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, the lower control arm comprising a rigid arm and a flexible arm, the rigid arm extending along the longitudinal direction of the vehicle, the flexible arm extending along the transverse direction of the vehicle, one end of the flexible arm being connected to the rigid arm, and the flexible arm being capable of deforming along the longitudinal direction of the vehicle; a knuckle being mounted at the lower part of the rigid arm, the upper part of the knuckle being connected to one end of the upper control arm; a shock absorber being connected to the rigid arm at one end and located at one end of the knuckle; and an elastic member being connected to the rigid arm at one end and located at the other end of the knuckle. According to the suspension system provided in the application, the shock absorber and the elastic member are arranged on the two sides of the knuckle respectively, so that the shock absorber and the elastic member can act on each other, absorb the vibration energy of the wheel and limit the vibration frequency of the knuckle, and at the same time, the stress on the knuckle is more uniform, and the stability of the knuckle is improved.

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] In current vehicles, the suspension system is usually quite high, which can easily encroach on 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 the interior space of the vehicle.

[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. The lower control arm includes a rigid arm and a flexible arm. The rigid arm extends longitudinally along the vehicle, and the flexible arm extends laterally along the vehicle. One end of the flexible arm is fixedly connected to the rigid arm, and the flexible arm can deform longitudinally along the vehicle under longitudinal force. The steering knuckle is mounted on the rigid arm at its lower part, and connected to one end of the upper control arm at its upper part. The shock absorber is connected to the rigid arm at one end and located on one side of the steering knuckle. The elastic element is connected to the rigid arm at one end and located on the other side of the steering knuckle. There is one upper control arm and one lower control arm.

[0006] In this embodiment, the shock absorber is positioned on one side of the steering knuckle, allowing it to buffer greater vibrations from the wheel and steering knuckle with a smaller travel, thus reducing the size of the shock absorber and the required space. The shock absorber and elastic element are positioned on opposite sides of the steering knuckle, enabling them to work synergistically to absorb wheel vibration energy and limit the steering knuckle's vibration frequency. This also ensures more even force distribution on the steering knuckle, improving its stability. The structure of the linkage assembly is simplified, and the elastic element and shock absorber are arranged longitudinally along the vehicle to provide space for the shock absorber's lateral tilt. The lateral tilt of the shock absorber further reduces its size in the vehicle's height direction, thereby reducing the overall size of the suspension system.

[0007] The longitudinal direction of a vehicle refers to the direction in which the vehicle moves forward or backward, while the lateral direction refers to the direction perpendicular to the longitudinal direction of the vehicle.

[0008] In some embodiments, the lever ratio of the shock absorber ranges from 0.6 to 0.7.

[0009] The technical solution of this embodiment provides a range of lever ratios for shock absorbers, so that the shock absorbers can have a smaller stroke during wheel vibration, thereby reducing the size and space occupied by the shock absorbers.

[0010] In some embodiments, the distance between the shock absorber and the center of the steering knuckle in the longitudinal direction of the vehicle is less than or equal to 145 mm.

[0011] The technical solution of this embodiment provides a distance between the shock absorber and the steering knuckle, so that the shock absorber can be offset from the steering knuckle to reduce the space occupied by the shock absorber, and the shock absorber can provide better damping for the elastic element and the steering knuckle.

[0012] In some embodiments, the upper control arm is an arc-shaped arm, and the upper control arm includes a curved portion, at least a portion of which bends toward the lower part of the vehicle along the height direction of the vehicle.

[0013] 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.

[0014] In some embodiments, the stiffness of the upper control arm is greater than or equal to 20 kN / mm.

[0015] The technical solution of this embodiment provides a range of stiffness for the upper control arm, so that the upper control arm can have a bending portion to reduce the occupation of the vehicle's interior space, and also has sufficient stiffness to provide support for the steering knuckle.

[0016] In some embodiments, the maximum distance between the curved portion and either end of the upper control arm in the height direction of the vehicle ranges from 30 mm to 40 mm.

[0017] The technical solution of this embodiment provides a range of bending deformation for some curved parts, so as to better reduce the space occupied by the curved parts in the vehicle interior.

[0018] In some embodiments, one end of the rigid arm is connected to a bushing, the axial direction of which is parallel to the longitudinal direction of the vehicle, so that the rigid arm can move along the axial direction of the bushing and rotate about the axial direction of the bushing.

[0019] In the technical solution of this embodiment, a bushing is provided so that the rigid arm can move along the longitudinal direction of the vehicle to absorb some of the vibration energy of the wheel; at the same time, the bushing can also provide support for the rigid arm in other directions different from the longitudinal direction of the vehicle, so that the rigid arm can better support the steering knuckle.

[0020] In some embodiments, along the length of the rigid arm, the rigid arm is provided with a first connecting portion and a second connecting portion, the first connecting portion being connected to the bushing and the second connecting portion being connected to the flexible arm.

[0021] The technical solution of this embodiment provides some specific structures for rigid arms, so that rigid arms can be connected to the vehicle frame and flexible arms can be connected to rigid arms.

[0022] In some embodiments, the rigid arm is further provided with a third connecting portion and a fourth connecting portion, both of which are connected to the steering knuckle; the third connecting portion and the fourth connecting portion are arranged at intervals along the length direction of the rigid 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.

[0023] The technical solution of this embodiment further provides a rigid arm structure, which includes 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 rigid arm to provide more stable support for the steering knuckle.

[0024] In some embodiments, the fourth connecting portion is located between the steering knuckle and the second connecting portion in the longitudinal direction of the vehicle.

[0025] The technical solution of this embodiment further provides a structure of rigid arms, 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.

[0026] In some embodiments, the fourth connection is located between the flexible arm and the steering knuckle in the longitudinal direction of the vehicle.

[0027] The technical solution of this embodiment further provides a structure for some rigid arms, such that the fourth connecting part is located before the connection part between the flexible arm and the frame, 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.

[0028] In some embodiments, the rigid arm is further provided with a fifth connecting portion and a sixth connecting portion, the fifth connecting portion being connected to the shock absorber and the sixth connecting portion being connected to the elastic element; the fifth connecting portion is disposed adjacent to the third connecting portion and the sixth connecting portion is disposed adjacent to the fourth connecting portion.

[0029] The technical solution of this embodiment further provides a structure for some rigid arms, so that the shock absorber and the elastic element can be connected to different positions of the rigid arm respectively, and the shock absorber and the elastic element can be set near the steering knuckle, thereby better suppressing the vibration of the steering knuckle.

[0030] In some embodiments, in the height direction of the vehicle, one end of the shock absorber connected to the rigid arm is located below the steering knuckle.

[0031] In the technical solution of this embodiment, the end of the shock absorber connected to the rigid arm is located below the steering knuckle. Given a fixed size of the shock absorber, this arrangement can reduce the size of the other end of the shock absorber away from the rigid arm in the vehicle height direction, thereby reducing the size of the entire suspension system in its height direction.

[0032] In some embodiments, the elastic element is a helical spring.

[0033] In this embodiment, the elastic element is a helical spring, so that the elastic element can better suppress the vibration of the steering knuckle in the vehicle height direction and absorb the vibration energy in that direction.

[0034] Secondly, embodiments of this application also provide a chassis, including a suspension system provided in some embodiments of the first aspect, and a vehicle frame; a wheel arch structure connected to the vehicle frame; one end of a shock absorber connected to a rigid arm, and the other end of the shock absorber connected to the wheel arch structure; one end of an elastic element connected to the rigid arm, and the other end of the elastic element connected to the wheel arch structure; one end of an upper control arm connected to a steering knuckle, and the other end of the upper control arm connected to the vehicle frame; one end of a rigid arm connected to the vehicle frame, and the other end of the rigid arm connected to a flexible arm, with the end of the flexible arm away from the rigid arm connected to the vehicle frame.

[0035] In the technical solution of this embodiment, the chassis includes a wheel arch structure, and the shock absorber and elastic element are connected to the wheel arch structure, which improves the overall integrity of the chassis, reduces the assembly difficulty of the chassis and the upper body, and facilitates the assembly of the chassis and the upper body. This setting can also reduce the influence of the shock absorber and elastic element on the selection of the upper body, thereby enabling the chassis to adapt to a variety of different upper bodies.

[0036] 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.

[0037] 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, specific embodiments of this application are given below. Attached Figure Description

[0038] 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:

[0039] Figure 1 This application provides structural schematic diagrams of vehicles for some embodiments;

[0040] Figure 2 This application provides schematic diagrams of the chassis structure for some embodiments.

[0041] Figure 3 This is a perspective view of a suspension system and vehicle frame provided in some embodiments of this application;

[0042] Figure 4 This is a perspective view of a suspension system provided in some embodiments of this application;

[0043] Figure 5 A perspective view of the lower control arm provided for some embodiments of this application;

[0044] Figure 6 This application provides structural schematic diagrams illustrating the relationship between the chassis and the upper body in some embodiments.

[0045] The markings in the diagram mean:

[0046] 1000, vehicles;

[0047] 100. Chassis;

[0048] 10. Frame;

[0049] 20. Linkage assembly; 21. Upper control arm; 211. End; 212. Bending portion; 22. Lower control arm; 221. Rigid arm; 2211. First connecting portion; 2212. Second connecting portion; 2213. Third connecting portion; 2214. Fourth connecting portion; 2215. Fifth connecting portion; 2216. Sixth connecting portion; 222. Flexible arm;

[0050] 30. Steering knuckle;

[0051] 40. Shock absorbers;

[0052] 50. Elastic components;

[0053] 60. Wheel cover structure;

[0054] 70. Wheel;

[0055] 200. On the vehicle body. Detailed Implementation

[0056] 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.

[0057] 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.

[0058] 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.

[0059] 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.

[0060] 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.

[0061] 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).

[0062] 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.

[0063] 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.

[0064] In current vehicles, the overall height of the suspension system is typically high, which can easily encroach on the vehicle's interior space. Within the suspension system, the length of the shock absorber is one of the main factors affecting the suspension system's height. The length of the shock absorber is adapted to the corresponding wheel's vibration travel. To improve ride comfort and reduce vehicle vibration amplitude, shock absorbers typically have a large travel and a long length, allowing them to absorb more vibration energy even with large wheel vibration amplitude and travel.

[0065] Currently, most shock absorbers are mounted on the wheel axle, and their travel is often the same as or roughly the same as the wheel's travel. This makes it difficult to shorten the shock absorber's length and lower the suspension system's height. To reduce the suspension system's height, one approach is to tilt the shock absorber inwards along the chassis's width. While this tilted placement reduces the shock absorber's height, it increases its width, leading to a smaller gap between the chassis's longitudinal beams. A smaller gap in the longitudinal beams can reduce the chassis's bending resistance, thus affecting the vehicle's collision safety performance.

[0066] Based on the above considerations, in order to reduce the overall height of the suspension system and alleviate the problem of the suspension system encroaching on the vehicle's interior space, this application provides a suspension system in which the shock absorber and elastic element are respectively disposed on both sides of the steering knuckle axis. In such a suspension system, the shock absorber is located at one end of the steering knuckle axis, and the shock absorber can buffer the larger amplitude vibrations of the wheel and steering knuckle with a smaller travel, thereby reducing the size of the shock absorber and the space required; the shock absorber and elastic element are respectively located on both sides of the axis, and the shock absorber and elastic element can work together to absorb the vibration energy of the wheel and limit the vibration frequency of the steering knuckle, while also making the force on the steering knuckle more uniform and improving the stability of the steering knuckle.

[0067] 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.

[0068] To illustrate the technical solution of this application, the following description is provided in conjunction with specific accompanying drawings and embodiments.

[0069] refer to Figure 1 Vehicle 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.

[0070] 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.

[0071] Firstly, reference Figure 2 , Figure 3This application provides a suspension system including a linkage assembly 20, a steering knuckle 30, a shock absorber 40, and an elastic element 50. The linkage assembly 20 includes an upper control arm 21 and a lower control arm 22. The lower control arm 22 includes a rigid arm 221 and a flexible arm 222. The rigid arm 221 extends longitudinally along the vehicle 1000, and the flexible arm 222 extends laterally along the vehicle 1000. One end of the flexible arm 222 is fixedly connected to the rigid arm 221, and the flexible arm 222 can deform longitudinally along the vehicle 1000 under longitudinal force. The lower part of the steering knuckle 30 is mounted on the rigid arm 221, and the upper part of the steering knuckle 30 is connected to one end of the upper control arm 21. One end of the shock absorber 40 is connected to the rigid arm 221 and located on one side of the steering knuckle 30. One end of the elastic element 50 is connected to the rigid arm 221 and located on the other side of the steering knuckle 30.

[0072] 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.

[0073] 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 axle 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.

[0074] Linkage assembly 20 refers to the structure in the suspension system used to provide support for steering knuckle 30. One end of linkage assembly 20 is connected to vehicle 1000, and the other end of linkage assembly 20 is connected to steering knuckle 30 to connect steering knuckle 30 to vehicle 1000.

[0075] 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.

[0076] One end of the upper control arm 21 can be used to connect to the frame 10. Depending on the structure of the frame 10, the upper control arm 21 can be connected to the main frame or the subframe. The upper control arm 21 can be connected to the frame 10 through bushings, ball joints or other structures. The other 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 bushings, ball joints or other structures so that the steering knuckle 30 can float relative to the frame 10. At the same time, the upper control arm 21 can also provide support for the steering knuckle 30.

[0077] 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.

[0078] The linkage assembly 20 includes only an upper control arm 21 and a lower control arm 22, and there is only one upper control arm 21 and one lower control arm 22.

[0079] The rigid arm 221 is a part of the lower control arm 22. The rigid arm 221 is mainly used to provide strength for the lower control arm 22 so that the lower control arm 22 can better support the steering knuckle 30. The rigid arm 221 can be a prismatic structure, a cylindrical structure or other shapes. The rigid arm 221 can be a frame structure, a solid strip structure, a hollow strip structure or other structures. The material of the rigid arm 221 can include steel, aluminum, aluminum alloy or other materials.

[0080] One end of the rigid arm 221 can be used to connect to the vehicle 1000, and the other end of the rigid arm 221 is connected to the steering knuckle 30 to provide support for the steering knuckle 30.

[0081] The rigid arm 221 extends along the longitudinal direction X of the vehicle 1000, that is, the length direction of the rigid arm 221 is parallel or approximately parallel to the longitudinal direction X of the vehicle 1000, so that the rigid arm 221 can move along the longitudinal direction X of the vehicle 1000.

[0082] The flexible arm 222 is a part of the lower control arm 22. The flexible arm 222 is mainly used to provide deformation capability for the lower control arm 22 so that the lower control arm 22 can absorb part of the vibration energy of the wheel 70 and the steering knuckle 30. The flexible arm 222 can be a sheet structure, a column structure or other shapes. The flexible arm 222 is an elastic structural component, that is, the flexible arm 222 can deform under external force and can recover when the external force is removed. The material of the flexible arm 222 can include metal, glass fiber or other elastic materials.

[0083] One end of the flexible arm 222 can be used to connect to the vehicle 1000, and the other end of the flexible arm 222 is fixedly connected to the rigid arm 221. The flexible arm 222 can be fixedly connected to the rigid arm 221 by welding, screwing, snapping, or other means. When the flexible arm 222 is fixedly connected to the rigid arm 221, the flexible arm 222 and the rigid arm 221 form a lower control arm 21 as a whole. When the steering knuckle 30 vibrates up and down with the wheel 70, the flexible arm 222 and the rigid arm 221 vibrate together with the steering knuckle 30 as a whole, so that the steering knuckle 30 can float up and down in the height direction Z of the vehicle 1000, and at the same time, it can also provide lateral support for the steering knuckle 30.

[0084] The flexible arm 222 is an elastic structural component, and the flexible arm 222 can deform along the longitudinal direction X of the vehicle 1000 under the action of longitudinal force, so that the rigid arm 221 can move along the longitudinal direction X of the vehicle 1000. The longitudinal force refers to the force along the longitudinal direction X of the vehicle 1000 formed by road bumps and other conditions during the driving of the vehicle 1000. When the flexible arm 222 is a plate-like structure, the smaller end of the flexible arm 222 is parallel to the longitudinal direction X of the vehicle 1000.

[0085] Understandably, when the flexible arm 222 can deform along the longitudinal X direction of the vehicle 1000, the flexible arm 222 can have strong support performance in the transverse Y direction of the vehicle 1000, and the flexible arm 222 can also have a certain deformation capability in the transverse Y direction of the vehicle 1000.

[0086] For example, the flexible arm 222 is a solid plate-shaped fiberglass structure. The thickness direction of the flexible arm 222 is parallel to the longitudinal direction X of the vehicle 1000, the length direction of the flexible arm 222 is approximately parallel to the transverse direction Y of the vehicle 1000, and the width direction of the flexible arm 222 is parallel to the height direction Z of the vehicle 1000. At this time, the flexible arm 222 can deform along the longitudinal direction X of the vehicle 1000 to absorb vibration energy, and at the same time, the flexible arm 222 can provide support for the steering knuckle 30 in the transverse direction Y of the vehicle 1000.

[0087] For example, the flexible arm 222 is a high-strength steel structural member with a tensile strength greater than or equal to 600MPa, and the thickness of the flexible arm 222 ranges from 3.5mm to 400mm.

[0088] The flexible arm 222 extends along the transverse Y direction of the vehicle 1000, that is, the length direction of the flexible arm 222 is parallel or approximately parallel to the transverse Y direction of the vehicle 1000. At this time, the rigid arm 221 and the flexible arm 222 are perpendicular to each other, so that the flexible arm 222 can absorb the vibration energy of the rigid arm 221 when the rigid arm 221 moves along the longitudinal X direction of the vehicle 1000, and also provide support for the rigid arm 221 along the transverse Y direction of the vehicle 1000.

[0089] The lower part of the steering knuckle 30 is mounted on the rigid arm 221, while the upper part of the steering knuckle 30 is connected to one end of the upper control arm 21. That is, 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.

[0090] When the vehicle 1000 travels on a bumpy road surface, causing the wheel 70 to vibrate along the longitudinal direction of the vehicle 1000, the steering knuckle 30 vibrates along the longitudinal direction of the vehicle 1000. This vibration causes the rigid arm 221 to move relative to the frame 10 along the longitudinal direction of the vehicle 1000, and also causes the flexible arm 222 to deform along the longitudinal direction of the vehicle 1000. The movement of the rigid arm 221 and the deformation of the flexible arm 222 can absorb a portion of the vibration energy, thereby reducing the vibration energy transmitted to the frame 10 and the vibration energy transmitted to the passenger compartment via the frame 10. This improves the performance of the suspension system and the comfort of the vehicle 1000.

[0091] Once the factors causing the wheel 70 to vibrate along the longitudinal direction of the vehicle 1000 disappear, the flexible arm 222 can return to its original position and drive the rigid arm 221 and the steering knuckle 30 to return to their original positions, thereby enabling the lower control arm 22 to provide support for the steering knuckle 30 and the wheel 70 to improve the stability of the suspension system.

[0092] Shock absorber 40 refers to the structure in the suspension system used to absorb the vibration energy of steering knuckle 30. When steering knuckle 30 vibrates, shock absorber 40 can extend and retract synchronously, and convert the mechanical energy of steering knuckle 30 vibration into heat energy dissipation, so as to reduce the vibration energy transmitted to frame 10 or other locations, and reduce the vibration energy transmitted to the passenger compartment. Shock absorber 40 can be a hydraulic shock absorber, a pneumatic shock absorber, an electromagnetic shock absorber, or other types of shock absorber. Shock absorber 40 is connected to rigid arm 221. Shock absorber 40 can be connected to rigid arm 221 through bushing, ball joint structure, or other structure.

[0093] For example, the shock absorber 40 may include a cylinder and a piston rod, one of which is connected to the steering knuckle 30 or a connecting assembly. When the steering knuckle 30 vibrates and floats relative to the frame 10, the cylinder and piston rod may undergo relative displacement, resulting in a change in the length of the shock absorber 40, which is the stroke of the shock absorber 40.

[0094] Elastic element 50 refers to the elastic element in the suspension system. Elastic element 50 mainly supports the steering knuckle 30 and buffers the vibration of the steering knuckle 30. Elastic element 50 may include coil spring, leaf spring or other elastic structural components. Depending on the type of elastic element 50, elastic element 50 may be a cylindrical structure, a conical structure, a plate structure or other shapes. The material of elastic element 50 may include metal, glass fiber or other materials.

[0095] The elastic element 50 is connected to the rigid arm 221. The elastic element 50 can be connected to the rigid arm 221 by welding, snap-fitting, screwing or other means.

[0096] Shock absorber 40 and elastic element 50 are located on both sides of steering knuckle 30. Since shock absorber 40 and elastic element 50 are both connected to rigid arm 221, and rigid arm 221 extends along the longitudinal direction X of vehicle 1000, shock absorber 40 and elastic element 50 are located on opposite sides of steering knuckle 30 along the longitudinal direction X of vehicle 1000.

[0097] Since the steering knuckle 30 is coaxial with the wheel 70, the closer the shock absorber 40 and the elastic element 50 are to the steering knuckle 30, the greater the vibration stroke of the steering knuckle 30. Accordingly, the shock absorber 40 is offset from the steering knuckle 30 to reduce the vibration stroke of the steering knuckle 30 or 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.

[0098] The shock absorber 40 and the elastic element 50 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 elastic element 50. During vehicle 1000 driving, road impacts are first buffered by the elastic element 50, and then the shock absorber 40 controls the extension and contraction speed and amplitude of the elastic element 50, reducing body sway caused by excessive extension and contraction. During driving on bumpy roads, the elastic element 50 absorbs impact, and the shock absorber 40 provides damping force and controls the movement of the elastic element 50, making the vehicle body stable and improving driving comfort and stability.

[0099] The shock absorber 40 and the elastic element 50 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.

[0100] In this embodiment, the shock absorber 40 is disposed on one side of the steering knuckle 30, so that the shock absorber 40 can buffer the larger vibrations of the wheel 70 and the steering knuckle 30 with a smaller stroke, thereby reducing the size of the shock absorber 40 and the space required; the shock absorber 40 and the elastic element 50 are disposed on both sides of the steering knuckle 30 respectively, so that the shock absorber 40 and the elastic element 50 can work together to absorb the vibration energy of the wheel 70 and limit the vibration frequency of the steering knuckle 30, while also making the force on the steering knuckle 30 more uniform and improving the stability of the steering knuckle 30.

[0101] In some embodiments, since both the shock absorber 40 and the elastic element 50 are connected to the rigid arm 221, and the rigid arm 221 extends along the longitudinal direction X of the vehicle 1000, the shock absorber 40 and the elastic element 50 are arranged along the longitudinal direction of the vehicle 1000. Since both the shock absorber 40 and the elastic element 50 are connected to the rigid arm 221, and the steering knuckle 30 is also connected to the rigid arm 221, the shock absorber 40 and the elastic element 50 are both located close to the steering knuckle 30. Since the steering knuckle 30 is used for mounting the wheel 70, the shock absorber 40 and the elastic element 50 are both located close to the outer side of the suspension system. That is, when the suspension system is connected to the frame 10, the shock absorber 40 and the elastic element 50 are both located on the side of the suspension system away from the frame 10, so as to free up space on the inner side of the suspension system and provide space for the tilt of the shock absorber 40.

[0102] The end of the shock absorber 40 away from the rigid arm 221 is tilted along the lateral Y direction of the vehicle 1000, that is, the shock absorber 40 is tilted towards the inside of the suspension system. When the suspension system is connected to the frame 10, the shock absorber 40 is tilted in the direction of the frame 10 to reduce the size of the shock absorber 40 in the height Z direction of the vehicle 1000. At the same time, since one end of the shock absorber 40 is connected to the rigid arm 221, that is, one end of the shock absorber 40 is located on the outside of the suspension system and away from the frame 10, the shock absorber 40 has tilting space, which can reduce the negative impact that the tilting of the shock absorber 40 may have on the opening of the longitudinal beam of the chassis 100.

[0103] In this embodiment, the elastic element 50 and the shock absorber 40 are arranged along the longitudinal direction X of the vehicle 1000 to provide space for the shock absorber 40 to tilt laterally Y along the vehicle 1000; the shock absorber 40 is tilted laterally Y along the vehicle 1000 to further reduce the size of the shock absorber 40 in the height direction Z of the vehicle 1000, thereby reducing the size of the entire suspension system.

[0104] In some embodiments, the lever ratio of the shock absorber 40 ranges from 0.6 to 0.7.

[0105] 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.

[0106] 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.

[0107] 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.

[0108] 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.

[0109] For example, the leverage ratio of the shock absorber 40 can be 0.7. 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.

[0110] 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.

[0111] For example, the leverage ratio of shock absorber 40 can be 0.6. 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.

[0112] 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.

[0113] In some embodiments, the distance between the center of the shock absorber 40 and the center of the steering knuckle 30 in the longitudinal direction of the vehicle 1000 is less than or equal to 145 mm.

[0114] When a wheel 70 is mounted on a steering knuckle 30, the center of the steering knuckle 30 lies on the axis of rotation of the wheel 70.

[0115] 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 center of the shock absorber 40 and the center of the steering knuckle 30 in the longitudinal direction X of the vehicle 1000, the better the energy absorption effect of the shock absorber 40.

[0116] 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 centers of 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, offsetting the centers of the shock absorber 40 and the steering knuckle 30 can shorten the size of the shock absorber 40.

[0117] Furthermore, the greater the distance between the center of 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.

[0118] Accordingly, the distance between the center of the shock absorber 40 and the center of 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.

[0119] 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 elastic element 50 and the steering knuckle 30.

[0120] refer to Figure 3 , Figure 4 In some embodiments, the upper control arm 21 is an arc-shaped arm, and the upper control arm 21 includes a curved portion 212, at least a portion of which bends toward the lower part of the vehicle 1000 along the height direction of the vehicle 1000.

[0121] The upper control arm 21 is an arc-shaped arm, that is, the upper control arm 21 has a curved structure. The curved part 212 refers to the curved portion of the upper control arm 21. At least part of the curved part 212 bends towards the lower part of the vehicle 1000 along the height direction Z of the vehicle 1000, so that the upper control arm 21 forms a downward curved structure. At this time, the upper control arm 21 can be an arc-shaped structure.

[0122] For example, the upper control arm 21 may also include two ends 211, which are respectively connected to the frame 10 and the steering knuckle 30; in this case, the curved portion 212 is located between the two ends 211 to form a clearance space above the upper control arm 21. Here, the end 211 refers to the part of the upper control arm 21 that is connected to the frame 10 and the steering knuckle 30. One end 211 is connected to the frame 10, 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 frame 10 and the steering knuckle 30, at least part of the bushing, ball joint structure, or other corresponding connection structure can be directly integrated into the corresponding end 211, or the corresponding connection structure can be fixed to the end 211 by screwing, bonding, or other means.

[0123] The bending portion 212 bends toward the lower part of the vehicle 1000 to form a clearance space above the upper control arm 21. This clearance space can be used to accommodate other structures of 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.

[0124] 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.

[0125] 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.

[0126] In some embodiments, the stiffness of the upper control arm 21 is greater than or equal to 20 kN / mm (kilonewtons per millimeter).

[0127] The stiffness of the upper control arm 21 reflects its ability to resist deformation under external force. The greater the stiffness of the upper control arm 21, the stronger its load-bearing capacity.

[0128] 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.

[0129] 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.

[0130] 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.

[0131] 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.

[0132] In some embodiments, the maximum distance between the curved portion 212 and either end of the upper control arm 21 in the height direction of the vehicle 1000 ranges from 30 mm to 40 mm.

[0133] The maximum distance between the curved portion 212 and either end of the upper control arm 21 in the height direction Z of the vehicle 1000 is the dimension by which the curved portion 212 bends downward toward the lower part of the vehicle 1000. When the upper control arm 21 includes an end portion 211, the maximum distance between the curved portion 212 and either end portion 211 in the suspension height direction Z is the distance between the curved portion 212 and either end portion 211. For example, the maximum distance between the curved portion 212 and either end portion of the upper control arm 21 in the height direction Z of the vehicle 1000 is the distance between the lowest point of the curved portion 212 and either end portion of the upper control arm 21.

[0134] The maximum distance between the curved portion 212 and either end of the upper control arm 21 ranges from 30mm to 40mm; for example, the distance can be 30mm, 32mm, 34mm, 36mm, 38mm, 40mm or other values.

[0135] The maximum distance between the curved portion 212 and either end of the upper control arm 21 reflects the degree of downward bending of the curved portion 212. The larger the distance, the greater the deformation of the curved portion 212, the larger the size of the downward bend, the larger the clearance space in the Z direction of the vehicle height 1000, and the smaller the space occupied by the upper control arm 21 in the Z direction of the vehicle height 1000. At the same time, the larger the size of this distance, the greater the negative impact of the curvature on the overall strength of the upper control arm 21.

[0136] Accordingly, the maximum distance between the curved portion 212 and either end of the upper control arm 21 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.

[0137] 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.

[0138] For example, the maximum distance between the curved portion 212 and either end of the upper control arm 21 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 Z direction of the vehicle height 1000.

[0139] For example, the maximum distance between the curved portion 212 and either end of the upper control arm 21 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 Z direction of the vehicle height 1000, and also avoid the negative impact on the strength of the upper control arm 21.

[0140] For example, the maximum distance between the curved part 212 and either end of the upper control arm 21 can be 40mm. At this time, the bending amplitude of the curved part 212 is large, which can better reduce the space occupied by the upper control arm 21 in the Z direction of the vehicle height 1000.

[0141] For example, the maximum distance between the curved part 212 and either end of the upper control arm 21 is 30mm. At this time, the minimum distance between the curved part 212 and the steering knuckle 30 in the height direction Z of the vehicle 1000 is 100mm. When the curved part 212 corresponds to the trunk, this setting can increase the capacity of the trunk by 30L to 40L.

[0142] This embodiment provides a range of bending deformation for the bending portion 212 in order to better reduce the space occupied by the bending portion 212 inside the vehicle 1000.

[0143] refer to Figure 4 , Figure 5 In some embodiments, one end of the rigid arm 221 is connected to a bushing, the axial direction of which is parallel to the longitudinal direction of the vehicle 1000, so that the rigid arm 221 can move along the axial direction of the bushing and can rotate about the axial direction of the bushing.

[0144] 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.

[0145] One end of the rigid arm 221 is connected to a bushing so that the rigid arm 221 can be connected to the frame 10 through the bushing. That is, the bushing is connected to both the frame 10 and the rigid arm 221 to connect the rigid arm 221 to the frame 10. For example, the bushing is fitted on a beam of the frame 10 and the rigid arm 221 is connected to the outer surface of the bushing.

[0146] 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 rigid arm 221 to move relative to the frame 10 in the longitudinal direction X of the vehicle 1000, thereby absorbing some of the vibration energy through the movement of the rigid arm 221 and reducing the vibration energy transmitted to the frame 10. At the same time, this arrangement also allows the rigid arm 221 to rotate about the bushing's axial direction, so that the rigid arm 221 can move with the steering knuckle 30 in the height direction Z of the vehicle 1000, thereby reducing the interference of the rigid arm 221 on the movement of the steering knuckle 30 in the height direction Z of the vehicle 1000.

[0147] The rigid arm 221 is connected to the frame 10 via a bushing, so that the rigid arm 221 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 rigid arm 221 in its radial direction, that is, the bushing can provide support to the rigid arm 221 in the transverse direction Y of the vehicle 1000, so that the frame 10 can provide support force to the rigid arm 221 in the transverse direction Y of the vehicle 1000 through the bushing, thereby facilitating the rigid arm 221 to provide lateral support to the steering knuckle 30 and the wheel 70.

[0148] In this embodiment, a bushing is provided so that the rigid arm 221 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 rigid arm 221 in other directions different from the longitudinal direction of the vehicle 1000 so that the rigid arm 221 can better support the steering knuckle 30.

[0149] refer to Figure 4 , Figure 5 In some embodiments, along the length of the rigid arm 221, the rigid arm 221 is provided with a first connecting portion 2211 and a second connecting portion 2212. The first connecting portion 2211 is connected to the bushing, and the second connecting portion 2212 is connected to the flexible arm 222.

[0150] The first connecting part 2211 refers to the structure on the rigid arm 221 used to connect with the bushing. The first connecting part 2211 can be a connecting seat, connecting shaft or other structures. The first connecting part 2211 can be connected to the rigid arm 221 by welding, screwing or other means. The first connecting part 2211 can also be integrally formed with the rigid arm 221. The material of the first connecting part 2211 can include metal, plastic or other materials. The material of the first connecting part 2211 can be the same as or different from the material of the rigid arm 221.

[0151] The second connecting part 2212 refers to the structure on the rigid arm 221 used to connect with the flexible arm 222. The second connecting part 2212 can be a connecting seat, connecting shaft, or other structures. The second connecting part 2212 can be connected to the rigid arm 221 by welding, screwing, or other means. The second connecting part 2212 can also be integrally formed with the rigid arm 221. The material of the second connecting part 2212 can include metal, plastic, or other materials. The material of the second connecting part 2212 can be the same as or different from that of the rigid arm 221.

[0152] Along the longitudinal direction X of the vehicle 1000, the first connecting part 2211 may be located in front of the second connecting part 2212 or behind the second connecting part 2212. When the suspension system is connected to the frame 10, the front of the suspension system is the direction of the front of the vehicle 1000, and the rear is the direction of the rear of the vehicle 1000. For example, the first connecting part 2211 is located in front of the second connecting part 2212.

[0153] This embodiment provides some specific structures for the rigid arm 221, so that the rigid arm 221 can be connected to the frame 10, and the flexible arm 222 can be connected to the rigid arm 221.

[0154] refer to Figure 4 , Figure 5In some embodiments, the rigid arm 221 is further provided with a third connecting portion 2213 and a fourth connecting portion 2214, both of which are connected to the steering knuckle 30. The third connecting portion 2213 and the fourth connecting portion 2214 are arranged at intervals along the length direction of the rigid arm 221, and both are located between the first connecting portion 2211 and the second connecting portion 2212, with the fourth connecting portion 2214 located between the third connecting portion 2213 and the second connecting portion 2212.

[0155] The third connecting part 2213 is a structure on the rigid arm 221 used to connect with the steering knuckle 30. The third connecting part 2213 can be a connecting seat, connecting shaft or other structures. The third connecting part 2213 can be connected to the rigid arm 221 by welding, screwing or other means. The third connecting part 2213 can also be integrally formed with the rigid arm 221. The material of the third connecting part 2213 can include metal, plastic or other materials. The material of the third connecting part 2213 can be the same as or different from the material of the rigid arm 221.

[0156] Similar to the third connecting part 2213, the fourth connecting part 2214 is a structure on the rigid arm 221 for connecting to the steering knuckle 30. The fourth connecting part 2214 can be a connecting seat, connecting shaft, or other structures. The fourth connecting part 2214 can be connected to the rigid arm 221 by welding, screwing, or other means. The fourth connecting part 2214 can also be integrally formed with the rigid arm 221. The material of the fourth connecting part 2214 can include metal, plastic, or other materials. The material of the fourth connecting part 2214 can be the same as or different from that of the rigid arm 221.

[0157] The third connecting part 2213 and the fourth connecting part 2214 are both located between the first connecting part 2211 and the second connecting part 2212. That is, the steering knuckle 40 is connected to the middle part of the rigid arm 221, and the two ends of the rigid arm 221 along its length direction are respectively connected to the frame 10 and the flexible arm 222.

[0158] The steering knuckle 30 is connected to the third connecting part 2213 and the fourth connecting part 2214, that is, there are two connecting parts between the steering knuckle 30 and the rigid arm 221, so that the rigid arm 221 can better support the steering knuckle 30.

[0159] The third connecting portion 2213 and the fourth connecting portion 2214 are arranged at intervals along the length direction of the rigid arm 221, and the length direction of the rigid arm 221 is parallel to the longitudinal direction X of the vehicle 1000. That is, the third connecting portion 2213 and the fourth connecting portion 2214 can limit the displacement of the steering knuckle 30 in the longitudinal direction X of the vehicle 1000 to fix the steering knuckle 30.

[0160] This embodiment further provides a structure for the rigid arm 221, and provides a third connecting part 2213 and a fourth connecting part 2214 so that the steering knuckle 30 can be connected to the third connecting part 2213 and the fourth connecting part 2214, thereby enabling the rigid arm 221 to provide more stable support for the steering knuckle 30.

[0161] refer to Figure 4 , Figure 5 In some embodiments, the fourth connecting portion 2214 is located between the steering knuckle 30 and the second connecting portion 2212 in the longitudinal direction of the vehicle 1000.

[0162] When the wheel 70 is mounted on the steering knuckle 30, the fourth connecting part 2214 is located between the wheel axle and the second connecting part 2212. Since the second connecting part 2212 is the mounting part of the flexible arm 222, under the synergistic effect of the third connecting part 2213 and the flexible arm 222, 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.

[0163] For example, when the first connecting part 2211 is located in front of the second connecting part 2212, the fourth connecting part 2214 is located behind the steering knuckle 30.

[0164] This embodiment further provides a structure for some rigid arms 221, such that the fourth connecting part 2214 is located between the steering knuckle 30 and the second connecting part 2212, 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.

[0165] refer to Figure 4 , Figure 5 In some embodiments, the fourth connection 2214 is located between the flexible arm 222 and the steering knuckle 301 in the longitudinal direction of the vehicle 1000.

[0166] When the fourth connecting part 2214 is located between the steering knuckle 30 and the second connecting part 2212, the fourth connecting part 2214 is located between the flexible arm 222 and the steering knuckle 301. That is, the fourth connecting part 2214 is located both between the steering knuckle 301 and the second connecting part 2212, and also between the end of the flexible arm 222 away from the rigid arm 221 and the steering knuckle 301. When the flexible arm 222 is connected to the frame 10, the fourth connecting part 2214 is located between the connection part of the flexible arm 222 and the frame 10 and the steering knuckle 301. At this time, the wheel 70 is also located between the flexible arm 222 and the steering knuckle 301.

[0167] This arrangement allows the fourth connecting part 2214 to be located before the connection between the flexible arm 222 and the frame 10. The motion geometry formed by the line connecting the two allows the rigid arm 221 to form a toe-in effect under the action of braking force, which helps to improve the stability of the vehicle 1000.

[0168] This embodiment further provides a structure for some rigid arms 221, such that the fourth connecting part 2214 is located between the flexible arm 222 and the steering knuckle 301, 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.

[0169] refer to Figure 4 , Figure 5 In some embodiments, the rigid arm 221 is further provided with a fifth connecting part 2215 and a sixth connecting part 2216, the fifth connecting part 2215 being connected to the shock absorber 40 and the sixth connecting part 2216 being connected to the elastic member 50.

[0170] The fifth connecting part 2215 is a structure on the rigid arm 221 used to connect to the shock absorber 40. The shock absorber 40 can be connected to the fifth connecting part 2215 through a bushing, ball joint structure or other structure. The fifth connecting part 2215 can be a connecting seat, connecting shaft or other structure. The fifth connecting part 2215 can be connected to the rigid arm 221 by welding, screwing or other means. The fifth connecting part 2215 can also be integrally formed with the rigid arm 221. The material of the fifth connecting part 2215 can include metal, plastic or other materials. The material of the fifth connecting part 2215 can be the same as or different from the material of the rigid arm 221.

[0171] The sixth connecting part 2216 is a structure on the rigid arm 221 used to connect with the elastic element 50. The sixth connecting part 2216 can be connected to the rigid arm 221 by welding, snap-fitting, screwing or other means. The sixth connecting part 2216 can be a connecting seat, connecting shaft or other structures. The sixth connecting part 2216 can be connected to the rigid arm 221 by welding, screwing or other means. The sixth connecting part 2216 can also be integrally formed with the rigid arm 221. The material of the sixth connecting part 2216 can include metal, plastic or other materials. The material of the sixth connecting part 2216 can be the same as or different from the material of the rigid arm 221.

[0172] The fifth connecting part 2215 is located adjacent to the third connecting part 2213, and the sixth connecting part 2216 is located adjacent to the fourth connecting part 2214. That is, both the fifth connecting part 2215 and the sixth connecting part 2216 are located adjacent to the steering knuckle 30, so that the shock absorber 40 and the elastic element 50 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.

[0173] Understandably, since the shock absorber 40 and the elastic element 50 are respectively located on both sides of the steering knuckle 30 along the longitudinal direction X of the vehicle 1000, the fifth connecting part 2215 and the sixth connecting part 2216 are also located on both sides of the steering knuckle 30 along the longitudinal direction X of the vehicle 1000.

[0174] This embodiment further provides a structure for the rigid arm 221 so that the shock absorber 40 and the elastic element 50 can be connected to different positions of the rigid arm 221 respectively; and so that the shock absorber 40 and the elastic element 50 can be arranged near the steering knuckle 30, thereby better suppressing the vibration of the steering knuckle 30.

[0175] In some embodiments, in the height direction of the vehicle 1000, one end of the shock absorber 40 connected to the rigid arm 221 is located below the steering knuckle 30.

[0176] Because the suspension system is located below the upper body of the vehicle in the height direction Z along the vehicle 1000, the end of the shock absorber 40 connected to the rigid arm 221 is the lower end of the shock absorber 40 in the height direction Z along the vehicle 1000, while the end of the shock absorber 40 connected to the upper body is the upper end of the shock absorber 40 in the height direction Z along the vehicle 1000. The end of the shock absorber 40 connected to the rigid arm 221 is located below the steering knuckle 30, that is, the lower end of the shock absorber 40 is located below the steering knuckle 30. With a fixed size specification for the shock absorber 40, this arrangement can reduce the height of the upper end of the shock absorber 40 in the height direction Z of the vehicle 1000, thereby reducing the space occupied by the shock absorber 40 in the height space of the suspension system and reducing the space occupied by the entire suspension system in the interior space of the vehicle 1000.

[0177] In this embodiment, the end of the shock absorber 40 connected to the rigid arm 221 is located below the steering knuckle 30. With a fixed size of the shock absorber 40, this arrangement can reduce the size of the other end of the shock absorber 40 away from the rigid arm 221 in the height direction Z of the vehicle 1000, thereby reducing the size of the entire suspension system in its height direction Z.

[0178] In some embodiments, the elastic element 50 is a helical spring.

[0179] A helical spring is a spiral elastic element formed by winding metal wire. Helical springs have advantages such as high vibration filtering efficiency, high reliability, high space utilization, easy assembly and modification, and low cost.

[0180] When the wheel 70 and steering knuckle 30 vibrate, the coil spring can absorb and store vibration energy through elastic deformation and buffer the vibration impact; at the same time, the coil spring can also control vibration rebound with the cooperation of the shock absorber 40 to reduce the vibration frequency.

[0181] In this embodiment, the elastic element 50 is a helical spring so that the elastic element 50 can better suppress the vibration of the steering knuckle 30 in the vehicle height direction 1000 and absorb the vibration energy in that direction.

[0182] In some embodiments, the suspension system includes a link assembly 20, a steering knuckle 30, a shock absorber 40, an elastic element 50, a wheel arch structure 60, and a wheel 70; the shock absorber 40 and the elastic element 50 are located on both sides of the steering knuckle 30 along the longitudinal direction of the vehicle 1000.

[0183] 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.

[0184] 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; one of the two ends 211 can be connected to the frame 10 through a bushing structure, and the other of the two ends 211 can be connected to the steering knuckle 30 through a bushing structure; the curved portion 212 bends downward along the height Z direction of the vehicle 1000.

[0185] The lower control arm 22 includes a rigid arm 221 and a flexible arm 222 connected to the rigid arm 221. The length direction of the rigid arm 221 is parallel to the longitudinal direction X of the vehicle 1000, and the length direction of the flexible arm 222 is parallel to the transverse direction Y of the vehicle 1000. The flexible arm 222 is an elastic plate-shaped structure and can elastically deform along the longitudinal direction X of the vehicle 1000.

[0186] The rigid arm 221 is provided with a first connecting part 2211, a third connecting part 2213, a fourth connecting part 2214 and a second connecting part 2212 in sequence from front to back along the longitudinal direction X of the vehicle 1000. The first connecting part 2211 is used to connect to the frame 10 through a bushing structure. The third connecting part 2213 and the fourth connecting part 2214 are respectively connected to the steering knuckle 30 and located on both sides of the steering knuckle 30. The second connecting part 2212 is connected to the flexible arm 222. The rigid arm 221 is also provided with a fifth connecting part 2215 adjacent to the third connecting part 2213. One end of the shock absorber 40 is connected to the fifth connecting part 2215. The rigid arm 221 is also provided with a sixth connecting part 2216 adjacent to the fourth connecting part 2214. One end of the elastic member 50 is connected to the sixth connecting part 2216.

[0187] The flexible arm 222 is located at one end opposite to the rigid arm 221 and is used to connect to the frame 10.

[0188] Secondly, refer to Figure 6 This application also provides a chassis 100, including a suspension system provided in some embodiments of the first aspect, as well as 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 rigid arm 221, and the other end of the shock absorber 40 is connected to the wheel arch structure 60; one end of the elastic element 50 is connected to the rigid arm 221, and the other end of the elastic element 50 is connected to the wheel arch structure 60; one end of the upper control arm 21 is connected to the steering knuckle 30, and the other end of the upper control arm 21 is connected to the frame 10; one end of the rigid arm 221 is connected to the frame 10, and the other end of the rigid arm 221 is connected to the flexible arm 222, with the end of the flexible arm 222 away from the rigid arm 221 connected to the frame 10.

[0189] 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.

[0190] The frame 10 may consist only of the main frame, or it may consist of the main frame and a subframe connected to the main frame. The main frame is the primary load-bearing structure of the chassis 100, while the subframe is an auxiliary load-bearing structure of the chassis 100, used to support certain features, such as the subframe supporting the suspension.

[0191] The length direction of chassis 100 is parallel to the longitudinal direction X of vehicle 1000, the width direction of chassis 100 is parallel to the transverse direction Y of vehicle 1000, and the height direction of chassis 100 is parallel to the height direction Z of vehicle 1000.

[0192] 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.

[0193] One end of the shock absorber 40 is connected to the rigid arm 221, and the other end is connected to the wheel arch structure 60. At this time, the wheel arch structure 60 can serve as the fixed base of 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.

[0194] One end of the elastic element 50 is connected to the rigid arm 221, and the other end is connected to the wheel cover structure 60. At this time, the wheel cover structure 60 can serve as the fixed base for the elastic element 50. When the wheel 70 and the steering knuckle 30 vibrate, the wheel cover structure 60 can provide support for the elastic element 50 so that the elastic element 50 can expand and contract to absorb and release energy, thereby achieving the function of absorbing vibration energy.

[0195] One end of the upper control arm 21 is connected to the frame 10; the rigid arm 221 is connected to the frame 10 through a bushing structure, and the flexible arm 222 is connected to the frame 10 at the end opposite to the rigid arm 221.

[0196] 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 and the elastic element 50 no longer rely 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 and the elastic element 50 into the upper body, simplifies the assembly process of the upper body 200, and improves production efficiency.

[0197] In this embodiment, the chassis 100 includes a wheel arch structure 60, and the shock absorber 40 and the elastic element 50 are 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 and the elastic element 50 on the selection of the upper body 200, thereby enabling the chassis 100 to adapt to a variety of different upper bodies 200.

[0198] In some embodiments, there are at least two suspension systems, and the two suspension systems are spaced apart along the width direction of the chassis 100.

[0199] The suspension system can absorb and buffer the vibration of the wheel 70 and suppress the high-frequency vibration of the wheel 70. The suspension system may include a link assembly 20, a steering knuckle 30, a shock absorber 40 and an elastic element 50, and may also include other structures.

[0200] There are at least two suspension systems, that is, the number of suspension systems can be two, three or four; when there are two suspension systems, the two suspension systems are spaced apart along the width direction Y of the chassis 100 and located on both sides of the frame 10; when there are four suspension systems, the four suspension systems can be arranged in pairs on both sides of the frame 10 along the width direction Y of the chassis 100.

[0201] In the case of two suspension systems, the two suspension systems are spaced apart along the width direction of the chassis 100 to correspond to the two wheels 70 arranged along the width direction of the chassis 100. The two suspension systems can correspond to the two front wheels of the vehicle 1000 or the two rear wheels of the vehicle 1000 respectively.

[0202] The two suspension systems are spaced apart, creating a space between them. This space can provide additional installation space for the vehicle's battery pack, as well as additional space for the passenger compartment or the vehicle's trunk, front trunk, etc.

[0203] For example, the linkage assembly 20 includes an upper control arm 21 and a lower control arm 22. The lower control arm 22 includes a rigid arm 221 and a flexible arm 222. The length direction of the rigid arm 221 is parallel to the length direction X of the chassis 100. In this case, since the rigid arm 221 is connected to the steering knuckle 30, the rigid arm 221 is close to the steering knuckle 30. In the width direction Y of the chassis 100, the space occupied by the rigid arm 221 is small, and the space between the two rigid arms 221 is larger, so as to provide more additional installation space for the battery device of the vehicle 1000.

[0204] In this embodiment, a gap space is formed between the two suspension systems to increase the interior space of the vehicle 1000 at the gap space and reduce the encroachment of the suspension system on the interior space of the vehicle 1000.

[0205] In some embodiments, a rear wheel is connected to the steering knuckle 30, and the axis of the rear wheel coincides with the steering knuckle 30.

[0206] 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.

[0207] 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 element 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.

[0208] 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.

[0209] In the vehicle 1000, the shock absorber 40 and the elastic element 50 are located on both sides of the steering knuckle 30 along the length X of the chassis 100, 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. The wheel arch structure 60 is set on the chassis 100, and the shock absorber 40 and the elastic element 50 are connected to the wheel arch structure 60, which improves the integrity of the chassis 100 and reduces the assembly difficulty between the chassis 100 and the upper body 200, making it easier to assemble the chassis 100 and the upper body 200. This arrangement also reduces the influence of the shock absorber 40 and the elastic element 50 on the selection of the upper body 200, thereby allowing the chassis 100 to be adapted to a variety of different upper bodies 200.

[0210] 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. The lower control arm includes a rigid arm and a flexible arm. The rigid arm extends longitudinally along the vehicle, and the flexible arm extends laterally along the vehicle. One end of the flexible arm is fixedly connected to the rigid arm. The flexible arm can deform longitudinally along the vehicle under the action of longitudinal force. The steering knuckle is mounted at its lower part on the rigid arm and at its upper part on one end of the upper control arm. A shock absorber, one end of which is connected to the rigid arm and located on one side of the steering knuckle; An elastic element, one end of which is connected to the rigid arm and located on the other side of the steering knuckle.

2. The suspension system according to claim 1, characterized in that, The upper control arm is an arc-shaped arm, and the upper control arm includes a curved portion, at least a portion of which bends toward the lower part of the vehicle along the height direction of the vehicle.

3. The suspension system according to claim 2, characterized in that, The stiffness of the upper control arm is greater than or equal to 20 kN / mm.

4. The suspension system according to claim 2 or 3, characterized in that, In the height direction of the vehicle, the maximum distance between the curved portion and either end of the upper control arm ranges from 30mm to 40mm.

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

6. The suspension system according to claim 5, characterized in that, Along the length of the rigid arm, the rigid arm is provided with a first connecting part and a second connecting part, the first connecting part being connected to the bushing, and the second connecting part being connected to the flexible arm.

7. The suspension system according to claim 6, characterized in that, The rigid arm is also provided with a third connecting part and a fourth connecting part, both of which are connected to the steering knuckle; The third connecting portion and the fourth connecting portion are arranged at intervals along the length direction of the rigid 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, The rigid arm is further provided with a fifth connecting part and a sixth connecting part, the fifth connecting part being connected to the shock absorber and the sixth connecting part being connected to the elastic element; The fifth connecting portion is disposed adjacent to the third connecting portion, and the sixth connecting portion is disposed adjacent to the fourth connecting portion.

9. The suspension system according to any one of claims 1-8, characterized in that, In the height direction of the vehicle, one end of the shock absorber connected to the rigid arm is located below the steering knuckle.

10. The suspension system according to any one of claims 1-9, characterized in that, The elastic element is a helical spring.

11. A chassis, characterized in that, Includes the suspension system as described in any one of claims 1-10.

12. A vehicle, characterized in that, Includes the suspension system as described in any one of claims 1-10, or the chassis as described in claim 11.

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