Suspension system for vehicle and vehicle

Abstract

The utility model discloses a suspension system for a vehicle and the vehicle, and the suspension system comprises a wheel frame which is assembled to a wheel; the toe-in connecting rod is hinged to the wheel frame through a first hinge point and is hinged to the frame, the auxiliary frame or the steering engine through a second hinge point; one end of the integral connecting rod is hinged to the wheel frame; the lower swing arm is hinged to the wheel frame through a third hinge point, is hinged to the frame or the auxiliary frame through a fourth hinge point and a fifth hinge point and is hinged to the other end of the integral connecting rod; and a spring and damper supported and connected to the vehicle body by a toe-in link near and rearward of the lower swing arm on a first virtual straight line passing through the first hinge point and the second hinge point, the fourth hinge point being closer to the toe-in link than the fifth hinge point, and the fifth hinge point being closer to the toe-in link than the fifth hinge point. The distance between the first hinge point and the second hinge point is larger than the distance between the third hinge point and the fourth hinge point. The present application is particularly applicable to electric or hybrid vehicles having an ERAD and a rear wheel steering engine.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more particularly, to a suspension system for a vehicle and the vehicle. Background Art

[0002] The primary function of a vehicle's suspension system is to isolate the vehicle from noise and vibration while ensuring its maneuverability and safety. Currently, a wide variety of suspension systems exist for vehicles, particularly rear suspension systems associated with the rear wheels. For example, rear suspension systems may include multi-link independent suspension systems that allow the vehicle's rear wheels to bounce up and down and / or steer in response to bumps and dips in the road surface.

[0003] In the prior art, there is a type of multi-link independent suspension system that typically articulates the vehicle frame or subframe to the wheel frame via a generally H-shaped lower control arm, a camber link, an integral link, and a toe link located in front of the lower control arm, enabling relative movement between the frame or subframe and the wheel frame. The lower control arm supports dampers and springs connected to the vehicle body to mitigate the effects of rear wheel vibration. Consequently, the lower control arm is relatively large and, given the impact of its weight on the unsprung mass (below the spring), is typically hollow-cast, making its manufacturing process difficult and costly.

[0004] Moreover, for electric vehicles or hybrid vehicles with an electric rear axle drive system (ERAD) and a rear-wheel steering gear, a considerable space behind the chassis will be occupied by the ERAD, especially the electric motor, so that when such a vehicle adopts the above-mentioned type of multi-link independent suspension system, the space available for arranging the toe link and the rear-wheel steering gear hinged to the toe link is limited. Utility Model Content

[0005] An object of the present application is to provide a suspension system for a vehicle and a vehicle, which are particularly suitable for electric vehicles or hybrid vehicles having an ERAD and a rear wheel steering machine.

[0006] According to a first aspect of the present application, a suspension system for a vehicle is provided, comprising: a wheel frame configured to be assembled to a wheel; a toe link hinged to the wheel frame at a first hinge point, and configured to be hinged to a frame, a subframe or a steering gear at a second hinge point; an integral link hinged to the wheel frame at one end; a lower control arm hinged to the wheel frame at a third hinge point, configured to be hinged to the frame or subframe at a fourth hinge point and a fifth hinge point, and hinged to the other end of the integral link; and a spring and a damper supported by the toe link on a first virtual straight line passing through the first hinge point and the second hinge point, and configured to be connected to the vehicle body, wherein the toe link is close to the lower control arm and is located behind the lower control arm, the fourth hinge point is closer to the toe link than the fifth hinge point, and the spacing between the first hinge point and the second hinge point is greater than the spacing between the third hinge point and the fourth hinge point.

[0007] Optionally, the spring and the damper are arranged in parallel on the toe link along a first virtual straight line so that the axis of the spring intersects with the first virtual straight line at or is deemed to intersect with the first intersection, and the axis of the damper intersects with the first virtual straight line at or is deemed to intersect with the second intersection, wherein the ratio of the spacing between the first intersection and the second hinge point to the spacing between the first hinge point and the second hinge point is not less than 0.6, and wherein the ratio of the spacing between the second intersection and the second hinge point to the spacing between the first hinge point and the second hinge point is not less than 0.5.

[0008] Optionally, the toe link is stamped to form a base and two side wings extending upward relative to the base, the two side wings being opposed to each other, the base and the two side wings jointly defining a continuous channel open upward, wherein the continuous channel contains a first recess and a second recess located between the first hinge point and the second hinge point and communicating with each other, the first recess being closer to the first hinge point than the second recess, wherein the bottom of the damper is received and retained in the first recess, and the bottom of the spring is received and retained in the second recess.

[0009] Optionally, the toe link has at least one of the following features: the toe link has one or more bridge members, which are connected to the two side wings to improve the structural strength of the toe link and form a portion of the upper edge of the first recess and a portion of the upper edge of the second recess; the width of the toe link in a direction perpendicular to the first virtual line, defined by the upper edges of the two side wings, first gradually increases and then gradually decreases from the first hinge point to the second hinge point; the toe link has a shape symmetrical with respect to the first virtual straight line; and the top and / or bottom of the spring is connected to the vehicle body by means of a pad, the pad having a pad body and a tapered tip, wherein one side of the pad body is fixed to the top and / or bottom of the spring, and the tapered tip extends along the axis of the pad on the other side of the pad body, and the outer peripheral surface of the tapered tip forms a plurality of fins evenly distributed around the axis of the pad.

[0010] Optionally, the spring is mounted on an end of the damper close to the top, and the bottom of the damper is arranged on the toe link on a first virtual straight line so that the axis of the damper intersects or is deemed to intersect with the first virtual straight line at a first intersection, wherein the ratio of the spacing between the first intersection and the second hinge point to the spacing between the first hinge point and the second hinge point is not less than 0.6.

[0011] Optionally, the toe link is stamped to form a base and two side wings extending upward relative to the base, the two side wings being opposite to each other, the base and the two side wings jointly defining a continuous channel open upward, wherein the bottom of the damper is received and retained in the continuous channel.

[0012] Optionally, the toe link has at least one of the following features: the toe link has one or more bridge members connected to the two side wings to improve the structural strength of the toe link; the width of the toe link in a direction perpendicular to the first virtual line, defined by the upper edges of the two side wings, remains substantially constant from the first hinge point to the second hinge point; and the toe link has a shape symmetrical with respect to the first virtual straight line.

[0013] Optionally, the lower arm has an arm body and a protrusion connected to the arm body, the main surface of the arm body is defined by a third hinge point, a fourth hinge point and a fifth hinge point, and the protrusion is hinged to the other end of the integral link at a sixth hinge point, and when the wheel is straightened, the integral link is basically perpendicular to the main surface of the arm body.

[0014] Optionally, the suspension system also has at least one of the following features: the distance between the third hinge point and the fourth hinge point is greater than half the distance between the first hinge point and the second hinge point; the distance between the first hinge point and the second hinge point is greater than the distance between the third hinge point and the fifth hinge point; when the toe link is hinged to the frame, subframe or steering gear at the second hinge point, the second hinge point is offset rearward and / or upward relative to the first hinge point; when the lower control arm is hinged to the frame or subframe at the fourth hinge point and the fifth hinge point, the fourth hinge point is offset rearward and / or upward relative to the third hinge point; the intersection of the first virtual straight line and the second virtual straight line passing through the third hinge point and the fourth hinge point is located outside the wheel center; and when the lower control arm is hinged to the frame or subframe at the fourth hinge point and the fifth hinge point, the fifth hinge point is offset upward relative to the fourth hinge point.

[0015] Optionally, the suspension system also includes a camber link, which is hinged to the wheel frame at a seventh hinge point and is configured to be hinged to the frame or subframe at an eighth hinge point, wherein, when the lower control arm is hinged to the frame or subframe at a fourth hinge point and a fifth hinge point and when the wheel is straightened, the third virtual straight line passing through the fourth hinge point and the fifth hinge point also passes through the first geometric point, wherein the fourth virtual straight line passing through the seventh hinge point and the eighth hinge point intersects with the second virtual straight line passing through the third hinge point and the fourth hinge point at a second geometric point, the fifth virtual straight line passing through the first hinge point and the third hinge point intersects with the sixth virtual straight line passing through the second hinge point and the fourth hinge point at a third geometric point, and the seventh virtual straight line passing through the second geometric point and the third geometric point intersects with the vehicle longitudinal section passing through the wheel center at the first geometric point.

[0016] According to another aspect of the present application, a vehicle is provided, comprising the suspension system for a vehicle described herein.

[0017] The suspension system and vehicle provided herein utilize a toe link to support springs and dampers, thereby significantly reducing the size and load of the lower control arm (eliminating the load-bearing of the springs and dampers), as well as related performance requirements (such as the vehicle's vertical stiffness, strength, and durability). Because the main body of the lower control arm is roughly triangular or A-shaped, it can be primarily formed through stamping and welding, reducing manufacturing complexity. Furthermore, the toe link is located behind the lower control arm, and the distance between the first and second hinge points is greater than the distance between the third and fourth hinge points. This allows the rear wheel steering mechanism, which is articulated to the toe link, to avoid the placement of the ERAD motor, thereby achieving flexible and rational configuration of the suspension system.

[0018] Other features and advantages of the present application will become apparent from the following detailed description of exemplary embodiments of the present application with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the application and, together with the description, serve to explain the principles of the application.

[0020] Figure 1 is a perspective view of a suspension system for a vehicle according to one embodiment of the present application.

[0021] Figure 2 yes Figure 1 A simplified diagram of some components of the suspension system.

[0022] Figure 3 yes Figure 1 A perspective view of the toe link of the suspension system.

[0023] Figure 4 A suspension system for a vehicle according to another embodiment of the present application is compared to Figure 1 A perspective view of some different accessories of the suspension system.

[0024] Figure 5 yes Figure 4 A simplified diagram of some components of the suspension system.

[0025] Figure 6 yes Figure 4 A perspective view of the toe link of the suspension system.

[0026] Figure 7 yes Figure 1 A perspective view of the lower arm of the suspension system.

[0027] Figure 8 yes Figure 1 Another simplified diagram of some accessories of the suspension system.

[0028] Figure 9 yes Figure 1 Another simplified diagram of some accessories of the suspension system.

[0029] Figure 10 yes Figure 1 Another simplified diagram of some accessories of the suspension system. DETAILED DESCRIPTION

[0030] Various exemplary embodiments of the present application will now be described in detail with reference to the accompanying drawings. It should be noted that unless otherwise specifically stated, the relative arrangements of components and steps, numerical expressions and numerical values ​​set forth in these embodiments do not limit the scope of the present application.

[0031] The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the present disclosure, its application, or uses.

[0032] Technologies, methods, devices and systems known to ordinary technicians in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, devices and systems should be considered part of the specification.

[0033] It should be noted that like reference numerals and letters refer to like items in the following figures, and therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0034] For the purpose of clarity, the suspension system for a vehicle based on the present application has been described and illustrated as being mounted to a vehicle, i.e., a frame or subframe, wherein: the terms "lower", "bottom" and "low" refer to being toward the ground in the vertical direction Z of the vehicle; "upper", "top" and "high" refer to being away from the ground in the vertical direction Z of the vehicle; "inner" refers to being toward the longitudinal centerline of the vehicle in the transverse direction Y of the vehicle; "outer" refers to being away from the longitudinal centerline of the vehicle in the transverse direction Y of the vehicle; "front" refers to being along the forward direction of the vehicle in the longitudinal direction X of the vehicle; "rear" refers to being opposite to the forward direction of the vehicle in the longitudinal direction X of the vehicle; a plane perpendicular to the longitudinal direction X of the vehicle is defined as a cross-section of the vehicle, and a plane perpendicular to the transverse direction Y of the vehicle is defined as a longitudinal section of the vehicle.

[0035] In this context, the vehicle may be a fuel-powered vehicle using only an internal combustion engine, an electric vehicle using only batteries, or a hybrid vehicle using a combination of an internal combustion engine and batteries. The suspension system may be implemented as a multi-link independent suspension system for the rear wheels. When the rear wheels are actively steerable, they may also be slightly steered by 1°-5°, particularly 1°-3°, driven by a rear-wheel steering mechanism to reduce the vehicle's minimum turning radius and improve the vehicle's stability and maneuverability at high speeds.

[0036] Herein, the subframe refers to a connection structure between a vehicle frame and a suspension system if necessary, and a vehicle body can be connected to the vehicle frame or subframe from the upper side of the frame or subframe.

[0037] For electric vehicles or hybrid vehicles with ERAD and rear-wheel steering gear, a considerable space behind the chassis will be occupied by the ERAD's electric motor. Therefore, when such a vehicle uses a multi-link independent suspension system, special consideration should be given to the space available for arranging the toe link and the rear-wheel steering gear hinged to the toe link, so as to achieve flexible configuration and reasonable layout of the suspension system.

[0038] Herein, each of the vehicle body, frame, subframe, wheels, ERAD, and rear wheel steering gear belongs to a known device and is not shown for the purpose of clarity.

[0039] like Figure 1 As shown, the main components of the suspension system 10 provided by the present application include a wheel carrier (knuckle) 12, a toe link 14, a lower control link 16, an integral link 18, and a camber link 20. The wheel carrier 12 is configured to be mounted to a wheel, such as a rear wheel. The wheel carrier 12 includes a mounting hole 21 configured to receive the hub of the rear wheel (e.g., the outer ring of the hub) from the outside of the wheel carrier 12. A rear axle, such as one from an ERAD, is mounted to the inner ring of the hub from the inside of the wheel carrier 12 to drive the rear wheel. The wheel carrier 12 can be hinged to the toe link 14, the lower control link 16, the integral link 18, and the camber link 20 at different locations. Furthermore, a disc brake device for braking the rear wheel can be connected to the wheel carrier 12, positioned to the side of the wheel carrier 12, as needed. The suspension system 10 may also include an anti-roll bar, etc.

[0040] Combined with reference Figure 1 and Figure 2 When the rear wheels are actively steerable, the toe link 14 is configured to assist in rear wheel steering. Therefore, one end of the toe link 14 is hinged to the wheel carrier 12 at a first hinge point A, and the other end of the toe link 14 is hinged to the rear wheel steering gear at a second hinge point B, by means of an articulation device such as a rubber bushing and / or a ball pin. For example, the articulation device generally includes first and second articulation elements that cooperate with each other to achieve pivotal articulation. The first and second articulation elements are respectively provided at one end of the toe link 14 and the wheel carrier 12, and at the other end of the toe link 14 and the rear wheel steering gear. The first articulation element can be integrally formed with or mounted to both ends of the toe link 14. Similarly, the second articulation element can be integrally formed with or mounted to the wheel carrier 12 and the rear wheel steering gear, respectively. The rear wheel steering mechanism is typically fixed to the vehicle frame or subframe and includes an electric motor and a screw assembly. The other end of the toe link 14 is hinged to the screw assembly at a second hinge point B. Thus, the electric motor can transmit linear motion to the toe link 14 via the screw assembly, which in turn drives the wheel carrier 12, thereby steering the rear wheels. If the rear wheels cannot be actively steered, the other end of the toe link 14 can be hinged directly to the vehicle frame or subframe at the second hinge point B.

[0041] The suspension system 10 also includes a spring 28 (e.g., Figure 1 and Figure 4 The coil spring or air spring shown in FIG3 and the damper 30 are used in combination to reduce the impact caused by the vibration of the rear wheel.

[0042] In the first embodiment, the spring 28 and the damper 30 are arranged in parallel to the toe link 14 along a first virtual straight line L1 passing through the first hinge point A and the second hinge point B, and the damper 30 is closer to the first hinge point A than the spring 28, so that when the wheel vibrates, the damper 30 plays a major shock-absorbing role compared to the spring 28.

[0043] like Figure 3 As shown in detail, the toe link 14 can be integrally stamped to form a base 32 and two side wings 34, 36 extending upward relative to the base 32. The two side wings 34, 36 are opposed to each other. The base 32 and the two side wings 34, 36 together define a continuous channel 38 that is open upward. The continuous channel 38 includes a first recess 38a and a second recess 38b located between the first hinge point A and the second hinge point B and communicating with each other. The first recess 38a is closer to the first hinge point A than the second recess 38b. The radial dimension of the first recess 38a substantially matches the radial dimension of the bottom of the damper 30, so that the bottom of the damper 30 can be received and retained in the first recess 38a. At this time, as shown in FIG. Figure 2 As shown, the axis S1 of the damper 30 intersects or is deemed to intersect (due to unavoidable manufacturing tolerances) the first intersection point X1 with the first imaginary straight line L1. Similarly, the radial dimension of the second recess 38b substantially matches the radial dimension of the bottom of the spring 28, so that the bottom of the spring 28 can be received and retained in the second recess 38b. Figure 2 As shown, the axis S2 of the spring 28 intersects or is deemed to intersect the first virtual line L1 at a second intersection X2. Thus, the spring 28 and the damper 30 are supported by the toe link 14. Furthermore, the ratio of the distance between the first intersection X1 and the second hinge point B to the distance between the first hinge point A and the second hinge point B is no less than 0.6, for example, no less than 0.7, or even up to 0.8, to achieve an optimized leverage ratio between the damper 30 and the toe link 14. Furthermore, the ratio of the distance between the second intersection X2 and the second hinge point B to the distance between the first hinge point A and the second hinge point B is no less than 0.5, to achieve an optimized leverage ratio between the spring 28 and the toe link 14. It will be appreciated that the axis S1 of the damper 30 and the axis S2 of the spring 28 are not necessarily parallel.

[0044] Continue to refer to Figure 3 One or more bridge members 40 a, 40 b, 40 c may be connected, for example, welded, to the upper edges of the two side wings 34 , 36 to improve the structural strength of the toe link 14 , while forming a portion of the upper edge of the first recess 38 a and a portion of the upper edge of the second recess 38 b to better facilitate the retention of the spring 28 and the damper 30 .

[0045] In addition, return to Figure 1, the top of the damper 30 can be connected to the vehicle body by means of bolts, and the top of the spring 28 can be connected to, for example, a longitudinal beam of the vehicle body by means of a gasket 42, so that the force direction of the spring 28 is as parallel as possible to the axis S2 of the spring 28. Specifically, the gasket 42 has a gasket body 42a and a tapered tip 42b, wherein the outer diameter of the gasket body 42a is substantially equal to the outer diameter of the spring 28, the lower side of the gasket body 42a is fixed to the top of the spring 28, and the tapered tip 42b extends from the center of the gasket body 42a along the axis of the gasket 42 on the upper side of the gasket body 42a, and the outer peripheral surface of the tapered tip 42b forms a plurality of fins 44 evenly distributed around the axis of the gasket 42, so as to facilitate the tapered tip 42b to be firmly inserted into the corresponding hole of the vehicle body. The bottom of the spring 28 can also be connected to the second recess 38b by means of the same gasket 42, for example, as shown in FIG. Figure 3 As shown, the second recess 38b has a corresponding aperture 38b1 for receiving the tapered tip 42b.

[0046] Generally speaking, the outer diameter of the bottom of the spring 28 is larger than the outer diameter of the bottom of the damper 30. Therefore, the width of the toe link 14 in a direction perpendicular to the first virtual line L1, which is defined by the upper edges of the two side wings 34 and 36, first gradually increases and then gradually decreases from the first hinge point A to the second hinge point B, so as to minimize the size of the toe link 14.

[0047] In a second embodiment, the spring 28 and the damper 30 may have an integral or serial design, such as Figure 4 As shown, the spring 28 can be assembled, for example, sleeved on one end of the damper 30 close to the top, so that Figure 5 As shown, the axis S2 of the spring 28 substantially coincides with the axis S1 of the damper 30 , so that it is only necessary to arrange the bottom of the damper 30 on the toe link 14 on the first virtual straight line L1 .

[0048] In the second embodiment, if Figure 6 As shown, the toe link 14 can also be stamped to form a base 32 and two side wings 34, 36 extending upward relative to the base 32. The two side wings 34, 36 are opposite to each other. The base 32 and the two side wings 34, 36 together define a continuous channel 38 open upward. The bottom of the damper 30 is received and retained in the continuous channel 38 so that Figure 5 As shown, the axis S1 of the damper 30 intersects or is deemed to intersect (due to unavoidable manufacturing tolerances) the first intersection point X1 with the first virtual straight line L1, and the ratio of the distance between the first intersection point X1 and the second hinge point B to the distance between the first hinge point A and the second hinge point B is not less than 0.6, for example, not less than 0.7, or even reaches 0.8, so as to achieve an optimized leverage ratio between the damper 30 and the toe link 14.

[0049] Since the outer diameter of the bottom of the damper 30 is relatively small, in the second embodiment, it is not necessary to specifically form the first recess and the second recess in the continuous channel 38. Therefore, the width of the continuous channel 38 and the toe link 14 defined by the upper edges of the two side wings 34 and 36 can be kept substantially constant from the first hinge point A to the second hinge point B.

[0050] In addition, one or more bridge members 40 a , 40 b , 40 c may be connected to the two side wings 34 , 36 , such as by welding, to improve the structural strength of the toe link 14 and facilitate the retention of the damper 30 .

[0051] In both the first and second embodiments, the toe link 14 may have a substantially symmetrical shape with respect to the first virtual straight line L1 to facilitate manufacturing.

[0052] like Figure 7 As shown in detail, the lower control arm 16 includes an arm body 41 and a tab 45. The arm body 41 has a first end 41a, a second end 41b, and a third end 41c. The first end 41a is hinged to the wheel carrier 12 at a third hinge point C, the second end 41b is hinged to the vehicle frame or subframe at a fourth hinge point D, and the third end 41c is hinged to the vehicle frame or subframe at a fifth hinge point E, via hinge means such as rubber bushings and / or ball pins. The fourth hinge point D is closer to the toe link 14 than the fifth hinge point E. The main surface of the arm body 41 is defined by the third hinge point C, the fourth hinge point D, and the fifth hinge point E. The main surface of the arm body 41 is triangular, so the lower control arm 16 can be said to have a triangular shape. The arm body 41 can also be regarded as comprising a first support rod 45 and a second support rod 46 formed integrally with the first support rod 45 as divided by a dotted line, with the first end 41a and the second end 41b on the first support rod 45, and the second support rod 46 extending from the trunk of the first support rod 45 so that the third end 41c is the free end of the second support rod 46. Therefore, it can also be said that the lower arm 16 is A-shaped.

[0053] On the other hand, the tab 45 is connected, for example, welded, to the arm body 41, and the tab 45 is hinged to the lower end of the integral link 18 at a sixth hinge point F, returning to Figure 1 For example, the lower end of the integral connecting rod 18 is mounted with a ball pin 48, and the tab 45 has a corresponding aperture to receive the rod portion 48a of the ball pin 48. Here, the size of the tab 45 is significantly smaller, and further reference is made to Figure 7For example, the size of the projection 45 projected onto the arm plane where the main surface of the arm body 41 is located is significantly smaller than the size of the arm body 41, and in particular, smaller than the size of each of the first end 41a, the second end 41b, and the third end 41c projected onto the arm plane. In other words, it can be understood that the size of the projection of the arm body 41 onto the arm plane can be smaller than the size of the triangular main surface of the arm body 41. In general, compared to the lower arm in the prior art that is roughly H-shaped to support the spring and damper, the triangular or A-shaped lower arm 16 of the present application has a smaller size and lighter weight, and can be mainly formed by stamping, which is easy to manufacture.

[0054] In addition, the integral link 18 is generally straight. When the rear wheel is aligned, the integral link 18 or the axis S3 of the integral link 18 is substantially perpendicular to the main surface of the arm body 41 or the arm plane. Figure 2 or Figure 5 For example, the sixth hinge point F is close to the third hinge point C and may be slightly lower than each of the third hinge point C, the fourth hinge point D, and the fifth hinge point E. This facilitates the realization that the integral link 18 is substantially perpendicular to the main surface of the arm body 41 when the rear wheel is straightened. This also facilitates the arrangement of a longer integral link 18 so that the angle of the longer integral link 18 relative to the main surface of the arm body 41 changes less when the rear wheel is turned.

[0055] On the one hand, the toe link 14 is located behind the lower control arm 16, allowing the rear wheel steering mechanism, which is articulated to the toe link 14, to avoid the ERAD motor arrangement. Therefore, the toe link 14 is located behind the rear axle, and the lower control arm 16 is located in front of the rear axle, ensuring sufficient self-aligning torque for the rear wheels. Furthermore, the second hinge point B is offset rearward and / or upward relative to the first hinge point A, and / or the fourth hinge point D is offset rearward and / or upward relative to the third hinge point C, so that the intersection point X3 between the first virtual straight line L1 and the second virtual straight line L2 passing through the third hinge point C and the fourth hinge point D is located outside the wheel center O, thereby ensuring stability and smoothness of the suspension system 10 and, therefore, the rear wheels. The rearward offset of the second hinge point B relative to the first hinge point A can help the rear wheel steering mechanism avoid the ERAD motor arrangement.

[0056] On the other hand, the distance between the first hinge point A and the second hinge point B is greater than the distance between the third hinge point C and the fourth hinge point D, which facilitates rear wheel stability and ride comfort. Specifically, the distance between the third hinge point C and the fourth hinge point D can be greater than half the distance between the first hinge point A and the second hinge point B. Thus, in the first embodiment, the distance between the third hinge point C and the fourth hinge point D can exceed the distance between the second intersection point X2 and the second hinge point B. Alternatively, the distance between the first hinge point A and the second hinge point B is greater than the distance between the third hinge point C and the fifth hinge point E.

[0057] The particular shapes of the toe link 14 and the lower control arm 16 allow the toe link 14 and the lower control arm 16 to be positioned close to each other.

[0058] Back to Figure 1 The camber link 20 is configured to control and adjust the camber angle of the rear wheel. Therefore, one end of the camber link 20 is hinged to the wheel carrier 12 at a seventh hinge point G, and the other end of the camber link 20 is hinged to the vehicle frame or subframe at an eighth hinge point H, via an articulation device such as a rubber bushing and / or a ball stud. For example, the camber link 20 may be generally C-shaped, straight, or have other shapes. When the rear wheel is straightened, the upper end of the integral link 18 may be proximate to the camber link 20, thereby achieving a longer integral link 18. This helps minimize the vertical movement of the integral link 18 during operation of the suspension system 10. Furthermore, when the rear wheel is turning, the longer integral link 18 minimizes the change in angle relative to the main surface of the arm body 41, thereby ensuring the stability of the suspension system 10.

[0059] like Figure 8 As shown, from the longitudinal section of the vehicle, the fifth hinge point E is offset upward relative to the fourth hinge point D, so that when the rear wheel is straightened, the third virtual straight line L3 passing through the fourth hinge point D and the fifth hinge point E also passes through the first geometric point T1, wherein, as shown in FIG. Figure 9 As shown, from the cross section of the vehicle, the fourth virtual straight line L4 passing through the seventh hinge point G and the eighth hinge point H intersects the second virtual straight line L2 at the second geometric point T2, and continues as shown in FIG. Figure 10 As shown, from a bottom view of the vehicle, a fifth virtual straight line L5 passing through the first hinge point A and the third hinge point C and a sixth virtual straight line L6 passing through the second hinge point B and the fourth hinge point D intersect at a third geometric point T3. A seventh virtual straight line L7 passing through the second geometric point T2 and the third geometric point T3 intersects the vehicle longitudinal section passing through the wheel center at a first geometric point T1. It can be seen that the first geometric point T1 is located forward of the lower control arm 16. This configuration can prevent driver or passenger discomfort caused by the axle load being transferred to the rear during vehicle acceleration, causing the front of the vehicle to lift and the rear to sink.

[0060] It is understood that the suspension system 10 of the present application can also be used in other vehicles without ERAD.

[0061] Although some specific embodiments of the present application have been described in detail by way of examples, it should be understood by those skilled in the art that the above examples are for illustration only and are not intended to limit the scope of the present application. It should be understood by those skilled in the art that the above embodiments may be modified without departing from the scope and spirit of the present application. The scope of the present application is defined by the appended claims.

Claims

1. A suspension system (10) for a vehicle, characterized in that include: a wheel carrier (12) configured to be mounted to a wheel; A toe link (14) is hinged to the wheel carrier (12) at a first hinge point and is configured to be hinged to the vehicle frame, subframe or steering gear at a second hinge point; an integral connecting rod (18) hinged at one end to the wheel carrier (12); A lower swing arm (16) is hinged to the wheel frame (12) at a third hinge point, is configured to be hinged to the vehicle frame or subframe at a fourth hinge point and a fifth hinge point, and is hinged to the other end of the integral connecting rod (18); and a spring (28) and a damper (30) supported by the toe link (14) on a first imaginary straight line passing through the first hinge point and the second hinge point and configured to be connected to the vehicle body, The toe link (14) is close to the lower swing arm (16) and is located behind the lower swing arm (16), the fourth hinge point is closer to the toe link (14) than the fifth hinge point, and the distance between the first hinge point and the second hinge point is greater than the distance between the third hinge point and the fourth hinge point.

2. The suspension system (10) for a vehicle according to claim 1, characterized in that The spring (28) and the damper (30) are arranged in parallel on the toe link (14) along a first virtual straight line so that the axis of the spring (28) intersects with the first virtual straight line at or is deemed to intersect with the first intersection, and the axis of the damper (30) intersects with the first virtual straight line at or is deemed to intersect with the second intersection, wherein the ratio of the spacing between the first intersection and the second hinge point to the spacing between the first hinge point and the second hinge point is not less than 0.6, and wherein the ratio of the spacing between the second intersection and the second hinge point to the spacing between the first hinge point and the second hinge point is not less than 0.

5.

3. The suspension system (10) for a vehicle according to claim 2, characterized in that The toe link (14) is stamped to form a base (32) and two side wings (34, 36) extending upward relative to the base (32), the two side wings (34, 36) being opposed to each other, the base (32) and the two side wings (34, 36) jointly defining a continuous channel (38) open upward, wherein the continuous channel (38) includes a first recess (38a) and a second recess (38b) located between a first hinge point and a second hinge point and communicating with each other, the first recess (38a) being closer to the first hinge point than the second recess (38b), wherein the bottom of the damper (30) is received and retained in the first recess (38a), and the bottom of the spring (28) is received and retained in the second recess (38b).

4. The suspension system (10) for a vehicle according to claim 3, characterized in that The toe link (14) has at least one of the following features: The toe link (14) has one or more bridge members connected to the two side wings (34, 36) to improve the structural strength of the toe link (14) and form a portion of the upper edge of the first recess (38a) and a portion of the upper edge of the second recess (38b); The width of the toe link (14) defined by the upper edges of the two side wings (34, 36) in a direction perpendicular to the first virtual line first gradually increases and then gradually decreases from the first hinge point to the second hinge point; The toe link (14) has a shape symmetrical with respect to the first virtual straight line; and The top and / or bottom of the spring (28) is connected to the vehicle body by means of a pad (42), and the pad (42) has a pad body (42a) and a tapered tip (42b), wherein one side of the pad body (42a) is fixed to the top and / or bottom of the spring (28), and the tapered tip (42b) extends along the axis of the pad (42) on the other side of the pad body (42a), and the outer peripheral surface of the tapered tip (42b) forms a plurality of fins (44) evenly distributed around the axis of the pad (42).

5. The suspension system (10) for a vehicle according to claim 1, characterized in that The spring (28) is mounted on one end of the damper (30) close to the top, and the bottom of the damper (30) is arranged on the toe link (14) on a first virtual straight line so that the axis of the damper (30) intersects with the first virtual straight line or is deemed to intersect with the first intersection point, wherein the ratio of the distance between the first intersection point and the second hinge point to the distance between the first hinge point and the second hinge point is not less than 0.

6.

6. The suspension system (10) for a vehicle according to claim 5, characterized in that The toe link (14) is stamped to form a base (32) and two side wings (34, 36) extending upward relative to the base (32), the two side wings (34, 36) being opposed to each other, the base (32) and the two side wings (34, 36) jointly defining a continuous channel (38) open upward, wherein the bottom of the damper (30) is received and retained in the continuous channel (38).

7. The suspension system (10) for a vehicle according to claim 6, characterized in that The toe link (14) has at least one of the following features: The toe link (14) has one or more bridge members connected to the two side wings (34, 36) to improve the structural strength of the toe link (14); The width of the toe link (14) in a direction perpendicular to the first imaginary line, defined by the upper edges of the two side wings (34, 36), remains substantially constant from the first hinge point to the second hinge point; and The toe link (14) has a shape symmetrical with respect to a first virtual straight line.

8. The suspension system (10) for a vehicle according to any one of claims 1 to 7, characterized in that The lower swing arm (16) has an arm body (41) and a protrusion (45) connected to the arm body (41), the main surface of the arm body (41) is defined by the third hinge point, the fourth hinge point and the fifth hinge point, and the protrusion (45) is hinged to the other end of the integral link (18) at the sixth hinge point. When the wheel is straightened, the integral link (18) is basically perpendicular to the main surface of the arm body (41).

9. The suspension system (10) for a vehicle according to any one of claims 1 to 7, characterized in that The suspension system (10) further has at least one of the following features: The distance between the third hinge point and the fourth hinge point is greater than half the distance between the first hinge point and the second hinge point; The distance between the first hinge point and the second hinge point is greater than the distance between the third hinge point and the fifth hinge point; When the toe link (14) is hinged to the vehicle frame, subframe or steering gear at the second hinge point, the second hinge point is offset rearward and / or upward relative to the first hinge point; When the lower swing arm (16) is hinged to the vehicle frame or subframe at the fourth hinge point and the fifth hinge point, the fourth hinge point is offset rearward and / or upward relative to the third hinge point; An intersection point between the first virtual straight line and a second virtual straight line passing through the third hinge point and the fourth hinge point is located outside the wheel center; and When the lower swing arm (16) is hinged to the vehicle frame or the sub-frame at the fourth hinge point and the fifth hinge point, the fifth hinge point is offset upward relative to the fourth hinge point.

10. The suspension system (10) for a vehicle according to any one of claims 1 to 7, characterized in that It also includes a camber link (20), which is hinged to the wheel frame (12) at a seventh hinge point and is configured to be hinged to the frame or subframe at an eighth hinge point, wherein when the lower swing arm (16) is hinged to the frame or subframe at a fourth hinge point and a fifth hinge point and when the wheel is straightened, the third virtual straight line passing through the fourth hinge point and the fifth hinge point also passes through the first geometric point, wherein the fourth virtual straight line passing through the seventh hinge point and the eighth hinge point intersects with the second virtual straight line passing through the third hinge point and the fourth hinge point at a second geometric point, the fifth virtual straight line passing through the first hinge point and the third hinge point intersects with the sixth virtual straight line passing through the second hinge point and the fourth hinge point at a third geometric point, and the seventh virtual straight line passing through the second geometric point and the third geometric point intersects with the vehicle longitudinal section passing through the wheel center at the first geometric point.

11. A vehicle, characterized in that: The invention comprises a suspension system (10) for a vehicle according to any one of claims 1 to 10.

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