Suspension system and vehicle

Abstract

The utility model relates to the technical field of vehicle suspensions, in particular to a suspension system and a vehicle. The suspension system comprises a rear lower swing arm, a shock absorber, a pull rod and a spring, the shock absorber and the pull rod are mutually spaced, the upper point of the shock absorber is suitable for being connected with a vehicle body, and the lower point of the shock absorber is rotationally connected with the rear lower swing arm; the lower point of the pull rod is rotationally connected with the middle of the rear lower swing arm; the shock absorber is sleeved with the spring. The upper point of the shock absorber, the lower point of the shock absorber and the lower point of the pull rod are collinear. According to the utility model, the transmission path of force is optimized by keeping the collinearity of the three key points, so that the generation of a torsion angle is avoided, the torsional deformation of a spring on the shock absorber is avoided, the stability and reliability of a suspension are improved, the reduction of the abrasion of components of a suspension system is facilitated, and the service life of the suspension system is prolonged. Therefore, the maintenance cost is reduced, and the replacement period of parts is prolonged.

Description

Technical Field

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

[0002] Suspension technology has evolved over the years, progressing from passive suspension to semi-active suspension and finally to active suspension. Passive suspension, consisting of coil springs and passive shock absorbers, can only balance handling and comfort under certain operating conditions, and its ultimate performance is limited. Semi-active suspension, consisting of coil springs and adjustable shock absorbers, offers adjustable damping force and the best vehicle dynamic control, but it is more difficult to balance handling and comfort, and its ultimate performance is improved compared to passive suspension. Fully active suspension currently includes two types: active suspension, consisting of air springs and adjustable shock absorbers, allows for real-time adjustment of damping force and vehicle height. However, air springs have a relatively slow response, resulting in limited dynamic control. Compared to semi-active suspension, it is easier to balance comfort and handling, and its ultimate performance is relatively higher. Second, electromagnetic active suspension with hydraulic transmission allows for real-time adjustment of suspension active control force, but the hydraulic system is complex, requires a large layout space, and has relatively low system efficiency.

[0003] Air springs have a strong load-bearing capacity, can adjust the vehicle body height, and have low stiffness characteristics, which enable the suspension frequency deviation to change little and be low under different loads. They also have good vibration isolation performance and good vehicle smoothness. They are widely used in mid-to-high-end models. However, due to their slow response and poor control effect, they are generally not used as electronic control hardware alone and need to be combined with adjustable shock absorbers. Active suspensions equipped with air springs can maximize the advantages of both. The air springs provide the load-bearing function, and the active control force is provided by the active suspension to control the vehicle body posture and vibration isolation. However, in the existing technology, during the movement of the active suspension, the rear lower arm of the active suspension is prone to generating a rollover torque, which will force the spring on the shock absorber to undergo torsional deformation, affecting the life of the spring. Utility Model Content

[0004] The technical problem to be solved by the present invention is to provide a suspension system and a vehicle in view of the problem in the prior art that the active suspension forces the spring on the shock absorber to undergo torsional deformation during movement.

[0005] To solve the above technical problems, on the one hand, an embodiment of the present utility model provides a suspension system, comprising a rear lower arm, a shock absorber, a tie rod, and a spring, wherein the shock absorber and the tie rod are spaced apart from each other, the upper point of the shock absorber is suitable for connecting to the vehicle body, and the lower point of the shock absorber is rotatably connected to the middle part of the rear lower arm;

[0006] The lower point of the pull rod is rotatably connected to the middle part of the rear lower swing arm;

[0007] The spring is sleeved on the outside of the shock absorber;

[0008] The upper point of the shock absorber, the lower point of the shock absorber and the lower point of the tie rod are collinear.

[0009] Optionally, the outer point of the rear lower swing arm, the inner point of the rear lower swing arm, the lower point of the shock absorber and the lower point of the pull rod are not collinear and are located in the same plane, and the axis of the shock absorber is located in the plane.

[0010] Optionally, the axis of the spring coincides with the axis of the shock absorber.

[0011] Optionally, the suspension system also includes a shock absorber lower fork arm, the upper point of the shock absorber lower fork arm is fixedly connected to the lower point of the shock absorber, the lower point of the shock absorber lower fork arm is rotatably connected to the rear lower swing arm, the outer point of the rear lower swing arm, the inner point of the rear lower swing arm, the lower point of the shock absorber lower fork arm and the lower point of the pull rod are not collinear and are located in the same plane.

[0012] Optionally, the lower point of the shock absorber lower fork arm is rotationally connected to the upper side of the middle part of the rear lower swing arm, the lower point of the pull rod is rotationally connected to the lower side of the middle part of the rear lower swing arm, and the upper point of the shock absorber, the lower point of the shock absorber lower fork arm and the lower point of the pull rod are collinear.

[0013] Optionally, the pull rod includes a first connecting section and a second connecting section connected to each other, and the lower point of the second connecting section is rotatably connected to the middle part of the rear lower swing arm;

[0014] The first connecting section is located on the inner side of the lower fork arm of the shock absorber, and the second connecting section is located on the lower side of the lower fork arm of the shock absorber.

[0015] Optionally, the suspension system further includes a drive assembly, and the upper point of the pull rod is rotationally connected to the drive assembly.

[0016] Optionally, the driving assembly includes an actuator and a rocker arm, the outer point of the rocker arm is rotationally connected to the upper point of the pull rod, and the inner point of the rocker arm is connected to the output end of the actuator.

[0017] Optionally, the line connecting the upper point and the lower point of the pull rod is the first line, the line connecting the inner point and the outer point of the rocker arm is the second line, and the axes of the first line, the second line and the output end of the actuator are not coplanar.

[0018] Optionally, the first connecting line and the second connecting line are respectively perpendicular to the axis of the output end of the actuator, and the angle between the first connecting line and the second connecting line is 80°-120°.

[0019] Optionally, the suspension system further includes a steering knuckle and a subframe, the steering knuckle is suitable for being mounted on a wheel, an outer point of the rear lower swing arm is rotationally connected to the steering knuckle, and an inner point of the rear lower swing arm is rotationally connected to the subframe.

[0020] According to the suspension system provided by the embodiment of the present invention, by designing the upper point, lower point of the shock absorber and the lower point of the pull rod to be collinear, it helps to reduce the torsional torque generated by the suspension system on the spring during movement. Because the force transmission path is linear, by maintaining the collinearity of the three key points, the force transmission path is optimized, thereby avoiding the generation of torsion angles and torsional deformation of the spring on the shock absorber, improving the stability and reliability of the suspension, and helping to reduce the wear of suspension system components, thereby reducing maintenance costs and extending the replacement cycle of components.

[0021] On the other hand, an embodiment of the present invention provides a vehicle, comprising two of the above-mentioned suspension systems, wherein one of the suspension systems is arranged on the left side of the vehicle body, and the other suspension system is arranged on the right side of the vehicle body. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 is a schematic diagram of a suspension system provided by an embodiment of the present invention from a first perspective;

[0023] Figure 2 is a schematic diagram of a suspension system provided by an embodiment of the present invention from a second perspective;

[0024] Figure 3 This is a schematic diagram of the connection relationship of some structures of the suspension system provided by one embodiment of the present utility model;

[0025] Figure 4 is a schematic diagram of a partial structure of a suspension system provided by another embodiment of the present invention from a first perspective;

[0026] Figure 5 It is a schematic diagram from a second perspective of a partial structure of a suspension system provided by another embodiment of the present invention.

[0027] The reference numerals in the specification are as follows:

[0028] 1. Spring; 2. Upper control arm; 3. Steering knuckle; 4. Shock absorber lower wishbone; 5. Rear lower control arm; 6. Front lower control arm; 7. Subframe; 8. Actuator; 9. Rocker arm; 10. Tie rod; 11. Shock absorber; 12. Drive shaft; 13. Steering gear. DETAILED DESCRIPTION

[0029] In order to make the technical problems, technical solutions and beneficial effects solved by the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0030] like Figures 1 to 5 As shown, an embodiment of the present invention provides a suspension system, including a rear lower arm 5, a shock absorber 11, a tie rod 10 and a spring 1, wherein the shock absorber 11 and the tie rod 10 are spaced apart from each other, the upper point of the shock absorber 11 is suitable for connecting to the vehicle body, and the lower point of the shock absorber 11 is rotatably connected to the middle part of the rear lower arm 5;

[0031] The lower point of the pull rod 10 is rotatably connected to the rear lower swing arm 5;

[0032] The spring 1 is sleeved on the outside of the shock absorber 11;

[0033] The upper point of the shock absorber 11, the lower point of the shock absorber 11 and the lower point of the tie rod 10 are collinear. In this embodiment, the upper point, the lower point, the inner point and the outer point are equivalent to the installation position or the connection point. Taking the lower point of the shock absorber as an example, it refers to the position connection between the shock absorber 11 and the rear lower arm 5. The rear lower arm 5 is an important load-bearing and guiding component in the suspension system. The rear lower arm is responsible for connecting the wheels to the vehicle body and allowing the wheels to move in the vertical, forward and lateral directions to absorb the impact caused by uneven road conditions. The shock absorber 11 and the tie rod 10 are arranged at intervals from each other. This design helps to balance the force of the suspension system and improve the overall stability. The upper point of the shock absorber 11 is connected to the vehicle body to ensure that it can directly and effectively absorb and dissipate the vibration energy generated during the vehicle's driving. The tie rod 10 is rotatably connected to the rear lower arm 5 through its lower point, which plays a role in lateral stability and helps limit The excessive swing of the wheels in cornering or crosswind conditions improves the handling and stability of the vehicle. The spring 1 is mounted on the outside of the shock absorber 11 and is an energy storage element in the suspension system. It can store and release energy during vehicle driving, and work together with the shock absorber 11 to effectively attenuate vibrations and improve ride comfort. The collinear design of the upper and lower points of the shock absorber 11 and the lower point of the pull rod 10 is a key feature. This design enables the suspension system to transfer and disperse loads more evenly when subjected to force, helps reduce stress concentration in components, and improves the durability and reliability of the suspension system. At the same time, the collinear design also helps maintain the geometric stability of the suspension system, allowing the vehicle to maintain better posture control during driving, especially when driving on complex roads or at high speeds, and can provide better handling and stability. Among them, the attached Figure 3 A is the inner point of the rear lower arm 5; B is the lower point of the tie rod 10; C is the outer point of the rear lower arm 2; D is the lower point of the shock absorber lower wishbone 4; E is the upper point of the shock absorber 11; F is the axis of the shock absorber 11; Figure 4Where α is the angle between the first connecting line and the second connecting line; β is the axis between the second connecting line and the output shaft of the actuator 8.

[0034] In one embodiment, the outer and inner points of the rear lower arm 5, the lower point of the shock absorber 11, and the lower point of the tie rod 10 are non-collinear and lie in the same plane, with the axis of the shock absorber 11 lying within the plane. The inner and outer hard points of the rear lower arm 5, the lower point of the tie rod 10, and the lower point of the lower wishbone are all coplanar and coplanar with the axis of the shock absorber 11. This layout eliminates the need for additional moment arms, preventing the rear lower arm 5 from generating a tipping moment when subjected to force. This ensures that the active force does not generate a moment about the axis of the spring 1, thereby preventing torsion and increasing the torque angle of the spring 1 and improving the life of the spring 1.

[0035] In one embodiment, the axis of the spring 1 coincides with the axis of the shock absorber 11. In this embodiment, the spring 1 is an air spring, and the shock absorber 11 can be a conventional shock absorber 11 or a CDC adjustable damping shock absorber 11. The use of the air spring enables the suspension system to better absorb and isolate vibrations and impacts from the road surface, thereby improving ride comfort. At the same time, the application of the CDC adjustable damping shock absorber 11 can also automatically adjust the damping force according to the driving mode and road conditions, further improving the smoothness and comfort of the ride. By designing the shock absorber 11 and the air spring to be coaxial, and the force transmitted by the main force through the pull rod 10 intersecting with the axis of the air spring, this layout ensures that the main force will not generate a torque around the axis of the air spring, thereby avoiding the torsion of the air spring and the increase of the torque angle, and improving the life of the air spring.

[0036] In one embodiment, the suspension system further includes a shock absorber lower wishbone 4. The upper point of the shock absorber lower wishbone 4 is fixedly connected to the lower point of the shock absorber 11, and the lower point of the shock absorber lower wishbone 4 is pivotally connected to the rear lower swing arm 5. The outer point of the rear lower swing arm 5, the inner point of the rear lower swing arm 5, the lower point of the shock absorber lower wishbone 4, and the lower point of the tie rod 10 are not collinear and lie in the same plane. In this embodiment, the shock absorber lower wishbone 4 serves as a connector between the shock absorber 11 and the rear lower swing arm 5. Its pivoting connection enhances the stability and flexibility of the connection.

[0037] In one embodiment, the lower point of the shock absorber lower wishbone 4 is pivotally connected to the upper side of the middle portion of the rear lower swing arm 5, and the lower point of the tie rod 10 is pivotally connected to the lower side of the middle portion of the rear lower swing arm 5. The upper point of the shock absorber 11, the lower point of the shock absorber lower wishbone 4, and the lower point of the tie rod 10 are collinear. In this embodiment, the middle section of the rear lower swing arm 5 adopts a double ball-pin vertical design, which increases the stability of the rear lower swing arm 5 during vertical movement. The double ball-pin structure provides a better articulation effect, allowing the rear lower swing arm 5 to move more smoothly when subjected to forces from the wheels and the vehicle body, reducing the risk of vehicle loss of control due to excessive swing amplitude. The tie rod 10 is L-shaped, which not only avoids other components but also makes the suspension system more adaptable. The L-shaped tie rod 10 can be adjusted in length and angle as needed to adapt to different driving modes and road conditions.

[0038] In one embodiment, the pull rod 10 includes a first connecting section and a second connecting section connected to each other, and the lower point of the second connecting section is rotatably connected to the middle portion of the rear lower swing arm 5;

[0039] The first connecting section is located inside the shock absorber lower fork arm 4, and the second connecting section is located below the shock absorber lower fork arm 4. In this embodiment, the first and second connecting sections form an L-shaped tie rod 10. By dividing the tie rod 10 into the first and second connecting sections and cleverly arranging them inside and below the shock absorber lower fork arm 4, the space within the suspension system is effectively utilized, making the overall suspension system layout more compact. This layout avoids direct interference between the tie rod 10 and other suspension components, reduces friction and collisions caused by insufficient space, and improves the overall stability and reliability of the suspension system. Furthermore, it allows the tie rod 10 to more evenly distribute stress when subjected to force, reducing stress concentration and thereby improving its durability and service life.

[0040] In one embodiment, the suspension system also includes a drive assembly, and the upper point of the pull rod 10 is rotationally connected to the drive assembly. In this embodiment, the pull rod 10 serves as a key component connecting the drive assembly and the rear lower arm 5, and its upper and lower ends are connected to the two by rotational connections respectively. This design ensures the continuity and efficiency of power transmission. Since the pull rod 10 is rotationally connected to the drive assembly and the rear lower arm 5, this connection method enables the suspension system to respond more quickly to the instructions of the drive assembly and changes in road conditions. When the vehicle needs to accelerate, decelerate or turn, the drive assembly can quickly adjust the state of the suspension system through the pull rod 10 to adapt to the current driving needs. By optimizing the connection method between the pull rod 10 and the drive assembly and the rear lower arm 5, the suspension system can more accurately control the movement trajectory and posture of the wheel.

[0041] In one embodiment, the drive assembly includes an actuator 8 and a rocker arm 9. The outer point of the rocker arm 9 is rotationally connected to the upper point of the pull rod 10, and the inner point of the rocker arm 9 is connected to the output end of the actuator 8. In this embodiment, the output shaft of the actuator 8 and the rocker arm 9 are fixedly connected via a spline, ensuring that the active torque can be accurately and reliably transmitted to the rocker arm 9. The rocker arm 9 serves as a bridge connecting the actuator 8 and the pull rod 10. Through the connection between its inner and outer points, precise power transmission is achieved. The power generated by the actuator 8 acts directly on the inner point of the rocker arm 9 and is transmitted to the outer point through the leverage of the rocker arm 9, thereby driving the pull rod 10 to move. This design reduces power loss during transmission and improves the efficiency and precision of power transmission.

[0042] In one embodiment, a line connecting the upper and lower points of the tie rod 10 is a first line, and a line connecting the inner and outer points of the rocker arm 9 is a second line. The first and second lines are not coplanar with the axis of the output end of the actuator 8. In this embodiment, this arrangement cleverly utilizes the limited space of the vehicle chassis. The three-dimensional layout avoids direct interference between components, thereby improving space utilization and making the layout more reasonable and compact.

[0043] In one embodiment, the first and second connecting lines are respectively perpendicular to the axis of the output end of actuator 8, and the angle between the first and second connecting lines is 80°-120°. In this embodiment, this arrangement cleverly utilizes the limited space of the vehicle chassis. The three-dimensional layout avoids direct interference between components, thereby improving space utilization and making the layout more reasonable and compact. Furthermore, the angular relationships between the components are clear and stable, making the directional changes of force during transmission more controllable, thereby reducing transmission ratio fluctuations. This is crucial for ensuring that the suspension system provides stable and predictable support under different operating conditions. The force generated by actuator 8 is transmitted to the pull rod 10 through the leverage of the rocker arm 9, and then further acts on the suspension system. Because the angles between the components are 90° or close to 90°, this transmission path minimizes energy loss and improves transmission efficiency. Furthermore, by adjusting the length of the rocker arm 9, the transmission ratio can be flexibly adjusted without changing the positions of other components.

[0044] In one embodiment, the suspension system further includes a steering knuckle 3 and a subframe 7. The steering knuckle 3 is adapted to be mounted on a wheel. The outer point of the rear lower swing arm 5 is rotationally connected to the steering knuckle 3, while the inner point of the rear lower swing arm 5 is rotationally connected to the subframe 7. In this embodiment, an actuator 8 is coaxially mounted on the longitudinal beam of the subframe 7. The actuator 8 integrates a motor and a reducer in a coaxial design. The suspension system also includes an upper swing arm 2, a front lower swing arm 6, a drive shaft 12, and a steering gear 13. The outer ends of the upper swing arm 2, the front lower swing arm 6, and the rear lower swing arm 5 are connected to the steering knuckle 3 via ball pins. This connection allows the swing arms to rotate in multiple directions relative to the steering knuckle 3 to accommodate the complex movement of the wheel. The inner ends of the swing arms and the upper and lower points of the shock absorber 11 are connected to the subframe 7 or the vehicle body via bushings. This bushing connection allows for a certain amount of relative movement while providing necessary support, thereby absorbing and attenuating vibrations. The outer point of the rear lower arm 5 is rotatably connected to the steering knuckle 3 to ensure that the wheel can smoothly deflect around the kingpin to a certain angle during the steering process, thereby improving the steering flexibility of the wheel. The design of this suspension system has a certain versatility and can be applied to many different types of vehicle models. The drive shaft 12 and the steering gear 13 are both connected to the steering knuckle 3, which can drive the vehicle to turn and move forward. By adjusting the connection method and parameters between the steering knuckle 3, the rear lower arm 5 and the subframe 7, customized designs of suspension systems for different vehicle models can be achieved to meet the requirements of different vehicle models for handling, comfort and safety. The suspension system is a virtual hinge double wishbone suspension system. The front lower arm 6 and the rear lower arm 5 of this embodiment together form the lower arm, which improves the flexibility and response speed of the system, thereby achieving more precise control of the wheels and better road adaptability.

[0045] According to the suspension system provided by the embodiment of the present invention, by designing the upper and lower points of the shock absorber 11 and the lower point of the tie rod 10 to be collinear, the torsional torque generated by the suspension system on the spring 1 during movement is reduced. Because the force transmission path is linear, maintaining the collinearity of the three key points optimizes the force transmission path, thereby avoiding the generation of torsional angles and torsional deformation of the spring 1 on the shock absorber 11. This improves the stability and reliability of the suspension, helps reduce wear on suspension system components, thereby reducing maintenance costs and extending component replacement cycles. Furthermore, the shock absorber 11 and the tie rod 10 are spaced apart and independently connected to the rear lower arm 5. They work together to control the movement of the rear lower arm 5. The shock absorber 11 is primarily responsible for absorbing and attenuating vibrations from the road surface, while the tie rod 10 transmits the active force from the drive assembly through the connection between its upper and lower points to pull the rear lower arm 5 up and down. This synergistic effect makes the movement of the rear lower arm 5 more stable and controllable. By ensuring that the outer and inner points of the rear lower arm 5, the lower point of the shock absorber 11, and the lower point of the tie rod 10 are not collinear but lie in the same plane, this layout effectively prevents the rear lower arm 5 from generating a tipping torque. The spring 1 is installed in the shock absorber 11, and their axes coincide. This coaxial design ensures that the spring 1 can expand and contract uniformly along its axis when subjected to force, without twisting. At the same time, the axis of the shock absorber 11 coincides with this plane. This coaxial design ensures that the spring 1 on the shock absorber 11 maintains a uniform force along its axis when compressed or stretched, reducing torsional stress caused by axis offset. When the main force is transmitted to the rear lower arm 5 through the tie rod 10, its transmission path intersects the axis of the shock absorber 11, and no torque is generated about the axis of the spring 1 on the shock absorber 11. This ensures that the application of the main force does not increase the torque angle of the spring 1, thereby avoiding twisting and damage to the spring 1 due to excessive torque angle and increasing the service life of the spring 1.

[0046] In addition, an embodiment of the present invention provides a vehicle, comprising two suspension systems according to the above embodiments, wherein one suspension system is arranged on the left side of the vehicle body, and the other suspension system is arranged on the right side of the vehicle body.

[0047] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent replacements and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A suspension system, characterized in that: It includes a rear lower arm, a shock absorber, a pull rod and a spring, wherein the upper point of the shock absorber is suitable for connecting to the vehicle body, and the lower point of the shock absorber is rotatably connected to the middle part of the rear lower arm; The lower point of the pull rod is rotatably connected to the middle part of the rear lower swing arm; The spring is sleeved on the outside of the shock absorber; The upper point of the shock absorber, the lower point of the shock absorber and the lower point of the tie rod are collinear.

2. The suspension system according to claim 1, wherein: The outer point of the rear lower swing arm, the inner point of the rear lower swing arm, the lower point of the shock absorber and the lower point of the pull rod are not collinear and are located in the same plane, and the axis of the shock absorber is located in the plane.

3. The suspension system according to claim 1, wherein: The axis of the spring coincides with the axis of the shock absorber.

4. The suspension system according to claim 1, wherein: The suspension system also includes a lower fork arm of a shock absorber, the upper point of the lower fork arm of the shock absorber is fixedly connected to the lower point of the shock absorber, the lower point of the lower fork arm of the shock absorber is rotatably connected to the rear lower swing arm, the outer point of the rear lower swing arm, the inner point of the rear lower swing arm, the lower point of the lower fork arm of the shock absorber and the lower point of the pull rod are not collinear and are located in the same plane.

5. The suspension system according to claim 4, characterized in that The lower point of the shock absorber lower fork arm is rotationally connected to the upper side of the middle part of the rear lower swing arm, and the pull rod is rotationally connected to the lower side of the middle part of the rear lower swing arm. The upper point of the shock absorber, the lower point of the shock absorber lower fork arm and the lower point of the pull rod are collinear.

6. The suspension system according to claim 4, wherein: The pull rod includes a first connecting section and a second connecting section connected to each other, and the lower point of the second connecting section is rotatably connected to the middle part of the rear lower swing arm; The first connecting section is located on the inner side of the lower fork arm of the shock absorber, and the second connecting section is located on the lower side of the lower fork arm of the shock absorber.

7. The suspension system according to claim 1, wherein: The suspension system further comprises a drive assembly, and the upper point of the pull rod is rotationally connected to the drive assembly.

8. The suspension system according to claim 7, wherein: The driving assembly includes an actuator and a rocker arm, the outer point of the rocker arm is rotationally connected to the upper point of the pull rod, and the inner point of the rocker arm is connected to the output end of the actuator.

9. The suspension system according to claim 8, wherein: The line connecting the upper point of the pull rod and its lower point is the first line, and the line connecting the inner point of the rocker arm and its outer point is the second line. The axes of the first line, the second line and the output end of the actuator are not coplanar.

10. A vehicle, characterized in that: It comprises two suspension systems according to any one of claims 1 to 9, wherein one of the suspension systems is arranged on the left side of the vehicle body, and the other suspension system is arranged on the right side of the vehicle body.

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