Suspension device and vehicle

Abstract

The utility model relates to a suspension device and a vehicle, the suspension device comprises a motor, a connecting rod assembly and a torque limiter, the motor is used for being installed on a vehicle body, the motor is provided with an output shaft, the connecting rod assembly is provided with a first end and a second end, the first end is used for being connected with a hub, and the second end is connected with the output shaft through the torque limiter; the torque limiter has a working state and a protection state, in the working state, the torque limiter can conduct torque transmission between the second end and the output shaft, and in the protection state, the torque limiter disconnects torque transmission between the second end and the output shaft. Therefore, transmission of the torque can be stopped when the torque does not need to be transmitted to the output shaft, so that the motor is protected, and the service life of the motor is prolonged.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a suspension system and a vehicle. Background Technology

[0002] As a system connecting the wheel hubs and the vehicle body, the suspension system plays a crucial role in supporting the vehicle body and mitigating road impacts. To achieve these two functions, the suspension system requires both shock absorber stiffness and damping capabilities. Simultaneously, to achieve high vehicle passability, shock absorbers with adjustable suspension height—i.e., active suspension—are needed. In addition to the shock absorbers, the suspension system also requires a height-adjusting actuator. Rotary electric motors, due to their technological stability, are often used as actuators in active suspensions. A two-link rocker arm mechanism can convert rotational motion into linear motion.

[0003] In related technologies, the two-link rocker arm mechanism is rigidly connected to the motor. When the road surface excitation is too large, the link will transmit a torque to the motor that exceeds the motor's allowable range, which can easily damage the motor. Utility Model Content

[0004] This application provides a suspension device that addresses the problem in related technologies where the two-link rocker arm mechanism and the motor are rigidly connected. Excessive road surface excitation can cause the linkage to transmit torque exceeding the motor's allowable range, potentially damaging the motor.

[0005] To achieve the above objectives, according to a first aspect of this application, a suspension device is provided, comprising:

[0006] An electric motor for mounting on a vehicle body, the motor having an output shaft;

[0007] A connecting rod assembly having a first end and a second end, the first end being used for connection to a wheel hub;

[0008] A torque limiter is provided, wherein the second end is connected to the output shaft via the torque limiter. The torque limiter has an operating state and a protection state. In the operating state, the torque limiter is capable of transmitting torque between the second end and the output shaft. In the protection state, the torque limiter disconnects the torque transmission between the second end and the output shaft.

[0009] Optionally, a mounting hole is formed at the second end;

[0010] The torque limiter is installed in the mounting hole. The torque limiter includes a first limiting part and a second limiting part. The first limiting part and the second limiting part are in frictional contact. The first limiting part is connected to the inner sidewall of the mounting hole, and the second limiting part is connected to the output shaft.

[0011] In the working state, the first limiting part is stationary relative to the second limiting part, and in the protection state, the first limiting part rotates relative to the second limiting part.

[0012] Optionally, the inner wall of the mounting hole is provided with a first internal spline;

[0013] The first limiting part is provided with a first external spline, which is connected to the first internal spline.

[0014] Optionally, the output shaft is provided with a second external spline;

[0015] The second limiting part is provided with a second internal spline, which is connected to the second external spline.

[0016] Optionally, the first limiting part includes a plurality of first friction rings spaced apart along the axial direction of the mounting hole, wherein the outer sidewall of each first friction ring is connected to the inner sidewall of the mounting hole;

[0017] The plurality of second limiting portions include a plurality of second friction rings spaced apart along the axial direction of the mounting hole, the inner sidewalls of the plurality of second friction rings being connected to the outer sidewall of the output shaft, and the plurality of second friction rings and the plurality of first friction rings being alternately stacked.

[0018] Optionally, it further includes an adjusting part, wherein the adjusting part is provided on at least one of the opposite sides of the first limiting part and the second limiting part, the adjusting part is mounted on the second end, the adjusting part has a pressing end, the pressing end is used to connect with one of the first limiting part and the second limiting part to adjust the pressing force of one of the first limiting part and the second limiting part acting on the other of the first limiting part and the second limiting part.

[0019] Optionally, the inner wall of the mounting hole is provided with an internal thread;

[0020] The adjusting part is provided with an external thread, and the adjusting part is at least partially installed in the mounting hole, and the external thread is threadedly connected to the internal thread.

[0021] Optionally, the internal thread includes a first internal thread segment and a second internal thread segment, the second internal thread segment being disposed adjacent to the periphery of the mounting hole, and the inner diameter of the first internal thread segment being smaller than the inner diameter of the second internal thread segment.

[0022] The external thread includes a first external thread segment and a second external thread segment, wherein the first external thread segment is connected to the first internal thread segment, and the second external thread segment is connected to the second internal thread segment.

[0023] Optionally, the adjusting part includes a first adjusting block and a second adjusting block that are separately arranged, the first adjusting block being provided with the first external thread section, and the second adjusting block being provided with the second external thread section.

[0024] Optionally, it further includes a first limiting part, which is disposed in the mounting hole and located on the side of the first limiting part away from the second limiting part. The first limiting part is used to restrict the first limiting part from moving away from the second limiting part.

[0025] Optionally, the first limiting part and the first restricting part rub against each other.

[0026] Optionally, it further includes a second limiting part, which is disposed in the mounting hole and located on the side of the second limiting part away from the first limiting part. The second limiting part is used to restrict the movement of the second limiting part away from the first limiting part.

[0027] Optionally, the second limiting portion and the second restricting portion rub against each other.

[0028] Optionally, the second limiting portion is elastically connected to the second restricting portion to apply an elastic force toward the first restricting portion to the second restricting portion.

[0029] Optionally, the linkage assembly includes a first link and a second link, one end of the first link and one end of the second link are hinged together, the other end of the first link forms the first end, and the other end of the second link forms the second end.

[0030] According to a second aspect of this application, a vehicle is provided, comprising:

[0031] Body;

[0032] Wheel hubs, mounted on the vehicle body;

[0033] As described in any of the above suspension devices, the motor is mounted on the vehicle body, and the second end is connected to the wheel hub.

[0034] In the technical solution of this application, the first end of the connecting rod assembly is connected to the wheel hub, and the second end of the connecting rod assembly is connected to the output shaft via a torque limiter. When the torque limiter is in the working state, the torque at the second end can be transmitted to the output shaft through the torque limiter, ensuring that the suspension device can work normally. When the torque limiter is in the protected state, the torque at the second end will not be able to be transmitted to the output shaft through the torque limiter, realizing that torque transmission can be stopped when it is not necessary to transmit torque to the output shaft, thereby protecting the motor and improving the service life of the motor.

[0035] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0036] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0037] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0038] Figure 1 This is a schematic diagram of the suspension device disclosed herein;

[0039] Figure 2 yes Figure 1 The diagram shown is a magnified view of part A.

[0040] Figure 3 yes Figure 1 A partial structural schematic diagram of the suspension device shown;

[0041] Figure 4 yes Figure 3 A cross-sectional view at point AA is shown.

[0042] Figure 5 yes Figure 4 A magnified view of part B shown.

[0043] Explanation of reference numerals in the attached figures:

[0044] 10. Suspension device; 1. Motor; 11. Output shaft; 2. Linkage assembly; 21. First end; 22. Second end; 23. First link; 24. Second link; 221. Mounting hole; 3. Torque limiter; 31. First limiting part; 311. First friction ring; 32. Second limiting part; 321. Second friction ring; 41. First internal spline; 42. First external spline; 51. Second external spline; 52. Second internal spline; 6. Adjusting part; 61. First adjusting block; 62. Second adjusting block; 7. Internal thread; 71. First internal thread segment; 72. Second internal thread segment; 8. External thread; 81. First external thread segment; 82. Second external thread segment; 9. First limiting part; 91. Annular protrusion; 92. First limiting block; 921. First limiting segment; 922. Second limiting segment; 101. Second limiting part. Detailed Implementation

[0045] 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 a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0046] This application provides a suspension device; please refer to [link / reference]. Figures 1 to 3 , Figure 1 This is a schematic diagram of the suspension device disclosed herein; Figure 2 yes Figure 1 The diagram shown is a magnified view of part A. Figure 3 yes Figure 1 The diagram shows a partial structural schematic of the suspension system.

[0047] The suspension device 10 includes a motor 1, a linkage assembly 2, and a torque limiter 3.

[0048] Motor 1 is used for mounting on the vehicle body, and motor 1 has an output shaft 11. It should be noted that the specific type of motor 1 can be selected as needed. For example, motor 1 can be a servo motor 1, a stepper motor 1, a permanent magnet synchronous motor 1, or an AC asynchronous motor 1, etc. Specifically, this application does not limit this.

[0049] The connecting rod assembly 2 has a first end 21 and a second end 22, the first end 21 being used to connect to a wheel hub. It should be noted that the method of connecting the first end 21 to the wheel hub can be selected as needed; for example, the first end 21 can be fixed to the wheel hub by bolts, pins, or welding. Specifically, this application does not limit this.

[0050] The second end 22 is connected to the output shaft 11 via a torque limiter 3. Specifically, the method by which the second end 22 is connected to the output shaft 11 via the torque limiter 3 can be selected as needed. For example, in one embodiment, the second end 22 and the torque limiter 3 can be connected by bolts, pins, splines, or welding. Correspondingly, the output shaft 11 and the torque limiter 3 can be connected by bolts, pins, splines, or welding. Specifically, this application does not limit this aspect.

[0051] The torque limiter 3 has an operating state and a protection state. In the operating state, the torque limiter 3 enables torque transmission between the second end 22 and the output shaft 11. Thus, the torque output from the second output end can be transmitted to the output shaft 11 via the torque limiter 3, or the torque output from the output shaft 11 can be transmitted to the second end 22 via the torque limiter 3. In the protection state, the torque limiter 3 disconnects the torque transmission between the second end 22 and the output shaft 11. Thus, the torque output from the second output end cannot be transmitted to the output shaft 11 via the torque limiter 3, or the torque output from the output shaft 11 cannot be transmitted to the second end 22 via the torque limiter 3.

[0052] In the technical solution of this application, the first end 21 of the connecting rod assembly 2 is connected to the wheel hub, and the second end 22 of the connecting rod assembly 2 is connected to the output shaft 11 via a torque limiter 3. When the torque limiter 3 is in the working state, the torque of the second end 22 can be transmitted to the output shaft 11 through the torque limiter 3, ensuring that the suspension device can work normally. When the torque limiter 3 is in the protected state, the torque of the second end 22 will not be able to be transmitted to the output shaft 11 through the torque limiter 3, realizing that the transmission of torque can be stopped when it is not necessary to transmit torque to the output shaft 11, thereby protecting the motor 1 and improving the service life of the motor 1.

[0053] Reference Figure 2 In some embodiments, the second end 22 has a mounting hole 221, and the torque limiter 3 is installed in the mounting hole 221. This design makes the entire suspension device 10 more compact and improves space utilization. The torque limiter 3 includes a first limiting part 31 and a second limiting part 32, which are in frictional contact. This allows the first and second limiting parts 31 and 32 to move synchronously when there is static friction, thus enabling torque transmission. When there is dynamic friction, the first and second limiting parts 31 and 32 will move relative to each other, preventing torque transmission. The frictional contact design allows the torque limiter 3 to respond quickly and disconnect or limit torque transmission during overload, which helps reduce damage to the motor 1 and other mechanical components caused by overload.

[0054] The first limiting part 31 is connected to the inner wall of the mounting hole 221. This fixing method ensures the stability of the torque limiter 3 on the connecting rod assembly 2. During vehicle operation, even when subjected to vibration and impact, the torque limiter 3 maintains its position, thus guaranteeing the reliability of torque transmission.

[0055] It should be noted that the connection method between the first limiting part 31 and the inner wall of the mounting hole 221 can be selected as needed. For example, the first limiting part 31 and the inner wall of the mounting hole 221 can be fixed by welding, bolt connection, pin connection, or spline structure connection, etc. Specifically, this application does not limit the connection method between the first limiting part 31 and the inner wall of the mounting hole 221.

[0056] The second limiting part 32 is connected to the output shaft 11. Specifically, the connection method between the second limiting part 32 and the output shaft 11 can be selected as needed. For example, the second limiting part 32 and the output shaft 11 can be fixed by welding, bolt connection, pin connection, or spline structure connection, etc. Specifically, this application does not limit the connection method between the second limiting part 32 and the output shaft 11.

[0057] In the operating state, the first limiting part 31 is stationary relative to the second limiting part 32. This results in static friction between the first limiting part 31 and the second limiting part 32, meaning there is no relative sliding or rotation between them. Therefore, torque can be efficiently transmitted from the second end 22 of the connecting rod assembly 2 to the output shaft 11 of the motor 1 via the torque limiter 3. In the protection state, the first limiting part 31 rotates relative to the second limiting part 32. This results in dynamic friction between the first limiting part 31 and the second limiting part 32, preventing torque transmission between them, thus preventing damage to the motor 1 due to overload and improving the service life of the motor 1.

[0058] It should be noted that the frictional contact design between the first limiting part 31 and the second limiting part 32 enables the torque limiter 3 to precisely control the torque limit. By adjusting parameters such as the friction coefficient and contact pressure, different torque limits can be set to adapt to different application scenarios and needs.

[0059] Combination Figure 4 and Figure 5 , Figure 4 yes Figure 3 A cross-sectional view at point AA is shown. Figure 5 yes Figure 4The diagram shows a partially enlarged view at point B. In some embodiments, the inner wall of the mounting hole 221 is provided with a first internal spline 41, and the first limiting part 31 is provided with a first external spline 42, which is connected to the first internal spline 41. This spline connection structure improves the high-strength connection between the inner wall of the mounting hole 221 and the first limiting part 31. The spline connection structure ensures that the connection between the inner wall of the mounting hole 221 and the first limiting part 31 will not loosen or fall off when the torque limiter 3 is subjected to large torques, thereby ensuring the stability and reliability of the suspension device 10. During vehicle operation, the suspension device 10 is subjected to various vibrations and impacts. Due to its multi-tooth meshing characteristics, the spline connection structure can better resist these vibrations and impacts, maintaining connection stability. The spline connection structure allows torque to be evenly distributed across multiple key teeth, avoiding localized stress concentration. This uniform torque distribution helps improve torque transmission efficiency and reduce energy loss. The spline connection structure provides accurate positioning during installation, ensuring that the torque limiter 3 is correctly installed in the mounting hole 221 of the connecting rod assembly 2. This helps simplify the installation process and improve installation efficiency. When maintenance or replacement of the torque limiter 3 is required, the spline connection structure makes the disassembly process easier.

[0060] In some embodiments, the output shaft 11 is provided with a second external spline 51, and the second limiting portion 32 is provided with a second internal spline 52, which is connected to the second external spline 51. This achieves a spline connection between the second limiting portion 32 and the output shaft 11. The spline connection structure has a higher torque carrying capacity, ensuring that torque can be efficiently and stably transmitted from the output shaft 11 to the second limiting portion 32 of the torque limiter 3. The multiple key teeth of the spline connection structure can evenly distribute the load, avoiding local stress concentration, thereby reducing the risk of material fatigue and fracture at the connection due to stress concentration. This helps extend the service life of the output shaft 11 and the torque limiter 3. The spline connection structure provides precise alignment during assembly, ensuring coaxiality between the output shaft 11 and the second limiting portion 32 of the torque limiter 3. This precise alignment helps reduce vibration and noise, improving the smoothness of the suspension device 10's operation. The spline connection structure is simple and easy to install. The connection between the output shaft 11 and the torque limiter 3 is completed by aligning and inserting the second internal spline 52 and the second external spline 51. This quick installation method helps improve production efficiency. When maintenance or replacement of the torque limiter 3 is required, the spline connection structure makes the disassembly process easier.

[0061] Reference Figure 5In some embodiments, the first limiting part 31 includes a plurality of first friction rings 311 spaced axially along the mounting hole 221, with the outer sidewall of each first friction ring 311 connected to the inner sidewall of the mounting hole 221. A plurality of second limiting parts 32 include a plurality of second friction rings 321 spaced axially along the mounting hole 221, with the inner sidewall of each second friction ring 321 connected to the outer sidewall of the output shaft 11. The plurality of second friction rings 321 and the plurality of first friction rings 311 are alternately stacked. This alternating stacking of the first friction rings 311 and the second friction rings 321 significantly increases the friction contact area, allowing more friction surfaces to participate in the torque transmission process, thereby improving the stability and reliability of torque transmission. The alternating stacking structure helps to disperse stress concentration and prevent damage to a single friction surface due to excessive stress. This design improves the load-bearing capacity and durability of the entire torque limiter 3. The alternating stacking structure ensures that the wear on each friction ring is relatively uniform, extending the service life of the entire torque limiter 3. The alternating stacking of multiple first friction rings 311 and multiple second friction rings 321 allows for individual replacement of the first friction rings 311 and the second friction rings 321, thus reducing maintenance costs and time. The alternating stacking of the first friction rings 311 and multiple second friction rings 321 also gives the torque limiter 3 the advantages of a compact structure and small footprint.

[0062] Continue to refer to Figure 5 In some embodiments, the suspension device 10 further includes an adjustment section 6. The adjustment section 6 is provided on at least one of the opposite sides of the first limiting part 31 and the second limiting part 32. The adjustment section 6 is mounted on the second end 22 and has a clamping end for connecting with one of the first limiting part 31 and the second limiting part 32 to adjust the clamping force exerted by one of the first limiting part 31 and the second limiting part 32 on the other. Thus, the clamping force between the first limiting part 31 and the second limiting part 32 can be flexibly adjusted through the adjustment section 6. This adjustment directly affects the friction between them, thereby allowing precise control of the torque limiter 3's torque limit value. The introduction of the adjustment section 6 makes the torque limit setting more precise. By fine-tuning the clamping force, it can be ensured that the torque limiter 3 accurately operates when the preset torque limit value is reached, avoiding premature or late torque limiting, thereby improving the performance and safety of the suspension device 10. The design of the adjustment section 6 allows the suspension device 10 to adapt to different application scenarios. For example, the clamping force can be increased in scenarios requiring higher torque transmission capability, while it can be decreased in scenarios requiring more sensitive torque limiting response. Furthermore, if vehicle operating conditions or performance requirements change, the torque limit can be easily adjusted via the adjustment unit 6 without replacing the entire torque limiter 3 or suspension system 10. This reduces maintenance costs and time, and improves the adjustability and maintainability of the suspension system 10.

[0063] It should be noted that the type of adjustment unit 6 can be selected as needed. For example, in some embodiments, the adjustment unit 6 may include a cylinder, a hydraulic cylinder, an electric actuator, or a linear motor 1, etc. Specifically, this application does not limit the type of adjustment unit 6.

[0064] In some embodiments, the inner wall of the mounting hole 221 is provided with an internal thread 7, and the adjusting part 6 is provided with an external thread 8. The adjusting part 6 is at least partially installed in the mounting hole 221, and the external thread 8 is threadedly connected to the internal thread 7. Thus, the threaded connection has high fitting accuracy. By rotating the adjusting part 6, its axial position within the mounting hole 221 can be precisely controlled, thereby accurately adjusting the clamping force between the first limiting part 31 and the second limiting part 32. This high-precision adjustment helps ensure the accuracy of the torque limit value, meeting torque requirements under different operating conditions. The threaded connection has self-locking properties, maintaining a stable connection state after adjustment and preventing loosening due to vibration or external forces. This helps ensure the suspension device 10 maintains stable performance during long-term use. The threaded connection structure is compact, requiring no additional connecting parts or space, helping to reduce the overall size of the suspension device 10 and improve space utilization. The adjusting part 6 can be installed in the mounting hole 221 by rotating it, making operation simple and quick, which helps reduce assembly difficulty and time costs. When maintenance or replacement of the adjusting part 6 is required, it can be removed from the mounting hole 221 simply by rotating it in the opposite direction. This disassembly method is convenient and quick, helping to reduce maintenance time and costs. During use, if the torque limit needs adjustment, it can be achieved simply by rotating the adjusting part 6. This ease of adjustment allows the suspension device 10 to adapt to different operating conditions and requirements. The threaded connection has high connection strength and reliability, capable of withstanding large torques and vibrations, which helps ensure the stability and durability of the suspension device 10 under harsh operating conditions. The threaded connection structure is simple, requiring no additional connecting parts or complex processing techniques, which helps reduce material costs.

[0065] Reference Figure 5In some embodiments, the internal thread 7 includes a first internal thread segment 71 and a second internal thread segment 72, with the second internal thread segment 72 located adjacent to the periphery of the mounting hole 221. The inner diameter of the first internal thread segment 71 is smaller than the inner diameter of the second internal thread segment 72. The external thread 8 includes a first external thread segment 81 and a second external thread segment 82, with the first external thread segment 81 connected to the first internal thread segment 71, and the second external thread segment 82 connected to the second internal thread segment 72. Thus, the segmented threaded connection, through the engagement of thread segments with different inner diameters, increases the complexity and tightness of the connection, helping to prevent the adjusting part 6 from loosening or falling off under vibration or external force, thereby improving the reliability of the suspension device 10. When maintenance or replacement of the adjusting part 6 is required, the segmented threaded connection structure simplifies the disassembly and installation process. Maintenance or replacement can be completed simply by rotating the adjusting part 6 to disengage or engage with the corresponding internal thread segment 7. This helps reduce maintenance costs and time costs.

[0066] In some embodiments, the adjustment unit 6 includes a first adjustment block 61 and a second adjustment block 62 that are separately configured. The first adjustment block 61 is provided with a first external thread section 81, and the second adjustment block 62 is provided with a second external thread section 82. Thus, the first adjustment block 61 and the second adjustment block 62 are separately configured, allowing them to be adjusted independently, simplifying operation. When the first adjustment block 61 or the second adjustment block 62 becomes worn or damaged, the damaged adjustment block can be disassembled and replaced individually without replacing the entire adjustment unit 6 or the suspension device 10. This design reduces maintenance costs and time, and improves the maintainability of the suspension device 10. By distributing the threaded connection into the first adjustment block 61 and the second adjustment block 62, when the vehicle is traveling on bumpy roads, the first adjustment block 61 and the second adjustment block 62 can bear different stresses respectively, reducing the possibility of loosening due to excessive stress on a single threaded section. The first external thread section 81 and the second external thread section 82 respectively mate with the internal thread section 7 in the mounting hole 221, forming a double-segment threaded connection. This design increases the friction of the threaded connection and improves self-locking, thereby effectively preventing the adjustment part 6 from loosening under vibration or external force.

[0067] It should be noted that the thread structures of the first external thread section 81 and the second external thread section 82 can be the same or different; specifically, this application does not limit this. In some embodiments, when the threads of the first external thread section 81 and the second external thread section 82 have opposite directions of rotation, even if one of the first adjusting block 61 and the second adjusting block 62 has a slight tendency to rotate due to vibration, the other adjusting block will counteract this tendency due to its opposite direction of rotation, thereby reducing the risk of loosening of the overall adjusting part 6. The thread design with opposite directions of rotation increases the friction of the threaded connection, making it more difficult for the adjusting part 6 to rotate relative to each other when subjected to external force, thereby improving the self-locking ability and further preventing loosening.

[0068] Reference Figure 5In some embodiments, the suspension device 10 further includes a first limiting part 9, which is disposed within the mounting hole 221 and located on the side of the first limiting part 31 opposite to the second limiting part 32. The first limiting part 9 is used to limit the movement of the first limiting part 31 away from the second limiting part 32. Thus, the provision of the first limiting part 9 effectively prevents the first limiting part 31 from excessively displacing away from the second limiting part 32 when subjected to external force. This limiting effect ensures that the first limiting part 31 and the second limiting part 32 always maintain effective contact and interaction, thereby ensuring that the torque limiter 3 can function normally.

[0069] It should be noted that the shape of the first limiting part 9 can be selected as needed. For example, in one embodiment, the first limiting part 9 may include an annular protrusion 91 protruding into the mounting hole 221. The annular protrusion 91 is used to abut against the side of the first limiting part 31 opposite to the second limiting part 32. In another embodiment, the first limiting part 31 may also include a first limiting block 92 detachably mounted in the mounting hole 221, the first limiting block 92 being used to abut against the side of the first limiting part 31 opposite to the second limiting part 32.

[0070] Specifically, in the embodiments of this application, the first limiting part 9 includes an annular protrusion 91 and a first limiting block 92. The annular protrusion 91 protrudes from the inner wall of the mounting hole 221. The first limiting block 92 includes a first limiting segment 921 and a second limiting segment 922 connected sequentially along the axial direction of the mounting hole 221. The outer diameter of the first limiting segment 921 is smaller than the outer diameter of the second limiting segment 922. The first limiting segment 921 is inserted into the through hole of the annular protrusion 91, and the second limiting segment 922 is sandwiched between the annular protrusion 91 and the first limiting part 31. Thus, the hierarchical design of the first limiting block 92 allows the first limiting segment 921 to be inserted into the through hole of the annular protrusion 91 first, and then the second limiting segment 922 to be aligned with and clamped to the first limiting part 31, thereby making the installation process of the first limiting block 92 simpler. When the first limiting part 31 is subjected to external force, the second limiting section 922 will first contact the annular protrusion 91 and the first limiting part 31 to bear and disperse the external force, preventing the first limiting part 31 from overload displacement. This design helps to protect other components of the suspension device 10 from damage.

[0071] Reference Figure 5In some embodiments, the first limiting part 9 and the first restricting part 31 are in frictional contact. This causes the first restricting part 31 to be subjected to the frictional force of the first limiting part 9, preventing the first restricting part 31 from sliding during installation and improving the accuracy of its installation. Furthermore, during vehicle operation, the suspension system 10 is subjected to continuous vibration and impact. The two sides of the first restricting part 31 are in frictional contact with the second restricting part 32 and the first limiting part 9, respectively. This two-sided frictional contact design allows the first restricting part 31 to dynamically balance the frictional forces on both sides when subjected to vibration, reducing displacement or loosening caused by vibration and improving the stability of the limiting function. The frictional contact on both sides of the first restricting part 31 generates a bilateral frictional torque, which together resists external torque. This design significantly improves the stability of torque transmission, enabling the first restricting part 31 to transmit torque more effectively when subjected to torque, reducing relative rotation or slippage. The design of double-sided friction contact can optimize the distribution of torque on both sides of the first limiting part 31, making the torque transmission more uniform and efficient. This helps to reduce component wear or failure caused by uneven torque distribution and improve the overall efficiency of the suspension device 10.

[0072] In some embodiments, the suspension device 10 further includes a second limiting portion 101, which is disposed within the mounting hole 221 and located on the side of the second limiting portion 32 opposite to the first limiting portion 31. The second limiting portion 101 restricts the movement of the second limiting portion 32 away from the first limiting portion 31. Thus, the introduction of the second limiting portion 101 ensures that when the second limiting portion 32 is subjected to external force, it is constrained not only by the first limiting portion 31 but also by the reverse constraint of the second limiting portion 101, thereby achieving bidirectional limiting. This design effectively prevents the second limiting portion 32 from excessively separating from the first limiting portion 31 due to excessive external force, enhancing the overall structural stability of the suspension device 10. During vehicle operation, the suspension device 10 is subjected to various complex forces and vibrations. The presence of the second limiting portion 101 prevents the second limiting portion 32 from detaching due to vibration or impact, thereby improving the safety and reliability of the suspension device 10.

[0073] In some embodiments, the second limiting portion 101 and the second limiting portion 32 are in frictional contact. This causes the second limiting portion 32 to be subjected to the frictional force of the second limiting portion 101, preventing the second limiting portion 32 from sliding during installation and improving the accuracy of its installation. Furthermore, during vehicle operation, the suspension system 10 is subjected to continuous vibration and impact. The two sides of the second limiting portion 32 are in frictional contact with the first limiting portion 31 and the second limiting portion 101, respectively. This two-sided frictional contact design allows the second limiting portion 32 to dynamically balance the frictional forces on both sides when subjected to vibration, reducing displacement or loosening caused by vibration and improving the stability of the limiting function. The frictional contact on both sides of the second limiting portion 32 generates a bilateral frictional torque, which together resists external torque. This design significantly improves the stability of torque transmission, enabling the second limiting portion 32 to transmit torque more effectively when subjected to torque, reducing relative rotation or slippage. The double-sided friction contact design can optimize the distribution of torque on both sides of the second limiting part 32, making the torque transmission more uniform and efficient. This helps to reduce component wear or failure caused by uneven torque distribution and improve the overall efficiency of the suspension device 10.

[0074] In some embodiments, the second limiting portion 101 is elastically connected to the second limiting portion 32 to apply an elastic force toward the first limiting portion 31 to the second limiting portion 32. This elastic connection allows the second limiting portion 101 to continuously apply an elastic force toward the first limiting portion 31 to the second limiting portion 32, thereby effectively limiting excessive movement of the second limiting portion 32 under dynamic conditions (such as vibrations and impacts during vehicle operation). This design not only provides static limiting functionality but also enhances dynamic limiting capability, ensuring the suspension system 10 remains stable under complex road conditions. The elastic force acts as a buffer when the second limiting portion 32 is subjected to external forces, reducing stress concentration in components caused by sudden impacts or vibrations. This helps reduce the noise and vibration levels of the suspension system 10, improving vehicle ride comfort. The elastic connection allows the second limiting portion 32 to respond quickly to external forces and rapidly return to a stable position through adjustment of the elastic force. The elastic connection ensures that the second limiting part 32 and the first limiting part 31 always maintain a tight contact and connection, ensuring that the frictional torque generated between the second limiting part 32 and the first limiting part 31 always exists, which can resist external torque, thereby significantly improving the stability of torque transmission. This allows the second limiting part 32 to transmit torque more effectively when subjected to torque, reducing relative rotation or sliding.

[0075] In some embodiments, the linkage assembly 2 includes a first link 23 and a second link 24. One end of the first link 23 and one end of the second link 24 are hinged together. The other end of the first link 23 forms a first end 21, and the other end of the second link 24 forms a second end 22. Thus, the first link 23 and the second link 24 are connected through a hinge point, forming a structure similar to an "elbow joint," allowing the two links to rotate relative to each other at the hinge point. This design enables the linkage assembly 2 to flexibly adapt to movement requirements in different directions, achieving multi-degree-of-freedom motion transmission, thereby better adapting to complex road conditions or working scenarios. The other end of the second link 24 is connected to the output shaft 11 through a torque limiter 3, which can prevent torque transmission when the torque exceeds a set value. This design effectively prevents damage to the motor 1 due to overload, improving the safety and reliability of the suspension device 10. The hinge point distributes the load to the two links, reducing the force concentration on a single link. Simultaneously, the torque limiter 3 can also share the load to a certain extent, further improving the overall load-bearing capacity of the linkage assembly 2.

[0076] It should be noted that in other embodiments, the linkage assembly 2 may also include a third link, a fourth link, or a fifth link, etc. Specifically, this application does not limit this.

[0077] Secondly, this application also provides a vehicle, including a body, wheel hubs, and a suspension device 10 as described above; the wheel hubs are mounted on the body; the structure of the suspension device 10 is as described above, the motor 1 is mounted on the body, and the second end 22 is connected to the wheel hub. Since this vehicle adopts all the technical solutions of the above embodiments, it at least has the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0078] It should be noted that the vehicle can be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this application does not make any specific restrictions on this.

[0079] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0080] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0081] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0082] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A suspension device, characterized in that, include: An electric motor for mounting on a vehicle body, the motor having an output shaft; A connecting rod assembly having a first end and a second end, the first end being used for connection to a wheel hub; A torque limiter is provided, wherein the second end is connected to the output shaft via the torque limiter. The torque limiter has an operating state and a protection state. In the operating state, the torque limiter is capable of transmitting torque between the second end and the output shaft. In the protection state, the torque limiter disconnects the torque transmission between the second end and the output shaft.

2. The suspension device according to claim 1, characterized in that, A mounting hole is formed at the second end; The torque limiter is installed in the mounting hole. The torque limiter includes a first limiting part and a second limiting part. The first limiting part and the second limiting part are in frictional contact. The first limiting part is connected to the inner sidewall of the mounting hole, and the second limiting part is connected to the output shaft. In the working state, the first limiting part is stationary relative to the second limiting part, and in the protection state, the first limiting part rotates relative to the second limiting part.

3. The suspension device according to claim 2, characterized in that, The inner wall of the mounting hole is provided with a first internal spline; The first limiting part is provided with a first external spline, which is connected to the first internal spline.

4. The suspension device according to claim 2, characterized in that, The output shaft is provided with a second external spline; The second limiting part is provided with a second internal spline, which is connected to the second external spline.

5. The suspension device according to any one of claims 2 to 4, characterized in that, The first limiting part includes a plurality of first friction rings spaced apart along the axial direction of the mounting hole, and the outer sidewall of each first friction ring is connected to the inner sidewall of the mounting hole. The plurality of second limiting portions include a plurality of second friction rings spaced apart along the axial direction of the mounting hole, the inner sidewalls of the plurality of second friction rings being connected to the outer sidewall of the output shaft, and the plurality of second friction rings and the plurality of first friction rings being alternately stacked.

6. The suspension device according to any one of claims 2 to 4, characterized in that, It also includes an adjustment part, wherein the adjustment part is provided on at least one of the two opposite sides of the first limiting part and the second limiting part, the adjustment part is installed on the second end, the adjustment part has a pressing end, the pressing end is used to connect with one of the first limiting part and the second limiting part to adjust the pressing force of one of the first limiting part and the second limiting part acting on the other of the first limiting part and the second limiting part.

7. The suspension device according to claim 6, characterized in that, The inner wall of the mounting hole is provided with an internal thread; The adjusting part is provided with an external thread, and the adjusting part is at least partially installed in the mounting hole, and the external thread is threadedly connected to the internal thread.

8. The suspension device according to claim 7, characterized in that, The internal thread includes a first internal thread segment and a second internal thread segment, the second internal thread segment being disposed adjacent to the periphery of the mounting hole, and the inner diameter of the first internal thread segment being smaller than the inner diameter of the second internal thread segment. The external thread includes a first external thread segment and a second external thread segment, wherein the first external thread segment is connected to the first internal thread segment, and the second external thread segment is connected to the second internal thread segment.

9. The suspension device according to claim 8, characterized in that, The adjustment part includes a first adjustment block and a second adjustment block that are separately arranged. The first adjustment block is provided with the first external thread section, and the second adjustment block is provided with the second external thread section.

10. The suspension device according to any one of claims 2 to 4, characterized in that, It also includes a first limiting part, which is disposed in the mounting hole and is located on the side of the first limiting part away from the second limiting part. The first limiting part is used to restrict the first limiting part from moving away from the second limiting part.

11. The suspension device according to claim 10, characterized in that, The first limiting part and the first restricting part rub against each other.

12. The suspension device according to any one of claims 2 to 4, characterized in that, It also includes a second limiting part, which is disposed in the mounting hole and is located on the side of the second limiting part away from the first limiting part. The second limiting part is used to restrict the movement of the second limiting part away from the first limiting part.

13. The suspension device according to claim 12, characterized in that, The second limiting part and the second restricting part make frictional contact.

14. The suspension device according to claim 12, characterized in that, The second limiting portion is elastically connected to the second restricting portion to apply an elastic force toward the first restricting portion to the second restricting portion.

15. The suspension device according to any one of claims 1 to 4, characterized in that, The linkage assembly includes a first link and a second link, one end of the first link and one end of the second link are hinged together, the other end of the first link forms the first end, and the other end of the second link forms the second end.

16. A vehicle, characterized in that, include: Body; Wheel hubs, mounted on the vehicle body; The suspension device as described in any one of claims 1 to 15, wherein the motor is mounted on the vehicle body and the second end is connected to the wheel hub.

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