Suspension system capable of completely decoupling damping rigidity

Abstract

The utility model discloses a damping rigidity complete decoupling suspension system which comprises fixing columns and damping suspension assemblies, the fixing columns are distributed on a vehicle frame in pairs and connected, the damping suspension assemblies are located between the fixing columns, and the two ends of each damping suspension assembly are connected with the fixing columns through bearings so that a left rocker arm assembly and a right rocker arm assembly can rotate around the damping suspension assemblies. Wherein the damping suspension assembly comprises an inclined damper, a transverse damper and an anti-roll bar assembly, the transverse damper is transversely hinged between the left rocker arm assembly and the right rocker arm assembly, the inclined damper is obliquely hinged, and the anti-roll bar assembly is transversely arranged below the transverse damper; complete decoupling is achieved through the arrangement, different from a traditional mode, the inclined damper does not provide roll angle rigidity any more, angle rigidity is provided through the anti-roll rod assembly, light weight is achieved, angle rigidity debugging time can be saved, response time can be shortened, occupied space can be optimized, and vehicle performance can be improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to a vehicle suspension technical field, concretely relates to a damping stiffness completely decoupling suspension system. BACKGROUND

[0002] In the development process of automobile sports, the China University Students' Formula Racing Competition has become an important platform for promoting the progress of racing technology. In the past ten years, racing suspension technology has evolved continuously, and various layout forms have emerged, among which the layout form of double helical spring double damper plus reverser has been widely used in a certain period. However, with the continuous improvement of racing performance requirements, this mainstream layout form has exposed many key technical problems.

[0003] In terms of system weight, the combination of double helical spring double damper and reverser results in a large number of parts and complex structure, which directly leads to a significant increase in the weight of the entire suspension system. For racing cars, an excessively heavy suspension severely restricts its acceleration performance, causing it to lag behind its competitors during the starting and acceleration stages; during braking, the additional weight increases the braking distance, reducing the safety of driving; in terms of control, the heavy suspension affects the flexibility and precision of the racing car, making it difficult for the driver to achieve the ideal driving line in the curve.

[0004] In terms of response time, although the addition of the reverser achieves a specific function, it also introduces more moving parts and friction links. When the racing car is driving on complex road conditions, small changes in the road surface require the suspension system to adjust quickly to maintain good contact between the wheels and the road surface. However, due to the complexity caused by the reverser, the existing suspension system cannot respond in time, causing the racing car to have unstable grip when driving at high speed or aggressively, making it difficult for the driver to accurately control the racing car and increasing the risk of driving.

[0005] The problem of space occupation cannot be ignored, and the installation of the reverser occupies a considerable part of the vehicle space, especially in the Y-axis direction, making the two shock absorbers too far apart. This not only interferes with the reasonable layout of other components inside the racing car, but also has a negative impact on the weight distribution of the entire vehicle, disrupting the original balance design of the vehicle. At the same time, unreasonable space occupation also damages the aerodynamic performance of the entire vehicle, increasing air resistance, reducing the straight-line speed of the racing car, and affecting the downforce at high speed, further weakening the control stability of the racing car.

[0006] In terms of angular stiffness adjustment, due to the special architecture (such as the reverser tower architecture) and the inherent properties of the shock absorber spring components, some existing technologies cannot achieve convenient and effective angular stiffness adjustment. Angular stiffness is crucial for controlling the body posture of the racing car when driving in a curve, and the inability to flexibly adjust the angular stiffness means that the racing car cannot optimize the degree of body inclination according to different curve characteristics and driving needs, thereby affecting the speed and stability of the racing car in the curve and limiting its adaptability in a variable track environment.

[0007] In addition, like some existing decoupled suspension systems with a vertical layout, although there is a certain achievement in decoupling damping stiffness, the layout seriously damages the aerodynamic shape of the whole vehicle, resulting in a significant increase in the wind resistance coefficient. This not only makes the racing car consume more energy to overcome air resistance when driving in a straight line, reduces fuel economy, but also affects the tire and road adhesion at high speed due to insufficient downforce, thereby reducing the handling performance and driving stability of the racing car.

[0008] In summary, the existing racing car suspension technology has many technical problems in weight, response time, space occupation, angular stiffness adjustment and aerodynamics, and an decoupled suspension form is urgently needed to solve these problems to meet the strict requirements of racing cars in high performance, lightweight, fast response, space optimization and good aerodynamic performance. Practical new type content

[0009] The utility model discloses a damping stiffness completely decoupled suspension system, through the transverse damper of horizontal placement, the oblique damper of the oblique placement respectively on both sides of transverse damper and the anti-roll bar assembly of horizontal placement, form the layout form of damping stiffness complete decoupling, different from the layout form of traditional double spring double damper plus reverser, the oblique damper of oblique placement no longer provides roll angular stiffness, uses anti-roll bar assembly to provide all angular stiffness, solves the problem of excessive weight of traditional form, realizes lightweight, this arrangement can save the time of adjusting the angular stiffness of suspension, and the response time of suspension is shortened, and the space occupation of whole vehicle is optimized.

[0010] The utility model discloses a damping stiffness completely decoupled suspension system, through the transverse damper of horizontal placement, the oblique damper of the oblique placement respectively on both sides of transverse damper and the anti-roll bar assembly of horizontal placement, form the layout form of damping stiffness complete decoupling, different from the layout form of traditional double spring double damper plus reverser, the oblique damper of oblique placement no longer provides roll angular stiffness, uses anti-roll bar assembly to provide all angular stiffness, solves the problem of excessive weight of traditional form, realizes lightweight, this arrangement can save the time of adjusting the angular stiffness of suspension, and the response time of suspension is shortened, and the space occupation of whole vehicle is optimized.

[0011] A damping stiffness completely decoupled suspension system, comprising:

[0012] The fixed column is distributed in pairs on the vehicle frame and connected with the vehicle frame;

[0013] The damping suspension assembly is arranged between the fixed columns, and the two ends of the damping suspension assembly are connected with the fixed columns through bearings, so that the left rocker arm assembly and the right rocker arm assembly distributed at the two ends of the damping suspension assembly rotate around the fixed columns;

[0014] The damping suspension assembly comprises an oblique damper, a transverse damper and an anti-roll bar assembly, the transverse damper is hingedly connected between the left rocker arm assembly and the right rocker arm assembly in a horizontal manner, the oblique damper is hingedly connected between the left rocker arm assembly and the right rocker arm assembly in an oblique manner, and the anti-roll bar assembly is hingedly connected between the left rocker arm assembly and the right rocker arm assembly in a horizontal manner and located below the transverse damper.

[0015] In the scheme, the fixed columns are distributed in pairs on the frame and connected, and the damping suspension assembly is arranged between the fixed columns and connected to the fixed columns at both ends through bearings, so that the left and right rocker assemblies can rotate around the fixed columns, providing basic support and rotation conditions for the movement of the entire suspension system. The diagonal damper, horizontal damper and anti-roll bar assembly contained in the damping suspension assembly are arranged in a manner that the horizontal damper is placed horizontally, the diagonal damper is placed diagonally, and the anti-roll bar assembly is placed horizontally below the horizontal damper. This arrangement achieves complete decoupling of damping stiffness. This decoupling form can solve the problem of excessive weight in the traditional double-spring double-damper arrangement with a reverser, achieve lightweight effect, save time for adjusting suspension angular stiffness, shorten suspension response time, and optimize the space occupation of the whole vehicle.

[0016] As a further technical scheme of the suspension system, the anti-roll bar assembly and the diagonal damper are respectively located on both sides of the horizontal damper.

[0017] In the scheme, by arranging the anti-roll bar assembly and the diagonal damper on both sides of the horizontal damper, the distribution of each component in space is more reasonable, avoiding possible interference between components, thereby ensuring that the suspension system can operate more smoothly during operation. This layout helps to further clarify the functional division of each component, allowing the diagonal damper to better function within its corresponding working area during complete decoupling of damping stiffness, providing appropriate damping for the vehicle under different working conditions.

[0018] As a further technical scheme of the suspension system, the anti-roll bar assembly includes an anti-roll bar and an anti-roll bar rocker;

[0019] The anti-roll bar rockers are arranged in pairs, and the anti-roll bar rockers arranged in pairs are respectively hinged to the left rocker assembly and the right rocker assembly through corresponding anti-roll bar connecting rods;

[0020] The anti-roll bar is connected between the anti-roll bar rockers, and when the anti-roll bar is subjected to torque, the anti-roll bar provides angular stiffness through deformation.

[0021] In the scheme, by arranging pairs of anti-roll bar rockers and hinging them to the left and right rocker assemblies through anti-roll bar connecting rods, and connecting the anti-roll bar between the anti-roll bar rockers, a reasonable force transmission path is constructed. When the vehicle encounters side roll or other situations during driving, the anti-roll bar can generate angular stiffness through its own deformation when subjected to torque. This provision of angular stiffness can effectively resist the side roll tendency of the vehicle, maintain the smooth driving of the vehicle, and ensure the handling performance and safety of the vehicle when driving on curves or encountering complex road conditions.

[0022] As a further technical solution of the suspension system, the anti-roll bar assembly further comprises a connecting plate, one end of the connecting plate is matched and connected with the anti-roll bar, and the other end of the connecting plate is connected with the vehicle frame.

[0023] In this solution, the connecting plate plays a role of connection and force transmission. On the one hand, it stably connects the anti-roll bar and the vehicle frame, enhances the integrity and stability of the whole structure, and ensures that the force can be effectively transmitted from the anti-roll bar to the vehicle frame when the anti-roll bar is deformed under the force caused by vehicle roll, thereby maintaining the mechanical balance of the system. On the other hand, it limits the excessive displacement of the anti-roll bar, ensures the relative fixation of the position of the anti-roll bar in the process of providing angular stiffness, and thus more accurately plays the role of resisting vehicle roll, thereby improving the control stability and safety of the vehicle during driving.

[0024] As a further technical solution of the suspension system, the anti-roll bar is connected with the anti-roll bar swing arm through a pin shaft.

[0025] In this solution, the pin shaft connection mode can provide reliable connection strength, ensure that the anti-roll bar and the anti-roll bar swing arm still maintain a close connection relationship during vehicle driving, especially in complex road conditions and vehicle dynamic changes, and will not be loose or separated. Moreover, the pin shaft connection allows a certain degree of relative rotation, which enables the anti-roll bar to deform flexibly when subjected to torque, thereby effectively providing angular stiffness to adapt to different driving postures and roll working conditions of the vehicle and ensure the control stability of the vehicle.

[0026] As a further technical solution of the suspension system, the damping suspension assembly further comprises a pair of rotating shafts, both ends of the rotating shaft are connected with the fixed column through bearings

[0027] The left swing arm assembly comprises a first left swing arm and a second left swing arm, and the right swing arm assembly comprises a first right swing arm and a second right swing arm. One end of the first left swing arm and the second left swing arm is connected to one rotating shaft, and one end of the first right swing arm and the second right swing arm is connected to the other rotating shaft.

[0028] Among them, both ends of the horizontal damper are hingedly connected with the other end of the first left swing arm and the first right swing arm, and both ends of the inclined damper are hingedly connected with the other end of the second left swing arm and the second right swing arm.

[0029] In this scheme, the rotation shafts arranged in pairs are connected to the fixed column through bearings, providing the rotation centers for the left and right rocker assemblies, so that the first left rocker, the second left rocker, the first right rocker and the second right rocker can rotate flexibly around the rotation shafts. The cross damper is hinged to the other end of the first left rocker and the first right rocker, and the inclined damper is hinged to the other end of the second left rocker and the second right rocker, ensuring that during vehicle driving, when the wheels jump or the vehicle posture changes, the rotation of the rocker can be accurately transmitted to the damper, so that the damper can effectively play its role of providing damping according to different working conditions (such as vehicle pitch, roll, etc.), thereby realizing effective control of the suspension system movement and improving the vehicle handling performance and comfort.

[0030] As a further technical scheme of the suspension system, the inclined damper and the cross damper are respectively hinged to the first left rocker and the second left rocker through matching extension rods.

[0031] In this scheme, the extension rod can effectively connect and transmit force between the damper and the rocker. When the wheels jump or the vehicle posture changes during vehicle driving, the movement of the rocker is accurately transmitted to the damper through the extension rod, so that the damper can respond in time and play its role. Secondly, the extension rod can adjust the working angle and stroke range of the damper to some extent, so that it can better adapt to the needs of different working conditions. For example, under certain special working conditions, through reasonable design of the extension rod, the damper can be ensured to be in the best working state when providing damping, thereby improving the control ability of the suspension system to the dynamic changes of the vehicle and enhancing the vehicle handling stability and comfort.

[0032] As a further technical scheme of the suspension system, a spring is sleeved on the extension rod matched with the cross damper, and the spring and the cross damper provide linear stiffness and damping when they are compressed or stretched.

[0033] In this scheme, when a spring is sleeved on the extension rod matched with the cross damper, the spring and the cross damper work cooperatively during vehicle driving. When the vehicle encounters road bumps or posture changes, the spring and the cross damper will be compressed or stretched, at which time they jointly provide linear stiffness and damping. The elastic properties of the spring can to some extent buffer and absorb the impact force of the road, while the cross damper can effectively control the stretching speed and amplitude of the spring, and the cooperation of the two makes the suspension system better adapt to different road conditions and provide a more stable driving experience, while also helping to maintain the vehicle handling stability.

[0034] As a further technical solution of the suspension system, the suspension system further comprises a pair of push rods and wheel columns, wherein two ends of one of the push rods are hingedly connected to the first left swing arm and the corresponding wheel column respectively, and two ends of the other push rod are hingedly connected to the first right swing arm and the corresponding wheel column respectively.

[0035] In this scheme, the two ends of the pair of push rods are hingedly connected to the first left swing arm and the wheel column and the first right swing arm and the wheel column respectively, so that the movement of the wheel column can be transmitted to the swing arm through the push rod. During the driving of the vehicle, when the wheel jumps or displaces due to the road conditions, the movement change of the wheel column can be accurately transmitted to the swing arm, thereby causing the corresponding movement and adjustment of the entire suspension system. This connection mode ensures that the suspension system can timely perceive the dynamic change of the wheel, thereby better adapting to different road conditions, and plays an important supporting role in the handling performance and comfort of the vehicle.

[0036] As a further technical solution of the suspension system, the suspension system further comprises a pair of push rods and wheel columns, wherein two ends of one of the push rods are hingedly connected to the first left swing arm and the corresponding wheel column respectively, and two ends of the other push rod are hingedly connected to the first right swing arm and the corresponding wheel column respectively.

[0037] In this scheme, the two ends of the pair of push rods are hingedly connected to the first left swing arm and the wheel column and the first right swing arm and the wheel column respectively, so that the movement of the wheel column can be transmitted to the swing arm through the push rod. During the driving of the vehicle, when the wheel jumps or displaces due to the road conditions, the movement change of the wheel column can be accurately transmitted to the swing arm, thereby causing the corresponding movement and adjustment of the entire suspension system. This connection mode ensures that the suspension system can timely perceive the dynamic change of the wheel, thereby better adapting to different road conditions, and plays an important supporting role in the handling performance and comfort of the vehicle.

[0038] Compared with the prior art, the utility model has the following advantages and beneficial effects:

[0039] The utility model discloses the arrangement form of the transverse damper, the oblique damper on the both sides of transverse damper respectively and the transverse anti roll bar assembly of oblique placement, realizes the complete decoupling of damping stiffness, and this decoupling form can solve the problem of too large weight of traditional double spring double damper plus commutator arrangement form, reaches the effect of light weight, can also save the time of debugging suspension angle stiffness simultaneously, shortens the response time of suspension, and optimizes the space occupation of whole vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0040] The drawings described herein are used to provide further understanding of the embodiments of the utility model, constitute a part of this application, and do not constitute the limitation to the embodiments of the utility model.

[0041] Figure 1 This is a schematic diagram of the structure of the utility model when in use;

[0042] Figure 2 This is a schematic diagram of the front structure of the utility model;

[0043] Figure 3 This is a schematic diagram of the top structure of the utility model;

[0044] Figure 4 It is a schematic diagram of the back structure of the utility model.

[0045] Markings and corresponding parts names in the accompanying drawings:

[0046] 1-frame, 2-lower wishbone, 3-wheel upright, 4-upper wishbone, 5-push rod, 6-rod end joint bearing, 7-first left rocker arm, 8-rotating shaft, 9-extension rod, 10-spring, 11-oblique damper, 12-transverse damper, 13-fixed column, 14-first right rocker arm, 15-anti-roll bar, 16-connecting plate, 17-anti-roll bar rocker arm, 18-second left rocker arm, 19-second right rocker arm, 20-anti-roll bar connecting rod. DETAILED DESCRIPTION

[0047] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with embodiments and drawings. The schematic implementation methods of the present invention and their descriptions are only used to explain the present invention and are not intended to limit the present invention.

[0048] Example 1

[0049] This embodiment 1 provides a damping stiffness fully decoupled suspension system, such as Figures 1-4 As shown, it includes fixed columns 13 and a damping suspension assembly. The fixed columns 13 are distributed in pairs on the frame 1 and connected to the frame 1 in a 2×2 matrix array. The damping suspension assembly is located between the fixed columns 13. The two ends of the damping suspension assembly are respectively connected to the fixed columns 13 through bearings, so that the left rocker arm assembly and the right rocker arm assembly distributed at both ends of the damping suspension assembly rotate around the fixed columns 13.

[0050] Among them, see Figure 1 As shown, the damping suspension assembly includes an oblique damper 11, a transverse damper 12 and an anti-roll bar assembly. The anti-roll bar assembly and the oblique damper 11 are respectively located on both sides of the transverse damper 12. The transverse damper 12 is horizontally hinged between the left rocker arm assembly and the right rocker arm assembly. The oblique damper 11 is obliquely hinged between the left rocker arm assembly and the right rocker arm assembly. The anti-roll bar assembly is horizontally hinged between the left rocker arm assembly and the right rocker arm assembly and is located below the transverse damper.

[0051] Specifically, seeFigures 2-4 As shown in the above, the damping suspension assembly further comprises a pair of rotating shafts 8, both ends of the rotating shafts 8 are rotatably connected with the fixed column 13 through bearings, the left swing arm assembly comprises a first left swing arm 7 and a second left swing arm 18, and the right swing arm assembly comprises a first right swing arm 14 and a second right swing arm 19, wherein one end of the first left swing arm 7 and the second left swing arm 18 are both welded on one rotating shaft 8, and one end of the first right swing arm 14 and the second right swing arm 19 are both welded on the other rotating shaft 8, the first left swing arm 7, the second left swing arm 18, the first right swing arm 14 and the second right swing arm 19 can be flexibly rotated with the rotating shaft 8; at the same time, one end of the horizontal damper 12 is hingedly connected with the first left swing arm 7 through a matching extension rod 9, the other end of the horizontal damper 12 is hingedly connected with the other end of the first right swing arm 14, one end of the inclined damper 11 is hingedly connected with the second left swing arm 14 through a matching extension rod 9, and the other end of the inclined damper 11 is hingedly connected with the other end of the second right swing arm 19.

[0052] At the same time, in order to maintain the stability of the vehicle, a spring 10 is sleeved on the extension rod 9 matched with the horizontal damper 12, during the driving of the vehicle, the spring 10 and the horizontal damper 12 are compressed or stretched, at this time, they jointly provide linear stiffness and damping.

[0053] Among them, please refer to Figures 2-4 As shown in the above, the anti-roll bar assembly comprises an anti-roll bar 15 and an anti-roll bar swing arm 17, the anti-roll bar swing arm 17 is arranged in pairs, the anti-roll bar swing arm 17 arranged in pairs is hingedly connected with the first left swing arm 7 and the first right swing arm 14 through corresponding anti-roll bar connecting rods 20, and the anti-roll bar 15 is connected between the anti-roll bar swing arms 17, here, the anti-roll bar 15 and the anti-roll bar swing arm 17 are connected through a pin shaft, when the anti-roll bar 15 is subjected to torque, it can be flexibly deformed, thereby effectively providing angular stiffness to adapt to different driving postures and roll working conditions of the vehicle.

[0054] In some embodiments, as Figure 1 As shown in the above, the anti-roll bar assembly further comprises a connecting plate 16, one end of the connecting plate 16 is matched with the anti-roll bar 15, and the other end of the connecting plate 16 is fixedly connected with the vehicle frame 1, when the anti-roll bar 15 is deformed under the force caused by the roll of the vehicle, the connecting plate 16 ensures that the force can be effectively transmitted from the anti-roll bar 15 to the vehicle frame 1, maintains the mechanical balance of the system, and it limits the excessive displacement of the anti-roll bar 15, ensures that the anti-roll bar 15 is relatively fixed in position during the provision of angular stiffness.

[0055] Embodiment 2

[0056] This embodiment 2 provides another damping stiffness fully decoupled suspension system based on the technical solution of embodiment 1, as Figures 1-4 As shown in the above, the suspension system further comprises a pair of push rods 5 and a pair of wheel upright columns 3, and a pair of upper cross arms 4 and a pair of lower cross arms 2.

[0057] One end of the push rod is connected with the first left rocker arm 7 and the corresponding wheel upright 3 through the rod end joint bearing 6, and the other end of the push rod 5 is connected with the first right rocker arm 14 and the corresponding wheel upright 3 through the rod end joint bearing 6, and one end of the upper and lower transverse arms 4 and 2 is hinged to the upper and lower sides of the wheel upright 3, and the other end of the upper and lower transverse arms 4 and 2 is hinged to the frame 1.

[0058] The working principle of the utility model is as follows:

[0059] 1. The wheels jump in the same direction (pitching working condition)

[0060] When the wheels on both sides of the vehicle jump in the same direction, the push rod 5 transmits the movement of the wheel upright 3 to the rocker arms. Due to the action of the push rod 5, the first left rocker arm 7 and the first right rocker arm 14 on both sides rotate in opposite directions (assuming that one side rotates upward and the other side rotates downward).

[0061] At this time, the anti-roll bar 15 is connected with the left and right rocker arm assemblies through the anti-roll bar rocker arms 17 on both ends, the parts connected with the left and right rocker arms of the anti-roll bar rocker arms 17 move upward or downward at the same time, and the anti-roll bar itself does not deform, so the anti-roll bar 15 does not provide angular stiffness.

[0062] The diagonal damper 11 is hinged to the second left rocker arm 18 and the second right rocker arm 19 through the extension rod 9, and due to the design of the ADAMS Car hard point position, the diagonal damper 11 only displaces and the length of both ends hardly changes under this working condition, and no damping is provided.

[0063] And the transverse damper 12 is hinged to the first left rocker arm 7 and the first right rocker arm 14 through the extension rod 9, and the spring 10 is sleeved on the extension rod 9. When the wheels jump in the same direction, the spring 10 and the transverse damper 12 are compressed or stretched, and together provide linear stiffness and damping to maintain the stability of the vehicle under the pitch working condition.

[0064] 2. The wheels jump in different directions (roll working condition)

[0065] When the wheels on both sides of the vehicle jump in different directions, the push rod 5 makes the first left rocker arm 7 and the first right rocker arm 14 on both sides rotate in the same direction (for example, both rotate upward or both rotate downward).

[0066] At this time, the anti-roll bar 15 is connected with the left and right rocker arm assemblies through the anti-roll bar rocker arms 17 on both ends, the anti-roll bar rocker arms 17 on one side move upward and the other side move downward, and the anti-roll bar 15 is deformed by torque to provide angular stiffness to resist the roll tendency of the vehicle.

[0067] The diagonal damper 11 is hinged to the second left rocker arm 18 and the second right rocker arm 19 through the extension rod 9, and the diagonal damper is compressed or stretched under this working condition, thereby providing damping.

[0068] The lateral damper 12 is hinged with the first left swing arm 7 and the first right swing arm 14 through the extension rod 9, and due to the hard point position designed by ADAMS Car, when the wheels jump in different directions, the lateral damper 12 only displaces, the length of two ends almost does not change, and stiffness and damping are not provided.

[0069] The utility model discloses through above-mentioned in different working conditions the cooperation of each component, realized the complete decoupling of damping stiffness, makes the suspension system can be automatically adjusted according to the driving state of vehicle, provides the stiffness and damping of proper, thereby improves the handling performance and the comfort of vehicle.

[0070] The above-described specific embodiments have further detailed the purposes, technical solutions and beneficial effects of the utility model, and it should be understood that the above-described is only the specific embodiments of the utility model, and is not used to limit the protection scope of the utility model, and any modification, equivalent replacement, improvement, etc. within the spirit and principle of the utility model should be included in the protection scope of the utility model.

Claims

1. A suspension system with complete decoupling of damping and stiffness, characterized in that, The utility model relates to a damping suspension assembly and a vehicle frame, and belongs to the technical field of vehicle frames. It comprises: fixed columns (13) which are distributed in pairs on a vehicle frame (1) and are connected to the vehicle frame (1); a damping suspension assembly which is arranged between the fixed columns (13) and is connected to the fixed columns (13) at both ends by bearings, so that left and right swing arm assemblies distributed at both ends of the damping suspension assembly rotate around the fixed columns (13); 2. A damper stiffness fully decoupled suspension system according to claim 1, wherein, wherein the damping suspension assembly comprises an inclined damper (11), a transverse damper (12), and a roll bar assembly, the transverse damper (12) is arranged horizontally and hingedly between the left and right swing arm assemblies, the inclined damper (11) is arranged obliquely and hingedly between the left and right swing arm assemblies, and the roll bar assembly is arranged horizontally and hingedly between the left and right swing arm assemblies and below the transverse damper (12).

3. A damper stiffness fully decoupled suspension system according to claim 1, wherein, The roll bar assembly and the inclined damper (11) are arranged on both sides of the transverse damper (12), respectively. The roll bar assembly comprises a roll bar (15) and a roll bar swing arm (17); the roll bar swing arms (17) are arranged in pairs, and the roll bar swing arms (17) arranged in pairs are hingedly connected to the left and right swing arm assemblies by corresponding roll bar connecting rods (20); 4. A damper stiffness fully decoupled suspension system according to claim 3, wherein, the roll bar (15) is connected between the roll bar swing arms (17), and when the roll bar (15) is subjected to a torque, the roll bar (15) provides angular stiffness by deformation.

5. A damper stiffness fully decoupled suspension system according to claim 3, wherein, The roll bar assembly further comprises a connecting plate (16), one end of the connecting plate (16) is matched and connected to the roll bar (15), and the other end of the connecting plate (16) is connected to the vehicle frame (1).

6. A damper stiffness fully decoupled suspension system according to any one of claims 1-5, characterized in that, The roll bar (15) and the roll bar swing arm (17) are connected by a pin shaft. The damping suspension assembly further comprises a pair of rotating shafts (8), both ends of the rotating shafts (8) are connected to the fixed columns (13) by bearings The left swing arm assembly comprises a first left swing arm (7) and a second left swing arm (18), and the right swing arm assembly comprises a first right swing arm (14) and a second right swing arm (19), one end of the first left swing arm (7) and the second left swing arm (18) is connected to one rotating shaft (8), and one end of the first right swing arm (14) and the second right swing arm (19) is connected to the other rotating shaft (8); 7. A damper stiffness fully decoupled suspension system according to claim 6, wherein, wherein both ends of the transverse damper (12) are hingedly connected to the other end of the first left swing arm (7) and the first right swing arm (14), respectively, and both ends of the inclined damper (11) are hingedly connected to the other end of the second left swing arm (18) and the second right swing arm (19), respectively.

8. A damper stiffness fully decoupled suspension system according to claim 7, wherein, The inclined damper (11) and the transverse damper (12) are hingedly connected to the first left swing arm (7) and the second left swing arm (18) by matched extension rods (9), respectively. A spring (10) is sleeved on the extension rod (9) matched with the transverse damper (12), and the spring (10) and the transverse damper (12) provide linear stiffness and damping when compressed or stretched.

9. A damper stiffness fully decoupled suspension system according to claim 8, wherein, The suspension system further comprises a pair of push rods (5) and wheel columns (3), two ends of one of the push rods (5) are hingedly connected to the first left swing arm (7) and the corresponding wheel column (3) respectively, and two ends of the other push rod (5) are hingedly connected to the first right swing arm (14) and the corresponding wheel column (3) respectively.

10. A damper stiffness fully decoupled suspension system according to claim 9, wherein, The suspension system further comprises a pair of upper and lower transverse arms (4, 2), one end of each of the upper and lower transverse arms (4, 2) is hingedly connected to the upper and lower sides of the wheel column (3) respectively, and the other end of each of the upper and lower transverse arms (4, 2) is hingedly connected to the vehicle frame (1).

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