension in some embodiments of this application;

[0026] Figure 8 is a perspective sectional view of the lower ball joint pin and lower ball cup of one of the lower arms of the double wishbone suspension in some embodiments of this application.

[0027] Figure 9 is a perspective sectional view of the lower ball joint pin and lower ball cup of the other lower control arm of the double wishbone suspension in some embodiments of this application.

[0028] [Explanation of Labels in the Attached Images]

[0029] 10. Crossbeam;

[0030] 20. Longitudinal beam; 21. Installation position;

[0031] 30. Body tower pack;

[0032] 100. Steering knuckle; 110. Upper ball joint; 120. Lower ball joint pin;

[0033] 200. Upper swing arm; 210. Upper support arm; 211. Rotating part; 220. Upper ball joint pin; 230. Second bushing hole; 231. Second bushing;

[0034] 300. Lower control arm; 310. Lower support arm; 320. Lower ball joint; 330. Third bushing hole; 331. Third bushing;

[0035] 400, shock absorber; 410, first bushing hole; 411, first bushing. Detailed Implementation

[0036] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0037] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms "comprising" and "having," and any variations thereof, in the description, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the description, claims, or accompanying drawings of this application are used to distinguish different objects, not to describe a specific order or hierarchy.

[0038] In this application, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described in this application can be combined with other embodiments.

[0039] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "attachment" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0040] In this application, the term "and / or" merely describes the relationship between related objects, indicating that three relationships can exist. For example, "suspension structure and / or vehicle" can represent: the existence of a double wishbone suspension alone, the existence of both a suspension structure and a vehicle, or the existence of a vehicle alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0041] In this application, "multiple" refers to two or more items; similarly, "multiple groups" refers to two or more groups, and "multiple pieces" refers to two or more pieces.

[0042] Referring to Figures 1, 3, and 5, the double wishbone suspension of this embodiment includes a steering knuckle 100, an upper control arm 200, a lower control arm 300, and a shock absorber 400. The steering knuckle 100 is used to connect to the wheel; one end of the upper control arm 200 is rotatably connected to the steering knuckle 100, and the other end is rotatably connected to the vehicle frame; one end of the lower control arm 300 is rotatably connected to the steering knuckle 100, and the other end is rotatably connected to the vehicle frame. Along the height direction of the vehicle, the lower control arm 300 is located below the upper control arm 200; one end of the shock absorber 400 is rotatably connected to the upper control arm 200, and the other end is connected to the vehicle body tower 30.

[0043] During vehicle operation, the wheels bounce up and down due to impacts from the road surface. The steering knuckle 100 moves synchronously with the wheels, transmitting force to the upper control arm 200 and the lower control arm 300. The upper control arm 200 and the lower control arm 300 swing relative to the frame through their respective rotational connection points, forming a double-support structure. At the same time, the shock absorber 400 generates compression or extension strokes with the swing of the upper control arm 200 and absorbs vibration energy.

[0044] Specifically, in the double wishbone suspension of this embodiment, the upper control arm 200 is directly connected to the vehicle frame, rather than to the body tower pack 30 located above the vehicle frame or a structure near the body tower pack 30. This eliminates the need for the arc-shaped connecting rod of the steering knuckle 100 in the actual vehicle frame and body design, thereby reducing the height of the upper control arm 200. When the shock absorber 400 is connected to the upper control arm 200 and the body tower pack 30 respectively, the body tower pack 30 does not need to be close to the wheel space. This allows the connection position of the shock absorber 400 with the body tower pack 30 to be consistent with that of the MacPherson strut suspension, thus achieving a universal design for the interface of the body tower pack 30. This effectively avoids the space conflict problem caused by the inability of the shock absorber 400 of the traditional double wishbone suspension to share the tower pack with the shock absorber 400 of the MacPherson strut suspension, achieving vehicle platform compatibility.

[0045] It is understandable that, in the embodiments of this application, omitting the arc-shaped connecting rod of the steering knuckle 100 on the traditional double wishbone suspension can reduce the material cost of the suspension structure. At the same time, since the mounting position 21 of the body tower pack 30 is closer to the wheel side and the upper control arm 200 does not need to be directly connected to the body, the space occupied in the width direction of the vehicle can be further reduced.

[0046] It should be noted that, referring to Figures 1 and 3, the vehicle includes a double wishbone suspension and a frame. The frame includes a crossbeam 10 and a longitudinal beam 20. A body tower 30 is fixedly connected to the top of the frame. The crossbeam 10 extends along the width direction of the vehicle, and the longitudinal beam 20 extends along the length direction of the vehicle. The longitudinal beam 20 is provided with a mounting position 21. The end of the upper control arm 200 away from the steering knuckle 100 is rotatably connected to the mounting position 21, and both ends of the lower control arm 300 are rotatably connected to the crossbeam 10 and the longitudinal beam 20, respectively. During load transfer, the force of the upper control arm 200 is diffused to the longitudinal beam 20 through the mounting position 21, while the force of the lower control arm 300 is distributed to the joint area of ​​the crossbeam 10 and the longitudinal beam 20, increasing redundancy and preventing localized crushing.

[0047] Referring to Figures 1 and 2, in some embodiments, the upper control arm 200 includes two interconnected upper support arms 210, and the upper end of the steering knuckle 100 is ball-jointed to the connection point of the two upper support arms 210 along the height direction of the vehicle.

[0048] Understandably, the two upper control arms 210 form a V-shaped integrated structure, with one end connected to the upper end of the steering knuckle 100 via a ball joint, creating a spherical pair (three degrees of freedom relative motion) in space. This constrains the motion trajectory of the upper control arm 200 during load bearing, ensuring both flexibility and load-bearing stiffness and wear resistance. Furthermore, referring to Figure 7, an upper ball joint pin 220 is provided at the connection point of the two upper control arms 210, and an upper ball cup 110 is provided in the steering knuckle 100. The upper ball joint pin 220 and the upper ball cup 110 form a spherical pair. This spherical pair constrains the connection point of the upper control arms 210 to only have three rotational degrees of freedom, preventing any translational degrees of freedom. Under combined conditions of vertical runout, roll, and steering of the steering knuckle 100, this provides effective compensation during vehicle operation, alleviating local vibration or friction and improving the stability and comfort of the double wishbone suspension.

[0049] In some embodiments, referring to FIG6, each upper control arm 210 is provided with a rotating part 211, and the end of the shock absorber 400 is provided with a first bushing hole 410, in which a first bushing 411 is installed. The end of the shock absorber 400 and the rotating part 211 are connected through the first bushing 411; wherein, the axis of the first bushing 411 is perpendicular to the axis of the upper ball joint pin 220. The shock absorber 400 is an integrated sliding strut assembly, the upper end of which is connected to the vehicle body through the body tower 30, and the lower end is a free end; the free end and the connecting part are connected by an elastic bushing through the first bushing 411 and the first bushing hole 410, forming a single-degree-of-freedom rotating pair. The shock absorber 400 can swing at a small angle around the axis of the first bushing 411 to meet the relative motion requirements between the upper control arm 200 and the shock absorber 400 during suspension jumping, and to provide buffer damping.

[0050] In the above embodiments, the space occupied by the wheel can be further reduced. To this end, in some embodiments, referring to Figures 1, 3, and 5, the shock absorber 400 is connected to the end of the upper control arm 200 near the steering knuckle 100. The shock absorber 400 is located between the two upper control arms 210 and is spaced apart from the upper control arms 210. Specifically, the shock absorber 400 is connected to the end of the upper control arm 200 near the wheel, which allows the body strut 30 to be positioned closer to both sides in the width direction of the body, thereby reducing the space occupied by the entire double wishbone suspension in the width direction of the body. In addition, by arranging the shock absorber 400 as a whole in the local space where the two upper control arms 210 intersect and are adjacent to the steering knuckle 100, while keeping the shock absorber 400 and the two upper control arms 210 bodies from interfering, a load transfer structure is formed. This ensures that the upper control arms 210 can swing freely around their respective rotating parts 211 during suspension bounce without interfering with the shock absorber 400.

[0051] In some embodiments, referring to FIG2, a second bushing hole 230 is provided at the end of the upper control arm 210 away from the upper ball joint pin 220. A second bushing 231 is installed in the second bushing hole 230. The upper control arm 210 is rotatably connected to the second bushing 231 of the frame. The axes of the two second bushings 231 are collinear, and the axis of the second bushing 231 is perpendicular to the axis of the upper ball joint pin 220. Specifically, the upper control arm 210 and the longitudinal beam 20 are connected by the second bushing 231 and the second bushing hole 230 to form an elastic bushing connection and a single-degree-of-freedom rotational joint. At the same time, the axes of the two second bushings 231 are constrained to be collinear and perpendicular to the axis of the upper ball joint pin 220, ensuring that the upper control arm 200 as a whole is subjected to balanced force, rotates synchronously, and has no additional bending moment during suspension bounce, thereby ensuring the stability of the double wishbone suspension movement and the stability of the structure. Specifically, when the vehicle encounters uneven road surfaces, the steering knuckle 100 drives the upper control arm 210 to rotate around the upper ball joint pin 220. Simultaneously, the inner end of the upper control arm 210 pitches and swings synchronously around its collinear axis via the second bushing 231. Since the axes of the two second bushings 231 are strictly collinear, the rotation phases of the upper control arms 210 on both sides are completely consistent, avoiding sudden changes in steering knuckle 100 twisting or upper control arm 200 bending stress caused by asynchronous movement. Furthermore, since the axis of the second bushing 231 is perpendicular to the axis of the upper ball joint pin 220, the upper control arm 210, while undertaking the adjustment of the caster angle of the upper ball joint pin 220, does not interfere with the pure rotation of the steering knuckle 100 around the upper ball joint pin 220, thereby maintaining the steering geometry. In addition, the elastic deformation between the second bushing 231 and the second bushing hole 230 absorbs high-frequency vibration energy, reducing the impact load transmitted to the vehicle body.

[0052] In some embodiments, referring to FIG4, the lower control arm 300 includes two lower support arms 310. One end of the lower support arm 310 is ball-jointed to the steering knuckle 100, and the other end is rotatably connected to the vehicle frame. The rotation axes of the two lower support arms 310 on the vehicle frame are arranged at an angle (as shown by the dotted line in FIG4). The lower control arm 300 is composed of two independent lower support arms 310, which are arranged non-parallel in space and jointly bear the vertical, lateral and longitudinal loads from the steering knuckle 100. By setting the rotation axes of the two lower support arms 310 in different directions at the vehicle frame mounting end, different mechanical paths and deformation conditions are corresponding to them. Specifically, referring to FIG8 and FIG9, one end of the lower support arm 310 is provided with a lower ball joint 320, and the other end is connected to the vehicle frame. Along the height direction of the vehicle, the lower end of the steering knuckle 100 is provided with a lower ball head pin 120, which is installed in the lower ball joint 320. When the lower control arm 310 is subjected to vertical compression or lateral bending moment, the load is transmitted through the lower control arm 310 body to the lower ball joint 320, and then evenly distributed to the surface of the lower ball joint 120 through the spherical contact surface. During the bouncing process, the steering knuckle 100 causes the lower ball joint 120 to undergo spatial rolling and slight slippage relative to the lower ball joint 320. In summary, the lower ball joint 320 and the lower ball joint 120 form a spherical pair, which enables the lower control arm 300 and the steering knuckle 100 to reliably accommodate the three-dimensional composite motion of the steering knuckle 100 under complex road conditions, effectively avoiding structural overload, abnormal noise or early failure caused by rigid connection; thus improving the reliability and adaptability of the double wishbone suspension.

[0053] Further, referring to Figures 4 and 5, a third bushing hole 330 is provided at the end of the lower support arm 310 away from the lower ball head pin 120. A third bushing 331 is installed in the third bushing hole 330. One lower support arm 310 is connected to the longitudinal beam 20 through the third bushing 331, and the other lower support arm 310 is connected to the cross beam 10 through the third bushing 331. The axes of the two third bushings 331 are set at an included angle. The axis of the third bushing 331 is perpendicular to the axis of the lower ball head pin 120. The angle between the axes of the two third bushings 331 means that the axis of the third bushing 331 corresponding to the left lower control arm 310 is not parallel to the axis of the third bushing 331 corresponding to the right lower control arm 310 in space. This angle can be achieved by adjusting the angle of the pin holes in the corresponding mounting areas on the longitudinal beam 20 and the transverse beam 10 of the frame. The specific implementation details are not described here, as this is a common practice in the field. Preferably, the axis of the third bushing 331 is perpendicular to the axis of the lower ball joint pin 120, which ensures that the aforementioned angle design can generate a phase difference between the two lower control arms 310, so that the double wishbone suspension automatically generates a small adaptive wheel track convergence trend during the jumping process, improving the stability of the double wishbone suspension and significantly improving the NVH performance and service life of the structure composed of the lower control arm 300 and the steering knuckle 100.

[0054] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0055] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to interchangeably. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0056] The above are merely embodiments of this application and are not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

[0057] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A vehicle, characterized in that, The system includes a double wishbone suspension and a vehicle frame. The double wishbone suspension includes a steering knuckle (100), an upper control arm (200), a lower control arm (300), and a shock absorber (400). The steering knuckle (100) is used to connect to the wheel. One end of the upper control arm (200) is rotatably connected to the steering knuckle (100), and the other end is rotatably connected to the vehicle frame. One end of the lower control arm (300) is rotatably connected to the steering knuckle (100), and the other end is rotatably connected to the vehicle frame. Along the height direction of the vehicle, the lower control arm (300) is located below the upper control arm (200). One end of the shock absorber (400) is rotatably connected to the upper control arm (200), and the other end is connected to the vehicle frame tower (30). The upper control arm (200) includes two interconnected upper support arms (210). Along the height direction of the vehicle, the upper end of the steering knuckle (100) is connected to the two upper support arms. (210) is connected by a ball joint; the lower control arm (300) includes two lower support arms (310), one end of the lower support arm (310) is ball joint connected to the steering knuckle (100), and the other end is rotatably connected to the frame, wherein the rotation axes of the two lower support arms (310) on the frame are set at an angle; the frame includes a crossbeam (10) and a longitudinal beam (20), and a body tower pack (30) is fixedly connected to the top of the frame, the crossbeam (10) extends along the width direction of the vehicle, the longitudinal beam (20) extends along the length direction of the vehicle, and the longitudinal beam (20) is provided with a mounting position (21); wherein the end of the upper control arm (200) away from the steering knuckle (100) is rotatably connected to the mounting position (21), and the lower control arm (300) is rotatably connected to the crossbeam (10) and / or the longitudinal beam (20).

2. The vehicle according to claim 1, characterized in that, An upper ball joint pin (220) is provided at the connection of the two upper arms (210), and an upper ball cup (110) is provided in the steering knuckle (100). The upper ball joint pin (220) and the upper ball cup (110) form a spherical pair.

3. The vehicle according to claim 2, characterized in that, Each of the upper support arms (210) is provided with a rotating part (211), and the end of the shock absorber (400) is provided with a first bushing hole (410), in which a first bushing (411) is installed. The end of the shock absorber (400) is connected to the rotating part (211) through the first bushing (411); wherein, the axis of the first bushing (411) is perpendicular to the axis of the upper ball head pin (220).

4. The vehicle according to claim 3, characterized in that, The shock absorber (400) is connected to one end of the upper control arm (200) near the steering knuckle (100). The shock absorber (400) is located between the two upper control arms (210) and is spaced apart from the upper control arms (210).

5. The vehicle according to claim 2, characterized in that, The upper support arm (210) has a second bushing hole (230) at the end away from the upper ball joint pin (220). A second bushing (231) is installed in the second bushing hole (230). The upper support arm (210) and the frame are rotatably connected through the second bushing (231). The axes of the two second bushings (231) are collinear, and the axis of the second bushing (231) is perpendicular to the axis of the upper ball joint pin (220).

6. The vehicle according to claim 1, characterized in that, One end of the lower support arm (310) is provided with a lower ball cup (320), and the other end is connected to the vehicle frame. Along the height direction of the vehicle, the lower end of the steering knuckle (100) is provided with a lower ball head pin (120), and the lower ball head pin (120) is installed in the lower ball cup (320).

7. The vehicle according to claim 6, characterized in that, The lower support arm (310) has a third bushing hole (330) at the end away from the lower ball joint pin (120). A third bushing (331) is installed in the third bushing hole (330). The lower support arm (310) is connected to the frame through the third bushing (331). The axes of the two third bushings (331) are set at an angle. The axis of the third bushing (331) is perpendicular to the axis of the lower ball joint pin (120).

Images