Suspension system, chassis and vehicle

Abstract

The application is suitable for the technical field of vehicles, and provides a suspension system, a chassis and a vehicle. The suspension system comprises: a connecting rod assembly composed of an upper control arm and a lower control arm; a steering knuckle connected to one end of the upper control arm and installed on the lower control arm; a shock absorber connected to the lower control arm; and an elastic assembly comprising a first elastic member capable of deforming along the height direction of the vehicle under the action of external force. The connecting rod assembly, the steering knuckle and the shock absorber are all at least two, and the two sides of the first elastic member are connected to two lower control arms. In the longitudinal direction of the vehicle, the shock absorber and the first elastic member are located on the two sides of the steering knuckle. The suspension system provided by the application enables the shock absorber and the elastic assembly to interact with each other, absorbs the vibration energy of the wheels and limits the vibration frequency of the steering knuckle, and can also make the stress on the steering knuckle more uniform. The elastic assembly is connected to the vehicle frame, thereby reducing the space occupation of the elastic assembly in the height direction of the vehicle.

Description

Technical Field

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

[0002] Currently, the overall structure of vehicle suspension systems is usually quite complex, with large dimensions in the length and height directions of the vehicle. This can easily encroach on the installation space of other chassis structures and the interior space of the passenger compartment and trunk, making it difficult to expand the interior space of the vehicle. Utility Model Content

[0003] In view of the above problems, this application provides a suspension system, chassis and vehicle that can alleviate the problem of the suspension system encroaching on vehicle space.

[0004] In a first aspect, some embodiments of this application provide a suspension system, including:

[0005] The linkage assembly consists of an upper control arm and a lower control arm, with the upper control arm extending laterally along the vehicle and the lower control arm extending longitudinally along the vehicle. A steering knuckle has its upper part connected to one end of the upper control arm and its lower part mounted on the lower control arm. A shock absorber has one end connected to the lower control arm. An elastic component includes a first elastic element, which can deform along the height direction of the vehicle under external force. There are at least two linkage assemblies, steering knuckles, and shock absorbers, arranged symmetrically laterally along the vehicle. The two ends of the first elastic element are respectively fixed to the two lower control arms. In the longitudinal direction of the vehicle, the shock absorber and the first elastic element are located on both sides of the steering knuckle.

[0006] In this embodiment, the shock absorber and elastic component are respectively arranged on both sides of the steering knuckle, so that the shock absorber and elastic component can work together to absorb the vibration energy of the wheel and limit the vibration frequency of the steering knuckle. At the same time, it can also make the force on the steering knuckle more uniform and improve the stability of the steering knuckle. The elastic component is connected to the frame, reducing the space occupied by the elastic component in the vehicle height direction. The two sides of the first elastic element are respectively connected to two opposing linkage assemblies. When the steering knuckle vibrates with the wheel, the linkage assembly swings with the connected steering knuckle, which can drive the first elastic element to undergo elastic deformation, so as to absorb the vibration energy through the elastic deformation of the first elastic element. At the same time, the first elastic element can also provide lateral support for the two linkage assemblies to improve the lateral stability of the steering knuckle and balance the load on the two linkage assemblies. The first elastic element can simultaneously play the roles of buffering, filtering vibration, balancing load, and improving stability. That is, a single structure can play multiple different roles, improving the utilization efficiency of the structure and reducing the space occupied by the structure.

[0007] In some embodiments, the elastic component further includes a second elastic member, one end of which is connected to the first elastic member, and the second elastic member is capable of elastic deformation along the longitudinal direction of the vehicle.

[0008] The technical solution of this embodiment provides specific structures for some elastic components, such that the elastic components include a second elastic element, so as to absorb the vibration of the steering knuckle along the longitudinal direction of the vehicle through the second elastic element, thereby improving the stability and comfort of the suspension system.

[0009] In some embodiments, the second elastic member is a sleeve structure, the first elastic member passes through the second elastic member along the axial direction of the second elastic member, and the axial direction of the second elastic member is parallel to the vehicle's transverse direction; the second elastic member is capable of elastic deformation along its radial direction.

[0010] The technical solution of this embodiment provides specific structures for some second elastic elements, so that the second elastic clip can absorb the vibration energy of the steering knuckle along the longitudinal direction of the vehicle with the wheel, thereby reducing the vibration energy transmitted to the passenger compartment through the frame and improving the stability and comfort of the vehicle.

[0011] In some embodiments, the first elastic member is a plate-shaped structural member, the thickness direction of the first elastic member is parallel to the height direction of the vehicle, and the length direction of the first elastic member is parallel to the lateral direction of the vehicle.

[0012] The technical solution of this embodiment provides some specific structures of the first elastic element, so that the first elastic element can deform along the height direction of the vehicle, and can also be twisted laterally around the vehicle. At the same time, the first elastic element can also provide lateral support for the steering knuckle along the lateral direction of the vehicle.

[0013] In some embodiments, one end of the lower control arm is connected to a bushing, the axial direction of which is parallel to the longitudinal direction of the vehicle, so that the lower control arm can move along the axial direction of the bushing and rotate about the axial direction of the bushing.

[0014] In this embodiment, a bushing is provided on the lower control arm so that the lower control arm can move along the longitudinal direction of the vehicle to absorb some of the vibration energy of the wheels; at the same time, the bushing can also provide support for the lower control arm in other directions different from the longitudinal direction of the vehicle so that the lower control arm can better support the steering knuckle.

[0015] In some embodiments, the lower control arm has a first connecting portion and a second connecting portion along its length, the first connecting portion being used to connect a bushing and the second connecting portion being used to connect a first elastic member.

[0016] The technical solution of this embodiment provides some specific structures for the lower control arm, so that the lower control arm can be connected to the vehicle frame through a bushing, and the lower control arm can be connected to the first elastic member.

[0017] In some embodiments, the lower control arm is further provided with a third connecting portion and a fourth connecting portion, both of which are rotatably connected to the steering knuckle; the third connecting portion and the fourth connecting portion are arranged at intervals along the length direction of the lower control arm, both of which are located between the first connecting portion and the second connecting portion, and the fourth connecting portion is located between the third connecting portion and the second connecting portion.

[0018] The technical solution of this embodiment further provides some structures for the lower control arm, and sets a third connecting part and a fourth connecting part so that the steering knuckle can be connected to the third connecting part and the fourth connecting part, thereby enabling the lower control arm to provide more stable support for the steering knuckle.

[0019] In some embodiments, in the longitudinal direction of the vehicle, the fourth connecting portion is located between the center of the steering knuckle and the second connecting portion.

[0020] The technical solution of this embodiment further provides some structures for the lower control arm, such that the fourth connecting part is located between the steering knuckle and the second connecting part, so that the lateral force of the lower control arm on the steering knuckle can form a toe-in effect, thereby providing more stable support for the steering knuckle.

[0021] In some embodiments, the lower control arm is further provided with a fifth connecting portion, which is connected to the shock absorber and is disposed adjacent to the third connecting portion.

[0022] The technical solution of this embodiment further provides some structures for the lower control arm so that the shock absorber can be set near the steering knuckle, thereby better suppressing the vibration of the steering knuckle.

[0023] In some embodiments, the upper control arm includes two ends, one of which is connected to a steering knuckle; the upper control arm also includes a bend located between the two ends, at least a portion of which bends toward the lower control arm along the height direction of the vehicle to form a clearance space on the side of the upper control arm away from the lower control arm.

[0024] In this embodiment, the upper control arm includes a curved portion, and the curved portion forms a clearance space on the side of the upper control arm away from the lower control arm, thereby reducing the space occupied by the upper control arm above the suspension system, which can reduce the space occupied by the linkage assembly in the vehicle's interior space and increase the vehicle's interior space.

[0025] In some embodiments, the maximum distance between the curved portion and any end portion in the height direction of the vehicle ranges from 30 mm to 40 mm.

[0026] The technical solution of this embodiment provides a range of bending elastic deformation of some curved parts, so as to better reduce the space occupied by the curved parts in the vehicle interior.

[0027] Secondly, embodiments of this application also provide a chassis, including the suspension system provided in some embodiments of the first aspect.

[0028] Thirdly, embodiments of this application also provide a vehicle, including a suspension system provided in some embodiments of the first aspect, or a chassis provided in some embodiments of the second aspect.

[0029] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0030] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiments below. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0031] Figure 1 This application provides structural schematic diagrams of vehicles for some embodiments;

[0032] Figure 2 This application provides schematic diagrams of the chassis structure for some embodiments.

[0033] Figure 3 This is a perspective view of a suspension system and vehicle frame provided in some embodiments of this application;

[0034] Figure 4 This is a partially enlarged schematic diagram of a suspension system provided in some embodiments of this application;

[0035] Figure 5 A perspective view of the lower control arm provided for some embodiments of this application;

[0036] Figure 6 This application provides structural schematic diagrams illustrating the relationship between the chassis and the upper body in some embodiments.

[0037] The markings in the diagram mean:

[0038] 1000, vehicles;

[0039] 100. Chassis;

[0040] 10. Frame;

[0041] 20. Linkage assembly; 21. Upper control arm; 211. End; 212. Bend; 22. Lower control arm; 221. First connecting part; 222. Second connecting part; 223. Third connecting part; 224. Fourth connecting part; 225. Fifth connecting part;

[0042] 30. Steering knuckle;

[0043] 40. Shock absorbers;

[0044] 50. Elastic component; 51. First elastic element; 52. Second elastic element;

[0045] 60. Wheel cover structure;

[0046] 70. Wheel;

[0047] 200. On the vehicle body. Detailed Implementation

[0048] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application and are therefore merely examples, and should not be used to limit the scope of protection of this application.

[0049] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein 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 specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0050] In the description of the embodiments of this application, technical terms such as "first" and "second" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly defined.

[0051] In this document, the term "embodiment" means that a particular 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 separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0052] In the description of the embodiments 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, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0053] In the description of the embodiments of this application, the term "multiple" refers to two or more (including two), similarly, "multiple sets" refers to two or more (including two sets), and "multiple pieces" refers to two or more (including two pieces).

[0054] In the description of the embodiments of this application, the technical terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0055] In the description of the embodiments of this application, unless otherwise expressly specified and limited, technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. For those skilled in the art, the specific meaning of the above terms in the embodiments of this application can be understood according to the specific circumstances.

[0056] In current vehicles, the overall height of the suspension system is usually high, which makes it easy for the suspension system to encroach on the vehicle's interior space; the length of the suspension system is also usually long, which can easily encroach on the space of other structures on the chassis (such as the space for battery devices).

[0057] Because of the presence of multiple links, torsion beams, stabilizer bars, and other structures, the suspension system usually requires a large installation space along the length of the chassis so that the torsion beams, stabilizer bars, and various links can provide support for the wheels and are less likely to interfere with each other during wheel vibrations.

[0058] In a suspension system, the length of the coil spring is one of the main factors affecting the suspension system's height. The length of the coil spring is adapted to the vibration travel of the corresponding wheel. If the coil spring is too short, it is easy for the spring to bottom out, and the corresponding wheel vibration travel is also smaller. To improve vehicle ride comfort and reduce vehicle vibration amplitude, the coil spring usually has a larger travel and a longer length, so that it can absorb more vibration energy even when the wheel vibration amplitude and travel are large.

[0059] In view of the above considerations, in order to reduce the space occupied by the suspension system, the application embodiment provides a suspension system in which an elastic component is provided, the elastic component is connected to the vehicle frame, and the elastic component can elastically deform along the height direction of the vehicle; at the same time, the shock absorber and the elastic component are respectively located on both sides of the steering knuckle along the longitudinal direction of the vehicle.

[0060] In such a suspension system, the shock absorber can buffer the larger vibrations of the wheel and steering knuckle with a smaller travel, thereby reducing the size of the shock absorber and the space required; at the same time, the shock absorber and the elastic components can work together to absorb the vibration energy of the wheel and limit the vibration frequency of the steering knuckle, and also make the force on the steering knuckle more uniform, thus improving the stability of the steering knuckle.

[0061] The elastic component can provide lateral support to the steering knuckle through the connected linkage assembly to improve the vehicle's driving stability. At the same time, when the steering knuckle vibrates up and down with the wheel, the elastic component can also deform elastically and absorb some of the vibration energy to reduce the vibration energy transmitted to the passenger compartment through the frame, thereby improving the vehicle's stability and comfort.

[0062] The suspension system disclosed in this application can be applied to vehicles, which can refer to large cars, small cars, special-purpose vehicles, etc. For example, according to the power source, the vehicle can be a pure electric vehicle, a gasoline vehicle, an electric-gasoline hybrid vehicle, etc.; according to the vehicle type, the vehicle can be a sedan, an off-road vehicle, a multi-purpose vehicle (MPV), or other types of vehicles.

[0063] To illustrate the technical solution of this application, the following description is provided in conjunction with specific accompanying drawings and embodiments.

[0064] refer to Figure 1Vehicle 1000 comprises an upper body 200 and a chassis 100. The upper body 200 refers to the superstructure of vehicle 1000, primarily comprising the passenger compartment, body panels, and interior trim, responsible for providing a safe and comfortable space for occupants and shaping the exterior appearance of vehicle 1000. The chassis 100 refers to the lower structure of vehicle 1000, containing mechanical components related to driving, handling, and power transmission. The chassis 100 serves as the basic load-bearing platform for vehicle 1000, directly affecting its dynamic performance and reliability.

[0065] In a monocoque chassis, the upper body 200 and the chassis 100 are integrally machined to jointly bear the load of the vehicle 1000; in a non-monocoque chassis, the upper body 200 is independently mounted on the chassis.

[0066] Firstly, reference Figure 2 , Figure 3 This application provides a suspension system including a linkage assembly 20, a steering knuckle 30, a shock absorber 40, and an elastic component 50. The linkage assembly 20 consists of an upper control arm 21 and a lower control arm 22. The upper control arm 21 extends laterally along the vehicle 1000, and the lower control arm 21 extends longitudinally along the vehicle 1000. The upper part of the steering knuckle 30 is connected to one end of the upper control arm 21, and the lower part of the steering knuckle 30 is mounted on the lower control arm 22. One end of the shock absorber 40 is connected to the lower control arm 22. The elastic component 50 includes a first elastic element 51, which can deform along the height direction of the vehicle 1000 under the action of an external force. There are at least two linkage assemblies 20, steering knuckles 30, and shock absorbers 40, which are symmetrically arranged laterally along the vehicle 1000. The two ends of the first elastic element 51 are respectively fixed to the two lower control arms 22. In the longitudinal direction of the vehicle 1000, the shock absorber 40 and the elastic component 50 are located on both sides of the steering knuckle 30.

[0067] In the diagram, the X-axis represents the longitudinal direction of vehicle 1000, and also its forward or backward direction; the Y-axis represents the lateral direction of vehicle 1000; and the Z-axis represents the vertical direction of vehicle 1000.

[0068] Steering knuckle 30 refers to the structure in the suspension system used to support the wheel 70 for mounting the wheel 70. Steering knuckle 30 can also bear the load on the wheel 70. The wheel 70 can be directly mounted on steering knuckle 30 or indirectly mounted on steering knuckle 30 through an intermediate structure. The wheel 70 can rotate relative to steering knuckle 30. Steering knuckle 30 can be cylindrical, prismatic, or other shapes. It can be provided with journals, mounting holes, or other structures for mounting the wheel 70. The material of steering knuckle 30 can include iron, steel, or other materials.

[0069] Linkage assembly 20 refers to the structure in the suspension system used to provide support for steering knuckle 30. Linkage assembly 20 can be rotatably connected to steering knuckle 30 so that steering knuckle 30 can float up and down relative to it, thereby allowing wheel 70 to float up and down relative to vehicle 1000. When vehicle 1000 travels on bumpy roads, this arrangement can reduce the vibration of vehicle 1000 with wheel 70.

[0070] The upper control arm 21 refers to the structure in the link assembly 20 used to support the steering knuckle 30. The upper control arm 21 can be a cylindrical structure, a prismatic structure, or other shaped structures. The upper control arm 21 can be a straight columnar structure, a curved columnar structure, or other shaped structures. The material of the upper control arm 21 can include iron, aluminum, aluminum alloy, or other materials.

[0071] One end of the upper control arm 21 is connected to the steering knuckle 30. The upper control arm 21 can be connected to the steering knuckle 30 through a bushing, ball joint structure or other structure so that the steering knuckle 30 can float relative to the frame 10, and can also provide support for the steering knuckle 30 through the upper control arm 21.

[0072] Depending on the specific structure of the upper control arm 21, both ends of the upper control arm 21 along its length direction can be connected to the vehicle 1000 and the steering knuckle 30 respectively. At this time, the length direction of the upper control arm 21 is parallel to or approximately parallel to the transverse Y direction of the vehicle 1000. The length direction of the upper control arm 21 can also be set in other directions. For example, the length direction of the upper control arm 21 is parallel to the transverse Y direction of the vehicle 1000, and both ends of the upper control arm 21 along its length direction are connected to the vehicle 1000 and the steering knuckle 30 respectively.

[0073] The lower control arm 22 refers to the structure in the link assembly 20 used to support the steering knuckle 30. The lower control arm 22 can be a cylindrical structure, a prismatic structure, or other shaped structures. The lower control arm 22 can be a straight columnar structure, a curved columnar structure, or other shaped structures. The material of the lower control arm 22 can include iron, aluminum, aluminum alloy, or other materials.

[0074] One end of the lower control arm 22 is connected to the steering knuckle 30. The lower control arm 22 can be connected to the steering knuckle 30 through a bushing, ball joint structure or other structure so that the steering knuckle 30 can float up and down. At the same time, the lower control arm 22 can also provide support for the steering knuckle 30.

[0075] Depending on the specific structure of the lower control arm 22, both ends of the lower control arm 22 along its length direction can be connected to the vehicle 1000 and the steering knuckle 30 respectively. At this time, the length direction of the lower control arm 22 is parallel to or approximately parallel to the transverse Y direction of the vehicle 1000. The length direction of the lower control arm 22 can also be set along other directions. For example, the length direction of the lower control arm 22 is parallel to the longitudinal X direction of the vehicle 1000, both ends of the lower control arm 22 along its length direction are connected to different positions of the vehicle 1000 respectively, and the middle part of the lower control arm 22 along its length direction is connected to the steering knuckle 30.

[0076] The upper part of the steering knuckle 30 is connected to one end of the upper control arm 21, while the lower part of the steering knuckle 30 is installed on the lower control arm 22. That is, the upper control arm 21 and the lower control arm 22 are arranged along the height direction of the steering knuckle 30, which means that the upper control arm 21 and the lower control arm 22 are arranged at intervals along the height direction Z of the vehicle 1000. At this time, the steering knuckle 30 can float up and down along the height direction Z of the vehicle 1000 under the limiting action of the upper control arm 21 and the lower control arm 22 to adapt to bumpy road surfaces.

[0077] Shock absorber 40 refers to a structure in the suspension system used to absorb the vibration energy of steering knuckle 30. Shock absorber 40 can convert the mechanical energy of steering knuckle 30 vibration into heat energy dissipation to reduce the vibration energy transmitted to vehicle 1000 and reduce the vibration energy transmitted to the passenger compartment. Shock absorber 40 can be a hydraulic shock absorber, air shock absorber, electromagnetic shock absorber or other types of shock absorber. Shock absorber 40 can be connected to linkage assembly 20 through bushing, ball joint structure or other structure.

[0078] For example, the shock absorber 40 may include a cylinder and a piston rod, one of which is connected to the connecting rod assembly 20. When the steering knuckle 30 vibrates and floats up and down, the cylinder and piston rod may undergo relative displacement, causing the length of the shock absorber 40 to change. The change in the length of the shock absorber 40 is the stroke of the shock absorber 40.

[0079] Elastic component 50 refers to the elastic element in the suspension system. The elastic component 50 mainly plays the role of supporting the steering knuckle 30 and buffering the vibration of the steering knuckle 30.

[0080] The elastic component 50 includes a first elastic element 51, which is an elastic element in the elastic component 50. The first elastic element 51 is mainly used to absorb the vibration energy generated by the steering knuckle 30 vibrating up and down with the wheel 70, and to buffer the impact generated by the steering knuckle 30 vibrating up and down with the wheel 70. The first elastic element 51 can be a cylindrical structure, a conical structure, a plate structure, or other shapes. The number of first elastic elements 51 can be one, two, or more. The material of the first elastic element 51 can include metal, glass fiber, or other materials.

[0081] Under the action of external force, the first elastic element 51 can elastically deform along the height direction Z of the vehicle 1000. At this time, the first elastic element 51 can absorb the vibration energy of the steering knuckle 30 and buffer the vibration impact when the steering knuckle 30 vibrates up and down with the wheel 70. Here, the external force refers to the force transmitted from the floating steering knuckle 30 to the first elastic element 51 through the lower control arm 22. This force can be formed by the vibration of the steering knuckle 30 caused by road undulations and bumps encountered by the vehicle 1000 during driving, or it can be the force formed under other working conditions.

[0082] The number of link assemblies 20, steering knuckles 30, and shock absorbers 40 can be two, three, or four. When there are two link assemblies 20, the two link assemblies 20 are symmetrically arranged along the transverse Y-axis of the vehicle 1000. At this time, the two link assemblies 20 are connected to the corresponding steering knuckles 30 and shock absorbers 40, respectively, to correspond to two different wheels 70. When there are four link assemblies 20, the four link assemblies 20 are arranged in pairs on both sides of the vehicle 1000.

[0083] The first elastic element 51 is connected to the two lower control arms 22 on both sides respectively, and the first elastic element 51 can elastically deform along the height direction Z of the vehicle 1000 so that the first elastic element 51 can absorb some vibration energy and buffer the impact when the steering knuckle 30 vibrates up and down with the wheel 70; the first elastic element 51 can be connected to the lower control arm 22 by welding, screwing, snapping or other means.

[0084] For example, the first elastic element 51 can be a thin plate structure. In this case, the number of the first elastic elements 51 can be one, or two or more can be stacked.

[0085] When vehicle 1000 travels over bumpy roads, the steering knuckle 30 vibrates up and down with the wheel 70, and the connecting rod assembly 20 swings up and down accordingly. At this time, the first elastic element 51 also undergoes elastic deformation with the swing of the connecting rod assembly 20, absorbing some of the vibration energy in the process, thereby reducing the vibration energy transmitted to the passenger compartment through the frame 10. After vehicle 1000 has traveled over bumpy roads, the first elastic element 51 can also suppress the vibration of the steering knuckle 30 and the wheel 70, so that vehicle 1000 can stabilize relatively quickly without continuous small-amplitude vibrations. At this time, the first elastic element 51 can also act as a coil spring.

[0086] The elastic component 50 works in conjunction with the shock absorber 40 to better absorb vibration energy and suppress the vibration of the wheel 70. During the driving of the vehicle 1000, road impacts are first buffered by the first elastic component 51, and then the shock absorber 40 controls the deformation speed and amplitude of the first elastic component 51 to reduce body sway caused by excessive deformation. During driving on bumpy roads, the first elastic component 51 absorbs the impact, and the shock absorber 40 provides damping force and controls the movement of the first elastic component 51, making the vehicle body stable and improving driving comfort and stability.

[0087] The first elastic element 51 can also provide lateral support for the steering knuckle 30 and provide torsional stiffness when the steering knuckle 30 swings with the wheel 70, so as to better provide lateral support for the steering knuckle 30. At this time, the lateral support function of the first elastic element 51 can also save the linkage structure 20 or other structures related to lateral support in the suspension system (such as torsion beams), thereby reducing the number of structural components in the suspension system, improving the utilization rate of the structure, and reducing the space occupation of the suspension system.

[0088] The shock absorber 40 and the first elastic element 51 are located on opposite sides of the steering knuckle 30 along the longitudinal direction X of the vehicle 1000. When both the shock absorber 40 and the first elastic element 51 are connected to the linkage assembly 20, the shock absorber 40 and the first elastic element 51 can be located on opposite sides of the steering knuckle 30 along the longitudinal direction X of the vehicle 1000. Since the two sides of the first elastic element 51 are respectively connected to the two linkage assemblies 20, at least the part of the first elastic element 51 connected to the linkage assembly 20 and the shock absorber 40 are located on opposite sides of the steering knuckle 30.

[0089] Since the steering knuckle 30 is coaxial with the wheel 70, when the vibration stroke of the steering knuckle 30 is constant, the closer the shock absorber 40 and the first elastic element 51 are to the steering knuckle 30, the greater the corresponding stroke of the shock absorber 40 and the first elastic element 51. Accordingly, the shock absorber 40 is offset from the steering knuckle 30 to reduce the vibration stroke of the connecting rod assembly 20 at the corresponding position of the shock absorber 40, thereby reducing the stroke requirement of the shock absorber 40 and correspondingly reducing the size of the shock absorber 40.

[0090] The shock absorber 40 and the first elastic element 51 are located on both sides of the steering knuckle 30. The elastic element 50 supports the steering knuckle 30 and buffers vibration energy and impact, while the shock absorber 40 absorbs vibration energy and suppresses the vibration amplitude and duration of the steering knuckle 30 and the first elastic element 51. During the vehicle's operation, road impacts are first buffered by the first elastic element 51, and then the shock absorber 40 controls the deformation speed and amplitude of the first elastic element 51, reducing body sway caused by excessive deformation. During driving on bumpy roads, the first elastic element 51 absorbs the impact, and the shock absorber 40 provides damping force and controls the movement of the first elastic element 51, making the vehicle body stable and improving driving comfort and stability.

[0091] The shock absorber 40 and the first elastic element 51 are located on both sides of the steering knuckle 30, and the two can also play a role in balancing and restraining each other, thereby further improving the stability of the steering knuckle 30 and improving driving comfort and stability.

[0092] In this embodiment, the shock absorber 40 is positioned on one side of the steering knuckle 30, allowing the shock absorber 40 to buffer the larger vibrations of the wheel 70 and steering knuckle 30 with a smaller travel, thereby reducing the size of the shock absorber 40 and the space required. The shock absorber 40 and the elastic component 50 are respectively positioned on both sides of the steering knuckle 30, so that the shock absorber 40 and the elastic component 50 can work together to absorb the vibration energy of the wheel 70 and limit the vibration frequency of the steering knuckle 30. At the same time, it can also make the force on the steering knuckle 30 more uniform and improve the stability of the steering knuckle 30. The elastic component 50 is connected to the frame 10, which reduces the space occupied by the elastic component 50 in the height direction Z of the vehicle 1000. At the same time, the elastic component 50 can also provide lateral support for the steering knuckle 30, thereby saving the lateral support structure of the suspension system, reducing space occupation, and improving structural utilization.

[0093] In this embodiment, the two sides of the first elastic element 51 are respectively connected to two opposing link assemblies 20. When the steering knuckle 30 vibrates with the wheel 70, the link assembly 20 swings with the connected steering knuckle 30, which can drive the first elastic element 51 to undergo elastic deformation, so as to absorb vibration energy through the elastic deformation of the first elastic element 51. At the same time, the first elastic element 51 can also provide lateral support for the two link assemblies 20 to improve the lateral stability of the steering knuckle 30 and balance the load on the two link assemblies 20. The first elastic element 51 can simultaneously play the roles of buffering, filtering vibration, balancing load, and improving stability. That is, a single structure can play multiple different roles, improving the utilization efficiency of the structure and reducing the space occupation of the structure.

[0094] refer to Figure 3 , Figure 4 In some embodiments, the elastic component 50 also includes a second elastic element 52 connected to the first elastic element 51, and the second elastic element 52 is capable of elastic deformation along the longitudinal direction of the vehicle 1000.

[0095] The second elastic element 52 is an elastic element in the elastic assembly 50. The second elastic element 52 is mainly used to absorb the vibration energy generated by the steering knuckle 30 vibrating along the longitudinal direction X of the vehicle 1000 with the wheel 70, and to buffer the impact generated by the vibration of the steering knuckle 30 with the wheel 70. The second elastic element 52 can be a cylindrical structure, a conical structure, a plate structure or other shapes. The material of the second elastic element 52 can include metal, glass fiber or other materials. The material of the second elastic element 52 can be the same as or different from the material of the first elastic element 51.

[0096] The second elastic element 52 is connected to the first elastic element 51 to provide a mounting base for the first elastic element 51. The second elastic element 52 can be connected to the first elastic element 51 by screwing, snapping, bonding, or other means, or it can be movably connected to the first elastic element 51 by a keyway structure, sliding groove structure, or other structures. The second elastic element 52 can elastically deform along the longitudinal direction X of the vehicle 1000, so that the second elastic element 52 can absorb part of the vibration energy generated by the front and rear vibrations of the wheel 70 and the steering knuckle 30 through the first elastic element 51 and buffer the impact.

[0097] The number of second elastic elements 52 can be one, two or more; when the number of second elastic elements 52 is two or more, multiple second elastic elements 52 can be connected to different positions of the first elastic element 51 to better provide a fixed foundation for the first elastic element 51.

[0098] This embodiment provides a specific structure for some elastic components 50, such that the elastic component 50 includes a second elastic element 52, so that the first elastic element 51 and the second elastic element 52 respectively absorb the vibration of the steering knuckle 30 along the height direction of the vehicle 1000 and other directions, thereby improving the stability and comfort of the suspension system.

[0099] refer to Figure 3 , Figure 4 In some embodiments, the second elastic member 52 is a sleeve structure, and the first elastic member 51 passes through the second elastic member 52 along the axial direction of the second elastic member 52. The axial direction of the second elastic member 52 is parallel to the transverse direction of the vehicle 1000. The second elastic member 52 is capable of elastic deformation along its radial direction.

[0100] The second elastic element 52 is a sleeve structure, that is, the second elastic element 52 is a cylindrical structure with a through channel in the middle, wherein the through channel is used for the first elastic element 51 to pass through; the second elastic element 52 can be a cylindrical structure, a prism cylindrical structure or other cylindrical structure, and the cross-sectional shape of the through channel in the second elastic element 52 can be square, circular or other shapes, and the shape of the through channel can also be set according to the shape of the first elastic element 51; the material of the second elastic element 52 can include metal, rubber, glass fiber or other materials.

[0101] When the second elastic member 52 is connected to the first elastic member 51, the second elastic member 52 can be connected to the frame 10 or other parts of the vehicle 1000 to fix the first elastic member 51; when the second elastic member 52 is connected to the frame 10, the second elastic member 52 can be directly connected to the frame 10, or indirectly connected to the frame 10 through a bracket or other intermediate structure; when the second elastic member 52 is directly connected to the frame 10, the second elastic member 52 can be connected to the frame 10 by adhesive, screw, snap or other means.

[0102] The axial direction of the second elastic member 52 is parallel to the transverse Y direction of the vehicle 1000, that is, the extension direction of the through channel is parallel to the transverse Y direction of the vehicle 1000. At this time, the first elastic member 51 can pass through the second elastic member 52 along the axial direction of the second elastic member 52, that is, the first elastic member 51 can pass through the through channel along the transverse Y direction of the vehicle 1000, so that the two sides of the first elastic member 51 can be connected to the two connecting rod assemblies 20 respectively.

[0103] The second elastic member 52 can elastically deform along its radial direction. Since the axial direction of the second elastic member 52 is parallel to the transverse direction Y of the vehicle 1000, the radial direction of the second elastic member 52 can be the longitudinal direction X, the height direction Z, or other directions perpendicular to its axial direction of the vehicle 1000. Since the first elastic member 51 passes through the second elastic member 52, the first elastic member 51 can compress the second elastic member 52 along the radial direction of the second elastic member 52. The second elastic member 52 can be compressed and undergo elastic deformation. When the first elastic member 51 no longer compresses the second elastic member 52, the second elastic member 52 can restore its original elastic deformation and push the first elastic member 51 back to its original position.

[0104] When the steering knuckle 30 vibrates back and forth along the longitudinal direction X of the vehicle 1000 with the wheel 70, the first elastic element 51 can vibrate accordingly and squeeze the second elastic element 52. At this time, the second elastic element 52 is compressed and elastically deformed and absorbs part of the vibration energy. After the vibration of the steering knuckle 30 with the wheel 70 ends, the second elastic element 52 can return to its original position and push the first elastic element 51 to return to its original position, thereby driving the steering knuckle 30 and the wheel 70 to return to their original positions.

[0105] When the steering knuckle 30 vibrates up and down along the height direction Z of the vehicle 1000 with the wheel 70, the first elastic element 51 can deform elastically accordingly. At this time, the first elastic element 51 can also compress the second elastic element 52 and cause the second elastic element 52 to deform elastically under pressure, so as to absorb part of the vibration energy. At this time, both the first elastic element 51 and the second elastic element 52 can absorb part of the vibration energy, so as to better reduce the vibration energy transmitted to the passenger compartment through the frame 10. After the steering knuckle 30 vibrates with the wheel 70, the second elastic element 52 can return to its original position and push the first elastic element 51 to return to its original position, thereby driving the steering knuckle 30 and the wheel 70 to return to their original positions.

[0106] This embodiment provides specific structures for the second elastic element 52, so that the second elastic clip can absorb the vibration energy of the steering knuckle 30 along the longitudinal direction of the vehicle 1000 with the wheel 70, thereby reducing the vibration energy transmitted to the passenger compartment through the frame 10 and improving the stability and comfort of the vehicle 1000.

[0107] refer to Figure 3 , Figure 4In some embodiments, the first elastic member 51 is a plate-shaped structure, the thickness direction of the first elastic member 51 is parallel to the height direction Z of the vehicle 1000, and the length direction of the first elastic member 51 is parallel to the transverse direction Y of the vehicle 1000.

[0108] The first elastic element 51 is a plate-shaped structure, that is, the first elastic element 51 is a structure with a large length and a small thickness; the first elastic element 51 may include only one plate structure, or it may include multiple plate structures stacked together.

[0109] The thickness direction of the first elastic member 51 is parallel to the height direction Z of the vehicle 1000. At this time, the size of the first elastic member 51 in the height direction Z of the vehicle 1000 is small, and the space occupied by the first elastic member 51 in the height direction Z of the vehicle 1000 is also small. At the same time, this setting also enables the first elastic member 51 to have the ability to elastically deform in the height direction Z of the vehicle 1000.

[0110] The length direction of the first elastic element 51 is parallel to the transverse Y direction of the vehicle 1000, so that the two sides of the first elastic element 51 along its length direction can be connected to two different linkage assemblies 20 respectively. At the same time, because the first elastic element 51 has a large dimension in its length direction, the first elastic element 51 also has the ability to twist and undergo elastic deformation around its length direction. This ability allows the first elastic element 51 to provide support for the corresponding wheel 70 and steering knuckle 30 when the vibration directions of the two corresponding wheels 70 are different, so as to play a role similar to a stabilizer bar or torsion beam.

[0111] The length direction of the first elastic element 51 is parallel to the transverse Y of the vehicle 1000. At this time, the first elastic element 51 can also provide lateral support for the steering knuckle 30 and the corresponding wheel 70 along the transverse Y of the vehicle 1000, so as to improve the driving stability and steering stability of the vehicle 1000.

[0112] In this embodiment, the width direction of the first elastic member 51 can also be parallel to the longitudinal direction X of the vehicle 1000. In this case, the first elastic member 51 can also provide support for the steering knuckle 30 and the wheel 70 along the longitudinal direction X of the vehicle 1000.

[0113] This embodiment provides some specific structures for the first elastic member 51, so that the first elastic member 51 can deform Z along the height direction of the vehicle 1000, and can also twist Y around the vehicle 1000. At the same time, the first elastic member 51 can also provide lateral support for the steering knuckle 30 along the lateral Y of the vehicle 1000.

[0114] In some embodiments, the lever ratio of the shock absorber 40 ranges from 0.6 to 0.7.

[0115] The leverage ratio of the shock absorber 40 refers to the ratio between the travel of the shock absorber and the travel of the wheel 70, which is also the travel of the steering knuckle 30. For example, the leverage ratio of the shock absorber 40 can be 0.6, 0.62, 0.64, 0.66, 0.68, 0.7 or other values.

[0116] The leverage ratio of the shock absorber 40 reflects its load capacity and ability to absorb vibration energy. The larger the leverage ratio of the shock absorber 40, the greater the vibration stroke of the corresponding wheel 70, which means that the amplitude of the vibration of the wheel 70 that can be buffered is also greater.

[0117] Because the shock absorber 40 is located on one side of the steering knuckle 30, the vibration travel of the wheel 70 that the shock absorber 40 can correspond to is increased, and the vibration energy that the shock absorber 40 can absorb is also greater. Specifically, with a fixed leverage ratio of the shock absorber 40, the farther the shock absorber 40 is from the steering knuckle 30, the greater the vibration travel of the wheel 70 that the shock absorber 40 can correspond to; conversely, with a fixed vibration travel of the wheel 70, that is, with a fixed energy absorption capacity required by the shock absorber 40, that is, while maintaining the energy absorption effect of the shock absorber 40, the farther the shock absorber 40 is from the steering knuckle 30, the smaller the leverage ratio of the shock absorber 40 can be, the smaller the size of the shock absorber 40 can be, and the smaller the size of the shock absorber 40 in the Z direction of the vehicle's height of 1000.

[0118] Accordingly, the leverage ratio of the shock absorber 40 is set to be between 0.6 and 0.7. Under this setting, while maintaining the energy absorption effect of the shock absorber 40, the stroke of the shock absorber 40 is reduced, the size of the shock absorber 40 is shortened, the size of the shock absorber 40 in the Z direction of the vehicle's height of 1000 is reduced, and the space occupied by the suspension system is reduced.

[0119] For example, the leverage ratio of the shock absorber 40 can be 0.6. At this time, the leverage ratio of the shock absorber 40 is relatively large. Under the premise of maintaining the energy absorption effect of the shock absorber 40, the shock absorber 40 is closer to the steering knuckle 30, and the space occupied by the shock absorber 40 and the steering knuckle 30 in the longitudinal X of the vehicle is small.

[0120] For example, the leverage ratio of the shock absorber 40 can be 0.65. At this time, the leverage of the shock absorber 40 is moderate. Under the premise of maintaining the energy absorption effect of the shock absorber 40, the distance between the shock absorber 40 and the steering knuckle 30 is moderate, and the length of the shock absorber 40 is also moderate.

[0121] For example, the leverage ratio of shock absorber 40 can be 0.7. In this case, the leverage ratio of shock absorber 40 is small. Under the premise of maintaining the energy absorption effect of shock absorber 40, the length of shock absorber 40 is short and the size of shock absorber 40 in the Z direction of vehicle height 1000 is large.

[0122] This embodiment provides a range of lever ratios for the shock absorber 40 so that the shock absorber 40 can have a smaller stroke during the vibration of the wheel 70, thereby reducing the size and space occupation of the shock absorber 40.

[0123] In some embodiments, the distance between the shock absorber 40 and the steering knuckle 30 in the longitudinal direction of the vehicle 1000 is less than or equal to 145 mm.

[0124] Since the shock absorber 40 is located on one side of the steering knuckle 30, under the condition that the specifications of the shock absorber 40 remain unchanged, the greater the distance between the shock absorber 40 and the steering knuckle 30 in the longitudinal direction X of the vehicle 1000, the better the energy absorption effect of the shock absorber 40.

[0125] Conversely, given a fixed energy absorption capacity required by the shock absorber 40, that is, while maintaining the energy absorption effect of the shock absorber 40, the greater the distance between the shock absorber 40 and the steering knuckle 30 along the longitudinal x-axis of the vehicle (1000), the smaller the size of the shock absorber 40 can be, and the less space it occupies. In other words, staggering the shock absorber 40 and the steering knuckle 30 can shorten the size of the shock absorber 40.

[0126] Furthermore, the greater the distance between the shock absorber 40 and the steering knuckle 30 in the longitudinal direction of the vehicle 1000, the larger the size of the entire suspension system in the longitudinal direction of the vehicle 1000, and the more space the suspension system occupies in the longitudinal direction of the vehicle 1000.

[0127] Accordingly, the distance between the shock absorber 40 and the steering knuckle 30 in the longitudinal X direction of the vehicle 1000 can be less than or equal to 145mm. This setting can shorten the size of the shock absorber 40, reduce the space occupied by the shock absorber 40 in the height Z direction of the vehicle 1000, and also prevent the size of the entire suspension system in the longitudinal X direction of the vehicle 1000 from being too large.

[0128] This embodiment provides a distance between the shock absorber 40 and the steering knuckle 30, so that the shock absorber 40 can be offset from the steering knuckle 30 to reduce the space occupied by the shock absorber 40, and the shock absorber 40 can provide better damping for the steering knuckle 30.

[0129] refer to Figure 3 , Figure 4 In some embodiments, one end of the lower control arm 22 is connected to a bushing, the axial direction of which is parallel to the longitudinal direction of the vehicle 1000, so that the lower control arm 22 can move along the axial direction of the bushing and can rotate about the axial direction of the bushing.

[0130] A bushing is a flexible connecting element in a suspension system. Bushings can absorb energy through deformation, and they also have a certain displacement capability in their axial direction, through which they absorb a certain amount of energy. Bushings can be cylindrical, prismatic, or other shaped cylindrical structures. The material of bushings can include rubber, polyurethane, or other flexible materials.

[0131] One end of the lower control arm 22 is connected to the vehicle 1000 via a bushing. That is, the bushing is connected to both the vehicle 1000 and the lower control arm 22 to connect the lower control arm 22 to the vehicle 1000. For example, the bushing is fitted onto a beam of the vehicle 1000, and the lower control arm 22 is connected to the outer surface of the bushing.

[0132] The bushing's axial direction is parallel to the longitudinal direction X of the vehicle 1000, meaning the bushing can move along the longitudinal direction X of the vehicle 1000. This allows the lower control arm 22 to move relative to the vehicle 1000 in the longitudinal direction X, thereby absorbing some of the vibration energy and reducing the vibration energy transmitted to the vehicle 1000. Simultaneously, this arrangement also allows the lower control arm 22 to rotate about the bushing's axial direction, enabling it to move with the steering knuckle 30 in the height direction Z of the vehicle 1000, thereby reducing the interference of the lower control arm 22 on the movement of the steering knuckle 30 in the height direction Z of the vehicle 1000.

[0133] The lower control arm 22 is connected to the vehicle 1000 via a bushing, so that the lower control arm 22 can move along the longitudinal direction X of the vehicle 1000. At the same time, the bushing can also provide support and transmit force to the lower control arm 22 in its radial direction, that is, the bushing can provide support to the lower control arm 22 in the transverse direction Y of the vehicle 1000, so that the frame 10 can provide support force to the lower control arm 22 in the transverse direction Y of the vehicle 1000 through the bushing, thereby facilitating the lower control arm 22 to provide lateral support to the steering knuckle 30 and the wheel 70.

[0134] When the vehicle 1000 travels on a bumpy road surface, causing the wheel 70 to vibrate along the longitudinal X direction of the vehicle 1000, the lower control arm 22 can move along the longitudinal X direction of the vehicle 1000 with the steering knuckle 30 and the wheel 70. The movement of the lower control arm 22 can absorb part of the vibration energy of the steering knuckle 30 and the wheel 70 and buffer the impact of the road surface, thereby reducing the vibration energy transmitted to the passenger compartment through the frame 10 and improving the stability and comfort of the vehicle 1000.

[0135] When the elastic component 50 includes the second elastic element 52, the second elastic element 52 can also elastically deform with the movement of the lower control arm 22. At this time, the elastic deformation of the second elastic element 52 can also absorb part of the vibration energy of the steering knuckle 30 and the wheel 70 and buffer the road impact. After the factors that cause the wheel 70 to vibrate along the longitudinal X of the vehicle 1000 disappear, the second elastic element 52 can return to its original position and drive the lower control arm 22 and the steering knuckle 30 to return to their original positions, so that the wheel 70 can return to the corresponding position, thereby improving the stability of the vehicle 1000.

[0136] In this embodiment, the lower control arm 22 is connected to the vehicle 1000 via a bushing, so that the lower control arm 22 can move along the longitudinal direction of the vehicle 1000 to absorb some of the vibration energy of the wheel 70; at the same time, the bushing can also provide support for the lower control arm 22 in other directions different from the longitudinal direction of the vehicle 1000, so that the lower control arm 22 can better support the steering knuckle 30.

[0137] refer to Figures 3 to 5 In some embodiments, the lower control arm 22 is provided with a first connecting portion 221 and a second connecting portion 222 along its length. The first connecting portion 221 is used to connect the bushing, and the second connecting portion 222 is used to connect the first elastic member 51.

[0138] The length direction of the lower control arm 22 is parallel to the longitudinal direction X of the vehicle 1000, that is, the length direction of the lower control arm 22 is parallel or approximately parallel to the longitudinal direction X of the vehicle 1000, so that the lower control arm 22 can move along the longitudinal direction X of the vehicle 1000.

[0139] The first connecting part 221 refers to the structure in which the lower control arm 22 is connected to the bushing. When the bushing is connected to the vehicle 1000, the first connecting part 221 can be indirectly connected to the vehicle 1000 through the bushing to install the lower control arm 22 on the vehicle 1000. The first connecting part 221 can be a connecting seat, connecting shaft, or other structures. The first connecting part 221 can be connected to the lower control arm 22 by welding, screwing, or other means. The first connecting part 221 can also be integrally formed with the lower control arm 22. The material of the first connecting part 221 can include metal, plastic, or other materials. The material of the first connecting part 221 can be the same as or different from the material of the lower control arm 22.

[0140] The second connecting part 222 refers to the structure in which the lower control arm 22 is connected to the first elastic member 51. When the first elastic member 51 is connected to the vehicle 1000 through the second elastic member 52, the second connecting part 222 can be indirectly connected to the vehicle 1000 through the first elastic member 51 and the second elastic member 52 to install the lower control arm 22 on the vehicle 1000. The second connecting part 222 can be a connecting seat, connecting shaft, or other structures. The second connecting part 222 can be connected to the lower control arm 22 by welding, screwing, or other means. The second connecting part 222 can also be integrally formed with the lower control arm 22. The material of the second connecting part 222 can include metal, plastic, or other materials. The material of the second connecting part 222 can be the same as or different from the material of the lower control arm 22.

[0141] Along the longitudinal direction X of the vehicle 1000, the first connecting portion 221 may be located in front of the second connecting portion 222, or it may be located behind the second connecting portion 222; where "in front" refers to the direction in which the front of the vehicle 1000 is located, and "behind" refers to the direction in which the rear of the vehicle 1000 is located. For example, the first connecting portion 221 is located in front of the second connecting portion 222.

[0142] This embodiment provides some specific structures for the lower control arm 22, so that the lower control arm 22 can be connected to the frame 10 and connected to the elastic component 50.

[0143] refer to Figures 3 to 5 In some embodiments, the lower control arm 22 is further provided with a third connecting portion 223 and a fourth connecting portion 224, both of which are rotatably connected to the steering knuckle 30. The third connecting portion 223 and the fourth connecting portion 224 are arranged at intervals along the length direction of the lower control arm 22, and both are located between the first connecting portion 221 and the second connecting portion 222, with the fourth connecting portion 224 located between the third connecting portion 223 and the second connecting portion 222.

[0144] The third connecting part 223 is a structure on the lower control arm 22 for connecting to the steering knuckle 30. The third connecting part 223 can be a connecting seat, connecting shaft, or other structures. The third connecting part 223 can be connected to the lower control arm 22 by welding, screwing, or other means. The third connecting part 223 can also be integrally formed with the lower control arm 22. The material of the third connecting part 223 can include metal, plastic, or other materials. The material of the third connecting part 223 can be the same as or different from that of the lower control arm 22.

[0145] Similar to the third connecting part 223, the fourth connecting part 224 is a structure on the lower control arm 22 for connecting to the steering knuckle 30. The fourth connecting part 224 can be a connecting seat, connecting shaft, or other structures. The fourth connecting part 224 can be connected to the lower control arm 22 by welding, screwing, or other means. The fourth connecting part 224 can also be integrally formed with the lower control arm 22. The material of the fourth connecting part 224 can include metal, plastic, or other materials. The material of the fourth connecting part 224 can be the same as or different from that of the lower control arm 22.

[0146] The steering knuckle 30 is rotatably connected to the third connecting part 223 and the fourth connecting part 224, that is, there are two connecting parts between the steering knuckle 30 and the lower control arm 22, so that the lower control arm 22 can better support the steering knuckle 30.

[0147] The third connecting portion 223 and the fourth connecting portion 224 are arranged at intervals along the length direction of the lower control arm 22, and the length direction of the lower control arm 22 is parallel to the longitudinal direction X of the vehicle 1000. That is, the third connecting portion 223 and the fourth connecting portion 224 can limit the displacement of the steering knuckle 30 in the longitudinal direction X of the vehicle 1000 to fix the steering knuckle 30.

[0148] This embodiment further provides some structure of the lower control arm 22, and provides a third connecting part 223 and a fourth connecting part 224 so that the steering knuckle 30 can be connected to the third connecting part 223 and the fourth connecting part 224, thereby enabling the lower control arm 22 to provide more stable support for the steering knuckle 30.

[0149] refer to Figures 3 to 5 In some embodiments, in the longitudinal direction of the vehicle 1000, the fourth connecting portion 224 is located between the center of the steering knuckle 30 and the second connecting portion 222.

[0150] The fourth connecting part 224 is located in the longitudinal direction X of the vehicle 1000 between the center of the steering knuckle 30 and the second connecting part 222, wherein, when the wheel 70 is mounted on the steering knuckle 30, the center of the steering knuckle 30 is on the rotation axis of the wheel 70.

[0151] When the wheel 70 is mounted on the steering knuckle 30, this arrangement allows the fourth connecting part 224 to be located between the wheel 70 axle and the second connecting part 222. Since the second connecting part 222 is the part where the first elastic member 51 is connected to the lower control arm 22, under the synergistic action of the third connecting part 223 and the first elastic member 51, the lateral support of the lower control arm 22 on the steering knuckle 30 can form a toe-in effect, which facilitates the improvement of the stability of the vehicle 1000.

[0152] For example, when the first connecting part 221 is located in front of the second connecting part 222, the fourth connecting part 224 is located behind the steering knuckle 30.

[0153] This embodiment further provides a structure for the lower control arm 22, such that the fourth connecting part 224 is located between the steering knuckle 30 and the second connecting part 222, so that the lateral force of the lower control arm 22 on the steering knuckle 30 can form a toe-in effect, thereby providing more stable support for the steering knuckle 30.

[0154] refer to Figures 3 to 5 In some embodiments, the fourth connection 224 is located between the first elastic member 51 and the center of the steering knuckle 30 in the longitudinal direction of the vehicle 1000.

[0155] The fourth connecting part 224 is located between the center of the first elastic member 51 and the steering knuckle 30, that is, the fourth connecting part 224 is located in front of the entire first elastic member 51, that is, the fourth connecting part 224 is located both in front of the connection part between the first elastic member 51 and the lower control arm 22 and in front of the end of the first elastic member 51 connected to the vehicle 1000; when the first elastic member 51 is connected to the vehicle 1000 through the second elastic member 52, the fourth connecting part 224 is located between the second elastic member 52 and the steering knuckle 30 in the longitudinal direction of the vehicle 1000.

[0156] When the fourth connecting part 224 is located between the center of the steering knuckle 30 and the second connecting part 222, the fourth connecting part 224 is also located in the longitudinal direction of the vehicle 1000 in front of the second elastic member 52, that is, between the second elastic member 52 and the steering knuckle 30. In other words, the fourth connecting part 224 is located on the side of the second elastic member 52 facing the head of the vehicle 1000, and the wheel 70 is also located in front of the second elastic member 52.

[0157] The fourth connecting part 224 is located in front of the second elastic member 52. The motion geometry formed by the line connecting the two allows the lower control arm 22 to form a toe-in effect under the action of braking force, which facilitates the improvement of the stability of the vehicle 1000.

[0158] This embodiment further provides a structure for the lower control arm 22, such that the fourth connecting part 224 is located between the second elastic member 52 and the steering knuckle 30, so that the lateral force of the lower control arm 22 on the steering knuckle 30 can form a toe-in effect, thereby providing more stable support for the steering knuckle 30.

[0159] refer to Figures 3 to 5 In some embodiments, the lower control arm 22 is further provided with a fifth connecting part 225, which is connected to the shock absorber 40 and is located adjacent to the third connecting part 223.

[0160] The fifth connecting part 225 is a structure on the lower control arm 22 for connecting to the shock absorber 40. The shock absorber 40 can be connected to the fifth connecting part 225 through a bushing, ball joint structure or other structure. The fifth connecting part 225 can be a connecting seat, connecting shaft or other structure. The fifth connecting part 225 can be connected to the lower control arm 22 by welding, screwing or other means. The fifth connecting part 225 can also be integrally formed with the lower control arm 22. The material of the fifth connecting part 225 can include metal, plastic or other materials. The material of the fifth connecting part 225 can be the same as or different from the material of the lower control arm 22.

[0161] The fifth connecting part 225 is disposed adjacent to the third connecting part 223, that is, the fifth connecting part 225 is disposed adjacent to the steering knuckle 30, so that the shock absorber 40 can better absorb the vibration energy of the steering knuckle 30, reduce the vibration energy transmitted to the upper control arm 21 and the lower control arm 22, thereby reducing the vibration energy transmitted to the passenger compartment through the upper control arm 21, the lower control arm 22 and the frame 10, and improving the stability and comfort of the vehicle 1000.

[0162] This embodiment further provides some structure of the lower control arm 22 so that the shock absorber 40 can be set close to the steering knuckle 30, thereby better suppressing the vibration of the steering knuckle 30.

[0163] refer to Figure 3 , Figure 4 In some embodiments, the upper control arm 21 includes two ends 211, one of which is connected to the steering knuckle 30; the upper control arm 21 also includes a bend 212 located between the two ends 211, at least a portion of the bend 212 being bent toward the lower control arm 22 along the height direction of the vehicle 1000 to form a clearance space on the side of the upper control arm 21 away from the lower control arm 22.

[0164] End 211 refers to the part of the upper control arm 21 that is connected to the steering knuckle 30 and the vehicle 1000. One end 211 is connected to the beam or other structure of the vehicle 1000, and the other end 211 is connected to the steering knuckle 30. Depending on the connection method between the upper control arm 21 and the vehicle 1000 and the steering knuckle 30, at least part of the bushing, ball joint structure or other corresponding connection structure can be directly integrated onto the corresponding end 211, or the corresponding connection structure can be fixed onto the end 211 by screwing, bonding or other means.

[0165] The curved portion 212 refers to the part of the upper control arm 21 located between the two ends 211. At least a portion of the curved portion 212 bends along the height direction Z of the vehicle 1000 toward the direction where the lower control arm 22 is located, so that the upper control arm 21 forms a curved structure that bends toward the lower control arm 22. In this case, the upper control arm 21 can be an arc-shaped structure. For example, when the upper control arm 21 and the lower control arm 22 are arranged along the height direction of the vehicle 1000 and the upper control arm 21 is located above the lower control arm 22, the curved portion 212 bends downward.

[0166] The bending portion 212 bends toward the direction of the lower control arm 22, which can form a clearance space on the side of the upper control arm 21 away from the lower control arm 22. This clearance space can be used to accommodate the suspension system or other structures on the vehicle 1000, thereby reducing the space occupied by the upper control arm 21 and further reducing the space occupied by the entire suspension system.

[0167] Taking the upper control arm 21 above the lower control arm 22 as an example, when the steering knuckle 30 moves upward along the height direction Z of the vehicle 1000, the end 211 of the upper control arm 21 connected to the steering knuckle 30 moves upward with the steering knuckle 30. At this time, the upper control arm 21 tilts upward as a whole. Due to the presence of the curved part 212, even if the upper control arm 21 tilts, it is difficult to collide with the structural components above the upper control arm 21, thereby making room for other structures above the upper control arm 21 and achieving the effect of reducing the space occupied by the upper control arm 21.

[0168] In this embodiment, the upper control arm 21 includes a curved portion 212, and the curved portion 212 forms a clearance space on the side of the upper control arm 21 away from the lower control arm 22, so as to reduce the space occupied by the upper control arm 21 above the suspension system, thereby reducing the space occupied by the linkage assembly 20 in the interior space of the vehicle 1000 and increasing the interior space of the vehicle 1000.

[0169] In some embodiments, the stiffness of the upper control arm 21 is greater than or equal to 20 kN / mm (kilonewtons per millimeter).

[0170] The stiffness of the upper control arm 21 reflects its ability to resist elastic deformation under external force. The greater the stiffness of the upper control arm 21, the stronger its load-bearing capacity.

[0171] Because the upper control arm 21 is provided with a curved part 212, the upper control arm 21 with the curved part 212 is structurally weaker than the straight columnar structure; accordingly, the stiffness of the upper control arm 21 is made greater than or equal to 20kN / mm so that the upper control arm 21 can better support the steering knuckle 30.

[0172] For example, the stiffness of the upper control arm 21 can be 20kN / mm, or it can be 30kN / mm, 40kN / mm or other values.

[0173] When there is a bent portion 212 on the upper control arm 21, the stiffness of the upper control arm 21 can be increased by increasing the cross-sectional area of ​​the upper control arm 21, by selecting a high-stiffness material, or by using other methods to increase the stiffness of the upper control arm 21.

[0174] This embodiment provides a range of stiffness for the upper control arm 21 such that the upper control arm 21 can have a bending portion 212 to reduce the occupancy of the interior space of the vehicle 1000, and also has sufficient stiffness to provide support for the steering knuckle 30.

[0175] In some embodiments, the maximum distance between the curved portion 212 and any end portion 211 in the height direction of the vehicle 1000 ranges from 30 mm to 40 mm.

[0176] The maximum distance between the curved portion 212 and any end 211 in the height direction Z of the vehicle 1000 is the dimension of the bending of the curved portion 212 in the direction where the control arm 22 is located; taking the bending portion 212 bending downward as an example, the maximum distance between the curved portion 212 and any end 211 in the height direction Z of the vehicle 1000 is the distance between the lowest point of the curved portion 212 and any end 211.

[0177] The maximum distance between the curved portion 212 and any end portion 211 ranges from 30 mm to 40 mm; for example, the distance can be 30 mm, 32 mm, 34 mm, 36 mm, 38 mm, 40 mm or other values.

[0178] The maximum distance between the curved portion 212 and any end 211 reflects the degree of downward bending of the curved portion 212. The larger the distance, the greater the elastic deformation of the curved portion 212, the larger the size of the downward bend, the larger the size of the clearance space in the height direction Z of the vehicle 1000, and the smaller the space occupied by the upper control arm 21 in the height direction Z of the vehicle 1000. At the same time, the larger the size of the distance, the greater the negative impact of the curvature on the overall strength of the upper control arm 21.

[0179] Accordingly, the maximum distance between the curved portion 212 and any end portion 211 is 30mm to 40mm. This arrangement can reduce the space occupied by the upper control arm 21 in the height direction Z of the vehicle 1000, and also facilitate the maintenance of the strength of the upper control arm 21.

[0180] Understandably, since the strength requirement of the upper control arm 21 is fixed, the strength loss caused by the downward bending of the bending part 212 can be compensated by other means according to the downward bending range of the bending part 212; for example, the strength loss caused by the bending part 212 can be compensated by changing the material of the upper control arm 21, increasing the width of the upper control arm 21, setting a reinforcing structure or other means.

[0181] For example, the maximum distance between the curved portion 212 and any end 211 can be 30mm. At this time, the bending amplitude of the curved portion 212 is small, and the bending of the curved portion 212 has a small negative impact on the strength of the upper control arm 21. At the same time, this setting can also reduce the space occupied by the upper control arm 21 in the height direction Z of the vehicle 1000.

[0182] For example, the maximum distance between the curved portion 212 and any end 211 can be 35mm. At this time, the bending amplitude of the curved portion 212 is moderate, which can further reduce the space occupied by the upper control arm 21 in the height direction Z of the vehicle 1000, and also avoid the negative impact on the strength of the upper control arm 21.

[0183] For example, the maximum distance between the curved portion 212 and any end 211 can be 40mm. In this case, the bending amplitude of the curved portion 212 is larger, which can better reduce the space occupied by the upper control arm 21 in the vehicle height direction Z of 1000.

[0184] For example, the maximum distance between the curved portion 212 and any end 211 is 30mm, and the minimum distance between the curved portion 212 and the steering knuckle 30 in the height direction Z of the vehicle 1000 is 100mm. When the curved portion 212 corresponds to the trunk, this arrangement can increase the capacity of the trunk by 30L to 40L.

[0185] This embodiment provides a range of bending elastic deformation of the bending portion 212 in order to better reduce the space occupied by the bending portion 212 inside the vehicle 1000.

[0186] In some embodiments, the suspension system includes a link assembly 20, a steering knuckle 30, a shock absorber 40, and an elastic component 50; the link assembly 20, the steering knuckle 30, and the shock absorber 40 are each in pairs and are spaced apart laterally along the vehicle 1000.

[0187] The elastic component 50 includes a first elastic element 51 and a second elastic element 52. The second elastic element 52 is an elastic bushing structure and can elastically deform along the longitudinal direction X of the vehicle 1000. The first elastic element 51 passes through the second elastic element 52, and the two sides of the first elastic element 51 are respectively connected to the lower control arms 22 of the two linkage assemblies 20. The first elastic element 51 can elastically deform along the height direction Z of the vehicle 1000, so that the part of the first elastic element 51 connected to the lower control arm 22 can elastically deform along the height direction Z of the vehicle 1000.

[0188] The linkage assembly 20 includes an upper control arm 21 and a lower control arm 22, with the upper control arm 21 positioned above the lower control arm 22 along the height direction Z of the vehicle 1000.

[0189] The length direction of the upper control arm 21 is parallel to the transverse Y direction of the vehicle 1000; the upper control arm 21 has two ends 211 along its length direction and a bent portion 212 connecting the two ends 211. The two ends 211 are respectively connected to the frame 10 and the steering knuckle 30 through a bushing structure. The bent portion 212 bends downward along the height direction Z of the vehicle 1000.

[0190] The lower control arm 22 is parallel to the longitudinal direction X of the vehicle 1000 along its length. The lower control arm 22 is provided with a first connecting part 221, a third connecting part 223, a fourth connecting part 224 and a second connecting part 222 along the longitudinal direction X of the vehicle 1000 from front to back. The first connecting part 221 is connected to the bushing structure. The third connecting part 223 and the fourth connecting part 224 are respectively connected to the steering knuckle 30 and located on both sides of the steering knuckle 30. The second connecting part 222 is connected to the first elastic member 51. The lower control arm 22 is also provided with a fifth connecting part 225 adjacent to the third connecting part 223. One end of the shock absorber 40 is connected to the fifth connecting part 225.

[0191] Shock absorber 40 and elastic component 50 are located on both sides of steering knuckle 30 along the longitudinal direction of vehicle 1000.

[0192] refer to Figure 6 Secondly, embodiments of this application also provide a chassis 100, including the suspension system provided in some embodiments of the first aspect.

[0193] In the chassis 100, an elastic component 50 is provided to replace the stabilizer bar and coil spring, so that the elastic component 50 can absorb the vibration energy of the wheel 70 and the steering knuckle 30, and also provide lateral support for the steering knuckle 30 and the wheel 70 to improve the stability of the vehicle 1000; at the same time, this setting also simplifies the structure of the suspension system and reduces the space occupied by the suspension system in the length direction X and height direction Z of the chassis 100.

[0194] In some embodiments, the chassis 100 may further include a frame 10 and a wheel arch structure 60. The wheel arch structure 60 is connected to the frame 10; one end of the shock absorber 40 is connected to the steering knuckle 30 or the linkage assembly 20, and the other end of the shock absorber 40 is connected to the wheel arch structure 60; a first elastic member 51 is connected to the frame 10.

[0195] The frame 10 refers to the structure in the chassis 100 that primarily provides support and a mounting base for other structures. The frame 10 also provides support for the upper body 200. The upper body 200 and other structures of the chassis 100 can be connected to the frame 10. The frame 10 may include longitudinal beams, cross beams, or other structures to form a frame structure, thereby facilitating the bearing of various forces generated during the vehicle 1000's operation. For example, the longitudinal beams are parallel to the length direction X of the chassis 100. There are two longitudinal beams arranged along the width direction Y of the chassis 100. The distance between the two longitudinal beams is the span between them. A smaller span results in weaker bending resistance and poorer collision performance of the chassis 100. The frame 10 may be made of steel, aluminum, aluminum alloy, or other materials.

[0196] The frame 10 may consist only of the main frame 10, or it may consist of the main frame 10 and a subframe 10 connected to the main frame 10. The main frame 10 is the main load-bearing structure of the chassis 100, and the subframe 10 is an auxiliary load-bearing structure of the chassis 100, used to support certain features, such as the subframe 10 that supports the suspension.

[0197] The first elastic member 51 is connected to the frame 10. The first elastic member 51 can be indirectly connected to the frame 10 through an intermediate structure or directly connected to the frame 10. When the elastic component 50 includes a second elastic member 52, the second elastic member 52 is connected to the frame 10, and the first elastic member 51 is indirectly connected to the frame 10 through the second elastic member 52.

[0198] The wheel cover structure 60 refers to the structural component located outside the wheel 70 in the chassis 100. The wheel cover outer plate is mainly used to protect the wheel 70 and reduce the damage that may be caused to the wheel 70 and the upper body 200 by stones, mud and other debris splashed on the road. The wheel cover outer plate is connected to the frame 10, and the wheel cover outer plate can be connected to the frame 10 by welding or other means.

[0199] One end of the shock absorber 40 is connected to the steering knuckle 30 or the connecting rod assembly 20, and the other end is connected to the wheel arch structure 60. At this time, the wheel arch structure 60 can serve as a fixed base for the shock absorber 40. When the wheel 70 and the steering knuckle 30 vibrate, the wheel arch structure 60 can provide support for the shock absorber 40 so that the shock absorber 40 can extend and retract to absorb and release energy, thereby achieving the function of absorbing vibration energy and suppressing vibration frequency.

[0200] Compared to the traditional vehicle 1000, this embodiment sets the wheel arch structure 60 on the frame 10 so that the wheel arch structure 60 is part of the chassis 100, so that the shock absorber 40 no longer relies on the structural rigidity provided by the upper body 200; during the process of assembling the upper body 200 into the chassis 100, this setting also saves the process of installing the shock absorber 40 into the upper body 200, simplifies the assembly process of the upper body 200, and improves production efficiency.

[0201] In this embodiment, the chassis 100 includes a wheel arch structure 60, and the shock absorber 40 is connected to the wheel arch structure 60, which improves the overall integrity of the chassis 100, reduces the assembly difficulty of the chassis 100 and the upper body 200, and facilitates the assembly of the chassis 100 and the upper body 200. This arrangement can also reduce the influence of the shock absorber 40 on the selection of the upper body 200, thereby enabling the chassis 100 to adapt to a variety of different upper bodies 200.

[0202] In some embodiments, a rear wheel is connected to the steering knuckle 30, and the axis of the rear wheel coincides with the axis of the steering knuckle 30.

[0203] The rear wheel refers to the wheel 70 in the chassis 100 that is close to the rear of the vehicle 1000. The rear wheel can serve only as the drive wheel of the vehicle 1000 without steering function, or it can have a certain steering function. The rear wheel is mounted on the steering knuckle 30, which is the suspension system used to correspond to the rear wheel of the vehicle 1000 to absorb the vibration of the rear wheel. The axle of the rear wheel coincides with the steering knuckle 30 so that the rear wheel can be mounted on the steering knuckle 30 and can rotate relative to the steering knuckle 30.

[0204] In this embodiment, the rear wheels are mounted on the steering knuckle 30, so that the steering knuckle 30 and the corresponding shock absorber 40 and elastic component 50 occupy less space in the rear of the vehicle 1000, thereby reducing the impact of the suspension system on the rear passenger compartment and trunk space of the vehicle 1000.

[0205] In some embodiments, the chassis 100 includes a frame 10, a linkage assembly 20, a steering knuckle 30, a shock absorber 40, an elastic component 50, a wheel arch structure 60, and a wheel 70; two linkage assemblies 20, two steering knuckles 30, and two shock absorbers 40 are respectively disposed on both sides of the frame 10 along its width direction Y.

[0206] The elastic component 50 includes a first elastic element 51 and a second elastic element 52. The second elastic element 52 is an elastic bushing structure and is connected to the frame 10. The second elastic element 52 can elastically deform along the longitudinal direction X of the vehicle 1000. The first elastic element 51 passes through the second elastic element 52, and the two sides of the first elastic element 51 are respectively connected to the lower control arms 22 of the two linkage assemblies 20. The first elastic element 51 can elastically deform along the height direction Z of the vehicle 1000, so that the part of the first elastic element 51 connected to the lower control arm 22 can elastically deform along the height direction Z of the vehicle 1000.

[0207] The linkage assembly 20 includes an upper control arm 21 and a lower control arm 22, with the upper control arm 21 positioned above the lower control arm 22 along the height direction Z of the vehicle 1000.

[0208] The upper control arm 21 has a length direction parallel to the transverse Y direction of the vehicle 1000. The upper control arm 21 has two ends 211 along its length direction and a curved portion 212 connecting the two ends 211. The two ends 211 are respectively connected to the frame 10 and the steering knuckle 30 through a bushing structure. The curved portion 212 bends downward along the height Z direction of the vehicle 1000.

[0209] The lower control arm 22 is parallel to the longitudinal direction X of the vehicle 1000 along its length. The lower control arm 22 is provided with a first connecting part 221, a third connecting part 223, a fourth connecting part 224 and a second connecting part 222 in sequence from front to back along the longitudinal direction X of the vehicle 1000. The first connecting part 221 is connected to the frame 10 through a bushing structure. The third connecting part 223 and the fourth connecting part 224 are respectively connected to the steering knuckle 30 and located on both sides of the steering knuckle 30. The second connecting part 222 is connected to the first elastic member 51. The lower control arm 22 is also provided with a fifth connecting part 225 adjacent to the third connecting part 223. One end of the shock absorber 40 is connected to the fifth connecting part 225.

[0210] Shock absorber 40 and elastic component 50 are located on both sides of steering knuckle 30 along the longitudinal direction X of vehicle 1000.

[0211] Wheel 70 is the rear wheel of vehicle 1000 and is connected to steering knuckle 30.

[0212] The wheel arch structure 60 is connected to the frame 10 and located above the frame 10, and the other end of the shock absorber 40, away from the lower control arm 22, is connected to the wheel arch structure 60.

[0213] Thirdly, embodiments of this application also provide a vehicle 1000, including a suspension system provided in some embodiments of the first aspect, or a chassis 100 provided in some embodiments of the second aspect.

[0214] In the vehicle 1000, an elastic component 50 is provided to replace the stabilizer bar and coil spring, so that the elastic component 50 can absorb the vibration energy of the wheel 70 and the steering knuckle 30, and also provide lateral support for the steering knuckle 30 and the wheel 70 to improve the stability of the vehicle 1000; at the same time, this setting also simplifies the structure of the suspension system and reduces the space occupied by the suspension system in the longitudinal X and vertical Z directions of the vehicle 1000.

[0215] In the vehicle 1000, the shock absorber 40 and the elastic component 50 are located on both sides of the steering knuckle 30 along the longitudinal direction X of the vehicle 1000, which allows the shock absorber 40 to have a smaller leverage ratio, a shorter size, and a lower height, thereby reducing the overall height of the chassis 100 near the wheel 70.

[0216] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and not to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application, and they should all be covered within the scope of the claims and specification of this application. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A suspension system for a vehicle, characterized in that, include: The linkage assembly consists of an upper control arm and a lower control arm, wherein the upper control arm extends laterally along the vehicle and the lower control arm extends longitudinally along the vehicle; The upper part of the steering knuckle is connected to one end of the upper control arm, and the lower part of the steering knuckle is mounted on the lower control arm; A shock absorber, one end of which is connected to the lower control arm; The elastic component includes a first elastic element, which is capable of deforming along the height direction of the vehicle under the action of an external force. There are at least two of each of the connecting rod assembly, the steering knuckle, and the shock absorber, and they are arranged symmetrically along the transverse direction of the vehicle. The two ends of the first elastic member are respectively fixed to the two lower control arms. In the longitudinal direction of the vehicle, the shock absorber and the first elastic element are located on both sides of the steering knuckle.

2. The suspension system according to claim 1, characterized in that, The elastic component further includes a second elastic element connected to the first elastic element, and the second elastic element is capable of elastic deformation along the longitudinal direction of the vehicle.

3. The suspension system according to claim 2, characterized in that, The second elastic element is a sleeve structure, and the first elastic element passes through the second elastic element along the axial direction of the second elastic element, and the axial direction of the second elastic element is parallel to the transverse direction of the vehicle. The second elastic element is capable of elastic deformation along its radial direction.

4. The suspension system according to any one of claims 1-3, characterized in that, The first elastic element is a plate-shaped structure. The thickness direction of the first elastic element is parallel to the height direction of the vehicle, and the length direction of the first elastic element is parallel to the lateral direction of the vehicle.

5. The suspension system according to any one of claims 1-4, characterized in that, One end of the lower control arm is connected to a bushing, the axis of which is parallel to the longitudinal direction of the vehicle, so that the lower control arm can move along the axis of the bushing and rotate about the axis of the bushing.

6. The suspension system according to claim 5, characterized in that, Along the length of the lower control arm, the lower control arm is provided with a first connecting part and a second connecting part. The first connecting part is used to connect the bushing, and the second connecting part is used to connect the first elastic member.

7. The suspension system according to claim 6, characterized in that, The lower control arm is also provided with a third connecting part and a fourth connecting part, both of which are rotatably connected to the steering knuckle; The third connecting portion and the fourth connecting portion are arranged at intervals along the length direction of the lower control arm. The third connecting portion and the fourth connecting portion are both located between the first connecting portion and the second connecting portion, and the fourth connecting portion is located between the third connecting portion and the second connecting portion.

8. The suspension system according to claim 7, characterized in that, In the longitudinal direction of the vehicle, the fourth connecting portion is located between the center of the steering knuckle and the second connecting portion.

9. The suspension system according to any one of claims 7-8, characterized in that, The lower control arm is also provided with a fifth connecting part, which is connected to the shock absorber and is located adjacent to the third connecting part.

10. The suspension system according to any one of claims 5-9, characterized in that, The upper control arm includes two ends, one of which is connected to the steering knuckle; The upper control arm also includes a bend located between the two ends, at least a portion of which bends toward the lower control arm along the height direction of the vehicle to form a clearance space on the side of the upper control arm opposite to the lower control arm.

11. The suspension system according to claim 10, characterized in that, In the height direction of the vehicle, the maximum distance between the curved portion and any of the ends ranges from 30mm to 40mm.

12. A chassis, characterized in that, Includes the suspension system as described in any one of claims 1-11.

13. A vehicle, characterized in that, Includes the suspension system as described in any one of claims 1-11, or the chassis as described in claim 12.

Images