Suspension system and vehicle

Abstract

The application is suitable for the technical field of vehicles, and provides a suspension system and a vehicle. The suspension system comprises: a linkage assembly composed of an upper control arm and a lower control arm, the upper control arm extending in the lateral direction of the vehicle, and the lower control arm extending in the longitudinal direction of the vehicle; a knuckle, the lower part of which is connected to the lower control arm, and the upper part of which is connected to one end of the upper control arm; and an elastic assembly comprising a first elastic member extending in the lateral direction of the vehicle, the first elastic member being capable of elastically deforming in the extension direction thereof and being capable of elastically deforming in the height direction of the vehicle. In the suspension system provided by the application, the first elastic member can absorb vibration energy through elastic deformation; the first elastic member can also provide lateral support for the two linkage assemblies and balance the load on the two linkage assemblies; the first elastic member can simultaneously serve as a buffer, a vibration filter, a load balancer and a stability improver, thereby reducing the space occupation of the structure.

Description

Technical Field

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

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

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

[0004] In a first aspect, 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 upper control arm extending laterally along the vehicle and the lower control arm extending longitudinally along the vehicle; a steering knuckle, the lower part of which is connected to the lower control arm and the upper part of which is connected to one end of the upper control arm; an elastic assembly including a first elastic member extending laterally along the vehicle, one end of which is connected to the lower control arm and the other end of which is connected to the lower control arm of another linkage assembly to transmit lateral forces of the vehicle, the first elastic member being capable of torsional elastic deformation along its extension direction and being capable of elastic deformation along the height direction of the vehicle.

[0006] In this embodiment, an elastic component is provided, including a first elastic element. When the steering knuckle vibrates with the wheel, the connecting rod assembly swings with the connected steering knuckle, causing the first elastic element to undergo elastic deformation, thereby absorbing vibration energy through the elastic deformation of the first elastic element. At the same time, the first elastic element can also provide lateral support for the connecting rod assembly to improve the lateral stability of the steering knuckle and balance the load on the connecting rod assembly. The elastic component can simultaneously play the roles of buffering, vibration filtering, load balancing, and improving stability. That is, a single structure can play multiple different roles, improving the utilization efficiency of the structure and reducing the space occupation of the structure.

[0007] In some embodiments, the lower control arm is an H-arm assembly, and the lower control arm is provided with two first mounting portions, which are arranged at intervals along the longitudinal direction of the vehicle and are used to directly connect to the steering knuckle; the lower control arm is also provided with a second mounting portion and a third mounting portion, the second mounting portion is used to connect to the first elastic member, and the third mounting portion is used to connect to the vehicle frame.

[0008] In this embodiment, the lower control arm is an H-arm assembly, and a second mounting part and a third mounting part are provided on the lower control arm. The second mounting part is connected to the first elastic member, and the third mounting part is connected to the vehicle frame. Since the first elastic member extends laterally along the vehicle and transmits the lateral force of the vehicle, the lower control arm can be connected to the vehicle frame through only one third mounting part, which saves the structure of the lower control arm and also reduces the volume and space occupation of the lower control arm.

[0009] In some embodiments, the lower control arm includes a first arm and a second arm that are spaced apart along the longitudinal direction of the vehicle, with two first mounting portions respectively disposed at one end of the first arm and the second arm; a second mounting portion is disposed on the first arm, and a third mounting portion is disposed at one end of the second arm away from the corresponding first mounting portion.

[0010] The technical solution of this embodiment provides some specific structures for the lower control arm, which includes a first arm and a second arm, and the first arm and the second arm are connected to different positions of the steering knuckle, so that the lower control arm can better support the steering knuckle.

[0011] In some embodiments, the lower control arm further includes a connecting portion, one end of which is fixedly connected to the first arm or integrally formed with the first arm, and the other end of which is movably connected to the second arm.

[0012] In this embodiment, a connecting part is provided between the first arm and the second arm to improve the stability and strength of the first and second arms, thereby improving the strength of the entire lower control arm and its support performance for the steering knuckle. The connecting part is fixedly connected to the first arm and movably connected to the second arm, so that the connecting part can transmit energy between the first and second arms to improve their strength and support performance. At the same time, it can also reduce the interference of the connecting part on the swing of the first and second arms and increase the degree of freedom of the lower control arm.

[0013] In some embodiments, the second arm is provided with an elastic bushing, and the connecting portion is inserted into the elastic bushing; the elastic bushing is a sleeve structure, and the axial direction of the elastic bushing is parallel to the longitudinal direction of the vehicle.

[0014] In this embodiment, the connecting part is movably connected to the second arm through an elastic bushing. This allows the connecting part to move relative to the second arm and also allows the elastic bushing to absorb some of the vibration energy of the steering knuckle, thereby improving the stability and comfort of the vehicle.

[0015] In some embodiments, the suspension system further includes a shock absorber, one end of which is connected to the steering knuckle or the lower control arm.

[0016] In the technical solution of this embodiment, the shock absorber can cooperate with the elastic component to better absorb the vibration energy of the steering knuckle and the wheel when the vehicle passes over a bumpy road surface, and also to suppress the vibration of the steering knuckle and the wheel after the vehicle passes over a bumpy road surface to reduce the vibration frequency, thereby improving the stability and comfort of the vehicle.

[0017] In some embodiments, the connecting portion is spaced apart from the steering knuckle in the lateral direction of the vehicle, forming an installation space; one end of the shock absorber is disposed in the installation space and connected to the lower part of the steering knuckle, or one end of the shock absorber is disposed in the installation space and connected to the connecting portion.

[0018] In this embodiment, the shock absorber is connected to the lower part of the steering knuckle to reduce the height of the end of the shock absorber connected to the upper body, thereby reducing the space occupied by the shock absorber in the chassis height and reducing the space occupied by the entire suspension system in the vehicle interior.

[0019] In some embodiments, the shock absorber is arranged at an angle to the longitudinal direction of the vehicle; and / or the shock absorber is arranged at an angle to the lateral direction of the vehicle; and / or the shock absorber is arranged at an angle to the vertical direction of the vehicle.

[0020] In the technical solution of this embodiment, the shock absorber is tilted in different directions to reduce the size of the shock absorber in the vehicle height direction, thereby reducing the space occupied by the shock absorber in the chassis height and reducing the space occupied by the entire suspension system in the vehicle interior.

[0021] 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.

[0022] The technical solution of this embodiment provides some specific structures for the upper control arm, such that the upper control arm includes a curved portion, and a clearance space is formed above the upper control arm through the curved portion, so as to reduce the space occupied by the upper control arm above the suspension system, thereby reducing the space occupied by the linkage assembly in the vehicle's interior space and increasing the vehicle's interior space.

[0023] In some embodiments, the steering knuckle has a mounting axis; in the longitudinal direction of the vehicle, the upper control arm is offset from the mounting axis.

[0024] In the technical solution of this embodiment, the mounting axis is coaxially arranged with the half-shaft that drives the wheels to rotate in the vehicle. When the upper control arm is bent, the upper control arm is offset from the mounting axis in the longitudinal direction of the vehicle. When the steering knuckle vibrates up and down with the wheel, this arrangement can reduce the risk of interference and collision between the upper control arm and the half-shaft. At the same time, it also allows the bent part to have a larger bending range, thereby providing more space for the vehicle.

[0025] In some embodiments, the extension direction of the upper control arm is set at an angle to the lateral direction of the vehicle.

[0026] In this embodiment, the upper control arm is tilted laterally relative to the vehicle to reduce its size in the vehicle's lateral direction, thereby providing more installation space for other structures on the chassis (such as battery devices).

[0027] In some embodiments, the angle between the length direction of the upper control arm and the lateral direction of the vehicle is less than or equal to 5°.

[0028] The technical solution of this embodiment provides some specific tilt angles for the upper control arm. This setting can reduce the size of the upper control arm in the lateral direction of the vehicle and enable the upper control arm to provide support for the steering knuckle to meet the requirements of lateral support for the steering knuckle.

[0029] In some embodiments, the elastic component further includes a second elastic member, one side of which is connected to the vehicle frame and the other side of which is connected to the first elastic member, the second elastic member being capable of elastic deformation along the longitudinal direction of the vehicle.

[0030] The technical solution of this embodiment provides specific structures for some elastic components, such that the elastic components also include a second elastic element, so as to absorb the vibration of the steering knuckle along the vehicle height direction and other directions through the first elastic element and the second elastic element respectively, thereby improving the stability and comfort of the chassis.

[0031] In some embodiments, the first elastic member is a plate-shaped structure, and the length direction of the first elastic member is parallel to the transverse direction of the vehicle, and the thickness direction of the first elastic member is parallel to the height direction of the vehicle.

[0032] The technical solution of this embodiment provides some specific structures for the first elastic element, so that the first elastic element can not only elastically deform along the height direction of the vehicle, but also provide lateral support for the connecting components and steering knuckle.

[0033] In some embodiments, the second elastic member is a sleeve structure, and the first elastic member passes through the second elastic member along the axial direction of the second elastic member, with the axial direction of the second elastic member parallel to the vehicle's transverse direction.

[0034] The technical solution of this embodiment provides specific structures for some second elastic elements, so that the second elastic clip can absorb the vibration energy of the steering knuckle along the longitudinal direction of the vehicle with the wheel, thereby reducing the vibration energy transmitted to the passenger compartment through the frame and improving the stability and comfort of the vehicle.

[0035] Secondly, embodiments of this application also provide a vehicle including a suspension system provided in some embodiments of the second aspect.

[0036] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0037] 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:

[0038] Figure 1 This application provides structural schematic diagrams of vehicles for some embodiments;

[0039] Figure 2 This application provides schematic diagrams of the chassis structure for some embodiments.

[0040] Figure 3 A top view schematic diagram of a suspension system and vehicle frame provided for some embodiments of this application;

[0041] Figure 4 This is a partially enlarged schematic diagram of a suspension system provided in some embodiments of this application;

[0042] Figure 5 This is a front view schematic diagram of a suspension system provided in some embodiments of this application;

[0043] Figure 6 This is a side view schematic diagram of a suspension system provided in some embodiments of this application;

[0044] Figure 7 This is a bottom view schematic diagram of a suspension system provided in some embodiments of this application;

[0045] Figure 8 This is a side view schematic diagram of a suspension system provided in some embodiments of this application.

[0046] The markings in the diagram mean:

[0047] 1000, vehicles;

[0048] 100. Chassis;

[0049] 10. Frame;

[0050] 20. Linkage assembly; 21. Upper control arm; 211. End; 212. Bend; 22. Lower control arm; 221. First arm; 222. Second arm; 2221. Elastic bushing; 223. Connecting part; 224. Mounting space; 225. First mounting part; 226. Second mounting part; 227. Third mounting part;

[0051] 30. Steering knuckle; 31. Mounting axle;

[0052] 40. Elastic component; 41. First elastic element; 42. Second elastic element;

[0053] 50. Shock absorbers;

[0054] 60. 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 usually high, which makes it easy for the suspension system to encroach on the vehicle's interior space; the length of the suspension system is also usually long, which can easily encroach on the space of other structures on the chassis (such as the space for battery devices).

[0065] Because of the presence of multiple links, torsion beams, stabilizer bars, and other structures, the suspension system usually requires a large installation space in the longitudinal direction of the vehicle so that the torsion beams, stabilizer bars, and various links can provide support for the wheels and are less likely to interfere with each other during wheel vibrations.

[0066] In a suspension system, the length of the coil spring is one of the main factors affecting the suspension system's height. The length of the coil spring is adapted to the vibration travel of the corresponding wheel. If the coil spring is too short, it is easy for the spring to bottom out, and the corresponding wheel vibration travel is also smaller. To improve vehicle ride comfort and reduce vehicle vibration amplitude, the coil spring usually has a larger travel and a longer length, so that it can absorb more vibration energy even when the wheel vibration amplitude and travel are large.

[0067] In view of the above considerations, in order to reduce the space occupation of the suspension system, the proposed embodiment provides a suspension system with an elastic component that connects the link assemblies on both sides of the vehicle frame. Simultaneously, the elastic component is connected to the vehicle frame and can elastically deform along the height direction of the vehicle. In such a suspension system, the elastic component can provide lateral support to the steering knuckle through the connected link assemblies, thereby improving the vehicle's driving stability. Furthermore, when the steering knuckle vibrates up and down with the wheel, the elastic component can also elastically deform accordingly and absorb some of the vibration energy, reducing the vibration energy transmitted to the passenger compartment through the vehicle frame. It can also suppress the vibration frequency and amplitude of the steering knuckle and wheel, thereby further improving vehicle stability and comfort. The elastic component can simultaneously function as a stabilizer bar and a coil spring, improving its utilization efficiency while reducing the number of structural components in the suspension system, thus reducing the space occupied by the suspension system and minimizing its encroachment on other chassis space.

[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 The vehicle 1000 includes an upper body 200 and a chassis 100. The upper body 200 refers to the upper structure of the vehicle 1000, which mainly includes the passenger compartment, body panels and interior, and is responsible for providing a safe and comfortable space for the occupants and shaping the appearance of the vehicle 1000.

[0070] Chassis 100 refers to the lower structure of vehicle 1000, which includes mechanical components related to driving, handling, and power transmission. Chassis 100 is the basic load-bearing platform of vehicle 1000 and directly affects the dynamic performance and reliability of vehicle 1000.

[0071] The chassis 100 includes a frame 10, which is the main structure in the chassis 100 that provides support and mounting foundation 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 driving of the vehicle 1000. For example, the longitudinal beams are parallel to the longitudinal direction X of the vehicle 1000. There are two longitudinal beams arranged along the transverse direction Y of the vehicle 1000. The distance between the two longitudinal beams is the span of the longitudinal beams. A smaller span of the longitudinal beams results in weaker bending resistance and poorer collision performance of the chassis 100. The material of the frame 10 may include steel, aluminum, aluminum alloy, or other materials.

[0072] 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.

[0073] The chassis 100 also includes a suspension system, which refers to the force-transmitting connection structure between the frame 10 and the wheels 60 in the chassis 100. The suspension system connects the frame 10 and the wheels 60, supporting the weight of the upper body 200 when the vehicle 1000 is stationary and in motion. For example, when the vehicle 1000 is stationary on the ground, the elastic elements of the suspension system, such as leaf springs and coil springs, bear the weight of the upper body 200 and maintain the stable posture of the vehicle 1000. The suspension system can also absorb and mitigate impacts from the road surface, reducing vibrations of the upper body 200.

[0074] 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 100.

[0075] Firstly, reference Figures 3 to 5This application provides a suspension system including a linkage assembly 20, a steering knuckle 30, and an elastic component 40. The linkage assembly 20 consists of an upper control arm 21 and a lower control arm 22. The upper control arm 21 extends laterally along the vehicle 1000, and the lower control arm 22 extends longitudinally along the vehicle 1000. The lower part of the steering knuckle 30 is connected to the lower control arm 22, and the upper part of the steering knuckle 30 is connected to one end of the upper control arm 21. The elastic component 40 includes a first elastic member 41 extending laterally along the vehicle 1000. One end of the first elastic member 41 is connected to the lower control arm 22, and the other end of the first elastic member 41 is connected to the lower control arm 22 of another linkage assembly 20 to transmit lateral forces of the vehicle 1000. The first elastic member 41 is capable of torsional elastic deformation along its extension direction and is also capable of elastic deformation along the height direction of the vehicle 1000.

[0076] In the diagram, the X-axis represents the length of vehicle 1000, and also its forward or backward direction; the Y-axis represents the width of vehicle 1000; and the Z-axis represents the height of vehicle 1000.

[0077] Steering knuckle 30 refers to the structure in the suspension system used to support the wheel 60 for mounting the wheel 60. The steering knuckle 30 can also bear the load on the wheel 60. The wheel 60 can be directly mounted on the steering knuckle 30 or indirectly mounted on the steering axle through an intermediate structure. The wheel 60 can rotate relative to the steering knuckle 30. The number of steering knuckles 30 is at least two, that is, the number of steering knuckles 30 can be two, three, four or more. The steering knuckle 30 can be cylindrical, prismatic or other shapes. The steering knuckle 30 can be provided with journals, mounting holes or other structures for mounting the wheel 60. The material of the steering knuckle 30 can include iron, steel or other materials.

[0078] The linkage assembly 20 refers to the structure in the suspension system used to provide support for the steering knuckle 30. One end of the linkage assembly 20 is connected to the frame 10, and the other end is connected to the steering knuckle 30 to connect the steering knuckle 30 to the frame 10. Depending on the structure of the frame 10, the linkage assembly 20 can be connected to the main frame 10 or the subframe 10. The linkage assembly 20 can be rotatably connected to the frame 10 and rotatably connected to the steering knuckle 30, so that the steering knuckle 30 can float relative to the frame 10, thereby allowing the wheel 60 to float up and down relative to the frame 10. When the vehicle 1000 travels on bumpy roads, this arrangement can reduce the vibration of the frame 10 with the wheel 60.

[0079] The number of linkage assemblies 20 can be one, two, three, four or more.

[0080] The number of link assemblies 20 and steering knuckles 30 can be two, three, four or more. When there are two link assemblies 20, the two link assemblies 20 are respectively located on both sides of the frame 10 of the vehicle 1000. At this time, the two link assemblies 20 are respectively connected to the corresponding steering knuckles 30 to correspond to two different wheels 60. When there are four link assemblies 20, the four link assemblies 20 are arranged in pairs on both sides of the frame 10.

[0081] 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.

[0082] One end of the upper control arm 21 is connected to the steering knuckle 30. The upper control arm 21 can be connected to the steering knuckle 30 through a bushing, ball joint structure or other structure so that the steering knuckle 30 can float relative to the vehicle 1000, and can also provide support for the steering knuckle 30 through the upper control arm 21.

[0083] The other end of the upper control arm 21 is 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.

[0084] Depending on the specific structure of the upper control arm 21, both ends of the upper control arm 21 along its length direction can be connected to the frame 10 and the steering knuckle 30 respectively. At this time, the length direction of the upper control arm 21 is parallel to or approximately parallel to the transverse Y of the vehicle 1000. The length direction of the upper control arm 21 can also be set in other directions. For example, the length direction of the upper control arm 21 is parallel to the transverse Y of the vehicle 1000, and both ends of the upper control arm 21 along its length direction are connected to the frame 10 and the steering knuckle 30 respectively.

[0085] 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.

[0086] One end of the lower control arm 22 is connected to the steering knuckle 30. The lower control arm 22 can be connected to the steering knuckle 30 through a bushing, ball joint structure or other structure so that the steering knuckle 30 can float relative to the vehicle 1000, and can also provide support for the steering knuckle 30 through the lower control arm 22.

[0087] The other end of the lower control arm 22 is used to connect to the frame 10. Depending on the structure of the frame 10, the lower control arm 22 can be connected to the main frame 10 or the sub-frame 10. The lower control arm 22 can be connected to the frame 10 through bushings, ball joints or other structures.

[0088] Depending on the specific structure of the lower control arm 22, both ends of the lower control arm 22 along its length direction can be connected to the frame 10 and the steering knuckle 30 respectively. At this time, the length direction of the lower control arm 22 is parallel to or approximately parallel to the transverse Y direction of the vehicle 1000. The length direction of the lower control arm 22 can also be set in other directions. For example, the length direction of the lower control arm 22 is parallel to the longitudinal X direction of the vehicle 1000, both ends of the lower control arm 22 along its length direction are connected to different positions of the frame 10 respectively, and the middle part of the lower control arm 22 along its length direction is connected to the steering knuckle 30.

[0089] The linkage assembly 20 includes only the upper control arm 21 and the lower control arm 22.

[0090] The lower part of the steering knuckle 30 is connected to the lower control arm 22, 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.

[0091] Elastic component 40 refers to the elastic element in the suspension system. The elastic component 40 mainly plays the role of supporting the steering knuckle 30 and buffering the vibration of the steering knuckle 30.

[0092] The first elastic element 41 is an elastic element in the elastic assembly 40. The first elastic element 41 is mainly used to absorb the vibration energy generated by the steering knuckle 30 vibrating up and down with the wheel 60, and to buffer the impact generated by the steering knuckle 30 vibrating up and down with the wheel 60. The first elastic element 41 can be a cylindrical structure, a conical structure, a plate structure or other shapes. The number of first elastic elements 41 can be one, two or more. The material of the first elastic element 41 can include metal, glass fiber or other elastic materials.

[0093] The first elastic element 41 is connected to the lower control arm 22 to absorb the vibration energy of the steering knuckle 30 and wheel 60 corresponding to the lower control arm 22 and buffer the impact; the first elastic element 41 can be connected to the lower control arm 22 by welding, screwing, snapping or other means.

[0094] The first elastic element 41 extends along the lateral Y direction of the vehicle 1000. At this time, the first elastic element 41 can provide lateral support for the steering knuckle 30 and can transmit the lateral force on the vehicle 1000. When there are two linkage assemblies 20, the two ends of the first elastic element 41 can be connected to the lower control arms 22 of the two linkage assemblies 20 respectively. At this time, the first elastic element 41 has a function similar to a stabilizer bar or torsion beam.

[0095] In addition to being connected to the lower control arm 22, the first elastic member 41 can also be connected to the frame 10 so that the frame 10 can provide support for the first elastic member 41.

[0096] In the case of two linkage assemblies 20, the two ends of the first elastic element 41 along the transverse Y direction of the vehicle 1000 can be respectively connected to the lower control arms 22 of the two linkage assemblies 20.

[0097] The first elastic element 41 can elastically deform along the height direction Z of the vehicle 1000, so that the first elastic element 41 can absorb part of the vibration energy and buffer the impact when the steering knuckle 30 vibrates up and down with the wheel 60; for example, when the vehicle 1000 travels on a bumpy road, the two steering knuckles 30 corresponding to the first elastic element 41 vibrate up and down with the wheel 60, and at this time the first elastic element 41 can absorb part of the vibration energy generated by the steering knuckle 30 vibrating with the wheel 60.

[0098] The first elastic element 41 can also undergo torsional elastic deformation along its extension direction, that is, the first elastic element 41 can undergo torsional elastic deformation in the lateral Y direction of the vehicle 1000, so that the first elastic element 41 can provide support for the wheel 60 when the steering knuckle 30 swings with the wheel 60. When the two ends of the first elastic element 41 along the lateral Y direction of the vehicle 1000 are respectively connected to the lower control arms 22 of the two linkage assemblies 20, the first elastic element 41 can transmit lateral force between the two corresponding lower control arms 22, and can make the strokes of the two corresponding wheels 60 consistent or approximately consistent, so as to improve the driving stability of the vehicle 1000 and reduce the risk of roll. For example, when vehicle 1000 is traveling on a bumpy road, one of the wheels 60 may deviate or sway. At this time, the first elastic element 41 undergoes torsional deformation and generates an elastic restoring torque to prevent further deviation or swaying of wheel 60. At the same time, the first elastic element 41 will also transfer part of this energy to the corresponding other wheel 60 to drive the other wheel 60 to deviate or sway synchronously, so that vehicle 1000 can pass through the bumpy road more stably. At this time, the first elastic element 41 has a similar function to a stabilizer bar or torsion beam.

[0099] For example, the first elastic element 41 can be a thin plate structure. In this case, the number of the first elastic elements 41 can be one, or two or more can be stacked.

[0100] The first elastic element 41 provides lateral support to the lower control arm 22 and, via the steering knuckle 30 of the lower control arm 22, provides lateral support to the wheel 60. When the wheel 60 sways, the first elastic element 41 can also twist to absorb the distributed torque generated by the wheel 60's sway, while simultaneously suppressing the wheel 60's sway. With the lower control arm 22 connected to both ends of the first elastic element 41, when the wheel 60 sways, the first elastic element 41 can also transfer a portion of the torque to the corresponding other wheel 60 to reduce the difference between the two suspension systems, decrease the body roll, and improve the stability of the vehicle 1000. In this case, the first elastic element 41 functions similarly to a stabilizer bar or torsion beam.

[0101] When vehicle 1000 travels over bumpy roads, the steering knuckle 30 vibrates up and down with the wheel 60, and the lower control arm 22 swings up and down accordingly. At this time, the first elastic element 41 also undergoes elastic deformation with the swing of the lower control arm 22, absorbing some of the vibration energy in the process, thereby reducing the vibration energy transmitted to the passenger compartment through the frame 10. After vehicle 1000 travels over bumpy roads, the first elastic element 41 can also suppress the vibration of the steering knuckle 30 and the wheel 60, so that vehicle 1000 can stabilize relatively quickly without continuous small-amplitude vibrations. At this time, the first elastic element 41 can also act as a coil spring.

[0102] In this embodiment, an elastic component 40 is provided, which includes a first elastic element 41. When the steering knuckle 30 vibrates with the wheel 60, the connecting rod assembly 20 swings with the connected steering knuckle 30, which can cause the first elastic element 41 to deform, so as to absorb vibration energy through the deformation of the first elastic element 41. At the same time, the first elastic element 41 can also provide lateral support for the connecting rod assembly 20 to improve the lateral stability of the steering knuckle 30 and balance the load on the connecting rod assembly 20. The first elastic element 41 can simultaneously play the roles of buffering, filtering vibration, balancing load, and improving stability. That is, a single structure can play multiple different roles, improving the utilization efficiency of the structure and reducing the space occupation of the structure.

[0103] refer to Figures 3 to 5 , Figure 7 In some embodiments, the lower control arm 22 is an H-arm assembly. The lower control arm 22 is provided with two first mounting portions 225, which are arranged at intervals along the longitudinal direction of the vehicle 1000. The two first mounting portions 225 are used to directly connect to the steering knuckle 30. The lower control arm 22 is also provided with a second mounting portion 226 and a third mounting portion 227. The second mounting portion 226 is used to connect to the first elastic member 41, and the third mounting portion 227 is used to connect to the frame 10 of the vehicle 1000.

[0104] The H-arm assembly refers to the structure in the link assembly 20 used to support the steering knuckle 30. The H-arm assembly may include two lateral arms and a longitudinal arm connecting the two lateral arms. The lateral arms extend in the lateral direction Y of the vehicle 1000, and their two ends are respectively connected to the steering knuckle 30 and the frame 10. The longitudinal arm extends in the longitudinal direction X of the vehicle 1000. The lateral arms and longitudinal arms may be connected by welding, snap-fitting, hinge, or other methods, or they may be integrally formed. The material of the H-arm assembly may include metal, plastic, or other materials. The materials of the lateral arms and longitudinal arms may be the same or different.

[0105] The first mounting part 225 refers to the structure in the lower control arm 22 for connecting to the steering knuckle 30. The first mounting part 225 can be a mounting base structure, a mounting shaft, or other structure that can be connected to the steering knuckle 30. The steering knuckle 30 can be connected to the first mounting part 225 through a hinge, a rotating shaft, or other structure so that the steering knuckle 30 can rotate relative to the lower control arm 22, thereby allowing the steering knuckle 30 to float up and down relative to the vehicle 1000. There are two first mounting parts 225, and the two first mounting parts 225 are arranged at X intervals along the longitudinal direction of the vehicle 1000 so that the two first mounting parts 225 can be connected to different positions of the steering knuckle 30, thereby allowing the lower control arm 22 to better provide support for the steering knuckle 30.

[0106] For example, when the lower control arm 22 is an H-arm assembly, the two first mounting parts 225 can be respectively provided on the two cross arms.

[0107] The second mounting part 226 refers to the structure in the lower control arm 22 for connecting with the first elastic member 41. The second mounting part 226 can be a mounting base structure, a mounting groove, or other structure that can be connected with the first elastic member 41. The first elastic member 41 can be connected to the second mounting part 226 by welding, bonding, screwing, or other means.

[0108] For example, when the lower control arm 22 is an H-arm assembly, the second mounting part 226 can be provided on the longitudinal arm or the transverse arm.

[0109] The third mounting part 227 refers to the structure in the lower control arm 22 used to connect to the frame 10. The third mounting part 227 can be a mounting base structure, a sleeve, or other structure that can be connected to the frame 10. The third mounting part 227 can be connected to the main frame or the subframe.

[0110] For example, when the lower control arm 22 is an H-arm assembly, the third mounting part 227 can be provided on any of the cross arms.

[0111] In the current H-arm assembly, the H-arm is usually provided with two mounting structures connected to the steering knuckle 30 and two mounting structures connected to the frame 10. At this time, the H-arm assembly has four protrusions and is H-shaped. At the same time, the H-arm assembly is also provided with a mounting structure for mounting the coil spring.

[0112] In the H-arm assembly of the lower control arm 22 provided in this embodiment, there are two first mounting portions 225 connected to the steering knuckle 30, one second mounting portion 226 connected to the first elastic member 41, and only one third mounting portion 227 connected to the vehicle frame 10 can be provided. Since the first elastic member 41 can provide lateral support to the steering knuckle 30 through the second mounting portion 226 via the lower control arm 22, only one third mounting portion 227 needs to be provided.

[0113] Compared to the current H-arm assembly, the H-arm assembly of the lower control arm 22 provided in this embodiment saves a structure connected to the frame 10, making the structure simpler, the volume smaller, and the space occupied less.

[0114] In this embodiment, the lower control arm 22 is an H-arm assembly, and a second mounting part 226 and a third mounting part 227 are provided on the lower control arm 22. The second mounting part 226 is connected to the first elastic member 41, and the third mounting part 227 is connected to the vehicle frame 10. Since the first elastic member 41 extends along the transverse Y of the vehicle 1000 and transmits the lateral force of the vehicle 1000, the lower control arm 22 can be connected to the vehicle frame 10 through only one third mounting part 227, which saves on the structure of the lower control arm 22 and also reduces the volume and space occupied by the lower control arm 22.

[0115] refer to Figures 3 to 5 , Figure 7 In some embodiments, the lower control arm 22 includes a first arm 221 and a second arm 222 arranged longitudinally along the vehicle 1000, with two first mounting portions 225 respectively disposed at one end of the first arm 221 and the second arm 222; a second mounting portion 226 is disposed on the first arm 221, and a third mounting portion 227 is disposed at one end of the second arm 222 away from the corresponding first mounting portion 225.

[0116] The first arm 221 refers to the structure in the lower control arm 22 that is used to connect to and support the steering knuckle 30. The first arm 221 can be a cylindrical structure, a prismatic structure, or a structure of other shapes. The material of the first arm 221 can include steel, aluminum, aluminum alloy, or other materials.

[0117] One of the two first mounting parts 225 is connected to the first arm 221, that is, the steering knuckle 30 is connected to one end of the first arm 221 so that the first arm 221 can provide support for the steering knuckle 30.

[0118] The second mounting part 226 is located at one end of the first arm 221 away from the corresponding first mounting part 225, that is, the second mounting part 226 is located at the other end of the first arm 221. A first mounting part 225 and a second mounting part 226 are respectively located at both ends of the first arm 221. Since the second mounting part 226 is used to connect the first elastic member 41, that is, the other side of the first arm 221 is connected to the first elastic member 41, the first elastic member 41 can provide lateral support to the steering knuckle 30 through the first arm 221.

[0119] The second arm 222 refers to the structure in the lower control arm 22 that is used to connect to and support the steering knuckle 30. The second arm 222 can be a cylindrical structure, a prismatic structure, or a structure of other shapes. The material of the second arm 222 can include steel, aluminum, aluminum alloy, or other materials. The material of the second arm 222 can be the same as or different from that of the first arm 221.

[0120] The other of the two first mounting parts 225 is connected to the second arm 222, that is, the steering knuckle 30 is connected to one end of the second arm 222 so that the second arm 222 can provide support for the steering knuckle 30.

[0121] The third mounting part 227 is located at one end of the second arm 222 away from the corresponding first mounting part 225, that is, the third mounting part 227 is located at the other end of the second arm 222. A first mounting part 225 and a third mounting part 227 are respectively located at both ends of the second arm 222. Since the third mounting part 227 is used to connect the frame 10, that is, the other side of the second arm 222 is connected to the frame 10, the frame 10 can provide support for the steering knuckle 30 through the second arm 222.

[0122] Since the first arm 221 and the second arm 222 are spaced apart along the longitudinal direction X of the vehicle 1000, the first arm 221 and the second arm 222 are respectively connected to different positions of the steering knuckle 30 in the longitudinal direction X of the vehicle 1000, so that the first arm 221 and the second arm 222 can provide lateral support to different positions of the steering knuckle 30, thereby improving the stability of the steering knuckle 30.

[0123] With the lower control arm 22 connected to the lower part of the steering knuckle 30, both the first arm 221 and the second arm 222 are located below the upper control arm 21 along the height direction Z of the vehicle 1000.

[0124] This embodiment provides some specific structures for the lower control arm 22, which includes a first arm 221 and a second arm 222, and the first arm 221 and the second arm 222 are connected to different positions of the steering knuckle 30 so that the lower control arm 22 can better support the steering knuckle 30.

[0125] refer to Figures 3 to 5 , Figure 7 In some embodiments, the lower control arm 22 further includes a connecting portion 223, one end of which is fixedly connected to the first arm 221 or integrally formed with the first arm 221, and the other end of which is movably connected to the second arm 222.

[0126] The connecting part 223 refers to the structure in the lower control arm 22 that is connected to the first arm 221 and the second arm 222. The connecting part 223 can be a plate-shaped structure, a column-shaped structure, or a structure of other shapes. The connecting part 223 can be a circular, square, or other shaped structure. The material of the connecting part 223 can include steel, aluminum, aluminum alloy, or other materials. The material of the connecting part 223 can be the same as or different from the material of the first arm 221 and the second arm 222.

[0127] The connection part 223 can improve the strength of the first arm 221 and the second arm 222, so that the first arm 221 and the second arm 222 can share the energy borne by the other, thereby improving the overall strength of the lower control arm 22 and improving the support performance of the lower control arm 22 on the steering knuckle 30.

[0128] One end of the connecting part 223 is fixedly connected to the first arm 221, that is, there is no relative movement between the connecting part 223 and the first arm 221; the connecting part 223 can be fixedly connected to the first arm 221 by welding, bonding, screwing or other means, or the connecting part 223 can be integrally formed with the first arm 221; in this case, the structural strength of the connecting part 223 of the connecting part 223 and the first arm 221 is high, so as to better improve the overall strength of the second arm 222.

[0129] The other end of the connecting part 223 is movably connected to the second arm 222, that is, there can be relative movement between the connecting part 223 and the second arm 222; the connecting part 223 can be movably connected to the second arm 222 through a bushing, ball joint structure or other structure; at this time, the second arm 222 can move relative to the first arm 221 to reduce the negative interference of the second arm 222 on the degree of freedom of the steering knuckle 30.

[0130] When the steering knuckle 30 is subjected to an external force in the longitudinal direction X of the vehicle 1000, the steering knuckle 30 can vibrate along the longitudinal direction X of the vehicle 1000. At this time, the movement of the connecting part 223 relative to the second arm 222 can reduce the negative impact of the lower control arm 22 on the degree of freedom of the steering knuckle 30, and can absorb part of the vibration energy of the steering knuckle 30, reducing the vibration energy transmitted to the frame 10 and other positions of the vehicle 1000.

[0131] In this embodiment, a connecting portion 223 is provided between the first arm 221 and the second arm 222 to improve the stability and strength of the first arm 221 and the second arm 222, thereby improving the overall strength of the lower control arm 22 and its support performance for the steering knuckle 30. The connecting portion 223 is fixedly connected to the first arm 221 and movably connected to the second arm 222, so that the connecting portion 223 can transmit energy between the first arm 221 and the second arm 222 to improve the strength and support performance of the first arm 221 and the second arm 222. At the same time, it can also reduce the interference of the connecting portion 223 on the swing of the first arm 221 and the second arm 222 and increase the degree of freedom of the lower control arm 22.

[0132] refer to Figures 4 to 8 In some embodiments, the second arm 222 is provided with an elastic bushing 2221, and the connecting part 223 is inserted into the elastic bushing 2221; the elastic bushing 2221 is a sleeve structure, and the axial direction of the elastic bushing 2221 is parallel to the longitudinal direction of the vehicle 1000.

[0133] Elastic bushing 2221 refers to the elastic connecting element in the suspension system. Elastic bushing 2221 can absorb energy through deformation. At the same time, elastic bushing 2221 also has a certain displacement capability in its axial direction and absorbs a certain amount of energy through this displacement. Elastic bushing 2221 has a cylindrical structure, which can be a cylindrical structure, a prismatic structure or other shapes of cylindrical structure. The material of elastic bushing 2221 can include rubber, polyurethane or other elastic materials.

[0134] The elastic bushing 2221 is provided on the second arm 222. A hole can be drilled in the second arm 222 and the elastic bushing 2221 can be embedded in the second arm 222. Alternatively, a mounting seat can be provided on the second arm 222 to install the elastic bushing 2221. The elastic bushing 2221 can be connected to the second arm 222 by bonding, screwing or other means.

[0135] The connecting part 223 is inserted into the elastic bushing 2221, that is, part of the structure of the connecting part 223 can be inserted into the elastic bushing 2221; when the steering knuckle 30 vibrates along the longitudinal direction X of the vehicle 1000, the part inserted into the elastic bushing 2221 can move relative to the elastic bushing 2221 to reduce the interference of the lower control arm 22 on the movement of the steering knuckle 30, and at the same time absorb some vibration energy.

[0136] The axial direction of the elastic bushing 2221 is parallel to the longitudinal direction X of the vehicle 1000, that is, the connecting part 223 can move along the longitudinal direction X of the vehicle 1000 so that the first arm 221 and the connecting part 223 can move relative to the second arm 222 in the longitudinal direction X of the vehicle 1000, thereby absorbing some of the vibration energy through the movement of the connecting part 223 and reducing the vibration energy transmitted to the frame 10 or other parts of the vehicle 1000.

[0137] Because the elastic bushing 2221 is elastic, the connecting part 223 can also move radially along the elastic bushing 2221. When the steering knuckle 30 vibrates in the height direction Z or other directions of the vehicle 1000, the connecting part 223 can also move accordingly and squeeze the elastic bushing 2221. The deformation of the elastic bushing 2221 can also absorb some of the vibration energy.

[0138] In this embodiment, the connecting part 223 is movably connected to the second arm 222 via the elastic bushing 2221, which allows the connecting part 223 to move relative to the second arm 222, and also allows the elastic bushing 2221 to absorb part of the vibration energy of the steering knuckle 30, thereby improving the stability and comfort of the vehicle 1000.

[0139] refer to Figures 3 to 6 In some embodiments, the suspension system also includes a shock absorber 50, one end of which is connected to the steering knuckle 30 or the lower control arm 22.

[0140] Shock absorber 50 refers to the structure in the suspension system used to absorb the vibration energy of steering knuckle 30. Shock absorber 50 can convert the mechanical energy of steering knuckle 30 vibration into heat energy dissipation to reduce the vibration energy transmitted to other parts of frame 10 or chassis 100 and reduce the vibration energy transmitted to the interior of passenger compartment. Shock absorber 50 can be a hydraulic shock absorber, air shock absorber, electromagnetic shock absorber or other types of shock absorber. Shock absorber 50 is connected to steering knuckle 30 or lower control arm 22. Shock absorber 50 can be connected to steering knuckle 30 or lower control arm 22 through bushing, ball joint structure or other structure.

[0141] For example, when the lower control arm 22 includes a first arm 221, a second arm 222, and a connecting portion 223, the shock absorber 50 can be connected to the first arm 221, the second arm 222, or the connecting portion 223.

[0142] For example, the shock absorber 50 may include a cylinder and a piston rod, one of which is connected to the steering knuckle 30 or the lower control arm 22. When the steering knuckle 30 vibrates and floats relative to the vehicle 1000, the cylinder and piston rod may undergo relative displacement, resulting in a change in the length of the shock absorber 50, which is the stroke of the shock absorber 50.

[0143] The shock absorber 50 works in conjunction with the first elastic element 41 to better absorb vibration energy and suppress the vibration of the wheel 60. During the vehicle's 1000 travel, road impacts are first buffered by the first elastic element 41, and then the shock absorber 50 controls the deformation speed and amplitude of the first elastic element 41 to reduce body sway caused by excessive deformation. During travel on bumpy roads, the first elastic element 41 absorbs the impact, and the shock absorber 50 provides damping force and controls the movement of the first elastic element 41, making the vehicle body stable and improving driving comfort and stability.

[0144] In this embodiment, the suspension system also includes a shock absorber 50, which can cooperate with the first elastic element 41 to better absorb the vibration energy of the steering knuckle 30 vibrating up and down with the wheel 60 when the vehicle 1000 passes over a bumpy road surface, and also to suppress the vibration of the steering knuckle 30 and the wheel 60 to reduce the vibration frequency after the vehicle 1000 passes over a bumpy road surface, thereby improving the stability and comfort of the vehicle 1000.

[0145] refer to Figure 4 In some embodiments, in the transverse direction of the vehicle 1000, the connecting portion 223 is spaced apart from the steering knuckle 30 and forms an installation space 224; one end of the shock absorber 50 is disposed in the installation space 224 and connected to the lower part of the steering knuckle 30, or one end of the shock absorber 50 is disposed in the installation space 224 and connected to the connecting portion 223.

[0146] The mounting space 224 refers to the space structure located between the steering knuckle 30 and the connecting part 223. This space is formed by the connecting part 223 and the steering knuckle 30 being spaced apart. The mounting space 224 can be a prism-shaped space, a cylindrical space, or a space structure of other shapes.

[0147] The mounting space 224 is used to accommodate a portion of the shock absorber 50, such that one end of the shock absorber 50 can be located within the mounting space 224 and connected to the lower part of the steering knuckle 30. At this time, one end of the shock absorber 50 is connected to the lower part of the steering knuckle 30 or to the connecting part 223. The other end of the shock absorber 50 can be connected to the upper body 200 or other structures of the vehicle 1000.

[0148] One end of the shock absorber 50 can be located within the mounting space 224 and connected to the lower part of the steering knuckle 30. In this case, a mounting seat or other mounting structure for the shock absorber 50 can be correspondingly provided on the steering knuckle 30. Alternatively, one end of the shock absorber 50 can be located within the mounting space 224 and connected to the side of the connecting part 223 facing the lower part of the vehicle 1000 or the ground. In this case, a mounting seat or other mounting structure for the shock absorber 50 can be correspondingly provided on the connecting part 223.

[0149] Because the suspension system is located below the upper body 200 along the height direction Z of the vehicle 1000, the end of the shock absorber 50 connected to the steering knuckle 30 or the connecting part 223 is the lower end of the shock absorber 50 along the height direction Z of the vehicle 1000, while the other end of the shock absorber 50 connected to the upper body 200 is the upper end of the shock absorber 50 along the height direction Z of the vehicle 1000. One end of the shock absorber 50 is connected to the lower part of the steering knuckle 30 or the connecting part 223, meaning the lower end of the shock absorber 50 is located below the steering knuckle 30 or the connecting part 223. Given a fixed size of the shock absorber 50, this arrangement can reduce the height of the upper end of the shock absorber 50 along the height direction Z of the vehicle 1000, thereby reducing the space occupied by the shock absorber 50 in the height of the suspension system and reducing the space occupied by the entire suspension system in the interior space of the vehicle 1000.

[0150] In this embodiment, the shock absorber 50 is connected to the lower part of the steering knuckle 30 to reduce the height of the end of the shock absorber 50 connected to the upper body 200, thereby reducing the space occupied by the shock absorber 50 in the height space of the chassis 100 and reducing the space occupied by the entire suspension system in the interior space of the vehicle 1000.

[0151] refer to Figures 3 to 6 In some embodiments, the shock absorber 50 is arranged at an angle to the longitudinal direction of the vehicle 1000; and / or the shock absorber 50 is arranged at an angle to the lateral direction of the vehicle 1000; and / or the shock absorber 50 is arranged at an angle to the height direction of the vehicle 1000.

[0152] The shock absorber 50 is set at an angle to the longitudinal X and / or lateral Y and / or height Z of the vehicle 1000, that is, the length direction of the shock absorber 50 is inclined relative to the longitudinal X and / or lateral Y and / or height Z of the vehicle 1000.

[0153] The length direction of the shock absorber 50 is the direction in which the shock absorber 50 can extend and retract. The length direction of the shock absorber 50 can be set at an angle to the longitudinal direction X of the vehicle 1000, that is, the shock absorber 50 can be tilted relative to the longitudinal direction X of the vehicle 1000. This setting can reduce the size of the shock absorber 50 in the longitudinal direction X of the vehicle 1000, so as to reduce the space occupied by the shock absorber 50 in the longitudinal direction X of the vehicle 1000.

[0154] The length direction of the shock absorber 50 can also be set at an angle to the lateral Y of the vehicle 1000, that is, the shock absorber 50 can be tilted relative to the lateral Y of the vehicle 1000. This setting can reduce the size of the shock absorber 50 in the lateral Y of the vehicle 1000, so as to reduce the space occupied by the shock absorber 50 in the lateral Y of the vehicle 1000.

[0155] The length direction of the shock absorber 50 can also be set at an angle to the height direction Z of the vehicle 1000, that is, the shock absorber 50 can be tilted relative to the height direction Z of the vehicle 1000. This setting can reduce the size of the shock absorber 50 in the height direction Z of the vehicle 1000, so as to reduce the space occupied by the shock absorber 50 in the height direction Z of the vehicle 1000.

[0156] The length direction of the shock absorber 50 can be tilted relative to only one of the longitudinal X, width Y, or height Z directions of the vehicle 1000, or it can be tilted relative to two or three of them, so that the dimensions of the suspension system can be more uniform in all directions.

[0157] For example, the length direction of the shock absorber 50 is tilted relative to the height direction Z of the vehicle 1000 to reduce the size of the shock absorber 50 in the height direction Z of the vehicle 1000.

[0158] In this embodiment, the shock absorber 50 is tilted in different directions to reduce the size of the shock absorber 50 in a certain direction, thereby making the size of the suspension system more uniform in all directions.

[0159] refer to Figures 3 to 6 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.

[0160] 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.

[0161] 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.

[0162] 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.

[0163] 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.

[0164] This embodiment provides some specific structures for the upper control arm 21, such that the upper control arm 21 includes a bent portion 212, and the bent 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.

[0165] refer to Figures 3 to 6 In some embodiments, the steering knuckle 30 has a mounting axis 31; in the longitudinal direction of the vehicle 1000, the upper control arm 21 is offset from the mounting axis 31.

[0166] Mounting axis 31 refers to the rotation axis of the wheel 60 after it is mounted on the steering knuckle 30. The wheel 60 can rotate around the mounting axis 31 on the steering knuckle 30. When the steering knuckle 30 has a journal and the wheel 60 is mounted on the journal, the mounting axis 31 is the axis of the journal. When the steering knuckle 30 has a mounting hole and the wheel 60 is mounted on the mounting hole, the mounting axis 31 is the axis of the mounting hole. When the drive device (such as an electric motor) drives the wheel 60 to rotate through the half-shaft, the mounting axis 31 coincides with the axis of the half-shaft.

[0167] The upper control arm 21 is offset from the mounting axis 31 in the longitudinal direction X of the vehicle 1000. After the drive unit is mounted on the chassis 100, this arrangement enables the upper control arm 21 to be offset from the output shaft (e.g., half shaft) of the drive unit in the longitudinal direction X of the vehicle 1000.

[0168] Along the longitudinal direction X of the vehicle 1000, the upper control arm 21 can be located in front of or behind the mounting axis 31; for example, along the longitudinal direction X of the vehicle 1000, the upper control arm 21 is located behind the mounting axis 31; for example, when the chassis 100 includes a shock absorber 50, the shock absorber 50 is connected to the lower control arm 22, in which case the shock absorber 50 can be located in front of the mounting axis 31 along the longitudinal direction X of the vehicle 1000, and the upper control arm 21 is located behind the mounting axis 31.

[0169] Because the upper control arm 21 swings up and down with the vertical vibration of the steering knuckle 30, there is a risk of the upper control arm 21 colliding with the half-shaft during this swinging process. Such a collision could easily damage both the half-shaft and the upper control arm 21, potentially leading to damage to the suspension and powertrain systems. For example, in the height direction Y of the vehicle 1000, with the upper control arm 21 positioned above the lower control arm 22, the mounting axis 31 is located between the upper and lower control arms 21. If the upper control arm 21 has a curved portion 212, the risk of it intersecting with the mounting axis 31 during the swinging of the steering knuckle 30 is higher, meaning the risk of the upper control arm 21 colliding with the half-shaft is also higher.

[0170] Accordingly, the upper control arm 21 is offset from the mounting axis 31 to reduce the risk of the upper control arm 21 colliding with the half shaft as the steering knuckle 30 swings, thereby improving the safety and stability of the chassis 100.

[0171] In this embodiment, the mounting axis 31 is coaxially arranged with the half-shaft that drives the wheel 60 in the vehicle 1000 to rotate. When the upper control arm 21 is bent, the upper control arm 21 is offset from the mounting axis 31 in the longitudinal direction of the vehicle 1000. When the steering knuckle 30 vibrates up and down with the wheel 60, this arrangement can reduce the risk of interference and collision between the upper control arm 21 and the half-shaft. At the same time, it also allows the bent part 212 to have a larger bending range, thereby providing more space for the vehicle 1000.

[0172] refer to Figures 3 to 6 In some embodiments, the extension direction of the upper control arm 21 is set at an angle to the lateral direction of the vehicle 1000.

[0173] The extension direction of the upper control arm 21 is set at an angle to the lateral Y of the vehicle 1000, that is, the length direction of the upper control arm 21 is inclined relative to the lateral Y of the vehicle 1000. Figure 3 In the middle, the included angle shown by angle a is the included angle between the upper control arm 21 and the lateral Y of the vehicle 1000; when one end of the upper control arm 21 is connected to the steering knuckle 30, the upper control arm 21 can tilt in the direction of the front of the vehicle or in the direction of the rear of the vehicle.

[0174] With a fixed length of upper control arm 21, tilting upper control arm 21 relative to the lateral Y of vehicle 1000 can reduce the size of upper control arm 21 in the lateral Y of vehicle 1000, thereby reducing the space occupied by upper control arm 21 in the lateral Y of vehicle 1000. With two linkage assemblies 20 arranged on both sides of frame 10 along the lateral Y of vehicle 1000, the arrangement can reduce the space occupied by linkage assemblies 20 in the lateral Y of vehicle 1000, so as to free up more space between the two linkage assemblies 20, so as to provide more installation space for other structures of chassis 100 (such as battery devices).

[0175] In this embodiment, the upper control arm 21 is tilted laterally relative to the vehicle 1000 to reduce the size of the upper control arm 21 in the lateral direction of the vehicle 1000, so as to provide more installation space for other structures (such as battery devices) on the chassis 100.

[0176] refer to Figure 3 In some embodiments, the angle between the length direction of the upper control arm 21 and the lateral direction of the vehicle 1000 is less than or equal to 5°.

[0177] In the figure, the included angle shown by angle a is the included angle between the upper control arm 21 and the lateral Y of the vehicle 1000. When one end of the upper control arm 21 is connected to the steering knuckle 30, the upper control arm 21 can tilt in the direction of the front of the vehicle or in the direction of the rear of the vehicle. Therefore, the included angle between the upper control arm 21 and the lateral Y of the vehicle 1000 can be located before the mounting axis 31 or after the mounting axis 31.

[0178] The angle between the upper control arm 21 and the lateral Y of the vehicle 1000 is less than or equal to 5°, that is, the angle α is less than or equal to 5°; for example, the angle α can be 5°, 4°, 3°, 2°, 1° or other values.

[0179] The angle between the upper control arm 21 and the lateral Y direction of the vehicle 1000 is negatively correlated with the size of the upper control arm 21 in the lateral Y direction of the vehicle 1000. The larger the angle, the smaller the size of the upper control arm 21 in the lateral Y direction of the vehicle 1000, and the worse the lateral support performance of the upper control arm 21 to the steering knuckle 30. When the lateral support performance requirement of the steering knuckle 30 to the upper control arm 21 is constant, the larger the angle, the greater the strength of the upper control arm 21 should be.

[0180] For example, the angle between the upper control arm 21 and the transverse Y of the vehicle 1000 can be 5°. In this case, the upper control arm 21 is smaller in size in the transverse Y of the vehicle 1000, thus making more space available for the installation of other structures.

[0181] For example, the angle between the upper control arm 21 and the lateral Y of the vehicle 1000 can be 3°. In this case, the upper control arm 21 can provide more space in the lateral Y of the vehicle 1000 for the installation of other structures, and the strength requirements of the upper control arm 21 are also moderate.

[0182] For example, the angle between the upper control arm 21 and the lateral Y of the vehicle 1000 can be 1°. In this case, the strength requirement for the upper control arm 21 is low, and the upper control arm 21 can also make room for other structures to be installed in the lateral Y of the vehicle 1000.

[0183] This embodiment provides some specific tilt angles for the upper control arm 21. This setting can reduce the size of the upper control arm 21 in the lateral direction of the vehicle 1000, and also enable the upper control arm 21 to provide support for the steering knuckle 30 to meet the lateral support requirements of the steering knuckle 30.

[0184] refer to Figures 3 to 5 In some embodiments, the elastic component 40 further includes a second elastic element 42, one side of which is connected to the frame 10 and the other side of which is connected to the first elastic element 41. The second elastic element 42 is capable of elastic deformation along the longitudinal direction of the vehicle 1000.

[0185] The second elastic element 42 is an elastic element in the elastic assembly 40. The second elastic element 42 is mainly used to absorb the vibration energy generated by the steering knuckle 30 vibrating along the longitudinal direction X of the vehicle 1000 with the wheel 60, and to buffer the impact generated by the vibration of the steering knuckle 30 with the wheel 60. The second elastic element 42 can be a cylindrical structure, a conical structure, a plate structure or other shapes. The material of the second elastic element 42 can include metal, glass fiber or other materials. The material of the second elastic element 42 can be the same as or different from the material of the first elastic element 41.

[0186] One side of the second elastic element 42 is connected to the frame 10, and the second elastic element 42 can be connected to the frame 10 by screwing, snapping, bonding or other means; the other side of the second elastic element 42 is connected to the first elastic element 41 to provide a mounting base for the first elastic element 41. The second elastic element 42 can be connected to the first elastic element 41 by screwing, snapping, bonding or other means, or it can be movably connected to the first elastic element 41 by a keyway structure, a sliding groove structure or other structures. The second elastic element 42 can elastically deform along the longitudinal direction X of the vehicle 1000, so that the second elastic element 42 can absorb part of the vibration energy generated by the front and rear vibrations of the wheel 60 and the steering knuckle 30 through the first elastic element 41 and buffer the impact.

[0187] The number of second elastic members 42 can be one, two or more; when the number of second elastic members 42 is two or more, multiple second elastic members 42 can be connected to different positions of the frame 10 to better provide a fixed base for the first elastic member 41.

[0188] This embodiment provides a specific structure for some elastic components 40, such that the elastic components 40 include a first elastic element 41 and a second elastic element 42, so as to absorb the vibration of the steering knuckle 30 along the vehicle height direction and other directions through the first elastic element 41 and the second elastic element 42 respectively, thereby improving the stability and comfort of the suspension system.

[0189] refer to Figures 3 to 5 In some embodiments, the first elastic member 41 is a plate-shaped structure, and the length direction of the first elastic member 41 is parallel to the lateral direction of the vehicle 1000, and the thickness direction of the first elastic member 41 is parallel to the height direction of the vehicle 1000.

[0190] The first elastic element 41 is a plate-shaped structure, that is, the first elastic element 41 is a structure with a large length and a small thickness; the first elastic element 41 may include only one plate structure, or it may include multiple plate structures stacked together.

[0191] The thickness direction of the first elastic element 41 is parallel to the height direction Z of the vehicle 1000. At this time, the size of the first elastic element 41 in the height direction Z of the vehicle 1000 is small, and the space occupied by the first elastic element 41 in the height direction Z of the vehicle 1000 is also small. At the same time, this setting also enables the first elastic element 41 to have the ability to elastically deform in the height direction Z of the vehicle 1000.

[0192] The length direction of the first elastic element 41 is parallel to the transverse Y direction of the vehicle 1000, so that the two sides of the first elastic element 41 along its length direction can be connected to two different linkage assemblies 20 respectively. At the same time, because the first elastic element 41 has a large dimension in its length direction, the first elastic element 41 also has the ability to twist and undergo elastic deformation around its length direction. This ability allows the first elastic element 41 to provide support for the corresponding wheel 60 and steering knuckle 30 when the vibration directions of the two corresponding wheels 60 are different, so as to play a role similar to a stabilizer bar or torsion beam.

[0193] The length direction of the first elastic element 41 is parallel to the transverse Y of the vehicle 1000. At this time, the first elastic element 41 can also provide lateral support for the steering knuckle 30 and the corresponding wheel 60 along the transverse Y of the vehicle 1000, so as to improve the driving stability and steering stability of the vehicle 1000.

[0194] This embodiment provides some specific structures for the first elastic element 41, so that the first elastic element 41 can elastically deform along the height direction of the vehicle 1000, and also provide lateral support for the connecting assembly and the steering knuckle 30.

[0195] refer to Figures 3 to 5 In some embodiments, the second elastic member 42 is a sleeve structure, and the first elastic member 41 passes through the second elastic member 42 along the axial direction of the second elastic member 42, and the axial direction of the second elastic member 42 is parallel to the transverse direction of the vehicle 1000.

[0196] The second elastic element 42 is a sleeve structure, that is, the second elastic element 42 is a cylindrical structure with a through channel in the middle, wherein the through channel is used for the first elastic element 41 to pass through; the second elastic element 42 can be a cylindrical structure, a prism cylindrical structure or other cylindrical structures, and the cross-sectional shape of the through channel in the second elastic element 42 can be square, circular or other shapes, and the shape of the through channel can also be set according to the shape of the first elastic element 41; the material of the second elastic element 42 can include metal, rubber, fiberglass or other materials.

[0197] The second elastic member 42 can be directly connected to the frame 10, or indirectly connected to the frame 10 through a bracket or other intermediate structure; when the second elastic member 42 is directly connected to the frame 10, the second elastic member 42 can be connected to the frame 10 by bonding, screwing, snapping or other means.

[0198] The axial direction of the second elastic member 42 is parallel to the transverse Y direction of the vehicle 1000, that is, the extension direction of the through channel is parallel to the transverse Y direction of the vehicle 1000. At this time, the first elastic member 41 can pass through the second elastic member 42 along the axial direction of the second elastic member 42, that is, the first elastic member 41 can pass through the through channel along the transverse Y direction of the vehicle 1000, so that the two sides of the first elastic member 41 can be connected to the two connecting rod assemblies 20 respectively.

[0199] For example, the second elastic member 42 can elastically deform along its radial direction. Since the axial direction of the second elastic member 42 is parallel to the transverse direction Y of the vehicle 1000, the radial direction of the second elastic member 42 can be the longitudinal direction X, the height direction Z, or other directions perpendicular to its axial direction of the vehicle 1000. Since the first elastic member 41 passes through the second elastic member 42, the first elastic member 41 can compress the second elastic member 42 along the radial direction of the second elastic member 42. The second elastic member 42 can elastically deform under pressure. When the first elastic member 41 no longer compresses the second elastic member 42, the second elastic member 42 can restore its original elastic deformation and push the first elastic member 41 back to its original position.

[0200] When the steering knuckle 30 vibrates back and forth along the longitudinal direction X of the vehicle 1000 with the wheel 60, the first elastic element 41 can vibrate accordingly and squeeze the second elastic element 42. At this time, the second elastic element 42 is compressed and elastically deformed and absorbs part of the vibration energy. After the vibration of the steering knuckle 30 with the wheel 60 ends, the second elastic element 42 can return to its original position and push the first elastic element 41 to return to its original position, thereby driving the steering knuckle 30 and the wheel 60 to return to their original positions.

[0201] When the steering knuckle 30 vibrates up and down along the height direction Z of the vehicle 1000 with the wheel 60, the first elastic element 41 can deform elastically accordingly. At this time, the first elastic element 41 can also compress the second elastic element 42 and cause the second elastic element 42 to deform elastically under pressure, so as to absorb part of the vibration energy. At this time, both the first elastic element 41 and the second elastic element 42 can absorb part of the vibration energy, so as to better reduce the vibration energy transmitted to the passenger compartment through the frame 10. After the vibration of the steering knuckle 30 with the wheel 60 ends, the second elastic element 42 can return to its original position and push the first elastic element 41 to return to its original position, thereby driving the steering knuckle 30 and the wheel 60 to return to their original positions.

[0202] This embodiment provides specific structures for the second elastic element 42, so that the second elastic clip can absorb the vibration energy of the steering knuckle 30 along the longitudinal direction of the vehicle 1000 with the wheel 60, thereby reducing the vibration energy transmitted to the passenger compartment through the frame 10 and improving the stability and comfort of the vehicle 1000.

[0203] In some embodiments, the suspension system includes a link assembly 20, a steering knuckle 30, a shock absorber 50, and an elastic component 40; the link assembly 20, the steering knuckle 30, and the shock absorber 50 are each in pairs and are spaced apart along the lateral Y direction of the vehicle 1000.

[0204] The elastic component 40 includes a first elastic element 41 and a second elastic element 42. The second elastic element 42 is an elastic bushing structure and can elastically deform along the longitudinal direction X of the vehicle 1000. The first elastic element 41 is a plate-shaped structure that passes through the second elastic element 42. Both sides of the first elastic element 41 are respectively connected to the lower control arms 22 of the two linkage assemblies 20. The first elastic element 41 can elastically deform along the height direction Z of the vehicle 1000, so that the part of the first elastic element 41 connected to the lower control arm 22 can elastically deform along the height direction Z of the vehicle 1000.

[0205] 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.

[0206] The upper control arm 21 is inclined in the longitudinal direction relative to the lateral Y direction of the vehicle 1000. In the longitudinal direction X of the vehicle 1000, the upper control arm 21 is located behind the mounting axis 31, and the upper control arm 21 is inclined from the steering knuckle 30 toward the rear of the vehicle. The upper control arm 21 has two ends 211 along its length direction and a bent portion 212 connecting the two ends 211. The two ends 211 are respectively connected to the frame 10 and the steering knuckle 30 through bushing structures. The bent portion 212 bends downward in the height direction Z of the vehicle 1000.

[0207] The lower control arm 22 includes a first arm 221, a second arm 222 and a connecting part 223. The first arm 221 and the second arm 222 are respectively connected to different positions of the steering knuckle 30.

[0208] The first arm 221 is a columnar structure and its length direction is roughly the same as the transverse Y direction of the vehicle 1000.

[0209] The second arm 222 is also a columnar structure and its length direction is roughly the same as the transverse Y direction of the vehicle 1000. One end of the connecting part 223 is integrally formed with the first arm 221, and the other end of the connecting part 223 is movably connected to the second arm 222 through a bushing.

[0210] The connecting part 223 is spaced apart from the steering knuckle 30, forming an installation space 224.

[0211] The shock absorber 50 is located in front of the mounting axis 31 and is tilted in the height direction Z relative to the vehicle 1000; one end of the shock absorber 50 passes through the mounting space 224 and is connected to the lower part of the steering knuckle 30.

[0212] Secondly, embodiments of this application also provide a vehicle 1000, including a suspension system provided in some embodiments of the first aspect.

[0213] The vehicle 1000 includes a chassis 100, which includes a frame 10, a suspension system, and wheels 60.

[0214] There are two connecting rod assemblies 20, two steering knuckles 30 and two shock absorbers 50 on both sides of the frame 10 along its width direction Y.

[0215] The elastic component 40 includes a first elastic element 41 and a second elastic element 42. The second elastic element 42 is an elastic bushing structure and is connected to the frame 10. The second elastic element 42 can elastically deform along the longitudinal direction X of the vehicle 1000. The first elastic element 41 is a plate-shaped structure that passes through the second elastic element 42. The two sides of the first elastic element 41 are respectively connected to the lower control arms 22 of the two linkage assemblies 20. The first elastic element 41 can elastically deform along the height direction Z of the vehicle 1000, so that the part of the first elastic element 41 connected to the lower control arm 22 can elastically deform along the height direction Z of the vehicle 1000.

[0216] 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.

[0217] The upper control arm 21 is inclined in the longitudinal direction relative to the lateral Y direction of the vehicle 1000. In the longitudinal direction X of the vehicle 1000, the upper control arm 21 is located behind the mounting axis 31, and the upper control arm 21 is inclined from the steering knuckle 30 toward the rear of the vehicle. The upper control arm 21 has two ends 211 along its length direction and a bent portion 212 connecting the two ends 211. The two ends 211 are respectively connected to the frame 10 and the steering knuckle 30 through bushing structures. The bent portion 212 bends downward in the height direction Z of the vehicle 1000.

[0218] The lower control arm 22 includes a first arm 221, a second arm 222 and a connecting part 223. The first arm 221 and the second arm 222 are respectively connected to different positions of the steering knuckle 30, and the first arm 221 and the second arm 222 are respectively connected to different positions of the frame 10.

[0219] The first arm 221 is a columnar structure and its length direction is roughly the same as the transverse Y direction of the vehicle 1000.

[0220] The second arm 222 is also a columnar structure and its length direction is roughly the same as the transverse Y direction of the vehicle 1000. One end of the connecting part 223 is integrally formed with the first arm 221, and the other end of the connecting part 223 is movably connected to the second arm 222 through a bushing.

[0221] The connecting part 223 is spaced apart from the steering knuckle 30, forming an installation space 224.

[0222] The shock absorber 50 is located in front of the mounting axis 31 and is tilted in the height direction Z relative to the vehicle 1000; one end of the shock absorber 50 passes through the mounting space 224 and is connected to the lower part of the steering knuckle 30.

[0223] Wheel 60 is the rear wheel of vehicle 1000 and is connected to steering knuckle 30.

[0224] In the vehicle 1000, an elastic component 40 is provided to replace the stabilizer bar and coil spring, so that the elastic component 40 can absorb the vibration energy of the wheel 60 and the steering knuckle 30, and also provide lateral support for the steering knuckle 30 and the wheel 60 to improve the stability of the vehicle 1000; at the same time, this configuration also simplifies the structure of the suspension system and reduces the space occupied by the suspension system in the length direction X and height direction Z of the vehicle 1000.

[0225] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and not to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application, and they should all be covered within the scope of the claims and specification of this application. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A suspension system for a vehicle, characterized in that, include: The linkage assembly consists of an upper control arm and a lower control arm, wherein the upper control arm extends laterally along the vehicle and the lower control arm extends longitudinally along the vehicle; The steering knuckle has its lower part connected to the lower control arm and its upper part connected to one end of the upper control arm; The elastic component includes a first elastic member extending laterally along the vehicle, one end of the first elastic member being connected to a lower control arm, and the other end of the first elastic member being connected to the lower control arm of another link assembly to transmit lateral forces of the vehicle. The first elastic member is capable of torsional elastic deformation along its extension direction and is also capable of elastic deformation along the height direction of the vehicle.

2. The suspension system according to claim 1, characterized in that, The lower control arm is an H-arm assembly, and the lower control arm is provided with two first mounting parts. The two first mounting parts are arranged at intervals along the longitudinal direction of the vehicle, and the two first mounting parts are used to directly connect to the steering knuckle. The lower control arm is also provided with a second mounting part and a third mounting part. The second mounting part is used to connect the first elastic member, and the third mounting part is used to connect the vehicle frame.

3. The suspension system according to claim 2, characterized in that, The lower control arm includes a first arm and a second arm that are spaced apart along the longitudinal direction of the vehicle, with two first mounting portions respectively disposed at one end of the first arm and the second arm; The second mounting portion is disposed on the first arm, and the third mounting portion is disposed on the end of the second arm away from the corresponding first mounting portion.

4. The suspension system according to claim 3, characterized in that, The lower control arm also includes a connecting part, one end of which is fixedly connected to the first arm or integrally formed with the first arm, and the other end of which is movably connected to the second arm.

5. The suspension system according to claim 4, characterized in that, The second arm is provided with an elastic bushing, and the connecting part is inserted into the elastic bushing; The elastic bushing is a sleeve structure, and the axial direction of the elastic bushing is parallel to the longitudinal direction of the vehicle.

6. The suspension system according to claim 4 or 5, characterized in that, The suspension system also includes a shock absorber, one end of which is connected to the steering knuckle or the lower control arm.

7. The suspension system according to claim 6, characterized in that, In the lateral direction of the vehicle, the connecting portion is spaced apart from the steering knuckle, forming an installation space; One end of the shock absorber is disposed within the installation space and connected to the lower part of the steering knuckle, or one end of the shock absorber is disposed within the installation space and connected to the connecting part.

8. The suspension system according to claim 6 or 7, characterized in that, The shock absorber is positioned at an angle to the longitudinal direction of the vehicle; and / or The shock absorber is positioned at an angle to the lateral direction of the vehicle; and / or The shock absorber is set at an angle to the height direction of the vehicle.

9. The suspension system according to any one of claims 1-8, 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.

10. The suspension system according to claim 9, characterized in that, The extension direction of the upper control arm is set at an angle to the lateral direction of the vehicle.

11. The suspension system according to any one of claims 1-10, characterized in that, The elastic component further includes a second elastic element connected to the first elastic element and capable of elastic deformation along the longitudinal direction of the vehicle.

12. The suspension system according to claim 11, characterized in that, The first elastic element is a plate-shaped structure, and the length direction of the first elastic element is parallel to the transverse direction of the vehicle, and the thickness direction of the first elastic element is parallel to the height direction of the vehicle.

13. The suspension system according to claim 11 or 12, characterized in that, The second elastic element is a sleeve structure, and the first elastic element passes through the second elastic element along the axial direction of the second elastic element, with the axial direction of the second elastic element parallel to the transverse direction of the vehicle.

14. A vehicle, characterized in that, Includes the suspension system as described in any one of claims 1-13.

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