Double-wishbone suspension for vehicle and vehicle

Abstract

The utility model relates to the technical field of automobiles, and discloses a double-fork-arm suspension for a vehicle and the vehicle. The double-fork-arm suspension comprises a shock absorber, a first fork arm and a second fork arm; the shock absorber is provided with a first end and a second end, and the first end is located above the second end; the first fork arm comprises a first fork arm body and a first connecting part arranged on the first fork arm body, and the first connecting part is connected with a wheel of the vehicle; the second fork arm is located below the first fork arm and comprises a second fork arm body and a second connecting part arranged on the second fork arm body, the second fork arm body is connected with the second end, and the second connecting part is connected with a wheel of the vehicle; the second fork arm body is provided with a third connecting part and a fourth connecting part, the third connecting part and the fourth connecting part are both connected with an auxiliary frame of the vehicle, the distance between the third connecting part and the second connecting part is smaller than the distance between the fourth connecting part and the second connecting part in the front-back direction of the vehicle, and the fourth connecting part is located on the front side of the third connecting part. According to the vehicle, the vibration amplitude of the vehicle body is reduced during running.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and more particularly to a double wishbone suspension for a vehicle and the vehicle itself. Background Technology

[0002] To achieve better chassis and overall vehicle performance, suspension systems often employ multi-link independent suspension or double wishbone independent suspension. However, both of these systems require significant space for installation. Furthermore, modern automobiles utilize multi-powertrain platforms, including pure electric, hybrid, range-extended, and distributed drive systems, necessitating increasingly larger space requirements. With technological advancements, the power steering motor is now integrated with the steering gear, further encroaching on chassis space. Therefore, comprehensive chassis space planning, combined with component design, is crucial for the rational arrangement of the complex suspension, powertrain, and steering systems. Achieving a space layout that maximizes the inherent advantages of a suspension system while also providing optimal space for surrounding systems is paramount. Ensuring superior performance, sufficient structural durability and reliability, lightweight design, and cost-effectiveness are key considerations in the development of independent suspension systems.

[0003] As people's demands for driving and riding comfort increase, adopting a double wishbone independent suspension is a way to improve user comfort. Among the related technologies, how to reduce vehicle body vibration is a technical problem that urgently needs to be solved. Utility Model Content

[0004] This application provides a double wishbone suspension for a vehicle and a vehicle that reduces vehicle body vibration.

[0005] To achieve the above objectives, the main technical solutions adopted in this application include:

[0006] In a first aspect, embodiments of this application provide a double wishbone suspension for a vehicle, including a shock absorber, a first wishbone, and a second wishbone; along the vertical direction of the vehicle, the shock absorber has a first end and a second end, with the first end located above the second end; the first wishbone includes a first wishbone body and a first connecting portion disposed on the first wishbone body, the first connecting portion being connected to a wheel of the vehicle; along the vertical direction of the vehicle, the second wishbone is located below the first wishbone, the second wishbone includes a second wishbone body and a second connecting portion disposed on the second wishbone body, the second wishbone body being connected to a second end, and the second connecting portion being connected to a wheel of the vehicle; wherein, the second wishbone body has a third connecting portion and a fourth connecting portion, both the third connecting portion and the fourth connecting portion being connected to the subframe of the vehicle, and along the longitudinal direction of the vehicle, the distance between the third connecting portion and the second connecting portion is less than the distance between the fourth connecting portion and the second connecting portion, the fourth connecting portion being located in front of the third connecting portion.

[0007] The double wishbone suspension for vehicles proposed in this application embodiment has a third and fourth connecting portion of the second wishbone body that are both connected to the vehicle's subframe. Along the vehicle's longitudinal direction, the distance between the third and second connecting portions is less than the distance between the fourth and second connecting portions. The fourth connecting portion is located in front of the third connecting portion. This design allows various forces and vibrations from the wheels to be transmitted to the front of the vehicle in a more reasonable manner through the second wishbone during driving, thereby reducing vibrations on the vehicle body. The third and fourth connecting portions can disperse concentrated vibration energy, avoiding excessive vibration concentration caused by a single path transmission. This facilitates a more even distribution of vibration across the vehicle's overall structure, reducing impact stress on local structures. The vibration energy concentrated near the wheels is dispersed to more structures at the front of the vehicle, resulting in a more balanced overall vibration distribution. The vibration intensity experienced by each part is relatively reduced, improving vehicle stability and user experience.

[0008] Optionally, at least a portion of the first fork arm body is disposed around the first end.

[0009] In the above scheme, within the limited space of the vehicle, the first wishbone is arranged around the first end of the shock absorber to achieve a more compact suspension structure layout. This layout can make full use of the space around the shock absorber, making the arrangement between the various components of the suspension system more reasonable, reducing the occupation of the installation space of other components, and is conducive to the overall space planning and design of the vehicle.

[0010] Optionally, the first fork arm body includes a first part, a second part, and a third part connected in sequence. Along the longitudinal direction of the vehicle, the first part and the third part are at least partially spaced apart to form a first receiving space, and at least a portion of the first end is located in the first receiving space.

[0011] In the above scheme, the existence of the first accommodating space allows for a certain degree of flexibility between the first end of the shock absorber and the first wishbone. During vehicle operation, the wheels will move in different directions and to different degrees due to road conditions, and the first wishbone needs to swing accordingly. The first accommodating space allows the first wishbone to move freely within a certain range without being excessively constrained by the shock absorber, thereby enabling the suspension system to more accurately adapt to the movement of the wheels and improve the vehicle's handling response speed and driving stability.

[0012] Optionally, at least one of the first, second, and third parts is constructed as a hollow structure.

[0013] In the above solution, at least part of the structure of the first fork arm is designed to be hollow, which can significantly reduce the amount of material used without affecting the overall function, thereby reducing the weight of the fork arm itself and thus reducing the weight of the whole vehicle.

[0014] Optionally, the first part has a first sub-cavity, the second part has a second sub-cavity, and the third part has a third sub-cavity, with the first, second, and third sub-cavities connected in sequence.

[0015] In the above solution, by setting up multiple interconnected sub-cavities, the amount of material used can be minimized while ensuring sufficient strength and rigidity of the fork arm, thus achieving a lightweight design. This lightweight fork arm not only helps reduce the overall vehicle weight, but also improves vehicle handling and energy efficiency without compromising performance, achieving a balance between lightweight and high strength.

[0016] Optionally, the second fork arm body is connected to the second end via a mounting bracket;

[0017] The mounting bracket includes a mounting base, a first arm, and a second arm. Along the front-rear direction of the vehicle, the first arm and the second arm are respectively located on both sides of the mounting base. The first arm and the second arm are at least partially spaced apart. The mounting base is connected to the second end. The ends of the first arm and the second arm that are away from the mounting base are both connected to the second fork arm body.

[0018] In the above scheme, the first arm, the second arm, and the mounting base of the mounting bracket form a U-shaped structure, which improves space utilization and can effectively resist forces from different directions during vehicle operation, such as lateral forces and impacts from bumps, making the connection between the second wishbone and the second end more stable, ensuring the reliability of the vehicle suspension system, while also meeting the space layout requirements of the drive shaft and ensuring good rigidity and strength requirements.

[0019] Optionally, at least one of the first and second forks is constructed of aluminum alloy.

[0020] In the above scheme, both the first and second forks are integrally formed using a forged aluminum alloy process, which has good rigidity and strength performance, providing good lateral tilt support for the whole vehicle, while also having the advantage of a 40% weight reduction. When only the second fork is made of aluminum alloy and the first fork is made of steel, the overall strength is further improved on the basis of lightweight design.

[0021] Secondly, embodiments of this application provide a vehicle having a double wishbone suspension as described in the above embodiments.

[0022] The vehicle proposed in this application embodiment, having the double wishbone suspension described in the above embodiment, reduces vibration concentration and improves user experience.

[0023] Optionally, there are multiple double wishbone suspensions, including a first double wishbone suspension and a second double wishbone suspension, which are arranged opposite to each other in the left-right direction of the vehicle.

[0024] The shock absorbers of the first double wishbone suspension and the second double wishbone suspension are connected by a stabilizer bar, which is a hollow structure.

[0025] In the above solution, the fixed rod connects the shock absorbers on the left and right sides, which can transfer the force generated by the side tilt of the suspension on one side to the other side, making the force on the left and right suspensions more balanced, effectively reducing the body roll, allowing the vehicle to maintain a better posture when turning, and improving the precision and stability of handling.

[0026] Optionally, the vehicle also includes multiple bushings, which are spaced apart and fitted onto the stabilizer bar, and are vulcanized and fixed to the stabilizer bar.

[0027] In the above solution, the stabilizer bar adopts a hollow stabilizer bar structure, which has good rigidity and strength, as well as excellent lightweight capability. The stabilizer bar bushing is tightly fitted with the stabilizer bar through a vulcanization process, providing higher rigidity support, while avoiding relative slippage between the bushing and the stabilizer bar, reducing the chance of abnormal noise. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0029] Figure 1 This is a schematic diagram of the overall structure of an embodiment of this application;

[0030] Figure 2 This is a schematic diagram of the structure at the stabilizer bar in an embodiment of this application.

[0031] [Explanation of Labels in the Attached Image]

[0032] 10: First double wishbone suspension; 11: Second double wishbone suspension; 12: Stabilizer bar; 13: Bushing;

[0033] 100: Shock absorber; 110: First end; 120: Second end;

[0034] 200: First fork arm; 210: First fork arm body; 210a: First part; 210b: Second part; 210c: Third part; 210d: First receiving space; 220: First connecting part;

[0035] 300: Second fork arm; 310: Second fork arm body; 320: Second connecting part; 330: Third connecting part; 340: Fourth connecting part;

[0036] 400: Mounting bracket; 410: Mounting base; 420: First arm; 430: Second arm;

[0037] X: Left and right direction; Y: Front and back direction; Z: Vertical direction. Detailed Implementation

[0038] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0039] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms "comprising" and "having," and any variations thereof, in the description, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the description, claims, or accompanying drawings of this application are used to distinguish different objects, not to describe a specific order or hierarchy.

[0040] In this application, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described in this application can be combined with other embodiments.

[0041] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "attachment" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0042] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0043] In this application, "multiple" refers to two or more (including two), and similarly, "multiple groups" refers to two or more (including two), and "multiple pieces" refers to two or more (including two).

[0044] To achieve better chassis and overall vehicle performance, suspension systems often employ multi-link independent suspension or double wishbone independent suspension. However, both of these systems require significant space for installation. Furthermore, modern automobiles utilize multi-powertrain platforms, including pure electric, hybrid, range-extended, and distributed drive systems, necessitating increasingly larger space requirements. With technological advancements, the power steering motor is now integrated with the steering gear, further encroaching on chassis space. Therefore, comprehensive chassis space planning, combined with component design, is crucial for the rational arrangement of the complex suspension, powertrain, and steering systems. Achieving a space layout that maximizes the inherent advantages of a suspension system while also providing optimal space for surrounding systems is paramount. Ensuring superior performance, sufficient structural durability and reliability, lightweight design, and cost-effectiveness are key considerations in the development of independent suspension systems.

[0045] As people's demands for driving and riding comfort increase, adopting a double wishbone independent suspension is a way to improve user comfort. Among the related technologies, vehicle body vibration is a technical problem that urgently needs to be solved.

[0046] Therefore, in order to reduce vehicle body vibration, this application discloses a double wishbone suspension for vehicles. Please refer to... Figure 1 It includes a shock absorber 100, a first fork arm 200, and a second fork arm 300.

[0047] Along the vertical direction Z of the vehicle, the shock absorber 100 has a first end 110 and a second end 120, with the first end 110 located above the second end 120.

[0048] The layout of the shock absorber 100 can directly absorb and buffer the vertical impact force from the road surface during vehicle operation, so that when the vehicle passes through bumpy roads or undulating sections, it can more effectively reduce the vertical vibration of the vehicle body, provide a smoother driving experience for the passengers, and also help maintain the stability of the vehicle and reduce the risk of vehicle deviation or loss of control caused by vibration.

[0049] The first wishbone 200 includes a first wishbone body 210 and a first connecting portion 220 disposed on the first wishbone body 210. The first connecting portion 220 is connected to the wheel of the vehicle. It can be understood that the first wishbone 200 is connected to the wheel of the vehicle through the first connecting portion 220, which can provide stable lateral support force to the wheel when the vehicle is turned or operated, so that the wheel can be turned precisely according to the driver's intention and improve the handling performance of the vehicle.

[0050] For example, when cornering, it can effectively limit the lateral displacement of the wheels, allowing the vehicle to maintain good tracking and improving driving pleasure and safety.

[0051] Along the vertical direction Z of the vehicle, the second fork arm 300 is located below the first fork arm 200. The second fork arm 300 includes a second fork arm body 310 and a second connecting part 320 disposed on the second fork arm body 310. The second fork arm body 310 is connected to the second end 120, and the second connecting part 320 is connected to the wheel of the vehicle.

[0052] Understandably, the second wishbone 300 is located below the first wishbone 200, working together with the first wishbone 200 to connect and support the wheel. This layout increases the connection rigidity and stability between the wheel and the vehicle body, better resisting lateral forces and reducing body roll during high-speed driving or aggressive maneuvering, thus allowing the vehicle to maintain a better posture in corners.

[0053] The second wishbone body 310 has a third connecting part 330 and a fourth connecting part 340. Both the third connecting part 330 and the fourth connecting part 340 are connected to the vehicle subframe. Along the vehicle's front-rear direction Y, the distance between the third connecting part 330 and the second connecting part 320 is less than the distance between the fourth connecting part 340 and the second connecting part 320. The fourth connecting part 340 is located in front of the third connecting part 330.

[0054] Understandably, both the third connecting part 330 and the fourth connecting part 340 of the second wishbone body 310 are connected to the vehicle's subframe. Along the vehicle's longitudinal direction Y, the distance between the third connecting part 330 and the second connecting part 320 is less than the distance between the fourth connecting part 340 and the second connecting part 320. The fourth connecting part 340 is located in front of the third connecting part 330. Since the fourth connecting part 340 faces the front of the vehicle, this design allows various forces (including driving force, braking force, lateral force, etc.) and vibrations from the wheels to be transmitted to the front of the vehicle in a more reasonable way through the second wishbone 300 during vehicle operation, thereby reducing the vibration experienced by the vehicle body.

[0055] When various forces from the wheels are transmitted to the second fork arm body 310 through the second connecting part 320, some of the resulting vibrations are transmitted to the vehicle subframe along the path formed by the second connecting part 320 and the third connecting part 330, while another part of the vibrations can be transmitted to the front of the vehicle along the path formed by the second connecting part 320 and the fourth connecting part 340, reducing the vibrations transmitted to the driver's cabin, thereby improving the user experience of the driver and passengers and optimizing the vibration path.

[0056] Understandably, the vibration transmission time of the third connection, which is closer to the wheel connection point, is shorter, so the vibration is preferentially absorbed by the rigid structure of the subframe. In contrast, the vibration transmission time of the fourth connection, which is farther from the wheel connection point, is longer. The vibration waves of the two paths form a time difference during transmission, which causes the vibration energy to interfere and cancel each other at the intersection of the subframe, reducing the combined amplitude. Furthermore, the flexible deformation of other structures at the front of the vehicle dissipates the energy, further reducing the vibration of the vehicle body.

[0057] At this point, the third connecting part 330 and the fourth connecting part 340 can disperse the concentrated vibration energy, avoiding excessive vibration caused by single-path transmission. This helps the overall vehicle structure to more evenly bear and buffer vibration, reducing the impact stress on local structures. It also allows the vibration energy concentrated near the wheels to be dispersed to more structures at the front of the vehicle, making the overall vibration distribution of the vehicle more balanced. The vibration intensity borne by each part will be relatively reduced, improving vehicle and driving stability and user experience.

[0058] In addition, the front of the vehicle includes various structural components such as the engine compartment frame and the front bulkhead, which have a certain degree of rigidity and strength. When vibrations are transmitted, they can work together to bear and disperse the vibrations, making the entire front of the vehicle a relatively large vibration absorber. Compared to the suspension components near the wheels bearing the vibrations alone, this can more effectively reduce the amplitude of local vibrations.

[0059] Meanwhile, many components in the front of the vehicle, such as the sound insulation material in the engine compartment and the sealing strips on the body, have certain damping characteristics. Damping materials can dissipate vibration energy by converting it into other forms of energy, such as heat. When vibration is transmitted to the front of the vehicle, these damping materials absorb some of the vibration energy, thereby reducing the propagation and reflection of vibration and mitigating it.

[0060] In other embodiments, please refer to Figure 1 At least a portion of the first fork arm body 210 is arranged around the first end 110.

[0061] Understandably, within the limited space of a vehicle, the arrangement of the first wishbone 200 surrounding the first end 110 of the shock absorber 100 can achieve a more compact suspension structure layout. This layout can make full use of the space around the shock absorber 100, making the arrangement between the various components of the suspension system more reasonable, reducing the occupation of installation space for other components, and facilitating the overall space planning and design of the vehicle.

[0062] When the entire body of the first fork arm 200 surrounds the first end 110, the layout compactness of the first fork arm 200 and the shock absorber 100 is further improved.

[0063] In other embodiments, please refer to Figure 1 The first fork arm body 210 includes a first part 210a, a second part 210b and a third part 210c connected in sequence. Along the front-rear direction Y of the vehicle, the first part 210a and the third part 210c are at least partially spaced apart to form a first receiving space 210d. At least a portion of the first end 110 is located in the first receiving space 210d.

[0064] Understandably, the existence of the first accommodating space 210d allows for a certain degree of flexibility between the first end 110 of the shock absorber 100 and the first wishbone 200. During vehicle operation, the wheels will move in different directions and to different degrees depending on the road conditions, and the first wishbone 200 needs to swing accordingly. The first accommodating space 210d allows the first wishbone 200 to move freely within a certain range without being excessively constrained by the shock absorber 100, thereby enabling the suspension system to more accurately adapt to the movement of the wheels and improve the vehicle's handling response speed and driving stability.

[0065] The vehicle's suspension system contains multiple components, each with its own motion trajectory and space requirements during operation. The first accommodating space 210d provides a dedicated position for the first end 110 of the shock absorber 100, preventing the first wishbone 200 from interfering with or colliding with other parts of the shock absorber 100 and other surrounding components (such as the braking system and steering system) during movement, thereby improving overall reliability.

[0066] Understandably, this solution compactly arranges the complex double wishbone independent suspension, occupies little space, achieves high-density functional integration, and is adaptable to front-wheel drive, rear-wheel drive and four-wheel drive power layouts, as well as the power layout and space requirements of electric vehicles. It is suitable for hybrid power layouts and for range-extended power and distributed drive systems, giving the vehicle better driving and driving performance.

[0067] In other embodiments, please refer to Figure 1 At least one of the first part 210a, the second part 210b and the third part 210c is constructed as a hollow structure.

[0068] It is understandable that designing at least part of the structure of the first fork arm 200 as hollow can significantly reduce the amount of material used without affecting the overall function, thereby reducing the weight of the fork arm itself and thus reducing the weight of the whole vehicle.

[0069] As an example, the hollow structure adopts the upper and lower stamping and welding method to form a complete closed cavity, which makes the first fork arm 200 lighter in overall weight, simpler in process, more cost-effective, more efficient in manufacturing, and has a higher yield rate. It also has good rigidity and strength performance, providing good lateral tilt support for the whole vehicle.

[0070] In other embodiments, please refer to Figure 1 The first part 210a has a first sub-cavity inside, the second part 210b has a second sub-cavity inside, and the third part 210c has a third sub-cavity inside. The first sub-cavity, the second sub-cavity, and the third sub-cavity are connected in sequence.

[0071] Understandably, this interconnected structure allows stress to be evenly distributed across the areas covered by the three sub-cavities, preventing stress concentration in localized areas. This enhances the overall strength and stability of the fork arm and reduces the risk of deformation or damage due to excessive localized stress.

[0072] By incorporating multiple interconnected sub-cavities, the fork arm achieves sufficient strength and rigidity while minimizing material usage, thus realizing a lightweight design. This lightweight fork arm not only helps reduce the overall vehicle weight but also improves handling and energy efficiency without compromising performance, achieving a balance between lightweight design and high strength.

[0073] In other embodiments, please refer to Figure 1 The second fork arm body 310 is connected to the second end 120 via a mounting bracket;

[0074] The mounting bracket includes a mounting base 410, a first arm 420, and a second arm 430. Along the vehicle's longitudinal direction Y, the first arm 420 and the second arm 430 are respectively disposed on both sides of the mounting base 410. The first arm 420 and the second arm 430 are at least partially spaced apart. It can be understood that along the vehicle's longitudinal direction Y, the first arm 420 and the second arm 430 are respectively disposed on both sides of the mounting base 410 with a gap. This layout can better adapt to the spatial structure of the vehicle chassis, and can reasonably arrange the second fork arm 300, the mounting bracket, and other chassis components, such as the drive shaft, within a limited space, reducing the probability of interference with other components, making the space utilization of the vehicle chassis more efficient, and benefiting the overall layout design of the vehicle.

[0075] Mounting base 410 is connected to the second end 120. The end of the first arm 420 away from mounting base 410 and the end of the second arm 430 away from mounting base 410 are both connected to the second fork arm body 310. It can be understood that when the second fork arm 300 is subjected to external force, the force can be dispersed to mounting base 410 through the first arm 420 and the second arm 430, and then transmitted to the second end 120, avoiding stress concentration at a certain point or part, thereby improving the strength and durability of the entire connection structure.

[0076] In the above scheme, the first arm 420, the second arm 430 and the mounting base 410 of the mounting bracket form a U-shaped structure, which improves the space utilization rate and can effectively resist forces from different directions during vehicle operation, such as lateral forces and impacts from bumps, making the connection between the second wishbone 300 and the second end 120 more stable, ensuring the reliability of the vehicle suspension system, while also meeting the space layout requirements of the drive shaft, and ensuring good rigidity and strength requirements.

[0077] In other embodiments, at least one of the first fork arm 200 and the second fork arm 300 is constructed of aluminum alloy.

[0078] In the above scheme, both the first fork arm 200 and the second fork arm 300 are integrally formed using a forged aluminum alloy process, which has good rigidity and strength performance, provides good lateral tilt support for the whole vehicle, and has the advantage of reducing weight by 40%.

[0079] As an example, when only the second fork arm 300 is constructed of aluminum alloy and the first fork arm 200 is constructed of steel, the overall strength is further improved on the basis of lightweight design.

[0080] In other embodiments, this application provides a vehicle having a double wishbone suspension as described in any of the above embodiments.

[0081] The vehicle proposed in this application embodiment, having the double wishbone suspension described in any of the above embodiments, reduces vibration concentration and improves user experience.

[0082] In other embodiments, please refer to Figure 2 There are multiple double wishbone suspensions, including a first double wishbone suspension 10 and a second double wishbone suspension 11. The first double wishbone suspension 10 and the second double wishbone suspension 11 are arranged opposite each other in the left-right direction X of the vehicle.

[0083] The shock absorber 100 of the first double wishbone suspension 10 and the shock absorber 100 of the second double wishbone suspension 11 are connected by a stabilizer bar 12, which is a hollow structure.

[0084] Understandably, when a vehicle turns, centrifugal force causes the body to tilt. The stabilizer bar 12 connects the shock absorbers 100 on the left and right sides, which can transfer the force generated by the tilt of one side of the suspension to the other side, making the force on the left and right suspensions more balanced, effectively reducing the body tilt, allowing the vehicle to maintain a better posture when turning, improving the precision and stability of handling, and enabling the driver to control the vehicle's direction more accurately, thus improving the user experience.

[0085] In addition, compared with a solid structure, the hollow structure of the stabilizer bar 12 can significantly reduce the amount of material used while ensuring sufficient strength and rigidity, thereby reducing the vehicle weight.

[0086] In other embodiments, please refer to Figure 2 The vehicle also includes multiple bushings 13, which are spaced apart and fitted onto the stabilizer bar 12. The multiple bushings 13 are vulcanized and fixed to the stabilizer bar 12.

[0087] In the above scheme, the stabilizer bar 12 adopts a hollow stabilizer bar structure, which has good rigidity and strength, and also has excellent lightweight capability (lightweight by about 40%). The bushing 13 is tightly fitted with the stabilizer bar 12 through a vulcanization process, providing higher rigidity support, while avoiding relative slippage between the bushing 13 and the stabilizer bar 12, reducing the probability of abnormal noise.

[0088] In one specific embodiment, the shock absorber 100 includes an integrated shock absorber, buffer block, spring and other components, which occupy little space and have a compact layout, freeing up more space in the front compartment of the vehicle to accommodate the arrangement of other components.

[0089] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0090] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to interchangeably. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0091] The above description is merely an embodiment of this application and is not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

[0092] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A double wishbone suspension for vehicles, characterized in that, include: A shock absorber, along the vertical direction of the vehicle, the shock absorber having a first end and a second end, the first end being located above the second end; The first fork arm includes a first fork arm body and a first connecting portion disposed on the first fork arm body, the first connecting portion being connected to the wheel of the vehicle; The second fork arm is located below the first fork arm along the vertical direction of the vehicle. The second fork arm includes a second fork arm body and a second connecting portion disposed on the second fork arm body. The second fork arm body is connected to the second end, and the second connecting portion is connected to the wheel of the vehicle. The second fork arm body has a third connecting part and a fourth connecting part, both of which are connected to the subframe of the vehicle. Along the front-rear direction of the vehicle, the distance between the third connecting part and the second connecting part is less than the distance between the fourth connecting part and the second connecting part, and the fourth connecting part is located in front of the third connecting part.

2. The double wishbone suspension according to claim 1, characterized in that, At least a portion of the first fork arm body is disposed around the first end.

3. The double wishbone suspension according to claim 2, characterized in that, The first fork arm body includes a first part, a second part, and a third part connected in sequence. Along the longitudinal direction of the vehicle, the first part and the third part are at least partially spaced apart to form a first receiving space, and at least a portion of the first end is located in the first receiving space.

4. The double wishbone suspension according to claim 3, characterized in that, At least one of the first part, the second part, and the third part is constructed as a hollow structure.

5. The double wishbone suspension according to claim 4, characterized in that, The first part has a first sub-cavity, the second part has a second sub-cavity, and the third part has a third sub-cavity, and the first sub-cavity, the second sub-cavity, and the third sub-cavity are connected in sequence.

6. The double wishbone suspension according to claim 1, characterized in that, The second fork arm body is connected to the second end via a mounting bracket; The mounting bracket includes a mounting base, a first arm, and a second arm. Along the front-rear direction of the vehicle, the first arm and the second arm are respectively disposed on both sides of the mounting base. The first arm and the second arm are at least partially spaced apart. The mounting base is connected to the second end. The end of the first arm away from the mounting base and the end of the second arm away from the mounting base are both connected to the second fork arm body.

7. The double wishbone suspension according to claim 1, characterized in that, At least one of the first fork arm and the second fork arm is constructed of aluminum alloy.

8. A vehicle, characterized in that, It has a double wishbone suspension as described in any one of claims 1 to 7.

9. The vehicle according to claim 8, characterized in that, The double wishbone suspension is multiple, and the multiple double wishbone suspensions include a first double wishbone suspension and a second double wishbone suspension. The first double wishbone suspension and the second double wishbone suspension are arranged opposite each other in the left-right direction of the vehicle. The shock absorber of the first double wishbone suspension is connected to the shock absorber of the second double wishbone suspension via a stabilizer bar, which is a hollow structure.

10. The vehicle according to claim 9, characterized in that, The vehicle also includes a plurality of bushings, which are spaced apart and fitted onto the stabilizer bar, and are vulcanized and fixed to the stabilizer bar.

Images