Suspension assembly and vehicle

Abstract

The utility model discloses a kind of suspension assembly and vehicle, it is related to vehicle manufacturing technical field, suspension assembly includes: wheel;Knuckle, knuckle is connected with wheel;Steering power component, steering power component includes driving part and torque output part, driving part is used to directly or indirectly drive torque output part rotation, torque output part is fixedly connected with knuckle, and torque output part drives knuckle rotation around steering kingpin when rotating;Steering power component support, upper arm and lower arm, steering power component support is connected in torque output part, the inner end of upper arm is connected with vehicle body, the outer end of upper arm is hinged with steering power component support, the inner end of lower arm is rotatably connected with auxiliary frame, and the outer end of lower arm is hinged with knuckle.The suspension assembly of the utility model, by steering power component drive knuckle to make wheel realize steering, single wheel can be controlled, wheel can reach 90 ° angle of rotation, realize vehicle cross, and can improve the comfort of vehicle.

Description

Technical Field

[0001] This utility model relates to the field of vehicle manufacturing technology, and in particular to a suspension assembly and a vehicle having the suspension assembly. Background Technology

[0002] With the continuous development of the automotive industry, people need vehicles to have more flexible steering capabilities. Related technologies typically employ complex steering structures for wheel steering, such as steering tie rods, which limits the wheel rotation angle and prevents the achievement of larger steering angles, especially since the vehicle's wheel turning angle cannot reach 90°, indicating room for improvement. Utility Model Content

[0003] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a suspension assembly that can not only control the steering of a single wheel, but also enable the wheel to achieve a 90° turning angle.

[0004] According to an embodiment of the present invention, the suspension assembly includes: a wheel; a steering knuckle connected to the wheel; a steering power assembly including a drive unit and a torque output unit, the drive unit being used to directly or indirectly drive the torque output unit to rotate, the torque output unit being fixedly connected to the steering knuckle, and the torque output unit driving the steering knuckle to rotate around the steering kingpin when rotating; a steering power assembly support, an upper control arm, and a lower control arm, the steering power assembly support being connected to the torque output unit, the inner end of the upper control arm being connected to the vehicle body, the outer end of the upper control arm being hinged to the steering power assembly support, the inner end of the lower control arm being rotatably connected to the subframe, and the outer end of the lower control arm being hinged to the steering knuckle.

[0005] According to the suspension assembly of this utility model embodiment, by setting the upper control arm to support the steering power assembly to actively drive the wheels, the setting of steering structural components such as steering tie rods is reduced, so that each steering power assembly can independently control a single wheel, and the steering space around the wheel is less restricted, the wheel can achieve a 90° turning angle, and the vehicle can traverse sideways. In addition, the lower control arm can provide support for the wheel and prevent road vibration from being transmitted to the vehicle body, thereby improving the comfort of the vehicle during driving.

[0006] According to some embodiments of the present invention, the suspension assembly includes a reduction mechanism in the torque output section, the output end of the reduction mechanism is connected to the steering knuckle, and the input end of the reduction mechanism is directly or indirectly connected to the drive section.

[0007] According to some embodiments of the present invention, a suspension assembly is provided between the torque output part and the drive part, wherein a one-way self-locking mechanism is provided.

[0008] According to some embodiments of the present invention, in the suspension assembly, the steering power component support is fixedly sleeved outside the torque output section.

[0009] According to some embodiments of the present invention, the suspension assembly includes two upper lateral arms, the inner ends of the two upper lateral arms are spaced apart and rotatably connected to the vehicle body respectively, and the outer ends of the two upper lateral arms are connected and rotatably connected to the steering power component support.

[0010] According to some embodiments of the present invention, the suspension assembly of the steering power component includes a support portion and a hinge portion. The support portion is used to fix and support the steering power component. The hinge portion is connected to the support portion and extends relative to the support portion toward the side closer to the steering power component. The hinge portion is hinged to the outer end of the upper control arm.

[0011] According to some embodiments of the present invention, in the suspension assembly, a hub motor is installed between the steering knuckle and the wheel, and the hub motor is used to drive the wheel to rotate.

[0012] The suspension assembly according to some embodiments of the present invention further includes a shock-absorbing spring, the lower end of which is connected to the lower control arm, the upper end of which is connected to the vehicle body, and the upper end of which is located inside the steering power assembly.

[0013] This utility model also proposes a vehicle.

[0014] The vehicle according to the present invention includes the suspension assembly of any of the above embodiments.

[0015] According to some embodiments of the present invention, the vehicle has wheels including front wheels and rear wheels, and the front wheels and / or the rear wheels are respectively provided with the hub motor and the steering power assembly.

[0016] The vehicle described above has the same advantages over the prior art as the aforementioned suspension assembly, which will not be repeated here.

[0017] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0018] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0019] Figure 1 This is a schematic diagram of the suspension assembly according to an embodiment of the present utility model;

[0020] Figure 2 This is a top view of the suspension assembly according to an embodiment of the present utility model;

[0021] Figure 3 This is a schematic diagram of the connection between the wheel and the lower crossarm in an embodiment of this utility model.

[0022] Figure label:

[0023] Suspension assembly 100,

[0024] Wheel 1,

[0025] Steering knuckle 2,

[0026] Steering power assembly 3, torque output unit 31, reduction mechanism 311, drive unit 32, steering power assembly support 33, support unit 331, and hinge unit 332.

[0027] Upper horizontal arm 4, upper sub-horizontal arm 41,

[0028] Lower crossarm 5, subframe 6,

[0029] 71 damping spring, 72 magnetorheological damper.

[0030] Rotary joint 81, bushing 82,

[0031] Stabilizer bar 91, stabilizer bar link 92. Detailed Implementation

[0032] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0033] In the description of this utility model, it should be understood that the terms "center," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0034] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0035] The following is for reference. Figures 1-3 The suspension assembly 100 according to an embodiment of the present invention drives the steering knuckle 2 through the steering power component 3 to enable the wheel 1 to steer, and can control a single wheel 1, and the wheel 1 can achieve a turning angle of 90° to enable the vehicle to traverse sideways.

[0036] like Figure 1 As shown, the suspension assembly 100 according to an embodiment of the present utility model includes: a wheel 1, a steering knuckle 2, a steering power assembly 3, a steering power assembly support 33, an upper control arm 4, and a lower control arm 5.

[0037] Wheel 1 includes a hub, a rim, and a tire. The hub can transmit driving force or braking force. That is, when the vehicle is moving, the hub can drive wheel 1 to rotate to move the vehicle. When it is necessary to decelerate or stop, the hub can transmit braking force to wheel 1 to stop wheel 1 from rotating or reduce its speed, thereby driving the vehicle to decelerate. For example, the second generation of Electro-Mechanical Braking System (Wire-Controlled EMB2) can be used to brake wheel 1.

[0038] Steering knuckle 2 is connected to wheel 1, and a hub motor is installed between steering knuckle 2 and wheel 1. The hub motor is used to drive wheel 1 to rotate. That is, the hub motor can provide driving force to wheel 1 to drive wheel 1 to rotate and the vehicle to move. In addition, integrating the hub motor on wheel 1 can make the hub motor no longer occupy the internal space of suspension assembly 100 and provide more arrangement space to maximize the steering angle of wheel 1.

[0039] The steering power assembly 3 generates rotational power and includes a drive unit 32 and a torque output unit 31. The drive unit 32 directly or indirectly drives the torque output unit 31 to rotate. That is, when energized, the drive unit 32 drives the torque output unit 31 to rotate, meaning the torque output unit 31 rotates under the influence of rotational power. Simultaneously, the torque output unit 31 is fixedly connected to the steering knuckle 2. Thus, the rotating torque output unit 31 drives the steering knuckle 2 to rotate synchronously around the steering kingpin. Consequently, the wheel 1 connected to the steering knuckle 2 rotates under the action of the steering knuckle 2. In other words, the steering power assembly 3 can directly drive the wheel 1 to achieve steering, eliminating the need for complex steering tie rods or other structures for transmitting steering power. This reduces the space occupied by steering components around the wheel 1, providing ample space for wheel 1 rotation and increasing the degree of freedom for wheel 1 rotation around the steering kingpin. In actual installation, the steering power assembly 3 can drive the steering knuckle 2 and wheel 1 to rotate to angles exceeding 90°, thereby meeting more steering requirements.

[0040] It is understood that when the wheel 1 in this utility model is turning, the limitation of the steering tie rod on the steering space is reduced, so that the turning angle of the wheel 1 can reach 90°. That is, the direction of travel of the wheel 1 can be switched from the longitudinal direction of the vehicle to the lateral direction of the vehicle, realizing the lateral function of the vehicle and meeting the needs of parallel parking or other lateral driving conditions.

[0041] Furthermore, the steering power assembly 3 can be arranged separately for each wheel 1, so that the steering of each wheel 1 can be individually controlled by controlling each steering power assembly 3, thus making the vehicle's steering methods more diverse.

[0042] The steering power assembly support 33 is connected to the torque output section 31. The inner end of the upper control arm 4 is connected to the vehicle body, and the outer end of the upper control arm 4 is hinged to the steering power assembly support 33. The inner end of the lower control arm 5 is rotatably connected to the subframe 6, and the outer end of the lower control arm 5 is hinged to the steering knuckle 2. In other words, the steering power assembly 3 can be mounted on the steering power assembly support 33, thereby providing support for it so that the steering power assembly 3 can drive the wheel 1 to steer. Furthermore, the vehicle body can provide support for the upper control arm 4, i.e., the upper control arm 4 is supported by the vehicle body. Thus, the upper control arm 4 can provide support force to the steering power assembly 3 through the steering power assembly support 33. In other words, the steering power assembly 3 is mounted and fixed to the suspension assembly 100, and the steering power assembly 3 can control the steering of the wheel 1. Therefore, the vehicle body can provide support force to the upper control arm 4 and the steering power assembly 3 so that the steering power assembly 3 can provide rotational power to the wheel 1.

[0043] The inner end of the lower control arm 5 is rotatably connected to the subframe 6, and the outer end of the lower control arm 5 is hinged to the steering knuckle 2. In other words, the lower control arm 5 connects the wheel 1 and the subframe 6, providing support for the wheel 1, which in turn supports the vehicle's movement. Specifically, the outer end of the lower control arm 5 is ball-jointed to the wheel 1 via the steering knuckle 2, allowing the wheel 1 to rotate relative to the lower control arm 5. Thus, while supporting the wheel 1, the lower control arm 5 allows the wheel 1 to rotate horizontally, thereby achieving steering. Furthermore, the inner end of the lower control arm 5 is connected to the subframe 6 via a bushing 82, or, for example, a hydraulic bushing. This allows the wheel 1 and the lower control arm 5 to move slightly vertically relative to the subframe 6 when the wheel 1 is subjected to road vibrations, absorbing the impact and preventing road vibrations from being transmitted to the vehicle body, thus improving driving comfort.

[0044] The lower control arm 5 and the subframe 6 are connected by a stabilizer bar 91 and a stabilizer bar link 92. The stabilizer bar 91 is mounted on the subframe 6, and the stabilizer bar link 92 is mounted on the lower control arm 5. The stabilizer bar 91 and the stabilizer bar link 92 are interconnected. The stabilizer bar 91 is placed laterally, and the stabilizer bar link 92 is vertically connected to the stabilizer bar 91. When the vehicle is turning, one side of the suspension assembly 100 is under compression, and the other side of the suspension assembly 100 is under tension. The stabilizer bar 91 and the stabilizer bar link 92 between the lower control arms 5 and the subframe 6 on both sides can offset the compression or tension through the rotational stiffness between them, thereby reducing vehicle roll.

[0045] In addition, the connection between the lower control arm 5 and the steering knuckle 2 is designed close to the wheel end, thereby reducing the distance between the wheel center and the steering kingpin and improving braking stability.

[0046] Specifically, when the wheel 1 is subjected to an external force that causes it to move toward the vehicle body, the external force can be transmitted to the lower control arm 5. The lower control arm 5 can cause the stabilizer bar link 92 connected to it to rotate around the connection point with the stabilizer bar 91. When the wheel 1 is subjected to an external force that causes it to move away from the vehicle body, the external force can be transmitted to the lower control arm 5. The lower control arm 5 can cause the stabilizer bar link 92 connected to it to rotate around the connection point with the stabilizer bar 91. Thus, the torsional motion between the stabilizer bar 91 and the stabilizer bar link 92 can resist the asymmetrical motion between the two suspension assemblies 100, thereby reducing vehicle body tilt and avoiding excessive suspension deformation.

[0047] According to the suspension assembly 100 of this utility model embodiment, by setting the upper control arm 4 to support the steering power assembly 3 to actively drive the wheel 1, the setting of steering structural components such as steering tie rods is reduced, so that each steering power assembly 3 can independently control a single wheel 1, and the steering space around the wheel 1 is less restricted, the wheel 1 can achieve a 90° turning angle, realize vehicle lateral movement, and the lower control arm 5 can provide support for the wheel 1 and prevent road vibration from being transmitted to the vehicle body, thereby improving the comfort of the vehicle during driving.

[0048] In some embodiments, the torque output unit 31 is provided with a reduction mechanism 311. The output end of the reduction mechanism 311 is connected to the steering knuckle 2, and the input end of the reduction mechanism 311 is directly or indirectly connected to the drive unit 32. That is, the drive unit 32 and the torque output unit 31 of the steering power assembly 3 can rotate relative to each other. The drive unit 32 can generate a driving force to drive the torque output unit 31 to rotate, thereby providing rotational power to the wheel 1. Specifically, the drive unit 32 can provide a stable rotating magnetic field for the torque output unit 31. When the torque output unit 31 is rotated under the force in the rotating magnetic field, rotational power can be output.

[0049] Furthermore, the reduction mechanism 311 within the torque output unit 31 is connected to the steering knuckle 2, enabling the steering power assembly 3 to drive the steering knuckle 2 and the wheel 1 to rotate. The input end of the reduction mechanism 311 is directly or indirectly connected to the drive unit 32, meaning the drive unit 32 can drive the reduction mechanism 311 to rotate, thereby transmitting driving force to the steering knuckle 2 and thus steering the wheel.

[0050] Specifically, such as Figure 1 and Figure 3 As shown, the steering knuckle 2 and the steering power assembly 3 are connected sequentially from left to right. When the driver controls the steering wheel to turn, the drive unit 32 generates a corresponding magnetic field to make the torque output unit 31 rotate, that is, the steering power assembly 3 generates rotational power. The rotating torque output unit 31 can drive the steering knuckle 2 to rotate synchronously around the steering kingpin through the reduction mechanism 311. Thus, the wheel 1 can be turned under the action of the steering knuckle 2, and the steering angle can reach 90°.

[0051] In some embodiments, a one-way self-locking mechanism is provided between the torque output unit 31 and the drive unit 32. This one-way self-locking mechanism allows for unidirectional transmission of driving force between the structures connected to its two ends. In other words, the driving force between the torque output unit 31 and the drive unit 32 is transmitted unidirectionally. For example, the drive unit 32 can transmit driving force to the torque output unit 31, while the torque output unit 31 cannot transmit driving force to the drive unit 32. This allows the steering power assembly 3 to control the steering of the wheel 1, while the wheel 1 cannot affect the rotation of the steering power assembly 3, thus facilitating the control of the wheel 1.

[0052] In some embodiments, the steering power assembly support 33 is fixedly sleeved on the drive unit 32. The steering power assembly support 33 can be interference-fitted with the torque output part 31 of the steering power assembly 3, and the steering power assembly support 33 is rotatably connected to the outer end of the upper control arm 4. That is, the steering power assembly 3 is mounted and fixed on the steering power assembly support 33, and the upper control arm 4 provides support for the steering power assembly 3 through the steering power assembly support 33.

[0053] Specifically, such as Figure 1 As shown, the steering power assembly support 33 is mounted on the lower part of the torque output unit 31. The steering power assembly support 33 is connected to the upper cross arm 4 through a rotary joint 81. That is, the steering power assembly support 33 can swing relative to the upper cross arm 4 through the rotary joint 81. As a result, the steering power assembly 3 and the wheel 1 can swing vertically relative to the upper cross arm 4. When the vehicle is driving on uneven roads, the wheel 1 can move vertically with the road surface height, so that the wheel 1 always keeps in contact with the road surface. At the same time, the vertical displacement of the wheel 1 can reduce the vibration torque transmitted from the road surface to the vehicle body and improve the comfort of the vehicle.

[0054] In some embodiments, the upper control arm 4 includes two upper sub-control arms 41, the inner ends of which are spaced apart and rotatably connected to the vehicle body, and the outer ends of which are connected and rotatably connected to the steering power assembly support 33. Specifically, as shown in the figure... Figure 1 and Figure 2 As shown, the steering power assembly support 33 is connected to the vehicle body through two upper cross arms 41. Thus, both upper cross arms 41 can provide support for the steering power assembly support 33, and the two upper cross arms 41 can cooperate with each other to share the load, thereby improving the load-bearing capacity of the upper cross arms 4 and extending their service life.

[0055] Both upper cross arms 41 are connected to the vehicle body via bushings 82. Thus, the upper cross arms 41 can move slightly vertically relative to the vehicle body, thereby reducing the risk of deformation of the upper cross arms 41 under stress. In addition, the slight displacement of the upper cross arms 41 can absorb road impacts, prevent road vibrations from being directly transmitted to the vehicle body, and improve the comfort of the vehicle during driving.

[0056] Therefore, through the rotatable connection between the steering power component support 33 and the upper cross arm 41 and the rotatable connection between the vehicle body and the upper cross arm 41, the road impact transmitted to the vehicle body can be minimized, thereby maximizing the stability and comfort of the vehicle during driving.

[0057] In some embodiments, the steering power assembly support 33 includes a support portion 331 and a hinge portion 332. The support portion 331 is used to fix and support the steering power assembly 3. The hinge portion 332 is connected to the support portion 331 and extends relative to the support portion 331 toward the side closer to the steering power assembly 3. The hinge portion 332 is hinged to the outer end of the upper cross arm 4.

[0058] Specifically, such as Figure 1 As shown, the support portion 331 is sleeved on the outside of the steering power assembly 3, such as on the bottom of the steering power assembly 3, so that the steering power assembly 3 is mounted on the steering power assembly support 33, so that the steering power assembly support 33 provides support for the steering power assembly 3, that is, the steering power assembly 3 is fixed on the suspension assembly 100. The hinge portion 332 is connected to the support portion 331, such as by welding, or the hinge portion 332 and the support portion 331 are integrated. The hinge portion 332 extends relative to the support portion 331 in a direction closer to the steering power assembly 3, that is, the hinge portion 332 can extend vertically upward. And, the end of the hinge portion 332 away from the support portion 331 is hinged to the outer end of the upper control arm 4. Thus, the steering power assembly 3 is supported on the upper control arm 4 by the steering power assembly support 33, thereby realizing the installation and fixation of the steering power assembly 3, which is beneficial for the steering power assembly 3 to drive the wheel 1 to turn.

[0059] In some embodiments, a hub motor is installed between the steering knuckle 2 and the wheel 1, and the hub motor is used to drive the wheel 1 to rotate. That is, the hub motor can provide driving force to the wheel 1 to drive the wheel 1 to rotate and the vehicle to move. In addition, integrating the hub motor onto the wheel 1 can make the hub motor no longer occupy the internal space of the suspension assembly 100, and provide more arrangement space to maximize the steering angle of the wheel 1.

[0060] In some embodiments, the suspension assembly 100 further includes a shock absorber spring 71, which can absorb and buffer external impacts to improve the comfort and stability of the vehicle during driving. The lower end of the shock absorber spring 71 is connected to the lower control arm 5, and the upper end of the shock absorber spring 71 is connected to the vehicle body. In this way, when the vibration impact of the road surface is transmitted to the lower control arm 5, the shock absorber spring 71 can absorb the impact kinetic energy and convert the impact kinetic energy into elastic potential energy for storage, thereby avoiding the impact force from being directly transmitted to the vehicle body and causing severe vibration of the vehicle body. At the same time, the upper end of the shock absorber spring 71 is located inside the steering power assembly 3.

[0061] Furthermore, a magnetorheological damper 72 is installed at the lower end of the damping spring 71. The magnetorheological damper 72 can adjust its damping in real time and precisely, and has a larger adjustable damping range, thereby actively adapting to external impacts and vibrations and improving handling. Figure 1As shown, the upper end of the magnetorheological damper 72 is connected to the damping spring 71, and the lower end is rotatably connected to the lower cross arm 5. When the vehicle is turning, the inner magnetorheological damper 72 can increase its own damping to prevent the vehicle body from tilting. When the vehicle is driving on a bumpy road, the magnetorheological damper 72 can reduce the damping to reduce vehicle vibration and improve comfort.

[0062] The magnetorheological damper 72 is rotatably connected to the lower cross arm 5. In this way, during the transmission of impact vibration, the external impact force can be avoided from being concentrated at the connection between the magnetorheological damper and the lower cross arm 5, so that the external impact force can be smoothly transmitted to the magnetorheological damper 72 and the damping spring 71, reducing the risk of breakage at the connection.

[0063] This utility model also proposes a vehicle.

[0064] The vehicle according to the present invention includes a suspension assembly 100 of any of the above embodiments. By providing a steering power assembly 3 to actively drive the wheels 1, the number of steering structural components such as steering tie rods is reduced, allowing each steering power assembly 3 to independently control a single wheel 1. Furthermore, the steering space around the wheel 1 is less restricted, enabling the wheel 1 to achieve a 90° turning angle and allowing the vehicle to traverse sideways.

[0065] In some embodiments, the wheel 1 includes a front wheel and a rear wheel, and the front wheel and / or the rear wheel are respectively provided with a hub motor and a steering power assembly 3. That is, the hub motor and steering power assembly 3 can be provided on the front wheel, the rear wheel, or both the front and rear wheels. The configuration is flexible and selectable, so that the vehicle can achieve individual control of each wheel 1, and the turning angle of the wheel 1 can reach 90° to achieve lateral movement of the vehicle.

[0066] When the hub motor and steering power assembly 3 are installed on the front wheels, the front wheels of the vehicle can achieve a 90° turning angle. Specifically, when the vehicle turns left or right, the front wheels can rotate 90° while the rear wheels remain stationary, thereby enabling the vehicle to turn on the spot without adjusting the vehicle body position and directly changing the driving direction.

[0067] When the hub motor and steering power assembly 3 are installed on the rear wheels, the rear wheels of the vehicle can achieve a 90° turning angle. Specifically, when the vehicle is turning left or right, the rear wheels can rotate 90° while the front wheels remain stationary, enabling the vehicle to turn on the spot. That is, the vehicle can change its driving direction directly without adjusting the vehicle body position. The front wheels can be equipped with steering tie rods and other steering structural components, which work together with the rear wheels to control the vehicle during driving.

[0068] Furthermore, when both the front and rear wheels are equipped with hub motors and steering power components 3, both the front and rear wheels of the vehicle can achieve a 90° turning angle. In other words, after the front and rear wheels turn 90°, the hub motor drives the wheel 1 to rotate, which enables the vehicle to move laterally, facilitating side parking or meeting other lateral driving needs.

[0069] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0070] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A suspension assembly, characterized in that, include: Wheel (1); Steering knuckle (2), which is connected to the wheel (1); Steering power assembly (3), the steering power assembly (3) includes a drive unit (32) and a torque output unit (31), the drive unit (32) is used to directly or indirectly drive the torque output unit (31) to rotate, the torque output unit (31) is fixedly connected to the steering knuckle (2), and the torque output unit (31) drives the steering knuckle (2) to rotate around the steering kingpin when rotating; The steering power assembly support (33), upper control arm (4), and lower control arm (5) are provided. The steering power assembly support (33) is connected to the torque output unit (31). The inner end of the upper control arm (4) is connected to the vehicle body. The outer end of the upper control arm (4) is hinged to the steering power assembly support (33). The inner end of the lower control arm (5) is rotatably connected to the subframe (6). The outer end of the lower control arm (5) is hinged to the steering knuckle (2).

2. The suspension assembly according to claim 1, characterized in that, The torque output section (31) is provided with a deceleration mechanism (311). The output end of the deceleration mechanism (311) is connected to the steering knuckle (2), and the input end of the deceleration mechanism (311) is directly or indirectly connected to the drive section (32).

3. The suspension assembly according to claim 2, characterized in that, A one-way self-locking mechanism is provided between the torque output unit (31) and the drive unit (32).

4. The suspension assembly according to claim 1, characterized in that, The steering power component support (33) is fixedly sleeved on the outside of the torque output part (31).

5. The suspension assembly according to claim 4, characterized in that, The upper cross arm (4) includes two upper sub-cross arms (41), the inner ends of the two upper sub-cross arms (41) are spaced apart and rotatably connected to the vehicle body respectively, and the outer ends of the two upper sub-cross arms (41) are connected and rotatably connected to the steering power assembly support (33).

6. The suspension assembly according to claim 1, characterized in that, The steering power assembly support (33) includes a support portion (331) and a hinge portion (332). The support portion (331) is used to fix and support the steering power assembly (3). The hinge portion (332) is connected to the support portion (331) and extends towards the side closer to the steering power assembly (3) relative to the support portion (331). The hinge portion (332) is hinged to the outer end of the upper cross arm (4).

7. The suspension assembly according to claim 1, characterized in that, A hub motor is installed between the steering knuckle (2) and the wheel (1), and the hub motor is used to drive the wheel (1) to rotate.

8. The suspension assembly according to claim 1, characterized in that, It also includes a shock absorber spring (71), the lower end of which is connected to the lower cross arm (5), the upper end of which is connected to the vehicle body, and the upper end of which is located inside the steering power assembly (3).

9. A vehicle, characterized in that, The suspension assembly included in any one of claims 1-8.

10. The vehicle according to claim 9, characterized in that, The wheel (1) includes a front wheel (1) and a rear wheel (1), and the front wheel (1) and / or the rear wheel (1) are respectively provided with the hub motor and the steering power assembly (3).

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