Suspension structure and vehicle

Abstract

The utility model relates to the technical field of vehicles, in particular to a suspension structure and a vehicle, and aims to solve the problem that the controllability, the comfort, the safety and the whole vehicle weight of the existing vehicle are difficult to have competitiveness at the same time. In order to achieve the purpose, the suspension structure comprises a steering knuckle, a transverse connecting rod and a longitudinal connecting rod, the first end of the transverse connecting rod is hinged to the steering knuckle, and the second end of the transverse connecting rod is hinged to an auxiliary frame of the vehicle; the first end of the longitudinal connecting rod is hinged to the steering knuckle, and the second end of the longitudinal connecting rod is hinged to an auxiliary frame of the vehicle. In the projection of the vehicle in the height direction, the transverse connecting rod is located or close to the wheel axis. The longitudinal connecting rod is located in front of the transverse connecting rod. The longitudinal connecting rods are designed in a front-arranged mode, light weight of the longitudinal connecting rods is guaranteed, gaps between the longitudinal connecting rods and outer wheel tires are friendly, during steering, the large turning angle and the small turning diameter of wheels are achieved, and a vehicle with the structure achieves controllability, safety and comfort and has competitiveness at the same time.

Description

Technical Field

[0001] The utility model relates to the technical field of automobiles, and specifically provides a suspension structure and a vehicle. Background Art

[0002] Compared to traditional fuel-powered vehicles, consumers of new energy electric vehicles (NEEVs) have higher expectations for comfort and handling, and they also seek larger-diameter tires and lower-profile wheel assemblies for improved appearance. Furthermore, to address range anxiety, battery pack capacity is constantly increasing. Larger battery packs increase sprung mass, placing a correspondingly greater load on vehicle components. Larger tire assemblies increase unsprung mass, and greater impact loads increase. Lower-profile tires, due to their reduced thickness, offer less cushioning against road impacts, exacerbating the loads borne by components. This increased load, combined with overall vehicle weight, creates a vicious cycle, impacting vehicle performance and comfort. Efficient load management is particularly crucial for EVs compared to fuel-powered vehicles.

[0003] To accommodate larger battery packs and create more interior space, electric vehicles often feature short front and rear overhangs and long wheelbases. If the wheel turning angle is designed to be comparable to that of a fuel-powered vehicle, the increased wheelbase will increase the turning diameter, impacting vehicle maneuverability and the driving experience. Increasing the wheel turning angle while minimizing the turning diameter is a crucial issue for competitive suspension design.

[0004] Accordingly, a new suspension structure is needed in the art to solve the problem of how to make existing vehicles competitive in terms of handling, comfort, safety and vehicle weight. Utility Model Content

[0005] The utility model aims to solve the above technical problem, that is, to solve the problem of how to make existing vehicles competitive in terms of controllability, comfort, safety and vehicle weight.

[0006] In a first aspect, the present invention provides a suspension structure, comprising a steering knuckle, a transverse link, and a longitudinal link, wherein a first end of the transverse link is hinged to the steering knuckle, and a second end of the transverse link is hinged to a subframe of a vehicle;

[0007] The first end of the longitudinal link is hinged to the steering knuckle, and the second end of the longitudinal link is hinged to the subframe of the vehicle;

[0008] In the projection in the vehicle height direction, the transverse link is located at or close to the wheel axis; the longitudinal link is located in front of the transverse link.

[0009] When adopting this technical solution, because the inner wheel turns at a greater angle than the outer wheel during cornering, the forward placement of the longitudinal link creates a more manageable gap between the longitudinal link and the outer tire. This ensures a lightweight longitudinal link while enabling a large turning angle for the inner wheel. This allows for a large turning angle and a small turning diameter during cornering, ensuring that vehicles employing this structure achieve both maneuverability and comfort, making them competitive.

[0010] In an optional technical solution of the above suspension structure, a reinforcement structure serving as a collision force transmission path is provided at the front end of the subframe.

[0011] When the above technical solution is adopted, the requirements of being the key force transmission path in a 25% offset collision are met, and the reinforced structure can provide sufficient rigidity to transmit the force to the subframe main sheet metal structure when it withstands the huge impact force in the early stage of the collision.

[0012] In an optional technical solution of the above-mentioned suspension structure, the suspension structure further includes a shock absorber and a buffer block, the shock absorber includes a piston rod and a corresponding piston cylinder, and the buffer block is sleeved on the piston rod to shrink when the piston cylinder squeezes the buffer block.

[0013] When the vehicle uses this technical solution, the up-and-down movement of the wheel on uneven roads causes the piston rod to retract and extend within the cylinder. When the wheel bounces and impacts the vehicle body, the composite structure of the buffer absorbs more of the impact energy, thereby reducing the stress on the suspension components and the vehicle under extreme conditions when equipped with lower-profile tires, ensuring smooth driving. This design triggers the lightweight design of both suspension and body components.

[0014] In an optional technical solution of the above suspension structure, the first end of the transverse link is connected to the steering knuckle via a ball joint, and the second end of the transverse link is connected to the subframe via a bushing;

[0015] The first end of the longitudinal link is connected to the steering knuckle through a ball joint, and the second end of the longitudinal link is connected to the subframe through a bushing.

[0016] When adopting the above technical solution, ball joints are respectively provided at the first ends of the longitudinal link and the transverse link. Through the structure of the two ball-jointed lower control arms, the bushings of the longitudinal link and the transverse link are completely decoupled. The two bushings bear forces in different directions respectively, which provides handling performance while giving customers a comfortable experience when bearing the longitudinal force of the vehicle.

[0017] In an optional technical solution of the above suspension structure, the suspension structure includes a support seat, and the top end of the piston rod is connected to the support seat.

[0018] When the above technical solution is adopted, when wheel bounce impacts the vehicle body, the buffer block, which is a combination of thermoplastic polyurethane and polyurethane structures, can absorb more impact energy. This reduces the stress on the suspension components and the vehicle under extreme conditions when equipped with lower-profile tires, ensuring smooth driving. This triggers the lightweight design of suspension and body components from the design end.

[0019] In an optional technical solution of the above suspension structure, the buffer block and the piston rod are connected by interference fit.

[0020] When the above technical solution is adopted, the interference fit connection between the buffer block and the piston rod makes it easier to install the buffer block.

[0021] In an optional technical solution of the above suspension structure, a buffer gap is provided between an end of the buffer block away from the support seat and the top end surface of the piston cylinder.

[0022] When the above technical solution is adopted, the piston provides a buffering effect together with the buffer block after buffering for a certain distance.

[0023] The utility model also provides a vehicle, which includes the suspension structure described in any one of the above technical solutions.

[0024] In an optional technical solution of the above vehicle, the vehicle includes a motor, a subframe and wheels, the motor is arranged on the subframe, and the wheels and the subframe are connected through the suspension structure.

[0025] When using this technical solution, the maximum swing angle of the outer half-axle segments during steering will limit the wheel turning angle. Therefore, this structure, combined with a highly integrated coaxial motor, reduces the X-axis space occupied, thereby reducing the initial layout angle of the half-axles. While ensuring half-axle performance and internal clearance under various operating conditions, this achieves a large wheel turning angle and a small turning diameter for four-wheel drive vehicles. Vehicles using this structure achieve both competitive handling and comfort.

[0026] Those skilled in the art will appreciate that the suspension structure of the present invention includes a steering knuckle, a transverse link, and a longitudinal link; the first end of the transverse link is hinged to the steering knuckle, and the second end of the transverse link is hinged to the subframe of the vehicle; the first end of the longitudinal link is hinged to the steering knuckle, and the second end of the longitudinal link is hinged to the subframe of the vehicle; in projection in the height direction of the vehicle, the transverse link is located at or near the wheel axis; the longitudinal link is located in front of the transverse link.

[0027] When adopting this technical solution, because the inner wheel turns at a greater angle than the outer wheel during cornering, the forward placement of the longitudinal link creates a more manageable gap between the longitudinal link and the inner wheel tire. This ensures a lightweight longitudinal link while enabling a large inner wheel turning angle. This allows for a large wheel turning angle and a small turning diameter, typical of four-wheel drive vehicles. Vehicles employing this structure achieve both maneuverability and comfort, making them competitive. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The preferred embodiments of the present invention are described below with reference to the accompanying drawings, in which:

[0029] Figure 1 is a schematic diagram of an embodiment of a vehicle of the present utility model;

[0030] Figure 2 This is a Z-direction projection view of the vehicle of the present invention;

[0031] Figure 3 is a schematic diagram of an embodiment of a vehicle of the present utility model;

[0032] Figure 4 is a schematic diagram of an embodiment of a vehicle of the present utility model;

[0033] Figure 5 This is a comparison diagram of the turning angles of the inner and outer wheels of the vehicle of the present invention when turning.

[0034] List of reference numerals:

[0035] 1. Suspension structure; 11. Steering knuckle; 12. Longitudinal link; 13. Transverse link; 14. Shock absorber; 141. Piston rod; 142. Piston cylinder; 15. Support seat; 16. Buffer block; 17. Ball joint; 18. Bushing;

[0036] 2. Subframe; 21. Strengthening structure;

[0037] 3. Wheels;

[0038] 4. Motor. DETAILED DESCRIPTION

[0039] The preferred embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood by those skilled in the art that these embodiments are merely used to explain the technical principles of the present invention and are not intended to limit the scope of protection of the present invention. Those skilled in the art may adjust them as needed to adapt to specific applications. For example, although the present application is described in conjunction with new energy vehicles, this is not restrictive, and the suspension structure of the present invention may also be applied to other types of vehicles, such as fuel vehicles, etc.

[0040] It should be noted that in the description of this utility model, the X direction of the vehicle is the length direction of the vehicle body, the front of the vehicle is the front side, and the rear of the vehicle is the rear side. The Z direction of the vehicle is the height direction of the vehicle body, and the Y direction of the vehicle is the width direction of the vehicle body. Figure 5 The left side of the middle diagram is a schematic diagram of the outer wheel turning angle when the vehicle turns, and the right side is a schematic diagram of the inner wheel turning angle.

[0041] Furthermore, it should be noted that, in the description of this utility model, unless otherwise expressly specified or limited, the term "connection" should be understood in a broad sense. For example, it can mean a fixed connection, a detachable connection, or an integral connection; it can mean a mechanical connection; it can mean a direct connection, an indirect connection through an intermediate medium, or internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in this utility model based on the specific circumstances.

[0042] Reference Figure 1 and Figure 2 In order to solve the problem of how to make existing vehicles competitive in terms of handling, comfort, safety and vehicle weight, the utility model provides a suspension structure 1. The suspension structure 1 includes a steering knuckle 11, a longitudinal link 12 and a transverse link 13. The transverse link 13 includes a first end and a second end relative to each other, the first end of the transverse link 13 is hinged to the steering knuckle 11, and the second end of the transverse link 13 is hinged to the subframe 2 of the vehicle. The longitudinal link 12 also includes a first end and a second end relative to each other, the first end of the longitudinal link 12 is hinged to the steering knuckle 11, and the second end of the longitudinal link 12 is hinged to the subframe 2 of the vehicle. Wherein, referring to Figure 2 , Figure 2 L1 is the wheel center axis. In the projection in the vehicle height direction, the transverse link 13 is located at or close to the axis of the wheel 3, and the longitudinal link 12 is located in front of the transverse link 13.

[0043] Since the inner wheel turning angle is greater than the outer wheel turning angle when the vehicle turns, the longitudinal link 12 is designed to be front-mounted, so that the gap between the longitudinal link 12 and the outer wheel tire will be more friendly. While ensuring the lightweight of the longitudinal link 12, the vehicle's wheels 3 can achieve a large turning angle and a small turning diameter when turning. Vehicles using this structure can achieve controllability, safety and comfort while being competitive.

[0044] Reference Figure 1 and Figure 5 In one possible embodiment, the present invention provides a vehicle comprising a suspension structure 1, a subframe 2, and wheels 3. The suspension structure 1 is connected between the wheels 3 and the front subframe 2. The subframe 2 is configured to withstand various loads from the vehicle body and the ground. The vehicle also comprises a motor 4 and a steering gear, both of which are mounted on the subframe 2.

[0045] The suspension structure 1 includes a steering knuckle 11, a longitudinal link 12, and a transverse link 13. The transverse link 13 includes a first end and a second end opposite to each other. The first end of the transverse link 13 is connected to the steering knuckle 11 via a ball joint 17, and the second end of the transverse link 13 is connected to the subframe 2 via a bushing 18. The longitudinal link 12 also includes a first end and a second end opposite to each other. The first end of the longitudinal link 12 is connected to the steering knuckle 11 via a ball joint 17, and the second end of the longitudinal link 12 is connected to the subframe 2 via a bushing 18. Figure 2 In the projection in the vehicle height direction, the transverse link 13 is located at or close to the axis of the wheel 3 , and the longitudinal link 12 is located in front of the transverse link 13 .

[0046] Ball joints 17 are respectively provided at the first ends of the longitudinal link 12 and the transverse link 13. Through the structure of the lower arm of the double ball joint 17, the bushings of the longitudinal link 12 and the transverse link 13 are completely decoupled. The double ball joints bear forces in different directions respectively, providing handling performance while giving customers a comfortable experience when subjected to road impact.

[0047] While increasing the suspension freedom, the cone swing working angle of the bushing will also increase. Therefore, the bushing of the transverse link 13 can use a spherical bushing structure to achieve designs with different radial directions and different stiffness, thereby providing better vibration isolation performance while ensuring controllability.

[0048] During steering, the maximum swing angle of the outer half-axle section of a four-wheel drive vehicle limits the turning angle of wheel 3. Therefore, this structure also uses a half-axle section that supports a maximum turning angle of 51°. Combined with a highly integrated coaxial motor, this reduces the X-axis space occupied, thereby reducing the initial layout angle of the half-axle. While ensuring half-axle performance and internal clearance under various operating conditions, this achieves a large turning angle and a small turning diameter for four-wheel drive vehicles. Vehicles using this structure achieve both competitive handling and comfort.

[0049] Further, refer to Figure 3 The suspension structure 1 also includes a shock absorber 14, a support seat 15 and a buffer block 16. The shock absorber 14 includes a piston rod 141 and a piston cylinder 142 corresponding to the piston rod 141. The bottom end of the piston cylinder 142 is connected to the steering knuckle 11. The buffer block 16 is sleeved on the piston rod 141, and the buffer block 16 and the piston rod 141 are connected by an interference fit, and a buffer gap is provided between one end of the buffer block 16 and the top end surface of the piston cylinder 142. The buffer block 16 includes a thermoplastic polyurethane structure made of thermoplastic polyurethane material and a polyurethane structure made of polyurethane material, and the two are connected to form the buffer block 16.

[0050] When a vehicle travels on uneven roads, the up-and-down movement of the wheels causes the piston rod 141 of the shock absorber 14 to retract and extend within the piston cylinder. When the wheel bounces and impacts the vehicle body, the buffer block 16, with its thermoplastic polyurethane and polyurethane structures, absorbs more of the impact energy. This reduces the stress on the suspension components and the vehicle under extreme operating conditions when equipped with lower-profile tires, ensuring smooth driving. This design initiative enables lightweight suspension and body components.

[0051] Further, refer to Figure 4 A reinforcement structure 21 is provided at the front end of the subframe 2, serving as a collision force transmission path. This design addresses the critical force transmission path requirements of a 25% offset collision. The reinforcement structure 21 is designed to provide sufficient rigidity to withstand impact forces and transmit the load along a specific path to the subframe 2. While the subframe 2 is constructed of steel sheet metal, the reinforcement structure 21 is constructed of forged aluminum, ensuring sufficient structural rigidity.

[0052] During a collision, the reinforcement structure 21 has sufficient rigidity to withstand the impact force, and then transmits the collision force to the subframe 2 along a certain path. The main structure of the subframe 2 is fully deformed and absorbs the collision energy, thereby reducing the structural deformation of the passenger compartment during the collision and minimizing the damage to the occupants in the compartment during the collision.

[0053] The concept of platform-based development is now widely used in the suspension development process of various OEMs. When developing a suspension, it is necessary to simultaneously consider the track width, wheelbase, and ground clearance requirements of different models within the platform. Sharing suspension hardpoint and component designs across different models as much as possible, thereby shortening project development cycles, has become a mainstream strategy in current automotive suspension development. The suspension structure 1 of the present invention can achieve an expanded track width while also accommodating the different Z-axis wheel center positions required for high and low-profile vehicles.

[0054] In summary, the vehicle of the present invention adopts system-level integrated optimization and lightweighting, integrating and optimizing the steering gear, motor 4 and suspension, comprehensively considering performance, load and lightweighting of parts, and applying composite buffer blocks to reduce the stress on suspension parts and vehicle body under extreme working conditions, thereby achieving lightweighting of parts. The front steering gear, front longitudinal swing arm, double-ball joint and large-angle half-axle section layout are integrated and optimized to achieve a competitive small turning diameter and greater maneuverability. The front steering is fully utilized in combination with the decoupling characteristics of the double-ball joint lower link to enhance the comfort experience while ensuring handling performance. The wheelbase can be expanded while taking into account the requirements of different Z-direction wheel center positions of high and low vehicles, and it has higher scalability. The subframe 2 serves as the key collision force transmission path for a 25% offset collision to protect the safety of the occupants.

[0055] As stated in the first paragraph of this section, the above-mentioned implementation mode is only used to illustrate the principle of the present invention and is not intended to limit the scope of protection of the present invention. Without departing from the principle of the present invention, those skilled in the art can adjust the above-mentioned structure so that the present invention can be applied to more specific application scenarios.

[0056] Thus far, the technical solutions of the present invention have been described in conjunction with the preferred embodiments shown in the accompanying drawings. However, it is readily understood by those skilled in the art that the scope of protection of the present invention is obviously not limited to these specific embodiments. Without departing from the principles of the present invention, those skilled in the art may make equivalent changes or substitutions to the relevant technical features, and the technical solutions after such changes or substitutions will fall within the scope of protection of the present invention.

Claims

1. A suspension structure, characterized in that: The suspension structure includes a steering knuckle, a transverse link and a longitudinal link, wherein a first end of the transverse link is hinged to the steering knuckle, and a second end of the transverse link is hinged to a subframe of the vehicle; The first end of the longitudinal link is hinged to the steering knuckle, and the second end of the longitudinal link is hinged to the subframe of the vehicle; In the projection in the vehicle height direction, the transverse link is located at or close to the wheel axis; the longitudinal link is located in front of the transverse link.

2. The suspension structure according to claim 1, characterized in that: The front end of the subframe is provided with a reinforcement structure serving as a collision force transmission path.

3. The suspension structure according to claim 1, characterized in that: The first end of the transverse link is connected to the steering knuckle via a ball joint, and the second end of the transverse link is connected to the subframe via a bushing; The first end of the longitudinal link is connected to the steering knuckle through a ball joint, and the second end of the longitudinal link is connected to the subframe through a bushing.

4. The suspension structure according to claim 1, characterized in that: The suspension structure further comprises a shock absorber and a buffer block. The shock absorber comprises a piston rod and a corresponding piston cylinder. The buffer block is sleeved on the piston rod so as to shrink when the piston cylinder squeezes the buffer block.

5. The suspension structure according to claim 4, characterized in that: The suspension structure includes a support seat, and the top end of the piston rod is connected to the support seat.

6. The suspension structure according to claim 4, characterized in that: The buffer block and the piston rod are connected by interference fit.

7. The suspension structure according to claim 5, characterized in that: A buffer gap is provided between one end of the buffer block away from the support seat and the top end surface of the piston cylinder.

8. A vehicle, characterized in that: The vehicle is provided with the suspension structure according to any one of claims 1 to 7.

9. The vehicle according to claim 8, characterized in that The vehicle includes a motor, a subframe and wheels. The motor is arranged on the subframe, and the wheels and the subframe are connected through the suspension structure.

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