A multi-link suspension and vehicle

Abstract

The application provides a multi-link suspension and a vehicle, and relates to the technical field of vehicle chassis. The multi-link suspension comprises a multi-link assembly, two first links arranged along a Y direction and connected to a vehicle frame and a vehicle axle, and a stabilizer bar with a length along the Y direction, two ends of the stabilizer bar being connected to the two first links. As described above, the two first links arranged along the Y direction of the multi-link assembly replace the bending arm (i.e. stabilizer bar link) of the common stabilizer bar. Since the two first links are directly connected to the vehicle frame and the vehicle axle, the force transmission of the stabilizer bar connected between the two first links between the vehicle axle and the vehicle frame is more direct, and thus the stabilizer bar can cancel the original design of the stabilizer bar link structure. Further, the installation of the stabilizer bar is no longer dependent on the vehicle axle, and the stabilizer bar support on the axle housing of the vehicle axle is no longer needed, which not only reduces the cost and weight of the vehicle axle, but also avoids the increase of the unsprung mass, and significantly improves the comfort of the multi-link suspension.

Description

Technical Field

[0001] This application relates to the field of vehicle chassis technology, specifically to a multi-link suspension, and also to a vehicle including the aforementioned multi-link suspension. Background Technology

[0002] When a vehicle turns, centrifugal force acts on the vehicle's center of gravity. The height difference between the center of gravity and the roll center of the suspension forms a lever arm, generating a roll moment that ultimately causes the vehicle to roll. During roll, one side of the suspension is compressed while the other is stretched, creating a difference in elastic force between the left and right suspensions. The lever arm of this difference is the width of the suspension track, and the resulting torque on the vehicle body counteracts the roll moment. The passively generated counteracting torque of the suspension springs is insufficient to control the vehicle to achieve a roll angle that provides a sense of stability for the occupants. Therefore, modern vehicles require stabilizer bars to supplement the anti-roll moment, increasing the vehicle's roll stiffness, reducing the roll angle, and thus improving cornering stability and providing a sense of security for the occupants.

[0003] Please see Figure 1-2 However, existing stabilizer bars typically consist of a stabilizer bar body and stabilizer bar links. The stabilizer bar body is fixed to the axle via stabilizer bar brackets, and the two stabilizer bar links at both ends of the stabilizer bar body are fixed to the vehicle frame. Because stabilizer bar brackets need to be added to the axle to provide mounting support for the stabilizer bar body, the weight and cost of the axle are increased, resulting in increased unsprung mass and decreased suspension comfort. Utility Model Content

[0004] In view of this, the purpose of this application is to provide a multi-link suspension and vehicle that solves the problems of high axle weight and cost, large unsprung mass, and reduced suspension comfort.

[0005] To achieve the above objectives, this application provides the following technical solution:

[0006] A multi-link suspension, comprising:

[0007] A multi-link assembly includes two first links spaced apart along the Y direction, both of which are connected to the vehicle frame and the axle;

[0008] A stabilizer bar has an extension length along the Y direction, and its two ends are respectively connected to the two first links.

[0009] In the multi-link suspension and vehicle of this application, a novel stabilizer bar structure is designed. Two first links, spaced apart along the Y-axis, replace the bent arm (i.e., stabilizer bar link) of a conventional stabilizer bar. Since both first links are directly connected to the vehicle frame and axle, the force transmission between the axle and frame is more direct, making it possible to eliminate the original stabilizer bar link structure. This simplifies the structure, reduces cost and weight, and achieves a lightweight stabilizer bar design. Furthermore, the stabilizer bar is no longer attached to the axle, eliminating the need for stabilizer bar supports on the axle housing. This not only reduces the cost and weight of the axle but also avoids an increase in unsprung mass, resulting in better dynamic response and handling of the multi-link suspension and significantly improving its comfort.

[0010] It should be further explained that, along the vehicle's longitudinal direction, the first link includes a first end connected to the frame and a second end connected to the axle, with the stabilizer bar connected to the connecting portion of the first link. When the vehicle turns, one side of the multi-link suspension is compressed, while the other side is stretched, creating a Z-direction displacement difference between the left and right sides of the stabilizer bar. This causes the stabilizer bar to torsion, and the counter-torque generated by the stabilizer bar's torsional stiffness counteracts body roll. When the counter-torque T of the stabilizer bar is transmitted to the connecting portion of the first link, the first and second ends of the first link form a couple, generating a counter-torque that balances the counter-torque T, keeping the first link in a state of torque balance and maintaining vehicle balance. If the length of the first link is L, the force on the first end is F1, and the distance from the first end to the connecting part is a; the force on the second end is F2, and the distance from the second end to the connecting part is b; from the above, we can obtain F1a + F2b = T. Since F1 = F2 = F, then F(a + b) = T; and since a + b = L, then FL = T. Therefore, the resisting torque of the first link's "balance stabilizer bar counter-torque T" is only related to the overall length L of the first link, and is not affected by the distances a and b, that is, it is not affected by the installation position of the connecting part on the first link along the vehicle's longitudinal direction. As shown above, the installation position of the newly designed stabilizer bar on the first link along the vehicle's longitudinal direction does not affect the transmission of the stabilizer bar's torsional torque, does not affect the roll stiffness of the multi-link suspension, has low requirements for the processing and installation accuracy of the stabilizer bar, increases manufacturing efficiency, and reduces production costs.

[0011] Optionally, in the multi-link suspension described above, along the Y-direction, the middle portion of the stabilizer bar protrudes upward relative to the two end portions located on either side of the middle portion.

[0012] As mentioned above, on the one hand, it can avoid components installed in the middle of the Y-direction of the multi-link suspension; on the other hand, it increases the ground clearance of the stabilizer bar, ensuring that the stabilizer bar is higher than the lowest point of the multi-link suspension (i.e., ensuring that the stabilizer bar is higher than the first link, the lower surface of the axle, etc.), which increases the ground clearance of the axle. This prevents the ground clearance of the axle from decreasing when the multi-link suspension bounces, enhances the passability of the five-link suspension, and also avoids scratch damage to the stabilizer bar.

[0013] Optionally, in the above-mentioned multi-link suspension,

[0014] The middle part is a straight structure along the Y direction;

[0015] And / or,

[0016] The end portion is a straight structure along the Y direction, and the end portion is connected to the middle portion through a transition portion.

[0017] As shown above, the middle part of the stabilizer bar protrudes upward relative to the two sides. On the one hand, it can avoid components installed in the middle of the multi-link suspension along the Y direction; on the other hand, it increases the ground clearance of the stabilizer bar, ensuring that the stabilizer bar is higher than the lowest point of the multi-link suspension (i.e., ensuring that the stabilizer bar is higher than the first link, the lower surface of the axle, etc.), increasing the under-axle ground clearance of the axle. This prevents the under-axle ground clearance from decreasing when the multi-link suspension bounces, enhancing the passability of the five-link suspension, and also avoiding scratch damage to the stabilizer bar. Compared to existing stabilizer bars, the stabilizer bar in this application extends only along the Y direction and no longer bends back. The straightened stabilizer bar reduces its weight due to the shorter line length, and more importantly, it reduces the unsprung mass. Since the stabilizer bar is positioned closer to the frame end, its unsprung mass percentage (the percentage of the stabilizer bar's mass transferred to the wheel center when it swings around the connection point of the two first links on the left and right sides) is further reduced. This is more conducive to reducing the unsprung mass of the multi-link suspension and improving the comfort of the multi-link suspension.

[0018] Optionally, in the above-mentioned multi-link suspension, both ends of the stabilizer bar are provided with connecting members perpendicular to the axis of the stabilizer bar;

[0019] The two sides of the two first connecting rods that are close to each other are each formed with a connecting part;

[0020] The two connectors at both ends of the stabilizer bar are respectively connected to the two connecting parts of the two first connecting rods.

[0021] As shown above, the installation position of the connector on the stabilizer bar and the formation position of the connector on the first link are defined, making the installation of the stabilizer bar between the two first links more convenient and faster.

[0022] Optionally, in the above-mentioned multi-link suspension, the connecting member includes:

[0023] The outer tube is vertically connected to the end of the stabilizer bar;

[0024] An elastic sleeve is inserted inside the outer tube;

[0025] The core rod is inserted into the elastic sleeve, and both ends of the core rod are extensions extending out of the outer tube, with a first mounting hole provided at each extension end.

[0026] As shown above, two connection points can be obtained through a single connector, ensuring reliable installation of the stabilizer bar at the connection point. An internal core rod is added to the connector, increasing its linear stiffness along the X-axis and radial stiffness, as well as its torsional stiffness when rotating about its axial direction (RX), thus reducing the torque attenuation of the stabilizer bar. The elastic sleeve allows the connector to have a degree of freedom of rotation (RX) about the X-axis; it is not rigidly fixed, allowing it to transmit torque to resist roll while also allowing elastic deformation to absorb some torsional impact, avoiding an overly harsh handling feel.

[0027] Optionally, in the above-mentioned multi-link suspension, a cavity is formed in the circumferential sidewall of the elastic sleeve along the extension direction of the connecting member.

[0028] As shown above, by opening a cavity in the circumferential sidewall of the elastic sleeve, the contact area between the elastic sleeve and the outer tube, as well as the contact area between the elastic sleeve and the core rod, is reduced, thereby reducing the solid material of the elastic sleeve and further improving its elastic deformation capability, thus adapting to greater torsional impacts.

[0029] Optionally, in the above-mentioned multi-link suspension,

[0030] The cavity extends through the circumferential sidewall of the elastic sleeve;

[0031] And / or,

[0032] Along the circumferential direction of the connector, the cavity is provided in a plurality of cavities on the circumferential sidewall of the elastic sleeve.

[0033] As described above, the cavity extends through the circumferential sidewall of the elastic sleeve, facilitating the processing and forming of the elastic sleeve. Multiple cavities are provided in the elastic sleeve, further enhancing its elastic deformation capability and enabling it to withstand greater torsional impacts. Optionally, one, two, three, or more cavities may be provided; preferably, two cavities are provided, and the two cavities are symmetrically arranged along the axis of the connector; furthermore, along the circumferential direction of the connector, the ratio of the circumferential length of the cavity to the circumferential length of the elastic sleeve is 1 / 5 to 1 / 3; for example, the ratio of the circumferential length of the cavity to the circumferential length of the elastic sleeve is 1 / 5, 1 / 4, or 1 / 3.

[0034] Optionally, in the above-mentioned multi-link suspension, the connecting part includes a mounting boss extending towards the extension end, the mounting boss being able to fit against the extension end, and the mounting boss having a second mounting hole opposite to the first mounting hole.

[0035] It should be noted that the connector has two extended ends, and correspondingly, the connecting part has two mounting bosses. The two mounting bosses are symmetrically arranged, allowing the first connecting rod to be assembled with the two extended ends of the connector regardless of whether it is located on the left or right side of the vehicle. The extended ends are straight structures that can fit snugly against the mounting bosses, ensuring a secure fit and reliable connection. Fasteners are used to fix the extended ends to the mounting bosses by passing through the first and second mounting holes in sequence. The second mounting hole can be a circumferential hole or a threaded hole. Correspondingly, the fasteners can be pins, screws, or bolts with external threads. This allows for detachable installation of the connector at the connecting part, facilitating the disassembly, replacement, and maintenance of the stabilizer bar. The first connecting rod is cast, allowing for direct machining of the mounting boss structure of the stabilizer connector on its side, simplifying manufacturing.

[0036] Optionally, in the above-mentioned multi-link suspension, the portion of the connecting part opposite to the outer tube is recessed in a direction away from the outer tube.

[0037] As described above, the position of the connector is closer to the axis of the first link, reducing the impact of the force on the first link in the axial direction of the stabilizer bar; and the bent and recessed first link is strengthened after the connector is assembled, increasing its strength; after the elastic sleeve of the connector fails, the outer tube is still in the closed structure formed by the core rod, the mounting boss and the recessed part of the connector, and will not fall off and cause uncertain damage.

[0038] A vehicle includes a frame, an axle, and a multi-link suspension as described above disposed between the frame and the axle.

[0039] Since the vehicle described in this application includes the multi-link suspension mentioned above, the beneficial effects of the multi-link suspension on the vehicle are described above and will not be repeated here. Attached Figure Description

[0040] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0041] Figure 1 This is a structural schematic diagram of a multi-link suspension system in the prior art.

[0042] Figure 2 This is a schematic diagram of the structure of a stabilizer bar in the prior art;

[0043] Figure 3 This is a schematic diagram of the structure of a multi-link suspension according to an embodiment of this application;

[0044] Figure 4 This is a schematic diagram of the connection between the stabilizer bar and the first connecting frame in an embodiment of this application;

[0045] Figure 5 This is a cross-sectional view showing the connection between the end portion of the stabilizer bar and the connector according to an embodiment of this application.

[0046] Figure 6 This is a schematic diagram of the connector structure according to an embodiment of this application;

[0047] Figure 7 for Figure 6 Side view;

[0048] Figure 8 for Figure 6 A sectional view;

[0049] Figure 9 This is a schematic diagram of the structure of the first link in an embodiment of this application;

[0050] Figure 10 for Figure 9 A sectional view;

[0051] Figure 11 This is a schematic diagram of the connection between the connecting part of the first link and the connecting member in an embodiment of this application;

[0052] Figure 12 for Figure 11 A sectional view.

[0053] superior Figures 1-2 middle:

[0054] 1' Multi-link assembly; 2' Stabilizer bar; 4' Axle; 5' Frame;

[0055] 21' Stabilizer bar body; 22' Stabilizer bar tie rod;

[0056] 41' Stabilizer bar support.

[0057] superior Figures 3-12 middle:

[0058] 1. Multi-link assembly; 2. Stabilizer bar; 3. Connector; 4. Axle; 5. Chassis;

[0059] 11. First link; 12. Second link; 13. Cross link;

[0060] 21. Middle section; 22. End section; 23. Transition section;

[0061] 31. Outer tube; 32. Elastic sleeve; 33. Core rod;

[0062] 111. Connecting part;

[0063] 321. Cavity;

[0064] 331. Extension end; 332. First mounting hole;

[0065] 1111, Mounting boss; 1112, Second mounting hole; 1113, Clearance space. Detailed Implementation

[0066] This application provides a multi-link suspension and a vehicle.

[0067] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0068] like Figures 3-12 As shown, this application embodiment provides a multi-link suspension, which includes a multi-link assembly 1 and a stabilizer bar 2. The multi-link assembly 1 includes two first links 11 arranged at intervals along the Y direction, and both first links 11 are connected to the vehicle frame 5 and the axle 4. The stabilizer bar 2 has an extension length along the Y direction and connects between the two first links 11, that is, both ends of the stabilizer bar 2 along the Y direction are respectively connected to the two first links 11.

[0069] It should be noted that the X direction is the length direction of the vehicle, i.e., the front-to-back direction; the Y direction is the width direction of the vehicle, i.e., the left-to-right direction; and the Z direction is the height direction of the vehicle, i.e., the up-and-down direction.

[0070] Please see Figure 3The multi-link suspension of this application is a five-link non-independent suspension; the multi-link assembly 1 is a five-link assembly, which includes: two first links 11 located on the left and right sides of the vehicle, two second links 12 located on the left and right sides of the vehicle, and a lateral link 13. The two ends of the first links 11 are connected to the frame 5 and the axle 4 respectively via elastic bushings. Optionally, the second links 12 are located above the first links 11, i.e., the first links 11 are lower links and the second links 12 are upper links; the two ends of the second links 12 are connected to the frame 5 and the axle 4 respectively via elastic bushings. The lateral link 13 extends along the Y direction and is located behind the axle 4; the two ends of the lateral link 13 are connected to the frame 5 and the axle 4 respectively via elastic bushings. The axle 4 is the rear axle and the drive axle.

[0071] It should be further explained that the stabilizer bar 2 is no longer attached to the axle 4; instead, it is located on the side of the multi-link suspension away from the axle 4. The stabilizer bar 2 can be either hollow or solid, as long as its torsional stiffness is maintained. Ideally, the two first links 11 on the left and right sides should be parallel, but a slight angle between them is also permissible.

[0072] As described above, the structure of the newly designed stabilizer bar 2 utilizes two first links 11 spaced apart along the Y direction in the multi-link assembly 1 to replace the bent arm (i.e., stabilizer bar link) of the ordinary stabilizer bar. Since both first links 11 are directly connected to the frame 5 and the axle 4, the force transmission between the axle 4 and the frame 5 of the stabilizer bar 2 connected between the two first links 11 is more direct, thereby eliminating the need for the original stabilizer bar link structure (see [link to original design]). Figures 1-2 The stabilizer bar linkage 22' in the design became possible, reducing cost and weight and achieving a lightweight design for the stabilizer bar; furthermore, the installation of the stabilizer bar 2 is no longer dependent on the axle 4, eliminating the need for a stabilizer bar support on the axle housing of the axle 4 (see [link]). Figures 1-2 The stabilizer bar support 41' in the middle not only reduces the cost and weight of the axle, but also avoids the increase of unsprung mass, giving the multi-link suspension better dynamic response and handling, and significantly improving the comfort of the multi-link suspension.

[0073] It should be further explained that, along the longitudinal direction of the vehicle, the first link 11 includes a first end connected to the frame 5 and a second end connected to the axle 4, and the stabilizer bar 2 is connected to the connecting part 111 of the first link 11.

[0074] When the vehicle turns, one side of the multi-link suspension is compressed and the other side is stretched, creating a Z-direction displacement difference between the left and right sides of the stabilizer bar 2. This causes the stabilizer bar 2 to twist, and the counter-torque generated by the torsional stiffness of the stabilizer bar 2 counteracts the body roll. When the counter-torque T of the stabilizer bar 2 is transmitted to the connection 111 of the first link 11, the first end and the second end of the first link 11 form a couple to generate a counter-torque that balances the counter-torque T, keeping the first link 11 in a state of torque balance and maintaining the vehicle's balance. If the length of the first link 11 is L, the force on the first end is F1, and the distance from the first end to the connecting part 111 is a; the force on the second end is F2, and the distance from the second end to the connecting part 111 is b; from the above, we can obtain F1a + F2b = T. Since F1 = F2 = F, then F(a + b) = T; and since a + b = L, then FL = T. Therefore, the resisting torque of the first link 11 "balance stabilizer bar 2 counter-torque T" is only related to the overall length L of the first link 11, and is not affected by the distances a and b, that is, it is not affected by the installation position of the connecting part 111 on the first link 11 in the front-rear direction of the vehicle.

[0075] As shown above, the newly designed stabilizer bar 2 is installed at the first link 11 along the front-rear direction of the vehicle without affecting the transmission of the torsional torque of the stabilizer bar 2 or the roll stiffness of the multi-link suspension. It has low requirements for the processing and installation accuracy of the stabilizer bar 2, increases manufacturing efficiency, and reduces production costs.

[0076] Please see Figure 4 In some embodiments of this application, along the Y direction, the middle portion 21 of the stabilizer 2 protrudes upward relative to the two end portions 22 located on both sides of the middle portion 21.

[0077] The middle portion 21 of the stabilizer bar 2 protrudes upward relative to the end portion 22. On the one hand, it can avoid components installed in the middle of the multi-link suspension along the Y direction; on the other hand, it increases the ground clearance of the stabilizer bar 2, ensuring that the stabilizer bar 2 is higher than the lowest point of the multi-link suspension (i.e., ensuring that the stabilizer bar 2 is higher than the first link 11, the lower surface of the axle 4, etc.), thereby increasing the under-bridge ground clearance of the axle 4. This prevents the under-bridge ground clearance from decreasing when the multi-link suspension bounces, enhances the passability of the five-link suspension, and also avoids scratch damage to the stabilizer bar 2.

[0078] Please see Figure 4 In some embodiments of this application, the middle portion 21 is a straight structure along the Y direction, that is, the middle portion 21 is a straight rod.

[0079] The stabilizer bar 2 of this application is set on the axle 4 without having to bend excessively to avoid the axle 4. The middle part 21 of the stabilizer bar 2 can be straightened, which not only simplifies the manufacturing process but also reduces the cost of the stabilizer bar 2.

[0080] In the parallel embodiments, if a component is provided in the middle of the multi-link suspension along the Y direction, the stabilizer bar 2 can be bent to adapt to the shape of the corresponding component.

[0081] Please see Figure 4 In some embodiments, the end portion 22 is a straight structure along the Y direction, that is, the end portion 22 is a straight rod. The end portion 22 is connected to the middle portion 21 by a transition portion 23.

[0082] Preferably, both the middle portion 21 and the end portion 22 are straight structures, i.e., both are straight rods; the transition portion 23 slopes upward from the end portion 22 to the middle portion 21. Optionally, the transition portion 23 may also slope in the longitudinal direction of the vehicle; preferably, the transition portion 23 slopes forward from the end portion 22 to the middle portion 21.

[0083] Furthermore, compared to the stabilizer bar 2 of the prior art, the stabilizer bar 2 of this application extends only along the Y direction and no longer bends back. The straightened stabilizer bar 2 also reduces its weight due to the shortened line length. More importantly, it reduces the unsprung mass. Since the stabilizer bar 2 is arranged closer to the end of the frame, its unsprung mass ratio (the percentage of the mass of the stabilizer bar 2 whose rotational inertia is transferred to the wheel center when it swings around the connection point of the two first links 11 on the left and right sides) is further reduced. This is more conducive to reducing the unsprung mass of the multi-link suspension and improving the comfort of the multi-link suspension.

[0084] Please see Figures 4-5 In some embodiments of this application, both ends of the stabilizer bar 2 are provided with connecting members 3 perpendicular to the axis of the stabilizer bar 2. Connecting portions 111 are formed on the two sides of the two first connecting rods 11 that are close to each other. The two connecting members 3 at both ends of the stabilizer bar 2 are respectively connected to the two connecting portions 111 of the two first connecting rods 11.

[0085] It should be noted that the end of the stabilizer bar 2, that is, the end of the end portion 22 away from the middle portion 21, is a straight structure, and the connector 3 is vertically connected to the end of the end portion 22 away from the middle portion 21.

[0086] As shown above, the installation position of the connector 3 on the stabilizer bar 2 and the formation position of the connecting part 111 on the first link 11 are defined, making the installation of both ends of the stabilizer bar 2 between the two first links 11 more convenient and faster.

[0087] Please see Figures 6-8In some embodiments of this application, the connector 3 includes an outer tube 31, an elastic sleeve 32, and a core rod 33. The outer tube 31 is vertically connected to the end of the stabilizer rod 2, that is, the outer tube 31 is vertically connected to the end of the end portion 22 away from the middle portion 21. The elastic sleeve 32 is inserted inside the outer tube 31 and can undergo elastic deformation under the action of external force. The core rod 33 is inserted inside the elastic sleeve 32, and both ends of the core rod 33 are extension ends 331 extending out of the outer tube 31. The extension ends 331 have first mounting holes 332 so that fasteners can pass through the first mounting holes 332 to fix the extension ends 331 to the connecting portion 111, thereby fixing the connector 3 to the connecting portion 111, and thus completing the installation and fixation of the stabilizer rod 2 on the first connecting rod 11.

[0088] It should be noted that the outer tube 31 can be a hollow circumferential outer tube with an extension length along the X direction; the elastic sleeve 32 can be made of rubber.

[0089] As described above, two connection points can be obtained through a single connector 3, ensuring the reliable installation of the stabilizer bar 2 at the connection part 111. A core rod 33 is added inside the connector 3, increasing its linear stiffness along the X-direction and radial stiffness, as well as its torsional stiffness when rotating about its axial direction (RX), thus reducing the torque attenuation of the stabilizer bar 2. The elastic sleeve 32 allows the connector 3 to have a degree of freedom of rotation (RX) about the X-direction. It is not rigidly fixed, allowing it to transmit torque to resist tilting while also allowing elastic deformation to absorb some torsional impact, avoiding an overly harsh handling feel.

[0090] Please see Figures 6-8 In some embodiments of this application, a cavity 321 is provided on the circumferential sidewall of the elastic sleeve 32 along the extending direction of the connector 3.

[0091] As mentioned above, by opening a cavity in the circumferential sidewall of the elastic sleeve 32, the contact area between the elastic sleeve 32 and the outer tube 31, as well as the contact area between the elastic sleeve 32 and the core rod 33, is reduced, thereby further improving the elastic deformation capability of the elastic sleeve 32 and enabling it to adapt to greater torsional impacts.

[0092] Please see Figures 6-8 In some embodiments of this application, the cavity 321 extends through the circumferential sidewall of the elastic sleeve 32. As described above, this facilitates the processing and shaping of the elastic sleeve 32.

[0093] Please see Figures 6-8 In some embodiments of this application, multiple cavities 321 are formed on the circumferential sidewalls of the elastic sleeve 32 along the circumferential direction of the connector 3. Optionally, one, two, three, or more cavities 321 may be formed. Please refer to [link to relevant documentation]. Figure 7Preferably, two cavities 321 are provided, and the two cavities 321 are symmetrically arranged along the axis of the connector 3; further, along the circumference of the connector 3, the ratio of the circumferential length of the cavity 321 to the circumferential length of the elastic sleeve 32 is 1 / 5 to 1 / 3; for example, the ratio of the circumferential length of the cavity 321 to the circumferential length of the elastic sleeve 32 is 1 / 5, 1 / 4, or 1 / 3.

[0094] Please see Figures 9-12 In some embodiments of this application, the connecting portion 111 includes a mounting boss 1111 extending toward the extension end 331, the mounting boss 1111 being able to fit against the extension end 331. The mounting boss 1111 has a second mounting hole 1112 opposite to the first mounting hole 332.

[0095] It should be noted that the two first connecting rods 11 on the left and right sides of the vehicle are symmetrically arranged. The connector 3 has two extension ends 331, and correspondingly, the connecting part 111 is provided with two mounting bosses 1111. The two mounting bosses 1111 are symmetrically arranged, so that the first connecting rod 11 can be assembled with the two extension ends 331 of the connector 3, whether it is located on the left or right side of the vehicle. The middle area of ​​the core rod 33 is a circumferential structure that mates with the elastic sleeve 32. The extension ends 331 of the core rod 33 are straight structures that can align and fit with the mounting bosses 1111, so as to achieve a reliable fit between the extension ends 331 and the mounting bosses 1111 and ensure the reliability of the connection between the two.

[0096] The extension end 331 is fixed to the mounting boss 1111 by fasteners passing sequentially through the first mounting hole 332 and the second mounting hole 1112. The second mounting hole 1112 can be a circumferential hole or a threaded hole; correspondingly, the fastener can be a pin, or a screw or bolt with external threads. As described above, the connector 3 can be detachably installed at the connecting part 111, which facilitates the disassembly, replacement and maintenance of the stabilizer bar 2.

[0097] The first connecting rod 11 is cast in shape, which makes it easy to directly machine the mounting boss 1111 structure of the stable connecting part 3 on the side of the first connecting rod 11, and facilitates the processing and production.

[0098] Please see Figures 10-12 In some embodiments of this application, the portion of the connecting part 111 opposite to the outer tube 31 is recessed in a direction away from the outer tube 31 to form a clearance space 1113 for accommodating the outer tube 31.

[0099] Figure 10 The dashed lines in the diagram represent the boundaries of the clearance space, rather than the solid structures that make up the connecting part 111.

[0100] As described above, the position of the connector 3 is closer to the axis of the first link 11, reducing the impact of the force on the first link 11 in the axial direction of the stabilizer 2; and the bent and recessed first link 11 is strengthened after the connector 3 is assembled, increasing its strength; after the elastic sleeve 32 of the connector 3 fails, the outer tube 31 is still in the closed structure formed by the core rod 33, the mounting boss 1111 and the recessed part of the connecting part 111, and the outer tube 31 will not fall off and cause uncertain damage.

[0101] Furthermore, the two first connecting rods on the left and right sides of this application have a total of 2×2 installation points, which simplifies the operation process of loading vehicles in the workshop.

[0102] In summary, this application also provides a vehicle including a frame 5, an axle 4, and a multi-link suspension as described above disposed between the frame 5 and the axle 4.

[0103] Since the vehicle described in this application includes the multi-link suspension mentioned above, the beneficial effects of the multi-link suspension on the vehicle are described above and will not be repeated here.

[0104] The basic principles of this application have been described above with reference to specific embodiments. However, it should be noted that the advantages, benefits, and effects mentioned in this application are merely examples and not limitations, and should not be considered as essential features of each embodiment of this application. Furthermore, the specific details disclosed above are for illustrative and facilitative purposes only, and are not limitations. These details do not restrict this application from necessarily using the aforementioned specific details for implementation.

[0105] The block diagrams of devices, apparatuses, devices, and systems involved in this application are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the block diagrams. As those skilled in the art will recognize, these devices, apparatuses, devices, and systems can be connected, arranged, and configured in any manner. Words such as “comprising,” “including,” “having,” etc., are open-ended terms meaning “including but not limited to,” and are used interchangeably with them. The terms “or” and “and” as used herein refer to the terms “and / or,” and are used interchangeably with them unless the context clearly indicates otherwise. The term “such as” as used herein refers to the phrase “such as but not limited to,” and is used interchangeably with it.

[0106] It should also be noted that in the apparatus, equipment, and methods of this application, the components or steps can be disassembled and / or recombined. These disassemblies and / or recombinations should be considered as equivalent solutions of this application.

[0107] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use this application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other aspects without departing from the scope of this application. Therefore, this application is not intended to be limited to the aspects shown herein, but rather to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0108] It should be understood that the qualifiers “first,” “second,” “third,” “fourth,” “fifth,” and “sixth” used in the description of the embodiments of this application are only used to more clearly illustrate the technical solutions and are not intended to limit the scope of protection of this application.

[0109] The above description has been given for purposes of illustration and description. Furthermore, this description is not intended to limit the embodiments of this application to the forms disclosed herein. Although numerous exemplary aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations thereof.

Claims

1. A multi-link suspension, characterized in that, include: The multi-link assembly (1) includes two first links (11) spaced apart along the Y direction, both of which are connected to the vehicle frame and the axle; The stabilizer bar (2) has an extension length along the Y direction, and the two ends of the stabilizer bar (2) are respectively connected to the two first links (11).

2. The multi-link suspension according to claim 1, characterized in that, Along the Y direction, the middle portion (21) of the stabilizer bar (2) protrudes upward relative to the two end portions (22) located on both sides of the middle portion (21).

3. The multi-link suspension according to claim 2, characterized in that, The middle part (21) is a straight structure along the Y direction; And / or, The end portion (22) is a straight structure along the Y direction, and the end portion (22) and the middle portion (21) are connected by a transition portion (23).

4. The multi-link suspension according to claim 1, characterized in that, Both ends of the stabilizer bar (2) are provided with connecting parts (3) perpendicular to the axis of the stabilizer bar (2); The two first connecting rods (11) have connecting parts (111) formed on their two sides that are close to each other; The two connectors (3) at both ends of the stabilizer bar (2) are respectively connected to the two connecting parts (111) of the two first connecting rods (11).

5. The multi-link suspension according to claim 4, characterized in that, The connector (3) includes: The outer tube (31) is vertically connected to the end of the stabilizer bar (2); An elastic sleeve (32) is inserted inside the outer tube (31); The core rod (33) is inserted inside the elastic sleeve (32). Both ends of the core rod (33) are extension ends (331) extending out of the outer tube (31). The extension ends (331) are provided with first mounting holes (332).

6. The multi-link suspension according to claim 5, characterized in that, Along the extending direction of the connector (3), the circumferential sidewall of the elastic sleeve (32) is provided with a cavity (321).

7. The multi-link suspension according to claim 6, characterized in that, The cavity (321) extends through the circumferential sidewall of the elastic sleeve (32); And / or, Along the circumferential direction of the connector (3), the cavity (321) is provided in a plurality of circumferential sidewalls of the elastic sleeve (32).

8. The multi-link suspension according to claim 5, characterized in that, The connecting part (111) includes a mounting boss (1111) extending toward the extension end (331), the mounting boss (1111) being able to fit with the extension end (331), and the mounting boss (1111) having a second mounting hole (1112) opposite to the first mounting hole (332).

9. The multi-link suspension according to claim 8, characterized in that, The portion of the connecting part (111) opposite to the outer tube (31) is recessed in a direction away from the outer tube (31).

10. A vehicle, characterized in that, It includes a vehicle frame, an axle, and a multi-link suspension as described in any one of claims 1-9, disposed between the vehicle frame and the axle.

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