Vehicle suspension system and vehicle

Abstract

The utility model provides a vehicle suspension system and a vehicle. The vehicle suspension system comprises an upper swing arm assembly, a lower swing arm assembly, a vibration reduction assembly and a steering knuckle used for installing a hub motor. The lower swing arm assembly comprises a rear lower swing arm and a front lower swing arm; the upper end of the steering knuckle is rotationally connected with the upper swing arm assembly, and the lower end of the steering knuckle is rotationally connected with the rear lower swing arm and the front lower swing arm. One end of the upper swing arm component away from the knuckle, one ends of the rear lower swing arm and the front lower swing arm away from the knuckle are connected with a frame; the upper end of the vibration reduction assembly is connected with the frame, and the lower end of the vibration reduction assembly is rotationally installed on the rear lower swing arm. According to the utility model, the stability and comfort of the vehicle are improved.

Description

Technical Field

[0001] This utility model belongs to the field of vehicle technology, and in particular relates to a vehicle suspension system and a vehicle. Background Technology

[0002] The vehicle suspension system is a crucial component located between the chassis and wheels, ensuring ride comfort. In existing technology, common independent rear suspension systems primarily include four-link suspension structures, with longitudinally arranged rear trailing arms, which imposes certain limitations on the installation of the vehicle's longitudinal beams. Furthermore, the high mounting point of the shock absorbers in the four-link suspension affects vehicle stability and results in a larger space requirement for the rear suspension system, impacting rear passenger comfort and ergonomics. For new energy vehicles, it also affects the placement of the battery pack, reducing the vehicle's driving range. Summary of the Invention

[0003] This utility model addresses the technical problems in the prior art where vehicle suspension systems affect vehicle stability and comfort by providing a vehicle suspension system and a vehicle.

[0004] In view of the above technical problems, this utility model provides a vehicle suspension system, including an upper control arm assembly, a lower control arm assembly, a damping assembly, and a steering knuckle for mounting a hub motor; the lower control arm assembly includes a rear lower control arm and a front lower control arm; the upper end of the steering knuckle is rotatably connected to the upper control arm assembly, and the lower end of the steering knuckle is rotatably connected to the rear lower control arm and the front lower control arm;

[0005] The upper control arm assembly at one end away from the steering knuckle, the rear lower control arm, and the front lower control arm at one end away from the steering knuckle are all connected to the vehicle frame; the upper end of the damping assembly is connected to the vehicle frame, and the lower end of the damping assembly is rotatably mounted on the rear lower control arm.

[0006] Optionally, the steering knuckle includes a steering body for mounting a hub motor, and a rear lower control arm and a front lower control arm mounted on the steering body and arranged at a first preset angle; the rear lower control arm is connected to the rear lower control arm, and the front lower control arm is connected to the front lower control arm.

[0007] Optionally, the length of the rear lower control arm is in the range of 500-550 mm; and / or

[0008] The length of the front lower control arm is in the range of 380-450mm; and / or

[0009] The angle between the rear lower control arm and the vehicle's length direction ranges from 0 to 60 degrees; the angle between the front lower control arm and the vehicle's length direction ranges from 0 to 60 degrees; and / or

[0010] The angle between the rear lower control arm and the vehicle width direction ranges from 0 to 30 degrees; the angle between the front lower control arm and the vehicle width direction ranges from 0 to 30 degrees; and / or

[0011] The angle between the rear lower control arm and the vehicle height direction ranges from 0 to 15 degrees; the angle between the front lower control arm and the vehicle height direction ranges from 0 to 15 degrees.

[0012] Optionally, the rear lower control arm is provided with a first through hole; the steering knuckle further includes a first bushing passing through the first through hole; the rear lower control arm is rotatably mounted on the rear lower control arm via the first bushing; and / or

[0013] The front lower control arm is provided with a second through hole; the steering knuckle also includes a second bushing passing through the second through hole; the front lower control arm is rotatably mounted on the front lower control arm through the second bushing.

[0014] Optionally, the damping assembly includes a damping element and a rotating shaft; the rear lower control arm is provided with a mounting groove; the upper end of the damping element is connected to the vehicle frame, and the lower end of the damping element is rotatably mounted on the rear lower control arm via the rotating shaft passing through the mounting groove; and / or

[0015] The vibration damping assembly also includes an elastic element; the rear lower control arm is provided with a first mounting hole; the upper end of the elastic element is connected to the vehicle frame, and the lower end of the elastic element is fixedly installed in the first mounting hole.

[0016] Optionally, the steering knuckle includes a steering body for mounting a hub motor, and a front upper control arm and a rear upper control arm mounted on the steering body and arranged at a second preset angle.

[0017] The upper control arm assembly includes a front upper control arm connected to the front upper control arm and a rear upper control arm connected to the rear upper control arm; the end of the front upper control arm away from the front upper control arm and the end of the rear upper control arm away from the rear upper control arm are both connected to the vehicle frame.

[0018] Optionally, the length of the rear upper support arm ranges from 405 to 470 mm; and / or

[0019] The length of the upper front support arm is in the range of 380-440mm; and / or

[0020] The angle between the rear upper control arm and the vehicle's length direction ranges from 0 to 60 degrees; the angle between the front upper control arm and the vehicle's length direction ranges from 0 to 60 degrees; and / or

[0021] The angle between the rear upper control arm and the vehicle width direction ranges from 0 to 30 degrees; the angle between the front upper control arm and the vehicle width direction ranges from 0 to 30 degrees; and / or

[0022] The angle between the rear upper control arm and the vehicle height direction ranges from 0 to 15 degrees; the angle between the front upper control arm and the vehicle height direction ranges from 0 to 15 degrees.

[0023] Optionally, the front upper control arm is provided with a second mounting hole; the vehicle suspension system further includes a stabilizer bar assembly; the stabilizer bar assembly includes a suspension rod, a rod body, and a fixing clip; one end of the suspension rod is rotatably mounted in the second mounting hole, and the other end of the suspension rod is rotatably connected to the rod body; the rod body is mounted on the vehicle frame through the fixing clip.

[0024] Optionally, the vehicle suspension system further includes a steering tie rod, which is rotatably connected to the steering knuckle and is used to drive the steering knuckle to rotate relative to the lower control arm assembly.

[0025] A vehicle including the vehicle suspension system.

[0026] The vehicle suspension system of this utility model includes an upper control arm assembly, a lower control arm assembly, a damping assembly, and a steering knuckle for mounting a hub motor; the lower control arm assembly includes a rear lower control arm and a front lower control arm; the upper end of the steering knuckle is rotatably connected to the upper control arm assembly, and the lower end of the steering knuckle is rotatably connected to the rear lower control arm and the front lower control arm; the end of the upper control arm assembly away from the steering knuckle, the end of the rear lower control arm and the end of the front lower control arm away from the steering knuckle are all connected to the vehicle frame; the upper end of the damping assembly is connected to the vehicle frame, and the lower end of the damping assembly is rotatably mounted on the rear lower control arm.

[0027] In the vehicle suspension system of this invention, the steering knuckle is located between the upper control arm assembly and the lower control arm assembly, and the lower end of the damping assembly is directly rotatably mounted on the rear lower control arm. Thus, while meeting the vehicle's damping requirements, compared to a four-link suspension with a higher damper mounting point, the vertical height of the vehicle suspension system is reduced, improving vehicle stability during driving; the unsprung mass of the vehicle suspension system is reduced, lowering the overall weight and impact load of the vehicle suspension system, improving ride comfort; and the overall installation volume of the vehicle suspension system is also reduced, increasing the passenger space and further enhancing ride comfort. Attached Figure Description

[0028] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0029] Figure 1 This is a structural schematic diagram of a vehicle suspension system provided in an embodiment of the present invention.

[0030] Figure 2 This is a schematic diagram of the structure of a steering knuckle provided in one embodiment of the present invention.

[0031] Figure 3 This is a partial structural schematic diagram of a vibration damping component provided in one embodiment of the present invention.

[0032] Figure 4 This is a schematic diagram of the structure of the rear lower control arm provided in one embodiment of the present invention.

[0033] Figure 5 This is a schematic diagram of the front lower control arm provided in one embodiment of the present invention.

[0034] The reference numerals in the accompanying drawings are as follows:

[0035] 100. Upper control arm assembly; 110. Front upper control arm; 120. Rear upper control arm; 200. Lower control arm assembly; 210. Rear lower control arm; 211. Mounting slot; 212. First mounting hole; 220. Front lower control arm; 300. Vibration damping assembly; 310. Damping element; 320. Rotating shaft; 330. Elastic element; 400. Steering knuckle; 410. Steering body; 420. Rear lower control arm; 421. First through hole; 430. Front lower control arm; 431. Second through hole; 440. First bushing; 450. Second bushing; 460. Front upper control arm; 461. Second mounting hole; 470. Rear upper control arm; 500. Stabilizer bar assembly; 510. Brake; 520. Rod body; 530. Fixing clamp; 600. Steering tie rod. Detailed Implementation

[0036] To make the technical problems solved, technical solutions, and beneficial effects of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this utility model and are not intended to limit this utility model.

[0037] It should be understood that the terms "upper", "lower", "left", "right", "front", "rear", "middle", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations of this utility model.

[0038] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installed," "equipped with," "sleeved / connected," "connected," etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0039] like Figure 1 As shown, one embodiment of this utility model provides a vehicle suspension system, including an upper control arm assembly 100, a lower control arm assembly 200, a damping assembly 300, and a steering knuckle 400 for mounting a hub motor; the lower control arm assembly 200 includes a rear lower control arm 210 and a front lower control arm 220; the upper end of the steering knuckle 400 is rotatably connected to the upper control arm assembly 100, and the lower end of the steering knuckle 400 is rotatably connected to the rear lower control arm 210 and the front lower control arm 220; the end of the upper control arm assembly 100 away from the steering knuckle 400, the end of the rear lower control arm 210 and the end of the front lower control arm 220 away from the steering knuckle 400 are all connected to the vehicle frame; the upper end of the damping assembly 300 is connected to the vehicle frame, and the lower end of the damping assembly 300 is rotatably mounted on the rear lower control arm 210.

[0040] In this embodiment, the vehicle suspension system can be applied in a vehicle. The end of the upper control arm assembly 100 away from the steering knuckle 400, the end of the front lower control arm 220 away from the steering knuckle 400, the end of the rear lower control arm 210 away from the steering knuckle 400, and the upper end of the damping assembly 300 are all connected to the vehicle frame; after the steering knuckle 400 is equipped with a hub motor, it connects to the wheel and drives the wheel through the hub motor.

[0041] Understandably, the axis of rotation between the steering knuckle 400 and the upper control arm assembly 100 is set approximately along the length of the vehicle, so that the upper control arm assembly 100 can provide greater support stiffness to the frame in the width and height directions of the vehicle, ensuring the roll and yaw performance of the vehicle during driving; in addition, the upper control arm assembly 100 can rotate relative to the steering knuckle 400 at a large angle (approximately ±60 degrees) with the length of the vehicle as the axis of rotation, thereby providing sufficient travel for the damping assembly 300, and thus ensuring the comfort performance of the vehicle.

[0042] Furthermore, the upper control arm assembly 100 can be rotatably mounted on the upper end of the steering knuckle 400 via a ball joint and / or bushing, allowing the steering knuckle 400 to rotate relative to the upper control arm assembly 100 at a certain angle (approximately ±20 degrees) about the vehicle's height direction. This rotation, through the connection between the wheel hub motor and the wheel, drives the wheel to rotate, thereby achieving the vehicle's steering function. The upper control arm assembly 100 can be cast or forged. The shape of the upper control arm assembly 100 can be customized according to actual conditions, as long as it can be connected between the steering knuckle 400 and the vehicle frame in the aforementioned manner without interfering with the vibration damping assembly 300. The front lower control arm 220 and the rear lower control arm 210 can be cast or forged. The cross-section of the front lower control arm 220 can be an I-beam structure, thereby reducing weight while ensuring structural strength.

[0043] The vibration damping component 300 can be either an active damping damper or a passive damping damper. The steering knuckle 400 can be a cast structural component. At least one brake caliper mounting point can be provided on the steering knuckle 400.

[0044] The hub motor is directly mounted on the steering knuckle 400 and connected to the wheel. Thus, in this embodiment, there is no need for an intermediate transmission component on the vehicle body to transmit driving force to the drive wheels; the hub motor can directly drive the wheels. Therefore, while meeting the vehicle's vibration reduction requirements (i.e., meeting the vibration reduction length of the damping component 300), compared to a four-link suspension with a higher damper mounting point, this embodiment allows the damping component 300 to be directly rotatably mounted on the rear lower control arm 210 at a lower mounting point. This reduces the vertical height and overall installation volume of the vehicle suspension system, while also reducing unsprung mass, lowering the overall weight and impact load of the vehicle suspension system, and improving vehicle stability. Furthermore, the smaller overall installation volume of the vehicle suspension system in this embodiment allows for sufficient space on the vehicle body for a larger passenger compartment, thereby improving ride comfort. For new energy vehicles, this also increases the space for the power battery, improving the vehicle's driving range. The connection method between the steering knuckle 400 and the hub motor includes, but is not limited to, one or more of the following: screw connection, snap connection, or welding, as long as a stable connection can be formed between the steering knuckle 400 and the hub motor.

[0045] In the vehicle suspension system of the above embodiment of this utility model, the steering knuckle 400 is disposed between the upper control arm assembly 100 and the lower control arm assembly 200, and the lower end of the damping assembly 300 is directly rotatably mounted on the rear lower control arm 210. In this way, while meeting the vehicle's damping requirements, compared with the four-link suspension where the damper mounting point is higher, the vertical height of the vehicle suspension system is reduced, improving the stability of the vehicle during driving; the unsprung mass of the vehicle suspension system is reduced, lowering the overall weight and impact load of the vehicle suspension system, improving the comfort of the vehicle ride; at the same time, the overall installation volume of the vehicle suspension system is reduced, relatively increasing the volume of the passenger space, and improving the comfort of the vehicle ride.

[0046] like Figure 1 and Figure 2 As shown, in one embodiment, the steering knuckle 400 includes a steering body 410 for mounting a hub motor, and a rear lower control arm 420 and a front lower control arm 430 mounted on the steering body 410 and arranged at a first preset angle; the rear lower control arm 210 is connected to the rear lower control arm 420, and the front lower control arm 220 is connected to the front lower control arm 430. Understandably, the rear lower control arm 420 and the front lower control arm 430 are arranged at the first preset angle with the vehicle's height direction as their rotation axis. The length of the rear lower control arm 210 can be set according to actual conditions. The length of the front lower control arm 220 can be set according to actual conditions. The first preset angle can be set according to actual conditions, so that the end of the rear lower control arm 210 away from the rear lower control arm 420 and the end of the front lower control arm 220 away from the front lower control arm 430 can be easily mounted on the vehicle frame, while the rear lower control arm 210 and the front lower control arm 220 can provide stable support for the vehicle frame.

[0047] In one embodiment, the length of the rear lower control arm 210 ranges from 500 to 550 mm. The length of the front lower control arm 220 ranges from 380 to 450 mm. The angle between the rear lower control arm 210 and the vehicle's length direction ranges from 0 to 60 degrees. The angle between the front lower control arm 220 and the vehicle's length direction ranges from 0 to 60 degrees. The angle between the rear lower control arm 210 and the vehicle's width direction ranges from 0 to 30 degrees. The angle between the front lower control arm 220 and the vehicle's width direction ranges from 0 to 30 degrees. The angle between the rear lower control arm 210 and the vehicle's height direction ranges from 0 to 15 degrees. The angle between the front lower control arm 220 and the vehicle's height direction ranges from 0 to 15 degrees. This allows for a reduction in the vertical height of the vehicle's suspension system while meeting the vehicle's vibration damping requirements, thereby improving vehicle stability during driving; it also reduces the overall installation volume of the vehicle's suspension system, relatively increasing the volume of the passenger space and improving ride comfort; furthermore, it can reduce unsprung mass, thereby reducing the overall weight and impact load of the vehicle's suspension system.

[0048] like Figure 1 and Figure 2 As shown, in one embodiment, the rear lower control arm 420 is provided with a first through hole 421; the steering knuckle 400 further includes a first bushing 440 passing through the first through hole 421; the rear lower control arm 210 is rotatably mounted on the rear lower control arm 420 via the first bushing 440. It can be understood that the first through hole 421 is arranged approximately along the length direction of the vehicle, thereby allowing the rear lower control arm 210 to provide greater support stiffness to the frame in the width and height directions of the vehicle, ensuring the vehicle's roll and yaw performance during driving. The first bushing 440 can be a rubber bushing, thus having a vibration damping effect. The first bushing 440 is coaxially arranged with the first through hole 421, which helps to reduce the impact load of vertical movement on the vehicle suspension system, while also improving vehicle comfort and roll performance. The rear lower control arm 210 is rotatably mounted in the first through hole 421 via the first bushing 440, allowing the steering knuckle 400 to rotate relative to the rear lower control arm 210 at a certain angle (approximately ±20 degrees) about the vehicle's height direction. This rotation, through the connection between the wheel hub motor and the wheel, drives the wheel to rotate, thus achieving the vehicle's steering function. The end of the rear lower control arm 210 furthest from the frame can be... Figure 4 The U-shaped groove shown has a shaft hole. The rear lower control arm 210 is rotatably mounted on the rear lower support arm 420 via the first bushing 440 passing through the shaft hole.

[0049] like Figure 1 and Figure 2As shown, in one embodiment, the front lower control arm 430 is provided with a second through hole 431; the steering knuckle 400 further includes a second bushing 450 passing through the second through hole 431; the front lower control arm 220 is rotatably mounted on the front lower control arm 430 via the second bushing 450. Understandably, the second through hole 431 is arranged approximately along the length direction of the vehicle, thereby allowing the front lower control arm 220 to provide greater support stiffness to the frame in the width and height directions of the vehicle, ensuring roll and yaw performance during vehicle operation; furthermore, it allows the front lower control arm 430 to rotate relative to the steering knuckle 400 at a large angle (approximately ±60 degrees) about the length direction of the vehicle, thereby providing sufficient travel for the damping assembly 300 and ensuring vehicle comfort performance. The second bushing 450 can be a rubber bushing, thus having a damping effect. The second bushing 450 is coaxially arranged with the second through hole 431, which helps to reduce the impact load of vertical movement on the vehicle suspension system, while also improving vehicle comfort and roll performance. The front lower control arm 220 is rotatably mounted in the second through hole 431 via the second bushing 450, allowing the steering knuckle 400 to rotate relative to the front lower control arm 220 at a certain angle (approximately ±20 degrees) about the vehicle's height direction. This rotation, through the connection between the wheel hub motor and the wheel, drives the wheel to rotate, thereby achieving the vehicle's steering function. The end of the front lower control arm 220 away from the frame can be... Figure 5 The U-shaped groove shown has a shaft hole. The front lower control arm 220 is rotatably mounted on the front lower support arm 430 via a second bushing 450 passing through the shaft hole.

[0050] like Figure 3 and Figure 4 As shown, in one embodiment, the damping assembly 300 includes a damping element 310 and a rotating shaft 320; the rear lower control arm 210 is provided with a mounting groove 211; the upper end of the damping element 310 is connected to the vehicle frame, and the lower end of the damping element 310 is rotatably mounted on the rear lower control arm 210 via the rotating shaft 320 passing through the mounting groove 211. It can be understood that the damping element 310 can be a damping element such as a hydraulic damper. The lower end of the damping element 310 can be a bushing corresponding to the mounting groove 211, and the damping element 310 is rotatably mounted on the rear lower control arm 210 via the bushing passing through the mounting groove 211.

[0051] like Figure 1 and Figure 4As shown, in one embodiment, the damping assembly 300 further includes an elastic element 330; the rear lower control arm 210 is provided with a first mounting hole 212; the upper end of the elastic element 330 is connected to the vehicle frame, and the lower end of the elastic element 330 is fixedly installed in the first mounting hole 212. Understandably, the elastic element 330 can be an air spring or other element that provides elasticity. The extension and retraction directions of the elastic element 330 and the damping element 310 are approximately parallel, thereby avoiding interference between them during extension and retraction. The lower end of the elastic element 330 can be a protrusion corresponding to the first mounting hole 212, and the elastic element 330 is fixedly installed in the first mounting hole 212 by the protrusion inserted into the first mounting hole 212.

[0052] like Figure 1 and Figure 2 As shown, in one embodiment, the steering knuckle 400 includes a steering body 410 for mounting a hub motor, and a front upper control arm 460 and a rear upper control arm 470 mounted on the steering body 410 and arranged at a second preset angle. The upper control arm assembly 100 includes a front upper control arm 110 connecting the front upper control arm 460 and a rear upper control arm 120 connecting the rear upper control arm 470. The ends of the front upper control arm 110 and the rear upper control arm 120 away from the front upper control arm 460 are both connected to the vehicle frame. Understandably, the cross-sections of both the front upper control arm 110 and the rear upper control arm 120 can be I-shaped, thereby reducing weight while ensuring structural strength. The rear upper control arm 470 and the front upper control arm 460 are arranged at the second preset angle, approximately about the height direction of the vehicle. The length of the rear upper control arm 120 can be set according to actual conditions. The length of the front upper control arm 110 can be set according to actual conditions. The second preset angle can be set according to actual conditions, so that the end of the rear upper control arm 120 away from the rear upper support arm 470 and the end of the front upper control arm 110 away from the front upper support arm 460 can be easily installed on the frame, while the rear lower control arm 210 and the front lower control arm 220 can provide stable support for the frame.

[0053] In one embodiment, the length of the rear upper control arm 470 ranges from 405 to 470 mm. The length of the front upper control arm 460 ranges from 380 to 440 mm. The angle between the rear upper control arm 470 and the vehicle's length direction ranges from 0 to 60 degrees. The angle between the front upper control arm 110 and the vehicle's length direction ranges from 0 to 60 degrees. The angle between the rear upper control arm 470 and the vehicle's width direction ranges from 0 to 30 degrees. The angle between the front upper control arm 110 and the vehicle's width direction ranges from 0 to 30 degrees. The angle between the rear upper control arm 470 and the vehicle's height direction ranges from 0 to 15 degrees. The angle between the front upper control arm 110 and the vehicle's height direction ranges from 0 to 15 degrees. This allows for a reduction in the vertical height of the vehicle's suspension system while meeting the vehicle's vibration damping requirements, thereby improving vehicle stability during driving; it also reduces the overall installation volume of the vehicle's suspension system, relatively increasing the volume of the passenger space and improving ride comfort; furthermore, it can reduce unsprung mass, thereby reducing the overall weight and impact load of the vehicle's suspension system.

[0054] like Figure 1 As shown, in one embodiment, the front upper control arm 460 is provided with a second mounting hole 461; the vehicle suspension system further includes a stabilizer bar assembly 500; the stabilizer bar assembly 500 includes a suspension rod 510, a rod body 520, and a retaining clip 530; one end of the suspension rod 510 is rotatably mounted in the second mounting hole 461, and the other end of the suspension rod 510 is rotatably connected to the rod body 520; the rod body 520 is mounted on the vehicle frame via the retaining clip 530. The retaining clip 530 can be fixed to the vehicle frame with screws, and the retaining clip 530 is provided with a clamping space for clamping the rod body 520. Understandably, the second mounting hole 461 is generally arranged along the length direction of the vehicle. The suspension rod 510 is generally arranged along the height direction of the vehicle, and the rod body 520 extends generally along the width direction of the vehicle. The hanger 510 and the rod body 520 can be connected by a ball joint, which helps to reduce the wire diameter of the rod body 520 and the stress at the second mounting hole 461. It also helps to reduce the size and weight of the hanger 510, thereby relatively reducing the vertical height of the vehicle suspension system, reducing the layout space of the vehicle suspension system, and thus reducing the cost of the vehicle suspension system. This ensures the performance of the vehicle suspension system and achieves the dual effect of weight reduction and cost reduction.

[0055] like Figure 1As shown, in one embodiment, the vehicle suspension system further includes a steering tie rod 600, which is rotatably connected to the steering knuckle 400 and used to drive the steering knuckle 400 to rotate relative to the lower control arm assembly 200. It is understood that the steering tie rod 600 can be rotatably connected to different positions on the steering knuckle 400 depending on the actual situation, as long as it can drive the steering knuckle 400 to rotate relative to the upper control arm assembly 100. In one embodiment, the steering tie rod 600 is rotatably connected to one end of the steering knuckle 400 away from the axis of rotation between the steering knuckle 400 and the upper control arm assembly 100, thereby increasing the lever arm for the steering tie rod 600 to drive the steering knuckle 400 to rotate, making it easier for the steering tie rod 600 to drive the steering knuckle 400 to rotate.

[0056] An embodiment of this utility model also provides a vehicle, including the aforementioned vehicle suspension system. The specific structure of the vehicle suspension system can be referred to in the above embodiments, and will not be repeated here.

[0057] In the vehicle described in the above embodiment of this utility model, the steering knuckle 400 is disposed between the upper control arm assembly 100 and the lower control arm assembly 200, and the lower end of the damping assembly 300 is directly rotatably mounted on the rear lower control arm 210. Thus, while meeting the vehicle's damping requirements, compared to a four-link suspension with a higher damper mounting point, the vertical height of the vehicle suspension system is reduced, improving the vehicle's stability during driving; the unsprung mass of the vehicle suspension system is reduced, lowering the overall weight and impact load of the vehicle suspension system, improving the comfort of the vehicle ride; at the same time, the overall installation volume of the vehicle suspension system is reduced, relatively increasing the volume of the passenger space, further improving the comfort of the vehicle ride.

[0058] The above are merely embodiments of the vehicle suspension system and vehicle of this utility model, and are not intended to limit this utility model. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A vehicle suspension system, characterized in that, It includes an upper control arm assembly, a lower control arm assembly, a damping assembly, and a steering knuckle for mounting a hub motor; the lower control arm assembly includes a rear lower control arm and a front lower control arm; the upper end of the steering knuckle is rotatably connected to the upper control arm assembly, and the lower end of the steering knuckle is rotatably connected to the rear lower control arm and the front lower control arm. The upper control arm assembly at one end away from the steering knuckle, the rear lower control arm, and the front lower control arm at one end away from the steering knuckle are all connected to the vehicle frame; the upper end of the damping assembly is connected to the vehicle frame, and the lower end of the damping assembly is rotatably mounted on the rear lower control arm.

2. The vehicle suspension system according to claim 1, characterized in that, The steering knuckle includes a steering body for mounting a hub motor, and a rear lower control arm and a front lower control arm mounted on the steering body and arranged at a first preset angle; the rear lower control arm is connected to the rear lower control arm, and the front lower control arm is connected to the front lower control arm.

3. The vehicle suspension system according to claim 2, characterized in that, The length of the rear lower control arm is in the range of 500-550mm; and / or The length of the front lower control arm is in the range of 380-450mm; and / or The angle between the rear lower control arm and the vehicle's length direction ranges from 0 to 60 degrees; the angle between the front lower control arm and the vehicle's length direction ranges from 0 to 60 degrees; and / or The angle between the rear lower control arm and the vehicle width direction ranges from 0 to 30 degrees; the angle between the front lower control arm and the vehicle width direction ranges from 0 to 30 degrees; and / or The angle between the rear lower control arm and the vehicle height direction ranges from 0 to 15 degrees; the angle between the front lower control arm and the vehicle height direction ranges from 0 to 15 degrees.

4. The vehicle suspension system according to claim 2, characterized in that, The rear lower control arm is provided with a first through hole; the steering knuckle further includes a first bushing passing through the first through hole; the rear lower control arm is rotatably mounted on the rear lower control arm via the first bushing; and / or The front lower control arm is provided with a second through hole; the steering knuckle also includes a second bushing passing through the second through hole; the front lower control arm is rotatably mounted on the front lower control arm through the second bushing.

5. The vehicle suspension system according to claim 1, characterized in that, The vibration damping assembly includes a damping element and a rotating shaft; the rear lower control arm is provided with a mounting groove; the upper end of the damping element is connected to the vehicle frame, and the lower end of the damping element is rotatably mounted on the rear lower control arm via the rotating shaft passing through the mounting groove; and / or The vibration damping assembly also includes an elastic element; the rear lower control arm is provided with a first mounting hole; the upper end of the elastic element is connected to the vehicle frame, and the lower end of the elastic element is fixedly installed in the first mounting hole.

6. The vehicle suspension system according to claim 1, characterized in that, The steering knuckle includes a steering body for mounting a hub motor, and a front upper control arm and a rear upper control arm mounted on the steering body and arranged at a second preset angle. The upper control arm assembly includes a front upper control arm connected to the front upper control arm and a rear upper control arm connected to the rear upper control arm; the end of the front upper control arm away from the front upper control arm and the end of the rear upper control arm away from the rear upper control arm are both connected to the vehicle frame.

7. The vehicle suspension system according to claim 6, characterized in that, The length of the rear upper support arm is in the range of 405-470mm; and / or The length of the upper front support arm is in the range of 380-440mm; and / or The angle between the rear upper control arm and the vehicle's length direction ranges from 0 to 60 degrees; the angle between the front upper control arm and the vehicle's length direction ranges from 0 to 60 degrees; and / or The angle between the rear upper control arm and the vehicle width direction ranges from 0 to 30 degrees; the angle between the front upper control arm and the vehicle width direction ranges from 0 to 30 degrees; and / or The angle between the rear upper control arm and the vehicle height direction ranges from 0 to 15 degrees; the angle between the front upper control arm and the vehicle height direction ranges from 0 to 15 degrees.

8. The vehicle suspension system according to claim 6, characterized in that, The front upper control arm is provided with a second mounting hole; the vehicle suspension system also includes a stabilizer bar assembly; the stabilizer bar assembly includes a suspension rod, a rod body, and a fixing clamp; one end of the suspension rod is rotatably installed in the second mounting hole, and the other end of the suspension rod is rotatably connected to the rod body; the rod body is installed on the vehicle frame through the fixing clamp.

9. The vehicle suspension system according to claim 1, characterized in that, The vehicle suspension system also includes a steering tie rod, which is rotatably connected to the steering knuckle and is used to drive the steering knuckle to rotate relative to the lower control arm assembly.

10. A vehicle, characterized in that, Includes the vehicle suspension system as described in any one of claims 1 to 9.

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