Suspension structure and vehicle

Abstract

The utility model discloses a suspension structure and a vehicle. The suspension structure comprises an auxiliary frame, a lower swing arm, a lower fork arm, a shock absorber assembly, a pull rod, a rocker arm and a driving mechanism. One end of the lower swing arm is rotationally connected with the auxiliary frame; the lower ends of the lower fork arms are connected with lower swing arms; the shock absorber assembly is connected with the upper end of the lower fork arm; the upper end of the pull rod is connected with the upper end of the lower fork arm; one end of the rocker is rotationally connected with the lower end of the pull rod; the driving mechanism is arranged on the auxiliary frame, connected with the end, away from the pull rod, of the rocker and used for driving the end, connected with the pull rod, of the rocker to move up and down. According to the suspension structure provided by the utility model, the active adjustment of the height of the vehicle can be realized, so that the trafficability, the adaptability and the stability of the vehicle are improved.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a suspension structure and a vehicle. Background Art

[0002] In the related technology, the driver is unable to control and adjust the vehicle's height, so that the height of the vehicle cannot adapt to different driving conditions and driving scenarios. Especially when the vehicle is driving on complex roads, it is easy for the vehicle to pass and it will also affect the vehicle's driving stability. Utility Model Content

[0003] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, the utility model proposes a suspension structure, which can realize active adjustment of the vehicle height, thereby improving the vehicle's passability, adaptability and stability.

[0004] The utility model also provides a vehicle, which comprises the above suspension structure.

[0005] The suspension structure according to the embodiment of the utility model comprises: a subframe, a lower swing arm, a lower fork arm, a shock absorber assembly, a tie rod, a rocker arm and a driving mechanism. One end of the lower swing arm is rotatably connected to the subframe; the lower end of the lower fork arm is connected to the lower swing arm; the shock absorber assembly is connected to the upper end of the lower fork arm; the upper end of the tie rod is connected to the upper end of the lower fork arm; one end of the rocker arm is rotatably connected to the lower end of the tie rod; the driving mechanism is arranged on the subframe and connected to one end of the rocker arm away from the tie rod, and is used to drive the end of the rocker arm connected to the tie rod to move up and down.

[0006] According to the suspension structure of the embodiment of the utility model, by connecting the upper end of the tie rod to the upper end of the lower fork arm, and rotating one end of the lower arm connected to the lower end of the lower fork arm to the subframe, and rotating the lower end of the tie rod to one end of the rocker arm, and connecting the driving mechanism provided on the subframe to the end of the rocker arm away from the tie rod, and the driving mechanism is used to drive the end of the rocker arm connected to the tie rod to move up and down, the height of the vehicle in the up and down direction can be actively adjusted, and the structure is simple and the design is reasonable. The vehicle can better adapt to different road conditions, thereby improving the vehicle's passability and adaptability to meet the different needs of users in different driving scenarios. At the same time, the center of gravity of the vehicle can be changed by adjusting the height of the vehicle body, which helps to improve the stability of the vehicle during driving.

[0007] According to some embodiments of the utility model, the driving mechanism includes a motor and a reducer, the motor is arranged on the sub-frame; the input end of the reducer is connected to the output shaft of the motor, and the output end of the reducer is connected to the end of the rocker arm away from the pull rod, so as to drive the rocker arm to swing in the up and down directions.

[0008] According to some embodiments of the present invention, an end of the pull rod facing away from the rocker arm has a bushing for connecting with the lower fork arm.

[0009] In some embodiments of the present invention, the bushing has a first oil chamber and a second oil chamber, the first oil chamber and the second oil chamber are respectively located on two opposite sides of the central axis of the bushing, and the oil pressure in the first oil chamber and the second oil chamber is adjustable.

[0010] In some embodiments of the utility model, the suspension structure also includes a first solenoid valve, which is arranged on the subframe, and has a first valve chamber and a second valve chamber inside the first solenoid valve, the first oil chamber is connected to the first valve chamber, and the second oil chamber is connected to the second valve chamber, and a first valve core is provided between the first valve chamber and the second valve chamber for disconnecting or connecting the first valve chamber and the second valve chamber, and when the first valve core connects the first valve chamber and the second valve chamber, the opening of the first valve core is adjustable.

[0011] In some embodiments of the utility model, the suspension structure further includes a second solenoid valve, a third solenoid valve and a hydraulic pump, the second solenoid valve is arranged on the sub-frame, the second solenoid valve has a third valve chamber and a fourth valve chamber, the first oil chamber is communicated with the fourth valve chamber, a second valve core is arranged between the third valve chamber and the fourth valve chamber, used to disconnect or connect the third valve chamber and the fourth valve chamber, when the second valve core is connected with the third valve chamber and the fourth valve chamber, the opening of the second valve core is adjustable; the third solenoid valve is arranged on the sub-frame, the third solenoid valve has a fifth valve chamber and a sixth valve chamber, the second oil chamber is communicated with the sixth valve chamber, a third valve core is arranged between the fifth valve chamber and the sixth valve chamber, used to disconnect or connect the fifth valve chamber and the sixth valve chamber, when the third valve core is connected with the fifth valve chamber and the sixth valve chamber, the opening of the third valve core is adjustable; the hydraulic pump is arranged on the sub-frame, the outlet is communicated with the third valve chamber and the fifth valve chamber, and the inlet is communicated with the oil tank.

[0012] In some embodiments of the utility model, the suspension structure also includes a fourth solenoid valve, which is arranged on the subframe, and the fourth solenoid valve has a seventh valve chamber and an eighth valve chamber, the seventh valve chamber is connected to the first oil chamber and the fourth valve chamber, the eighth valve chamber is connected to the second oil chamber and the sixth valve chamber, and a fourth valve core is provided between the seventh valve chamber and the eighth valve chamber for disconnecting or connecting the seventh valve chamber and the eighth valve chamber, and when the fourth valve core is connected to the seventh valve chamber and the eighth valve chamber, the opening of the fourth valve core is adjustable.

[0013] In some embodiments of the present invention, the first oil chamber and the second oil chamber are arranged opposite to each other in the up and down directions.

[0014] A vehicle according to an embodiment of the utility model includes: the above-mentioned suspension structure.

[0015] According to the vehicle of the embodiment of the utility model, by connecting the upper end of the tie rod to the upper end of the lower fork arm, and rotating one end of the lower arm connected to the lower end of the lower fork arm to the subframe, and rotating the lower end of the tie rod to one end of the rocker arm, and connecting the driving mechanism provided on the subframe to the end of the rocker arm away from the tie rod, and the driving mechanism is used to drive the end of the rocker arm connected to the tie rod to move up and down, the height of the vehicle in the up and down direction can be actively adjusted, and the structure is simple and the design is reasonable. The vehicle can better adapt to different road conditions, thereby improving the passability and adaptability of the vehicle to meet the different needs of users in different driving scenarios. At the same time, the center of gravity of the vehicle can be changed by adjusting the height of the vehicle body, which helps to improve the stability of the vehicle during driving.

[0016] In some embodiments of the present invention, there are multiple suspension structures, and two suspension structures arranged opposite to each other in the left-right direction of the vehicle share one sub-frame.

[0017] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0019] Figure 1 is a three-dimensional diagram of a suspension structure according to an embodiment of the utility model;

[0020] Figure 2 is a stereoscopic diagram of a pull rod and a first solenoid valve of a suspension structure according to an embodiment of the utility model;

[0021] Figure 3yes Figure 2 The enlarged view of point A in the middle;

[0022] Figure 4 It is a stereoscopic diagram of a tie rod, a second solenoid valve, a third solenoid valve, a fourth solenoid valve and a hydraulic pump of a suspension structure according to an embodiment of the utility model;

[0023] Figure 5 yes Figure 4 Enlarged view of point B in the middle.

[0024] Reference numerals:

[0025] 100. Suspension structure;

[0026] 11. Subframe; 12. Lower wishbone; 13. Lower wishbone; 14. Shock absorber assembly; 15. Upper wishbone; 16. Steering knuckle; 17. Air spring;

[0027] 2. Tie rod; 21. Bushing; 211. First oil chamber; 212. Second oil chamber; 213. Outer ring section; 214. Inner ring section; 215. Partition plate; 216. Mounting hole;

[0028] 3. Rocker arm;

[0029] 4. Driving mechanism; 41. Motor; 42. Reducer;

[0030] 5. First solenoid valve; 51. First valve chamber; 52. Second valve chamber; 53. First valve core;

[0031] 6. Second solenoid valve; 61. Third valve chamber; 62. Fourth valve chamber; 63. Second valve core;

[0032] 7. third solenoid valve; 71. fifth valve chamber; 72. sixth valve chamber; 73. third valve core;

[0033] 8. Fourth solenoid valve; 81. Seventh valve chamber; 82. Eighth valve chamber; 83. Fourth valve core;

[0034] 9. Hydraulic pump; 91. Export. DETAILED DESCRIPTION

[0035] The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0036] In the description of the present utility model, it is necessary to understand that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present utility model. In addition, features defined as "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present utility model, unless otherwise specified, "multiple" means two or more.

[0037] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0038] Reference below Figure 1-Figure 5 A suspension structure 100 according to an embodiment of the present invention is described.

[0039] like Figure 1 As shown, the suspension structure 100 according to the embodiment of the utility model includes a subframe 11, a lower swing arm 12, a lower wishbone 13, a shock absorber assembly 14, a tie rod 2, a rocker arm 3 and a driving mechanism 4.

[0040] Specifically, Figure 1 As shown, one end of the lower swing arm 12 is rotatably connected to the subframe 11, the lower end of the lower fork arm 13 is connected to the lower swing arm 12, the shock absorber assembly 14 is connected to the upper end of the lower fork arm 13, the upper end of the pull rod 2 is connected to the upper end of the lower fork arm 13, one end of the rocker arm 3 is rotatably connected to the lower end of the pull rod 2, and the driving mechanism 4 is arranged on the subframe 11 and connected to the end of the rocker arm 3 away from the pull rod 2, and is used for driving the end of the rocker arm 3 connected to the pull rod 2 to move up and down.

[0041] It can be understood that the suspension structure 100 is used for a vehicle. By setting the subframe 11, it is convenient to fix the suspension structure 100 on the frame of the vehicle. The lower swing arm 12 can rotate around the rotation axis of the subframe 11 and the lower swing arm 12. The shock absorber assembly 14 is connected to the vehicle body. The upper and lower ends of the lower fork arm 13 are respectively connected to the shock absorber assembly 14 and the lower swing arm 12, so that the lower swing arm 12, the lower fork arm 13 and the shock absorber assembly 14 can work together to effectively attenuate and buffer the vibration between the frame and the vehicle body caused by uneven road surface, thereby improving the comfort of users riding in the vehicle.

[0042] Furthermore, a driving mechanism 4 is provided on the subframe 11, and the output shaft of the driving mechanism 4 is connected to one end of the rocker arm 3, and the other end of the rocker arm 3 is rotatably connected to the lower end of the tie rod 2. The driving mechanism 4 can provide a driving force to drive the end of the rocker arm 3 connected to the tie rod 2 to move up and down. The tie rod 2 extends roughly in the up and down direction, and the upper end of the tie rod 2 is fixedly connected to the lower fork arm 13, so that the end of the rocker arm 3 connected to the tie rod 2 can drive the tie rod 2 to move up and down, and the tie rod 2 can drive the lower fork arm 13 to move up and down, so that the lower fork arm 13 generates a thrust or a pull on the lower swing arm 12 and the shock absorber assembly 14. The lower swing arm 12 can rotate around the rotation axis of the subframe 11 and the lower swing arm 12, so that the lower swing arm 12, the lower fork arm 13 and the shock absorber assembly 14 can be realized. The overall up and down movement of the lower swing arm 12, the lower fork arm 13 and the shock absorber assembly 14 can be realized, and then the vehicle body can be driven to move in the up and down direction, thereby realizing the active adjustment of the height of the vehicle in the up and down direction, and the structure is simple and the design is reasonable.

[0043] When the vehicle is driving on road conditions such as off-road or wading, the driver can actively adjust the height of the vehicle to make the vehicle better adapt to different road conditions, thereby improving the vehicle's passability and adaptability to meet the different needs of users in different driving scenarios. At the same time, by adjusting the height of the vehicle, the center of gravity of the vehicle can be changed, which helps to improve the stability of the vehicle during driving. Especially when the vehicle is driving at high speed or turning, adjusting the vehicle to an appropriate height can effectively improve the driving stability and safety of the vehicle.

[0044] According to the suspension structure 100 of the embodiment of the utility model, by connecting the upper end of the tie rod 2 to the upper end of the lower fork arm 13, and one end of the lower swing arm 12 connected to the lower end of the lower fork arm 13 is rotatably connected to the subframe 11, and the lower end of the tie rod 2 is rotatably connected to one end of the rocker arm 3, and at the same time, the driving mechanism 4 provided on the subframe 11 is connected to the end of the rocker arm 3 away from the tie rod 2, and the driving mechanism 4 is used to drive the end of the rocker arm 3 connected to the tie rod 2 to move up and down, the height of the vehicle in the up and down direction can be actively adjusted, and the structure is simple and the design is reasonable. The vehicle can better adapt to different road conditions, thereby improving the passability and adaptability of the vehicle to meet the different needs of users in different driving scenes. At the same time, the center of gravity of the vehicle can be changed by adjusting the height of the vehicle body, which helps to improve the stability of the vehicle during driving.

[0045] In some embodiments of the present invention, Figure 1 As shown, the driving mechanism 4 includes a motor 41 and a reducer 42. The motor 41 is arranged on the sub-frame 11. The input end of the reducer 42 is connected to the output shaft of the motor 41. The output end of the reducer 42 is connected to the end of the rocker arm 3 away from the pull rod 2, which is used to drive the rocker arm 3 to swing in the up and down directions.

[0046] It can be understood that the motor 41 can provide torque force, and drive the reducer 42 to rotate through the output shaft of the motor 41, and the reducer 42 can realize transmission, and the output shaft of the reducer 42 drives the rocker arm 3 to rotate around the rotation axis between the reducer 42 and the rocker arm 3, thereby driving the end of the rocker arm 3 away from the motor 41 to move up and down, and the rocker arm 3 can drive the pull rod 2 to move up and down when swinging up and down, and the pull rod 2 can drive the lower fork arm 13, the lower swing arm 12 and the shock absorber assembly 14 to move up and down, thereby realizing the active adjustment of the height of the vehicle in the up and down direction, and the structure is simple and the design is reasonable. Among them, the reducer 42 can convert the high-speed rotation of the motor 41 into low-speed rotation, and at the same time increase the output torque, which can improve the load capacity of the drive mechanism 4, thereby effectively reducing the speed and load of the motor 41, thereby extending the service life of the drive mechanism 4, and at the same time can improve the transmission stability of the drive mechanism 4, thereby improving the operation stability of the suspension structure 100.

[0047] In some embodiments of the present invention, Figure 1 , Figure 2 and Figure 3As shown, the end of the tie rod 2 facing away from the rocker arm 3 has a bushing 21 for connecting with the lower fork arm 13. The bushing 21 is specifically an annular structure, which facilitates the fixed connection between the tie rod 2 and the lower fork arm 13 to provide better support and stability, thereby improving the stability of the suspension structure 100 and the vehicle. At the same time, the interior of the bushing 21 is a partially hollow structure that can absorb impact and reduce vibration. When the tie rod 2 moves up and down driven by the driving mechanism 4, the bushing 21 can effectively buffer the force transmitted from the tie rod 2 to the lower fork arm 13, thereby improving the comfort of the vehicle passengers. Among them, the bushing 21 is provided with a mounting hole 216 that passes through the bushing 21, and the central axis of the mounting hole 216 is coaxially arranged with the central axis of the bushing 21. The tie rod 2 and the lower fork arm 13 can be connected by fasteners passing through the mounting hole 216, thereby ensuring the stability of the connection.

[0048] In some embodiments of the present invention, Figure 2 , Figure 3 and Figure 4 As shown, the bushing 21 has a first oil chamber 211 and a second oil chamber 212 , which are located on opposite sides of the central axis of the bushing 21 , respectively. The oil pressures in the first oil chamber 211 and the second oil chamber 212 are adjustable.

[0049] like Figure 3 In the example shown, the bushing 21 includes an outer ring segment 213 and an inner ring segment 214. The outer ring segment 213 and the inner ring segment 214 are cylindrical structures and are coaxially arranged. The inner ring segment 214 is arranged radially inward of the outer ring segment 213, and the inner circumferential wall of the outer ring segment 213 is spaced apart from the outer circumferential wall of the inner ring segment 214. A partition 215 is also provided in the bushing 21, and the two ends of the partition 215 are respectively connected to the inner circumferential wall of the outer ring segment 213 and the outer circumferential wall of the inner ring segment 214. There are two partitions 215, so that the partition 215 can separate the annular internal space formed by the inner circumferential wall of the outer ring segment 213 and the outer circumferential wall of the inner ring segment 214 into a first oil chamber 211 and a second oil chamber 212. The first oil chamber 211 and the second oil chamber 212 are filled with liquid such as oil. When the oil pressure in the first oil chamber 211 and the second oil chamber 212 changes, the liquid in the first oil chamber 211 and the second oil chamber 212 will produce different forces on the partition 215 and the inner ring segment 214, thereby adjusting the stiffness of the bushing 21.

[0050] Furthermore, the inner peripheral wall of the inner ring segment 214 is formed as a mounting hole 216, and the lower fork arm 13 can be connected and fixed with the inner ring segment 214 and the partition 215 through the mounting hole 216, so as to realize the connection between the lower fork arm 13 and the tie rod 2. When the tie rod 2 moves up and down and drives the lower fork arm 13 to move together, the lower fork arm 13 will generate a force on the inner ring segment 214 and transmit it to the partition 215. By adjusting the oil pressure of the first oil chamber 211 and the second oil chamber 212, the magnitude of the force generated by the liquid in the first oil chamber 211 and the second oil chamber 212 on the partition 215 and the inner ring segment 214 can be adjusted.

[0051] When the oil pressure in the first oil chamber 211 and the second oil chamber 212 is adjusted to a small value, the rigidity of the bushing 21 is small, and when the interaction force is generated between the tie rod 2 and the lower fork arm 13, the inner ring segment 214 and the partition plate 215 may be slightly deformed and moved, and the liquid in the first oil chamber 211 and the second oil chamber 212 may play a role in buffering and vibration reduction. The force generated by the lower fork arm 13 on the inner ring segment 214 and the partition plate 215 may be partially offset by the liquid, thereby attenuating the vibration generated between the lower fork arm 13 and the tie rod 2, thereby improving the comfort of the passengers when adjusting the vehicle body height, thereby helping to achieve a comfortable driving scenario for the vehicle.

[0052] When the oil pressure of the first oil chamber 211 and the second oil chamber 212 is increased, the rigidity of the bushing 21 is relatively large, and the liquid in the first oil chamber 211 and the second oil chamber 212 can generate a relatively large force on the partition 215 and the inner ring section 214. When the interaction force is generated between the tie rod 2 and the lower fork arm 13, the inner ring section 214 and the partition 215 are not easy to deform and move. At this time, the force generated between the tie rod 2 and the lower fork arm 13 can be transmitted more quickly and accurately, which is conducive to improving the control accuracy and stability of the vehicle height adjustment, thereby helping to achieve a stable driving scene of the vehicle.

[0053] In some embodiments of the present invention, Figure 2 and Figure 3As shown, the suspension structure 100 also includes a first solenoid valve 5, which is arranged on the subframe 11, and has a first valve chamber 51 and a second valve chamber 52 in the first solenoid valve 5, the first oil chamber 211 is connected to the first valve chamber 51, and the second oil chamber 212 is connected to the second valve chamber 52, and a first valve core 53 is arranged between the first valve chamber 51 and the second valve chamber 52, which is used to disconnect or connect the first valve chamber 51 and the second valve chamber 52, and when the first valve core 53 is connected to the first valve chamber 51 and the second valve chamber 52, the opening of the first valve core 53 is adjustable. Therefore, the oil pressure in the first oil chamber 211 and the second oil chamber 212 can be actively adjusted by controlling the opening and closing and the opening of the first valve core 53, so that the active adjustment of the stiffness of the bushing 21 can be achieved. Therefore, according to different road conditions or different driving scenes of the vehicle, the sensitivity of the force transmission between the pull rod 2 and the lower fork arm 13 can be adjusted by the first solenoid valve 5, so as to improve the adaptability of the vehicle to meet the needs of users.

[0054] Specifically, the first solenoid valve 5 can open or close the first valve core 53 according to the input of the control signal. The first valve core 53 can adjust the size of the liquid flow channel between the first valve chamber 51 and the second valve chamber 52. By controlling and adjusting the liquid flow rate between the first valve chamber 51 and the second valve chamber 52, the stiffness of the bushing 21 can be adjusted.

[0055] When the first valve core 53 is opened, the first valve chamber 51 and the second valve chamber 52 are connected, so that the oil pressure of the first oil chamber 211 and the second oil chamber 212 is relatively small, and the rigidity of the bushing 21 is also relatively small. When the interaction force is generated between the tie rod 2 and the lower fork arm 13, the inner ring section 214 and the partition plate 215 can be slightly deformed and moved, and the volume of the first oil chamber 211 and the second oil chamber 212 becomes larger and smaller respectively. At this time, the liquid in the first oil chamber 211 or the second oil chamber 212 with a smaller volume can flow to the second oil chamber 212 or the first oil chamber 211 with a larger volume through the connected first valve chamber 51 and the second valve chamber 52, thereby playing a role in buffering and vibration reduction, and can improve the comfort of passengers when adjusting the vehicle body height, thereby helping to achieve a comfortable driving scene of the vehicle.

[0056] Of course, the specific size of the liquid flow channel between the first valve chamber 51 and the second valve chamber 52 can be further adjusted by adjusting the opening of the first valve core 53, so that the oil pressure of the first oil chamber 211 and the second oil chamber 212 can be further adjusted, thereby achieving precise adjustment of the stiffness of the bushing 21, which can improve the vehicle's adaptability to different driving conditions and different driving scenarios.

[0057] When the first valve core 53 is closed, the first valve chamber 51 and the second valve chamber 52 are disconnected, so that the oil pressure of the first oil chamber 211 and the second oil chamber 212 is relatively large, and the rigidity of the bushing 21 is also relatively large. The liquid in the first oil chamber 211 and the second oil chamber 212 can generate a large force on the partition 215 and the inner ring section 214. When the interaction force is generated between the tie rod 2 and the lower fork arm 13, the liquid in the first oil chamber 211 and the second oil chamber 212 cannot flow through the first valve chamber 51 and the second valve chamber 52, so that the inner ring section 214 and the partition 215 are not easily deformed and moved. At this time, the force generated between the tie rod 2 and the lower fork arm 13 can be transmitted more quickly and accurately, which is conducive to improving the control accuracy and stability of the vehicle height adjustment, thereby helping to achieve a stable driving scene for the vehicle.

[0058] In some embodiments of the present invention, Figure 4 and Figure 5 As shown, the suspension structure 100 also includes a second solenoid valve 6, a third solenoid valve 7 and a hydraulic pump 9. The second solenoid valve 6 is arranged on the subframe 11. The second solenoid valve 6 has a third valve chamber 61 and a fourth valve chamber 62. The first oil chamber 211 is connected to the fourth valve chamber 62. A second valve core 63 is provided between the third valve chamber 61 and the fourth valve chamber 62 for disconnecting or connecting the third valve chamber 61 and the fourth valve chamber 62. When the second valve core 63 connects the third valve chamber 61 and the fourth valve chamber 62, the opening of the second valve core 63 is adjustable. Further, the third solenoid valve 7 is arranged on the sub-frame 11, and has a fifth valve chamber 71 and a sixth valve chamber 72 in the third solenoid valve 7, the second oil chamber 212 is connected with the sixth valve chamber 72, and a third valve core 73 is arranged between the fifth valve chamber 71 and the sixth valve chamber 72, which is used to disconnect or connect the fifth valve chamber 71 and the sixth valve chamber 72, and when the third valve core 73 connects the fifth valve chamber 71 and the sixth valve chamber 72, the opening of the third valve core 73 is adjustable. At the same time, the hydraulic pump 9 is arranged on the sub-frame 11, and the outlet 91 is connected with the third valve chamber 61 and the fifth valve chamber 71, and the inlet is connected with the oil tank.

[0059] It is understandable that the hydraulic pump 9 can increase the oil pressure of the first oil chamber 211 and the second oil chamber 212 by conveying liquid to the first oil chamber 211 and the second oil chamber 212, and can actively adjust the oil pressure in the first oil chamber 211 by controlling the opening and closing and the opening degree of the second valve core 63, and can actively adjust the oil pressure in the second oil chamber 212 by controlling the opening and closing and the opening degree of the third valve core 73, so that the stiffness of the bushing 21 can be adjusted respectively when the vehicle height is raised or lowered. In this way, the sensitivity of the force transmission between the tie rod 2 and the lower fork arm 13 can be adjusted by the second solenoid valve 6, the third solenoid valve 7 and the hydraulic pump 9 according to different road conditions or different driving scenes of the vehicle, so as to better improve the adaptability of the vehicle to meet the needs of users.

[0060] Specifically, the second solenoid valve 6 can open or close the second valve core 63 according to the input of the control signal, and the second valve core 63 can adjust the size of the liquid flow channel between the third valve chamber 61 and the fourth valve chamber 62. By controlling and adjusting the liquid flow rate between the third valve chamber 61 and the fourth valve chamber 62, the liquid flow between the hydraulic pump 9 and the first oil chamber 211 can be controlled and adjusted, that is, the disconnection or connection of the channel for the hydraulic pump 9 to transport liquid to the first oil chamber 211 and the size of the channel when connected can be controlled to achieve active adjustment of the oil pressure in the first oil chamber 211, thereby achieving adjustment of the stiffness of the bushing 21.

[0061] When the second valve core 63 is opened, the third valve chamber 61 is connected to the fourth valve chamber 62, the first oil chamber 211 is connected to the oil tank, and the hydraulic pump 9 can transport the liquid in the oil tank into the first oil chamber 211, so that the oil pressure of the first oil chamber 211 increases, and the liquid in the first oil chamber 211 can generate a large force on the partition 215 and the inner ring segment 214. At this time, the rigidity of the side of the bushing 21 close to the first oil chamber 211 increases. When the interaction force is generated between the tie rod 2 and the lower fork arm 13, the inner ring segment 214 and the partition 215 are not easy to deform and move in the direction close to the first oil chamber 211, and it is easier to achieve rapid transmission of the force to achieve the operational stability of the vehicle.

[0062] Of course, the specific size of the liquid flow channel between the third valve chamber 61 and the fourth valve chamber 62 can be further adjusted by adjusting the opening of the second valve core 63, so that the resistance of the hydraulic pump 9 to transport the liquid in the oil tank into the first oil chamber 211 can be adjusted, so that the oil pressure of the first oil chamber 211 can be further adjusted, thereby achieving precise adjustment of the stiffness of the bushing 21, which can further improve the vehicle's adaptability to different driving conditions and different driving scenarios.

[0063] When the second valve core 63 is closed, the third valve chamber 61 and the fourth valve chamber 62 are disconnected, the communication channel between the first oil chamber 211 and the oil tank is disconnected, and the hydraulic pump 9 cannot transport the liquid in the oil tank into the first oil chamber 211, so that the oil pressure of the first oil chamber 211 becomes smaller, and the liquid in the first oil chamber 211 exerts a smaller force on the partition 215 and the inner ring segment 214. At this time, the rigidity of the side of the bushing 21 close to the first oil chamber 211 becomes smaller. When the interaction force is generated between the tie rod 2 and the lower fork arm 13, the inner ring segment 214 and the partition 215 can be slightly deformed and moved in the direction close to the first oil chamber 211, thereby playing a role in buffering and vibration reduction, and can improve the comfort of passengers when adjusting the vehicle body height.

[0064] Furthermore, the third solenoid valve 7 can open or close the third valve core 73 according to the input of the control signal. The third valve core 73 can adjust the size of the liquid flow channel between the fifth valve chamber 71 and the sixth valve chamber 72. By controlling and adjusting the liquid flow rate between the fifth valve chamber 71 and the sixth valve chamber 72, the liquid flow between the hydraulic pump 9 and the second oil chamber 212 can be controlled and adjusted, that is, the disconnection or connection of the channel for conveying liquid from the hydraulic pump 9 to the second oil chamber 212 and the size of the channel when connected can be controlled to achieve active adjustment of the oil pressure in the second oil chamber 212, thereby achieving adjustment of the stiffness of the bushing 21.

[0065] When the third valve core 73 is opened, the fifth valve chamber 71 is connected to the sixth valve chamber 72, the second oil chamber 212 is connected to the oil tank, and the hydraulic pump 9 can transport the liquid in the oil tank into the second oil chamber 212, so that the oil pressure of the second oil chamber 212 increases, and the liquid in the second oil chamber 212 can generate a large force on the partition 215 and the inner ring segment 214. At this time, the rigidity of the side of the bushing 21 close to the second oil chamber 212 increases. When the interaction force is generated between the tie rod 2 and the lower fork arm 13, the inner ring segment 214 and the partition 215 are not easy to deform and move in the direction close to the second oil chamber 212, and it is easier to achieve rapid transmission of the force to achieve the operational stability of the vehicle.

[0066] Of course, the specific size of the liquid flow channel between the fifth valve chamber 71 and the sixth valve chamber 72 can be further adjusted by adjusting the opening of the third valve core 73, so that the resistance of the hydraulic pump 9 in delivering the liquid in the oil tank into the second oil chamber 212 can be adjusted, so that the oil pressure of the second oil chamber 212 can be further adjusted, thereby achieving precise adjustment of the stiffness of the bushing 21, which can further improve the vehicle's adaptability to different driving conditions and different driving scenarios.

[0067] When the third valve core 73 is closed, the fifth valve chamber 71 and the sixth valve chamber 72 are disconnected, the communication channel between the second oil chamber 212 and the oil tank is disconnected, and the hydraulic pump 9 cannot transport the liquid in the oil tank into the second oil chamber 212, so that the oil pressure of the second oil chamber 212 becomes smaller, and the liquid in the second oil chamber 212 exerts a smaller force on the partition 215 and the inner ring segment 214. At this time, the rigidity of the side of the bushing 21 close to the second oil chamber 212 becomes smaller. When the interaction force is generated between the tie rod 2 and the lower fork arm 13, the inner ring segment 214 and the partition 215 can be slightly deformed and moved in the direction close to the second oil chamber 212, thereby playing a role in buffering and vibration reduction, and can improve the comfort of passengers when adjusting the height of the vehicle body.

[0068] In some embodiments of the present invention, Figure 4 and Figure 5As shown, the suspension structure 100 also includes a fourth solenoid valve 8, which is arranged on the subframe 11, and has a seventh valve chamber 81 and an eighth valve chamber 82 in the fourth solenoid valve 8, wherein the seventh valve chamber 81 is connected to the first oil chamber 211 and the fourth valve chamber 62, and the eighth valve chamber 82 is connected to the second oil chamber 212 and the sixth valve chamber 72, and a fourth valve core 83 is arranged between the seventh valve chamber 81 and the eighth valve chamber 82, for disconnecting or connecting the seventh valve chamber 81 and the eighth valve chamber 82, and when the fourth valve core 83 is connected to the seventh valve chamber 81 and the eighth valve chamber 82, the opening of the fourth valve core 83 is adjustable. Therefore, the oil pressure in the first oil chamber 211 and the second oil chamber 212 can be actively adjusted by controlling the opening and closing and the opening of the fourth valve core 83, so that the active adjustment of the stiffness of the bushing 21 can be achieved. Therefore, according to different road conditions or different driving scenarios of the vehicle, the sensitivity of the force transmission between the pull rod 2 and the lower fork arm 13 can be further adjusted by adjusting the fourth solenoid valve 8, so as to better improve the adaptability of the vehicle to meet the needs of users.

[0069] Specifically, the fourth solenoid valve 8 can open or close the fourth valve core 83 according to the input of the control signal. The fourth valve core 83 can adjust the size of the liquid flow channel between the seventh valve chamber 81 and the eighth valve chamber 82, thereby controlling whether the liquid in the first oil chamber 211 and the second oil chamber 212 can flow through the seventh valve chamber 81 and the eighth valve chamber 82 and adjusting the specific resistance during circulation, thereby further realizing precise adjustment of the stiffness of the bushing 21.

[0070] In some embodiments of the present invention, Figure 2 , Figure 3 and Figure 4 As shown, the first oil chamber 211 and the second oil chamber 212 are arranged opposite to each other in the up-down direction. This can better adapt to the up-down movement of the tie rod 2 and the up-down interaction force generated between the lower fork arm 13 and the tie rod 2, so that the adjustment of the stiffness of the bushing 21 can better match the adjustment of the vehicle height, thereby better achieving the effect of adjusting the vehicle height, and further improving the adaptability of the vehicle and the user experience.

[0071] In some embodiments, Figure 1As shown, the suspension structure 100 also includes an upper fork arm 15 and a steering knuckle 16. The lower end of the steering knuckle 16 is connected to one end of the lower arm 12 away from the subframe 11, the upper end of the steering knuckle 16 is connected to one end of the upper fork arm 15, and the other end of the upper fork arm 15 is connected to the shock absorber assembly 14. At the same time, the side of the lower end of the steering knuckle 16 away from the lower arm 12 is suitable for connecting with the wheel of the vehicle, thereby realizing the connection between the wheel and the frame of the vehicle. When the driver turns the steering wheel, the steering knuckle 16 will rotate accordingly and drive the lower arm 12 to rotate, thereby changing the direction of the wheel to realize the steering of the vehicle. The upper fork arm 15 plays a role of positioning and supporting, and can always ensure the relative position between the wheel and the frame when the wheel rotates and changes direction, thereby improving the steering stability of the wheel and the driving stability of the vehicle.

[0072] In some embodiments, Figure 1 As shown, the suspension structure 100 also includes an air spring 17, one end of which is connected to the upper end of the shock absorber assembly 14, and the other end of the air spring 17 is suitable for being connected to the vehicle body for supporting the vehicle body, and can cooperate with the shock absorber assembly 14 to further absorb and buffer the impact force from the road surface.

[0073] A vehicle according to an embodiment of the present utility model includes: the above-mentioned suspension structure 100 .

[0074] According to the vehicle of the embodiment of the utility model, by connecting the upper end of the tie rod 2 with the upper end of the lower fork arm 13, and one end of the lower swing arm 12 connected to the lower end of the lower fork arm 13 is rotatably connected to the subframe 11, and the lower end of the tie rod 2 is rotatably connected to one end of the rocker arm 3, and at the same time, the driving mechanism 4 provided on the subframe 11 is connected to the end of the rocker arm 3 away from the tie rod 2, and the driving mechanism 4 is used to drive the end of the rocker arm 3 connected to the tie rod 2 to move up and down, the height of the vehicle in the up and down direction can be actively adjusted, and the structure is simple and the design is reasonable. The vehicle can better adapt to different road conditions, thereby improving the passability and adaptability of the vehicle to meet the different needs of users in different driving scenes. At the same time, the center of gravity of the vehicle can be changed by adjusting the height of the vehicle body, which helps to improve the stability of the vehicle during driving.

[0075] In some embodiments of the present invention, there are multiple suspension structures 100, and two suspension structures 100 arranged opposite to each other in the left and right directions of the vehicle share a subframe 11. Each suspension structure 100 can be adjusted and controlled independently, so that under the mutual cooperation of multiple suspension structures 100, the height adjustment of the vehicle can be realized, and the active control and adjustment of the vehicle's roll, pitch and other postures can be realized, so that the vehicle can better adapt to different road conditions and meet the different needs of users in different driving scenarios.

[0076] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0077] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A suspension structure, characterized in that: include: Subframe; A lower swing arm, one end of which is rotatably connected to the subframe; A lower fork arm, the lower end of which is connected to the lower swing arm; a shock absorber assembly, the shock absorber assembly being connected to the upper end of the lower fork arm; A pull rod, the upper end of which is connected to the upper end of the lower fork arm; A rocker arm, one end of which is rotatably connected to the lower end of the pull rod; A driving mechanism is arranged on the auxiliary frame and connected to the end of the rocker arm away from the pull rod, and is used for driving the end of the rocker arm connected to the pull rod to move up and down.

2. The suspension structure according to claim 1, characterized in that: The driving mechanism comprises: A motor, wherein the motor is arranged on the sub-frame; A reducer, wherein the input end of the reducer is connected to the output shaft of the motor, and the output end of the reducer is connected to the end of the rocker arm away from the pull rod, for driving the rocker arm to swing in the up and down directions.

3. The suspension structure according to claim 1, characterized in that: The end of the tie rod facing away from the rocker arm has a bushing for connecting with the lower fork arm.

4. The suspension structure according to claim 3, characterized in that: The bushing has a first oil chamber and a second oil chamber, the first oil chamber and the second oil chamber are respectively located on two opposite sides of the central axis of the bushing, and the oil pressure in the first oil chamber and the second oil chamber is adjustable.

5. The suspension structure according to claim 4, characterized in that: The suspension structure further comprises: A first solenoid valve, the first solenoid valve is arranged on the subframe, the first solenoid valve has a first valve chamber and a second valve chamber, the first oil chamber is connected with the first valve chamber, the second oil chamber is connected with the second valve chamber, a first valve core is arranged between the first valve chamber and the second valve chamber, for disconnecting or connecting the first valve chamber and the second valve chamber, when the first valve core is connected with the first valve chamber and the second valve chamber, the opening of the first valve core is adjustable.

6. The suspension structure according to claim 4, characterized in that: The suspension structure further comprises: a second solenoid valve, the second solenoid valve being arranged on the sub-frame, the second solenoid valve having a third valve chamber and a fourth valve chamber, the first oil chamber being communicated with the fourth valve chamber, a second valve core being arranged between the third valve chamber and the fourth valve chamber for disconnecting or connecting the third valve chamber and the fourth valve chamber, and when the second valve core is connected with the third valve chamber and the fourth valve chamber, the opening of the second valve core is adjustable; a third solenoid valve, the third solenoid valve being arranged on the sub-frame, the third solenoid valve having a fifth valve chamber and a sixth valve chamber, the second oil chamber being communicated with the sixth valve chamber, a third valve core being arranged between the fifth valve chamber and the sixth valve chamber, for disconnecting or connecting the fifth valve chamber and the sixth valve chamber, and when the third valve core is connected with the fifth valve chamber and the sixth valve chamber, the opening of the third valve core is adjustable; A hydraulic pump is arranged on the auxiliary frame, an outlet of the hydraulic pump is communicated with the third valve chamber and the fifth valve chamber, and an inlet of the hydraulic pump is communicated with the oil tank.

7. The suspension structure according to claim 6, characterized in that: The suspension structure further comprises: A fourth solenoid valve, the fourth solenoid valve is arranged on the subframe, the fourth solenoid valve has a seventh valve chamber and an eighth valve chamber, the seventh valve chamber is connected to the first oil chamber and the fourth valve chamber, the eighth valve chamber is connected to the second oil chamber and the sixth valve chamber, a fourth valve core is provided between the seventh valve chamber and the eighth valve chamber, for disconnecting or connecting the seventh valve chamber and the eighth valve chamber, when the fourth valve core is connected to the seventh valve chamber and the eighth valve chamber, the opening of the fourth valve core is adjustable.

8. The suspension structure according to claim 4, characterized in that: The first oil chamber and the second oil chamber are disposed opposite to each other in a vertical direction.

9. A vehicle, characterized in that: Comprising the suspension structure according to any one of claims 1-8.

10. The vehicle according to claim 9, characterized in that There are multiple suspension structures, and two suspension structures that are arranged opposite to each other in the left-right direction of the vehicle share one subframe.

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