Suspension system and vehicle
Patent Information
- Application Number
- CN202610910598.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-06-23
- Publication Date
- 2026-08-07
AI Technical Summary
可以解决现有技术的悬架系统的控制臂的刚度小导致对车辆的约束力较差的问题，所述技术方案如下：
副车架与车身纵梁固定连接，制动器总成中的转向节与车轮连接，控制臂总成中的各个控制臂的一端与副车架活动连接，另一端与制动器总成中的转向节连接。相比起现有技术，本申请的悬架系统的悬架行程较低，且车辆的车身纵梁抬高，控制臂总成中的多个为直臂结构的控制臂均不会与车身纵梁干涉。且控制臂总成中的多个控制臂为直臂结构，使得多个控制臂的刚度均较高，进而使得控制臂对车轮的支撑控制效果较好，为此安装有该悬架系统的车轮的操控性能较好。
Smart Images
Figure CN122518897A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle technology, and in particular to a suspension system and vehicle. Background Technology
[0002] The suspension system in a vehicle is an important component of the vehicle chassis. It is mainly used to connect the body and the wheels, and plays a role in transmitting loads, buffering road vibrations, and constraining the movement trajectory of the wheels.
[0003] The suspension system includes control arms, with each end of the control arm connected to the wheel and the vehicle body respectively. The control arm can restrain the wheel. Currently, control arms are generally of a curved arm structure, which provides better cushioning to improve passenger ride comfort. Furthermore, the curved arm structure facilitates avoidance of longitudinal beams in the vehicle body.
[0004] However, the control arm of the curved arm structure has low stiffness and poor support capacity, resulting in poor restraint of the wheels, which in turn leads to poor handling performance of vehicles equipped with this suspension system. Summary of the Invention
[0005] This application provides a suspension system and a vehicle. It solves the problem of poor vehicle restraint caused by the low stiffness of the control arms in existing suspension systems. The technical solution is as follows: On the one hand, a suspension system is provided, characterized in that it includes: a subframe, a brake assembly, and a control arm assembly; The subframe is used for fixed connection with the vehicle's body longitudinal beams; The brake assembly has a steering knuckle for connection to the wheels of the vehicle; The control arm assembly includes: a plurality of control arms; one end of each control arm is movably connected to the subframe, and the other end is connected to the steering knuckle; The multiple control arms are all straight-arm structures and are arranged at intervals with the longitudinal beams of the vehicle body.
[0006] In one implementation, at least some of the plurality of control arms are first-type control arms; the end of the first-type control arm facing the steering knuckle has a ball joint pin, and the first-type control arm is movably connected to the steering knuckle via the ball joint pin; the end of the first-type control arm facing the subframe has a first bushing, and the first-type control arm is movably connected to the subframe via the first bushing.
[0007] In one implementation, the plurality of control arms further includes at least one second type of control arm; the end of the second type of control arm facing the subframe has a second bushing, and the second type of control arm is movably connected to the subframe through the second bushing; the end of the second type of control arm facing the steering knuckle is fixedly connected to the steering knuckle.
[0008] In one implementation, the longitudinal beam of the vehicle body extends in a first direction; the subframe is fixedly connected to the bottom of the longitudinal beam in a third direction, and the subframe and the wheel are arranged in a second direction; the steering knuckle is connected to the side of the wheel near the subframe; the plurality of control arms are located between the subframe and the steering knuckle in the second direction. Wherein, the first direction is the length direction of the vehicle, the second direction is the width direction of the vehicle, and the third direction is the height direction of the vehicle.
[0009] In one implementation, the plurality of control arms includes: a first control arm and a second control arm; The top of the subframe has a first mounting position and a second mounting position spaced apart in a first direction, and the top of the steering knuckle has a third mounting position and a fourth mounting position spaced apart in a first direction; the first mounting position is located on the side of the steering knuckle where the third mounting position is located in the first direction, and the second mounting position is located on the side of the steering knuckle where the fourth mounting position is located in the first direction. The first control arm is connected to the first mounting position and the third mounting position at both ends, and the second control arm is connected to the second mounting position and the fourth mounting position at both ends.
[0010] In one implementation, the plurality of control arms further includes: a third control arm; The subframe has a fifth mounting position, which is located in a first direction on the side of the first mounting position opposite to the second mounting position; the bottom of the steering knuckle has a sixth mounting position, which is located in a first direction between the third mounting position and the fourth mounting position; The two ends of the third control arm are respectively connected to the fifth mounting position and the sixth mounting position.
[0011] In one implementation, the plurality of control arms further includes a fourth control arm and a fifth control arm; The bottom of the subframe has a seventh mounting position and an eighth mounting position spaced apart in a first direction. In the first direction, the seventh mounting position is located between the first mounting position and the fifth mounting position, and the eighth mounting position is located between the first mounting position and the second mounting position. The steering knuckle has a ninth mounting position and a tenth mounting position spaced apart in a first direction at its middle position. In the first direction, the ninth mounting position is located on the side of the third mounting position away from the fourth mounting position, and the tenth mounting position is located between the sixth mounting position and the fourth mounting position. The two ends of the fourth control arm are respectively connected to the seventh mounting position and the ninth mounting position; the two ends of the fifth control arm are respectively connected to the eighth mounting position and the tenth mounting position.
[0012] In one implementation, the suspension system further includes a strut; the strut is located between the first control arm and the second control arm in the first direction, and the end of the strut is fixedly connected to the end of the fifth control arm near the steering knuckle.
[0013] In one implementation, the first control arm, the second control arm, the third control arm, and the fourth control arm are all first-type control arms; the fifth control arm is a second-type control arm.
[0014] On the other hand, a vehicle is provided, comprising: a body and wheels, and any of the above-described suspension systems; the suspension system is used to connect the body and the wheels.
[0015] The beneficial effects of the technical solutions provided in this application include at least the following: The subframe is fixedly connected to the vehicle's longitudinal beams. The steering knuckle in the brake assembly is connected to the wheel. One end of each control arm in the control arm assembly is movably connected to the subframe, and the other end is connected to the steering knuckle in the brake assembly. Compared to existing technologies, the suspension system of this application has a lower suspension travel, and the vehicle's longitudinal beams are raised. The multiple straight-arm control arms in the control arm assembly do not interfere with the vehicle's longitudinal beams. Furthermore, the straight-arm structure of the multiple control arms in the control arm assembly results in higher stiffness for all control arms, leading to better wheel support and control. Therefore, wheels equipped with this suspension system exhibit better handling performance. Attached Figure Description
[0016] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0017] Figure 1 This is a schematic diagram of the structure of a suspension system provided in an embodiment of this application; Figure 2This is a schematic diagram of another suspension system provided in an embodiment of this application; Figure 3 This is a schematic diagram of the structure of a first type of control arm provided in an embodiment of this application; Figure 4 This is a schematic diagram of the structure of a ball head pin provided in an embodiment of this application; Figure 5 This is a top view of a first bushing provided in an embodiment of this application; Figure 6 This is a schematic diagram of the structure of a second type of control arm provided in an embodiment of this application; Figure 7 This is a schematic diagram of another suspension system provided in the embodiments of this application; Figure 8 This is a schematic diagram of another suspension system provided in an embodiment of this application; Figure 9 This is a top view of a suspension system provided in an embodiment of this application; Figure 10 This is a bottom top view of a suspension system provided in an embodiment of this application; Figure 11 This is a front view of a suspension system provided in an embodiment of this application; Figure 12 This is a schematic diagram of the structure of a first control arm provided in an embodiment of this application; Figure 13 This is a schematic diagram of the structure of a second control arm provided in an embodiment of this application; Figure 14 This is a schematic diagram of the structure of a third control arm provided in an embodiment of this application; Figure 15 This is a schematic diagram of the structure of a fourth control arm provided in an embodiment of this application; Figure 16 This is a schematic diagram of the structure of a fifth control arm provided in an embodiment of this application; Figure 17 This is an exploded view of a brake assembly provided in an embodiment of this application. Detailed Implementation
[0018] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.
[0019] This application provides a suspension system that can be installed in a vehicle to connect the vehicle body and wheels. During vehicle operation, the suspension system can transmit loads to restrain the wheels and buffer impacts from the road surface, thereby improving vehicle stability.
[0020] Please refer to Figure 1 , Figure 1 This is a schematic diagram of a suspension system provided in an embodiment of this application. The suspension system may include: a subframe 100, a brake assembly 200, and a control arm assembly 300.
[0021] The subframe 100 in the suspension system can be used to be fixedly connected to the vehicle's body longitudinal beam 010. Here, the vehicle's body longitudinal beam 010 can be located at the bottom of the vehicle body, that is, on the side of the vehicle body facing the bottom of the vehicle.
[0022] The brake assembly 200 in the suspension system may have a steering knuckle 201, which can be used to connect with the vehicle's wheel 020. Here, the steering knuckle 201 in the wheel serves as the actuator of the vehicle's steering system, used to drive the wheel to turn and achieve steering. It is also responsible for transmitting various forces and torques during driving and braking processes, ensuring the normal operation of the vehicle's driving and steering functions.
[0023] The control arm assembly 300 in the suspension system may include a plurality of control arms 301. One end of each control arm 301 in the control arm assembly 300 may be movably connected to the subframe 100, and the other end may be connected to the steering knuckle 201 in the brake assembly 200.
[0024] Here, the subframe 100 is fixedly connected to the longitudinal beam 010 of the vehicle body, and the steering knuckle 201 is connected to the wheel 020. Since one end of each control arm 301 in the control arm assembly 300 is movably connected to the subframe 100, and the other end is connected to the steering knuckle 201 in the brake assembly 200, the longitudinal beam 010 of the vehicle body can be connected to the wheel 020 through each control arm 301 in the control arm assembly 300. In this way, each control arm 301 in the control arm assembly 300 can transmit various loads and road impacts between the vehicle body and the wheel 020. At the same time, each control arm 301 in the control arm assembly 300 can precisely constrain the movement trajectory of the wheel 020, and work with the steering knuckle 201 to ensure smooth steering of the wheel 020, thus ensuring vehicle handling and ride comfort.
[0025] In this application, the multiple control arms 301 in the control arm assembly 300 are all straight arm structures and are arranged at intervals from the vehicle body longitudinal beams 010. That is, the multiple control arms 301 in the control arm assembly 300 do not interfere with the vehicle body longitudinal beams 010.
[0026] In existing technologies, due to the large suspension travel of the suspension system and the need for the control arms in the suspension system to avoid contact with the vehicle's longitudinal beams, the control arms in existing technologies are typically curved arm structures. However, curved arm structures have lower overall stiffness, resulting in poor support and control of the wheels, and consequently, poor vehicle handling performance. Here, the suspension travel of the suspension system is the maximum vertical movement of the wheels along the vehicle's height direction that the suspension system can allow.
[0027] In this application, compared to the prior art, the suspension system has a lower suspension travel and a higher vehicle body longitudinal beam. The multiple straight-arm control arms 301 in the control arm assembly 300 do not interfere with the vehicle body longitudinal beam 010. The straight-arm structure of the multiple control arms 301 in the control arm assembly 300 results in higher stiffness for each control arm 301, leading to better support and control of the wheels. Therefore, the wheels equipped with this suspension system exhibit better handling performance.
[0028] In summary, this application provides a suspension system including a subframe, a brake assembly, and a control arm assembly. The subframe is fixedly connected to the vehicle's longitudinal beams, the steering knuckle in the brake assembly is connected to the wheel, and one end of each control arm in the control arm assembly is movably connected to the subframe, while the other end is connected to the steering knuckle in the brake assembly. Compared to the prior art, the suspension system of this application has a lower suspension travel, and the vehicle's longitudinal beams are raised, so the multiple straight-arm control arms in the control arm assembly do not interfere with the vehicle's longitudinal beams. Furthermore, the straight-arm structure of the multiple control arms in the control arm assembly results in higher stiffness for all control arms, leading to better support and control of the wheel. Therefore, the wheels equipped with this suspension system exhibit better handling performance.
[0029] In one implementation, such as Figure 2 and Figure 3 As shown, Figure 2 This is a schematic diagram of another suspension system provided in an embodiment of this application. Figure 3 This is a schematic diagram of a first type of control arm provided in an embodiment of this application. At least some of the control arms 301 in the control arm assembly 300 can be first type control arms 301a. The end of the first type control arm 301a facing the steering knuckle 201 of the brake assembly 200 may have a ball joint pin 302, and the first type control arm 301a can be movably connected to the steering knuckle 201 through the ball joint pin 302. The end of the first type control arm 301a facing the subframe 100 may have a first bushing 303a, and the first type control arm 303a can be movably connected to the subframe 100 through the first bushing 303a.
[0030] In this application, as Figure 4 As shown, Figure 4This is a schematic diagram of a ball joint pin according to an embodiment of this application. The ball joint pin 302 may include a ball seat 3021, a ball head 3022, and a rod 3023. The ball head 3022 of the ball joint pin 302 can be installed inside the ball seat 3021 and can be movably connected to the ball seat 3021. For example, the ball head 3022 can rotate relative to the ball seat 3021 within the ball seat 3021. The rod 3023 of the ball joint pin 302 can be fixedly connected to the ball head 3022, and the rod 3023 can be located outside the ball seat 3021. Thus, during the rotation of the ball head 3022 relative to the ball seat 3021, the ball head 3022 can drive the rod 3023 to be movably connected relative to the ball seat 3021.
[0031] like Figure 3 As shown, the end of the first type of control arm 301a facing the steering knuckle 201 may have a first mounting hole K1. The ball seat 3021 in the ball joint pin 302 can be embedded in the first mounting hole K1 of the first type of control arm 301a and can be fixedly connected to the first type of control arm 301a. Here, the ball seat 3021 in the ball joint pin 302 can be fixed in the first mounting hole K1 of the first type of control arm 301a by an interference fit process. The end of the rod 3023 in the ball joint pin 302 away from the ball head 3022 can be fixedly connected to the steering knuckle 201. In this way, the ball head 3022 rotating in the ball seat 3021 can be movably connected to the first type of control arm 301a, and then the rod 3023 can drive the steering knuckle 201 to be movably connected to the first type of control arm 301a. Thus, the first type of control arm 301a can be movably connected to the steering knuckle 201 through the ball joint pin 302.
[0032] In this application, as Figure 5 As shown, Figure 5 This is a top view of a first bushing provided in an embodiment of this application. The first bushing 303a may include an inner bushing 3031, an elastomer 3032, and an outer bushing 3033. The inner bushing 3031, the elastomer 3032, and the outer bushing 3033 in the first bushing 303a may be nested sequentially from the inside to the outside.
[0033] like Figure 3 As shown, the end of the first type of control arm 301a facing the subframe 100 may have a second mounting hole K2. The outer bushing 3033 of the first bushing 303a may be embedded in the second mounting hole K2 of the first type of control arm 301a, and the outer wall of the outer bushing 3033 of the first bushing 303a may be fixedly connected to the inner wall of the first mounting hole K2. Here, the outer bushing 3033 of the first bushing 303a may be fixed in the second mounting hole K2 of the first type of control arm 301a by an interference fit process.
[0034] like Figure 3As shown, the inner wall of the inner bushing 3031 in the first bushing 303a can be fixedly connected with bolts 3034, and both ends of the bolts 3034 can extend out of the through holes of the inner bushing 3031. A protruding lug 101 is fixedly connected at the position in the subframe 100 used for mounting the first type of control arm 301a. Both ends of the bolts 3034 can be fixedly connected to the protruding lug 101 of the subframe 100.
[0035] The elastic body 3032 in the first bushing 303 has a certain degree of flexibility and can deform. Thus, the outer bushing 3033 of the first bushing 303a is fixedly connected to the end of the first control arm 3031a facing the subframe 100, and the inner bushing 3031 of the first bushing 303a is fixedly connected to the subframe 100 by bolts 3034. During the movement of the end of the first control arm 3031 facing the subframe 100 relative to the subframe 100, the elastic body 3032 in the first bushing 303 can deform to adapt to the movement between the outer bushing 3013 and the inner bushing 3031.
[0036] It should be noted that, since the first bushing 303a has an elastic body 302, while the ball joint pin 302 is a rigid element, the first bushing 303a has a better buffering effect than the ball joint pin 302. Thus, one end of the first type of control arm 301a is movably connected to the steering knuckle 201 via the ball joint pin 302, and the other end is movably connected to the subframe 100 via the first bushing 303a. This results in the first type of control arm 301a providing better support and control for the wheel 020, while also providing better buffering for the vehicle body. Consequently, vehicles equipped with this suspension system exhibit better handling performance and ride comfort.
[0037] In one implementation, such as Figure 2 and Figure 6 As shown, Figure 6 This is a schematic diagram of a second type of control arm provided in an embodiment of this application. The control arm assembly 300 may further include at least one second type of control arm 301. The end of the second type of control arm 301b facing the subframe 100 has a second bushing 303b, and the second type of control arm 301b can be movably connected to the subframe 100 through the second bushing 303b. The end of the second type of control arm 301b facing the steering knuckle 201 can be fixedly connected to the steering knuckle 201.
[0038] It should be noted that, as Figure 5 As shown, the second bushing 303b has the same structure as the first bushing 303a, that is, the second bushing 303b also includes: an inner bushing 3031, an elastomer 3032, and an outer bushing 3033. Therefore, the structure of the second bushing 303b will not be described in detail here.
[0039] In this application, as Figure 6 As shown, the end of the second type of control arm 301b facing the subframe 100 may have a third mounting hole K3. The outer bushing 3033 of the second bushing 303b may be embedded in the third mounting hole K2 of the second type of control arm 301b, and the outer wall of the outer bushing 3033 in the second bushing 303b may be fixedly connected to the inner wall of the third mounting hole K3. Here, the outer bushing 3033 in the second bushing 303b may be fixed in the third mounting hole K23 of the second type of control arm 301b by an interference fit process.
[0040] Here, both the second bushing 303b and the first bushing 303a have good cushioning effects. Thus, one end of the second type of control arm 301b is movably connected to the subframe 100 via the second bushing 303b, and the other end is fixedly connected to the steering knuckle 201. This allows the second type of control arm 301b to provide good support and control for the wheel 020, while also providing good cushioning for the vehicle body. Consequently, vehicles equipped with this suspension system exhibit good handling performance and ride comfort.
[0041] Here, one end of the first type of control arm 303a is movably connected to the subframe 100, and the other end is movably connected to the steering knuckle 201. One end of the second type of control arm 303b is movably connected to the subframe 100, and the other end is fixedly connected to the steering knuckle 201. This allows the longitudinal beam 010 of the vehicle body to be connected to the wheel 020 via the first type of control arm 303a and the second type of control arm 303a. During the vehicle's operation, the wheel 020 can bounce up and down to adapt to bumpy roads, or during the vehicle's turning process, the wheel 020 can swing left and right to adapt to the vehicle's steering.
[0042] In one implementation, such as Figure 7 As shown, Figure 7 This is a schematic diagram of another suspension system provided in this application embodiment. The extension direction of the vehicle body longitudinal beam 010 can be a first direction X. The subframe 100 is used to be fixedly connected to the bottom of the vehicle body longitudinal beam in a third direction Z. The subframe 100 and the wheel 020 can be arranged in a second direction Y. The steering knuckle 201 in the brake assembly 200 is used to connect to the side of the wheel 020 near the subframe 100. Multiple control arms 301 in the control arm assembly 300 can be located between the subframe 100 and the steering knuckle 201 in the second direction Y.
[0043] Here, the first direction X can be the length direction of the vehicle, the second direction Y can be the width direction of the vehicle, and the third direction Z can be the height direction of the vehicle.
[0044] In this application, as Figure 8 and Figure 9 As shown, Figure 8 This is a schematic diagram of another suspension system provided in the embodiments of this application. Figure 9 This is a top view of a suspension system provided in an embodiment of this application. The multiple control arms 301 in the control arm assembly 300 may include: a first control arm 301 and a second control arm 302.
[0045] The top of the subframe 100 may have a first mounting position A1 and a second mounting position A2 spaced apart in a first direction X. The top of the steering knuckle 201 may have a third mounting position A3 and a fourth mounting position A4 spaced apart in the first direction X. The first mounting position A1 on the subframe 100 may be located on the side of the steering knuckle 201 where the third mounting position A3 is located in the first direction X, and the second mounting position A2 on the subframe 100 may be located on the side of the steering knuckle 201 where the fourth mounting position A4 is located in the first direction X. That is, the first mounting position A1 of the subframe 100 and the third mounting position A3 of the steering knuckle 201 may be located on one side of the subframe 100 and the steering knuckle 201 in the first direction X, and the second mounting position A2 of the subframe 100 and the fourth mounting position A4 of the steering knuckle 201 may be located on the other side of the subframe 100 and the steering knuckle 201 in the first direction X.
[0046] The two ends of the first control arm 301 in the control arm assembly 300 can be connected to the first mounting position A1 of the subframe 100 and the third mounting position A3 of the steering knuckle 201, respectively. The two ends of the second control arm 3012 in the control arm assembly 300 can be connected to the second mounting position A2 of the subframe 100 and the fourth mounting position A4 of the steering knuckle 201, respectively.
[0047] In one implementation, such as Figure 8 , Figure 9 and Figure 10 As shown, Figure 10 This is a bottom top view of a suspension system provided in an embodiment of this application. The multiple control arms 301 in the control arm assembly 300 also include a third control arm 3013.
[0048] The subframe 100 may have a fifth mounting position A5. The fifth mounting position A5 of the subframe 100 may be located on the side opposite to the second mounting position A2 in the first direction X. The bottom of the steering knuckle 201 may have a sixth mounting position A6. The sixth mounting position A6 of the steering knuckle 201 may be located between the third mounting position A3 and the fourth mounting position A4 in the first direction X.
[0049] The two ends of the third control arm 3013 in the control arm assembly 300 can be connected to the fifth mounting position A5 of the subframe 100 and the sixth mounting position A6 of the steering knuckle 201, respectively.
[0050] In one implementation, such as Figure 8 , Figure 9 and Figure 10 As shown, the multiple control arms 301 in the control arm assembly 300 may further include: a fourth control arm 3014 and a fifth control arm 3015.
[0051] The bottom of the subframe 100 may have a seventh mounting position A7 and an eighth mounting position A8 spaced apart in a first direction X. In the first direction X, the seventh mounting position A7 of the subframe 100 may be located between the first mounting position A1 and the fifth mounting position A5, and the eighth mounting position A8 of the subframe 100 may be located between the first mounting position A1 and the second mounting position A2.
[0052] The steering knuckle 201 may have a ninth mounting position A9 and a tenth mounting position A10 spaced apart in the first direction X. In the first direction X, the ninth mounting position A9 of the steering knuckle 201 may be located on the side of the third mounting position A3 away from the fourth mounting position A4, and the tenth mounting position A10 of the steering knuckle 201 may be located between the sixth mounting position A6 and the fourth mounting position A4.
[0053] The two ends of the fourth control arm 3014 in the control arm assembly 300 can be connected to the seventh mounting position A7 of the subframe 100 and the ninth mounting position A9 of the steering knuckle 201, respectively. The two ends of the fifth control arm 3015 in the control arm assembly 300 can be connected to the eighth mounting position A8 of the subframe 100 and the tenth mounting position A10 of the steering knuckle 201, respectively.
[0054] In one implementation, such as Figure 8 and Figure 9 As shown, the suspension system may further include a strut 303. The strut 303 in the suspension system may be located between the first control arm 3011 and the second control arm 3012 in the first direction X, and the end of the strut 303 may be fixedly connected to the end of the fifth control arm 3015 near the steering knuckle 201.
[0055] It should be noted that the end of the sliding column 303 facing away from the fifth control arm 3015 can be used to connect to the vehicle body. Furthermore, the end of the sliding column 301 facing away from the fifth control arm 3015 can be closer to the top of the vehicle in the third direction Z compared to the vehicle body longitudinal beam 010.
[0056] The strut 303 can integrate a shock absorber and a coil spring. The strut 303 serves as an elastic support component between the vehicle body and the wheels. The springs cushion road impacts, and the internal shock absorbers dampen vibrations from bumps. Simultaneously, the strut 303 acts as a front wheel steering pivot, controlling wheel camber in conjunction with four-wheel alignment parameters, bearing lateral and longitudinal loads, and swaying synchronously with the wheels during steering. Furthermore, the strut 303 can constrain wheel bounce, improving ride comfort and steering stability.
[0057] Since the eighth mounting position A8 on the subframe 100 for connecting the fifth control arm 3015 is located between the first mounting position A1 and the second mounting position A2 in the first direction X, and the tenth mounting position A10 on the steering knuckle 201 for connecting the fifth control arm 3015 is located between the sixth mounting position A6 and the fourth mounting position A4 in the first direction X, the second control arm 3012, which is used to connect with the second mounting position A2 and the fourth mounting position A4 at both ends, is located on one side of the slide column 303 in the first direction X.
[0058] Since the third mounting position A3 on the steering knuckle 201 is located on the side of the sixth mounting position A6 away from the fourth mounting position A4 in the first direction X, the first control arm 3011, which is used to connect with the first mounting position A1 and the third mounting position A3 at both ends, is located on the other side of the slide column 303 in the first direction X.
[0059] Since the fifth mounting position A5 on the subframe 100 is located on the side of the first mounting position A1 away from the second mounting position A2 in the first direction X, and the sixth mounting position A6 on the steering knuckle 201 is located on the side of the tenth mounting position A10 away from the fourth mounting position A4, the third control arm 3013, which is used to connect with the fifth mounting position A5 and the sixth mounting position A6 at both ends, is located on the side of the slide column 303 facing the first control arm 3011 in the first direction X.
[0060] Since the seventh mounting position A7 on the subframe 100 is located between the first mounting position A1 and the fifth mounting position A5 in the first direction X, and the ninth mounting position A9 on the steering knuckle 201 is located on the side of the third mounting position A3 away from the fourth mounting position A4 in the first direction X, the fourth control arm 3014, which is used to connect with the seventh mounting position A7 and the ninth mounting position A9 at both ends, is located on the side of the slide column 303 facing the first control arm 3011 in the first direction X.
[0061] Thus, the slide column 303 is fixedly connected to the end of the fifth control arm 3015 facing the steering knuckle 201. The first control arm 3011, the third control arm 3013 and the fourth control arm 3014 in the control arm assembly 301 are located on one side of the slide column 303 in the first direction X, and the second control arm 3012 in the control arm assembly 301 is located on the other side of the slide column 303 in the first direction X.
[0062] In this application, as Figure 11 As shown, Figure 11 This is a front view of a suspension system provided in an embodiment of this application. The first mounting position A1 and the second mounting position A2 of the subframe 100 are located at the top of the subframe 100, the fifth mounting position A5 and the eighth mounting position A8 of the subframe 100 are located at the bottom of the subframe 100, and the seventh mounting position A7 of the subframe 100 is located in the middle position of the subframe 100. The third mounting position A3 and the fourth mounting position A4 of the steering knuckle 201 are located at the top of the steering knuckle 201, the sixth mounting position A6 and the tenth mounting position A10 of the steering knuckle 201 are located at the bottom of the steering knuckle 201, and the ninth mounting position A9 of the steering knuckle 201 is located in the middle position of the steering knuckle 201.
[0063] Thus, in the first direction X, among the first control arm 3011, third control arm 3013, and fourth control arm 3014 located on one side of the slide column 303, the first control arm 3011, fourth control arm 3014, and third control arm 3013 are arranged sequentially in the third direction Z, with the third control arm 3013 being closer to the bottom of the vehicle than the first control arm 3011. In the third direction Z, the second control arm 3012 is closer to the top of the vehicle than the fourth control arm 3014 and third control arm 3013, and the fifth control arm 3015 is closer to the bottom of the vehicle than the first control arm 3011 and fourth control arm 3014.
[0064] In this application, the first control arm 3011, the second control arm 3012, the third control arm 3013, and the fourth control arm 3014 in the control arm assembly 300 are used to control the camber angle of the wheel 020. Here, the camber angle is the angle formed by the wheel center plane and the vertical line when viewed from directly in front of the vehicle. The camber angle is mainly used to improve the vehicle's driving performance. For example, a moderate camber angle can reduce the load on the steering wheel hub bearing and prevent the wheel from slipping outwards. A negative camber angle can ensure that the tires maintain full contact with the ground when the vehicle is cornering or tilting, improving cornering grip. However, uneven camber angles between the left and right wheels can cause the vehicle to veer or abnormal tire wear on one side.
[0065] The third control arm 3013 in control arm 300 is used to control the caster angle of the wheel. Here, the caster angle is the angle formed between the kingpin axis and the vertical line perpendicular to the ground when viewed from the side of the vehicle. A proper caster angle enables the steering wheel to automatically return to center; the higher the vehicle speed, the more pronounced the return-to-center effect, effectively improving the vehicle's straight-line stability and suppressing high-speed drifting. If the difference in caster angle between the left and right sides is too large, the vehicle will veer to one side while driving, and an excessively large angle will also cause the steering feel to be heavy.
[0066] In one implementation, the first control arm 3011, the second control arm 3012, the third control arm 3013, and the fourth control arm 3014 in the control arm assembly 300 can all be first-type control arms 301a. The fifth control arm 3015 in the control arm assembly 300 can be a second-type control arm 301b.
[0067] like Figure 12 As shown, Figure 12 This is a schematic diagram of the structure of a first control arm provided in an embodiment of this application. The end of the first control arm 3011 facing the steering knuckle 201 of the brake assembly 200 may have a ball joint pin 302, and the first control arm 3011 can be movably connected to the steering knuckle 201 via the ball joint pin 302. The end of the first control arm 3011 facing the subframe 100 may have a first bushing 303a, and the first control arm 3011 can be movably connected to the subframe 100 via the first bushing 303a.
[0068] like Figure 13 As shown, Figure 13 This is a schematic diagram of the structure of a second control arm provided in an embodiment of this application. The end of the second control arm 3012 facing the steering knuckle 201 of the brake assembly 200 may have a ball joint pin 302, and the second control arm 3012 can be movably connected to the steering knuckle 201 via the ball joint pin 302. The end of the second control arm 3012 facing the subframe 100 may have a first bushing 303a, and the second control arm 3012 can be movably connected to the subframe 100 via the first bushing 303a.
[0069] like Figure 14 As shown, Figure 14 This is a schematic diagram of the structure of a third control arm provided in an embodiment of this application. The end of the third control arm 3013 facing the steering knuckle 201 of the brake assembly 200 may have a ball joint pin 302, and the third control arm 3013 can be movably connected to the steering knuckle 201 through the ball joint pin 302. The end of the third control arm 3013 facing the subframe 100 may have a first bushing 303a, and the third control arm 3013 can be movably connected to the subframe 100 through the first bushing 303a.
[0070] like Figure 15 As shown, Figure 15 This is a schematic diagram of the structure of a fourth control arm provided in an embodiment of this application. The end of the fourth control arm 3014 facing the steering knuckle 201 of the brake assembly 200 may have a ball joint pin 302, and the fourth control arm 3014 can be movably connected to the steering knuckle 201 via the ball joint pin 302. The end of the fourth control arm 3014 facing the subframe 100 may have a first bushing 303a, and the fourth control arm 3014 can be movably connected to the subframe 100 via the first bushing 303a.
[0071] like Figure 16 As shown, Figure 16 This is a schematic diagram of the structure of a fifth control arm provided in an embodiment of this application. The end of the fifth control arm 3015 facing the subframe 100 has a second bushing 303b, and the fifth control arm 3015 can be movably connected to the subframe 100 through the second bushing 303b. The end of the fifth control arm 3015 facing the steering knuckle 201 can be fixedly connected to the steering knuckle 201.
[0072] In this application, as Figure 17 As shown, Figure 17 This is an exploded view of a brake assembly provided in an embodiment of this application. The brake assembly may further include: a wheel hub bearing 202, a brake caliper 203, a brake disc 204, and a lower ball joint 205. The steering knuckle 201 is bolted to the wheel hub bearing 202. The steering knuckle 201 is bolted to the brake disc 204. The steering knuckle 201 is bolted to the brake caliper 203. The steering knuckle 201 and the lower ball joint 205 are connected by interference fit.
[0073] Here, the steering knuckle 201 is the basic base for bearing steering, used to mount the wheel hub bearing 202, brake caliper 203, brake disc 204, and lower ball joint 205. The wheel hub bearing 202 connects the wheel 020 to support its rotation, reduce rotational friction, and bear the wheel load. The brake caliper 203 is fixed to the steering knuckle 201 and is used to clamp the brake disc 204 to generate braking force during braking. The brake disc 204 can rotate synchronously with the wheel 020 and can achieve vehicle deceleration and braking through friction with the brake pads. The lower ball joint 205 connects the steering knuckle to the fourth control arm 3014, providing a hinged fulcrum for the wheel 020 to steer and move vertically.
[0074] In summary, this application provides a suspension system including a subframe, a brake assembly, and a control arm assembly. The subframe is fixedly connected to the vehicle's longitudinal beams, the steering knuckle in the brake assembly is connected to the wheel, and one end of each control arm in the control arm assembly is movably connected to the subframe, while the other end is connected to the steering knuckle in the brake assembly. Compared to the prior art, the suspension system of this application has a lower suspension travel, and the vehicle's longitudinal beams are raised, so the multiple straight-arm control arms in the control arm assembly do not interfere with the vehicle's longitudinal beams. Furthermore, the straight-arm structure of the multiple control arms in the control arm assembly results in higher stiffness for all control arms, leading to better support and control of the wheel. Therefore, the wheels equipped with this suspension system exhibit better handling performance.
[0075] This application also provides a vehicle, which may include a body and wheels, as well as the suspension system described in the above embodiments. The suspension system in the vehicle is used to connect the body and wheels.
[0076] In this application, the subframe of the suspension system is fixedly connected to the vehicle's longitudinal beams, the steering knuckle of the brake assembly in the suspension system is connected to the wheel, and one end of each control arm of the control arm assembly in the suspension system is movably connected to the subframe, while the other end is connected to the steering knuckle in the brake assembly. Compared to the prior art, the suspension system of this application has a lower suspension travel, and the vehicle's longitudinal beams are raised, so the multiple straight-arm control arms in the control arm assembly do not interfere with the vehicle's longitudinal beams. Furthermore, the straight-arm structure of the multiple control arms in the control arm assembly results in higher stiffness for all control arms, leading to better support and control of the wheels. Therefore, the wheels equipped with this suspension system exhibit better handling performance. Here, the vehicle in this application can be a race car; vehicles equipped with the aforementioned suspension system exhibit better wheel handling performance, meeting the track performance requirements of race cars.
[0077] In this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The term "multiple" refers to two or more unless otherwise expressly defined.
[0078] The above description is merely an embodiment of one implementation of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.
Claims
1. A suspension system, characterized in that, include: Subframe (100), brake assembly (200) and control arm assembly (300); The subframe (100) is used for fixed connection with the vehicle body longitudinal beam (010); The brake assembly (200) has a steering knuckle (201) for connection with the wheels (020) of the vehicle; The control arm assembly (300) includes: a plurality of control arms (301); one end of each control arm (301) is movably connected to the subframe (100), and the other end is connected to the steering knuckle (201); The multiple control arms (301) are all straight arm structures and are arranged at intervals with the vehicle body longitudinal beams (010).
2. The suspension system according to claim 1, characterized in that, At least some of the multiple control arms (301) are first type control arms (301a); the first type control arm (301a) has a ball joint (302) at its end facing the steering knuckle (201), and the first type control arm (301a) is movably connected to the steering knuckle (201) through the ball joint (302); the first type control arm (301a) has a first bushing (303a) at its end facing the subframe (100), and the first type control arm (301a) is movably connected to the subframe (100) through the first bushing (303a).
3. The suspension system according to claim 2, characterized in that, The plurality of control arms (301) further includes at least one second type control arm (301b); the end of the second type control arm (301b) facing the subframe (100) has a second bushing (303b), and the second type control arm (301b) is movably connected to the subframe (100) through the second bushing (3022); the end of the second type control arm (301b) facing the steering knuckle (201) is fixedly connected to the steering knuckle (201).
4. The suspension system according to any one of claims 1-3, characterized in that, The longitudinal beam (010) extends in a first direction (X); the subframe (100) is fixedly connected to the bottom of the longitudinal beam (010) in a third direction (Z), and the subframe (100) and the wheel (020) are arranged in a second direction (Y); the steering knuckle (201) is connected to the side of the wheel (020) near the subframe (100); the plurality of control arms (301) are located between the subframe (100) and the steering knuckle (201) in the second direction (Y); Wherein, the first direction (X) is the length direction of the vehicle, the second direction (Y) is the width direction of the vehicle, and the third direction (Z) is the height direction of the vehicle.
5. The suspension system according to claim 4, characterized in that, The plurality of control arms (301) includes: a first control arm (3011) and a second control arm (3012); The top of the subframe (100) has a first mounting position (A1) and a second mounting position (A2) spaced apart in a first direction (X), and the top of the steering knuckle (201) has a third mounting position (A3) and a fourth mounting position (A4) spaced apart in a first direction (X); the first mounting position (A1) is located on the side of the steering knuckle (201) where the third mounting position (A3) is located in the first direction (X), and the second mounting position (A2) is located on the side of the steering knuckle (201) where the fourth mounting position (A4) is located in the first direction (X); The first control arm (3011) is connected to the first mounting position (A1) and the third mounting position (A3) at both ends, and the second control arm (3012) is connected to the second mounting position (A2) and the fourth mounting position (A4) at both ends.
6. The suspension system according to claim 5, characterized in that, The plurality of control arms (301) further includes: a third control arm (3013); The subframe (100) has a fifth mounting position (A5) located in the first direction (X) on the side of the first mounting position (A1) away from the second mounting position (A2); the bottom of the steering knuckle (201) has a sixth mounting position (A6) located in the first direction (X) between the third mounting position (A3) and the fourth mounting position (A4); The two ends of the third control arm (3013) are connected to the fifth mounting position (A5) and the sixth mounting position (A6), respectively.
7. The suspension system according to claim 6, characterized in that, The plurality of control arms (301) further include: a fourth control arm (3014) and a fifth control arm (3015). The subframe (100) has a seventh mounting position (A7) and an eighth mounting position (A8) spaced apart in a first direction (X) at its bottom. In the first direction (X), the seventh mounting position (A7) is located between the first mounting position (A1) and the fifth mounting position (A5), and the eighth mounting position (A8) is located between the first mounting position (A1) and the second mounting position (A2). The steering knuckle (201) has a ninth mounting position (A9) and a tenth mounting position (A10) spaced apart in a first direction (X) in the middle position. In the first direction (X), the ninth mounting position (A9) is located on the side of the third mounting position (A3) away from the fourth mounting position (A4), and the tenth mounting position (A10) is located between the sixth mounting position (A6) and the fourth mounting position (A4). The two ends of the fourth control arm (3014) are connected to the seventh mounting position (A7) and the ninth mounting position (A9) respectively; the two ends of the fifth control arm (3015) are connected to the eighth mounting position (A8) and the tenth mounting position (A10) respectively.
8. The suspension system according to claim 7, characterized in that, The suspension system further includes a strut (303); the strut (303) is located between the first control arm (3011) and the second control arm (3012) in the first direction (X), and the end of the strut (303) is fixedly connected to the end of the fifth control arm (3015) near the steering knuckle (201).
9. The suspension system according to claim 7, characterized in that, The first control arm (3011), the second control arm (3012), the third control arm (3013) and the fourth control arm (3014) are all first-type control arms (301a); the fifth control arm (3015) is a second-type control arm (301b).
10. A vehicle comprising: The vehicle body and wheels, and the suspension system according to any one of claims 1-9; The suspension system is used to connect the vehicle body and the wheels.