Suspension system and vehicle

Abstract

This application relates to the technical field of vehicle engineering, specifically to a suspension system and a vehicle. A control arm assembly is connected at one end to a subframe and at the other end to a steering knuckle. A first damping assembly includes a damper and an elastic element. The damper is spaced apart from the control arm assembly, with one end connected to the steering knuckle and the other end connected to the main frame. The elastic element is fitted onto the damper. A second damping assembly is connected to the control arm assembly and extends from the control arm assembly toward the first damping assembly. The side of the second damping assembly facing away from the first damping assembly is connected to the main frame. The first damping assembly, through the cooperation of the damper and the elastic element, can suppress lateral body roll and improve roll stability during cornering. The second damping assembly can attenuate vertical road surface excitation, effectively reducing longitudinal bumps and improving ride comfort.

Description

Technical Field

[0001] This application relates to the technical field of vehicle engineering, specifically to a suspension system and a vehicle. Background Technology

[0002] Traditional suspension systems typically only have a damping component between the main frame and the subframe to provide cushioning in the vertical direction of the vehicle. However, this design cannot provide cushioning in the lateral direction of the vehicle. Therefore, a suspension system that can provide cushioning in the lateral direction is proposed. Utility Model Content

[0003] The purpose of this application is to provide a suspension system and a vehicle.

[0004] This application provides a suspension system, the suspension system comprising: a subframe; a steering knuckle; a control arm assembly, one end of the control arm assembly being connected to the subframe, and the other end of the control arm assembly being connected to the steering knuckle; a first damping assembly, the first damping assembly comprising a damper and an elastic element, the damper being spaced apart from the control arm assembly, one end of the damper being connected to the steering knuckle, and the other end of the damper being used to connect to the main frame, the elastic element being sleeved on the damper; and a second damping assembly, the second damping assembly being connected to the control arm assembly, the second damping assembly extending from the control arm assembly toward the first damping assembly, and the side of the second damping assembly facing away from the control arm assembly being used to connect to the main frame.

[0005] In one exemplary embodiment of this application, the damper includes a first damper and a second damper, the first damper and the second damper are arranged at an angle, and the side of the second damping component away from the swing arm component is disposed between the first damper and the second damper.

[0006] In one exemplary embodiment of this application, the suspension system includes a first ball pin; the first damping assembly includes a first rotating connection portion, the first damper and the second damper are both connected to the first rotating connection portion, and the first rotating connection portion is connected to the steering knuckle through the first ball pin.

[0007] In one exemplary embodiment of this application, the suspension system further includes a second ball pin and a third ball pin, the second ball pin being connected to the side of the first damper opposite to the first ball pin, the third ball pin being connected to the side of the second damper opposite to the first ball pin, the second ball pin being set at an angle to the first ball pin, and the third ball pin being set at an angle to the first ball pin.

[0008] In one exemplary embodiment of this application, the control arm assembly includes a first control arm and a second control arm; the suspension system further includes a fourth ball pin, a fifth ball pin, a sixth ball pin, and a seventh ball pin, wherein the fourth ball pin and the fifth ball pin are respectively disposed at both ends of the first control arm, the first control arm is rotatably connected to the steering knuckle via the fourth ball pin, the first control arm is rotatably connected to the subframe via the fifth ball pin, the sixth ball pin and the seventh ball pin are respectively disposed at both ends of the first control arm, the second control arm is rotatably connected to the steering knuckle via the sixth ball pin, and the second control arm is rotatably connected to the subframe via the seventh ball pin.

[0009] In one exemplary embodiment of this application, the fourth ball pin and the fifth ball pin are arranged at an angle, and the sixth ball pin and the seventh ball pin are arranged at an angle.

[0010] In one exemplary embodiment of this application, the steering knuckle includes a first steering portion and a second steering portion. The first steering portion is rotatably connected to the swing arm assembly, and the second steering portion protrudes to one side of the first steering portion. The second steering portion is rotatably connected to the first damping assembly.

[0011] In one exemplary embodiment of this application, the suspension system further includes a stabilizer bar assembly, which includes a stabilizer bar and a connecting rod. The stabilizer bar is elastically connected to the subframe, one end of the connecting rod is rotatably connected to the stabilizer bar, and the other end of the connecting rod is rotatably connected to the second damping assembly.

[0012] In one exemplary embodiment of this application, there are two swing arm assemblies, two first damping assemblies, and two second damping assemblies. One swing arm assembly, one first damping assembly, and one second damping assembly are respectively provided on both sides of the subframe.

[0013] This application also provides a vehicle including the aforementioned suspension system.

[0014] This application discloses a suspension system and vehicle, which offers the following advantages: The suspension system includes a subframe, a steering knuckle, a control arm assembly, a first damping assembly, and a second damping assembly. One end of the control arm assembly is connected to the subframe, and the other end is connected to the steering knuckle. The first damping assembly includes a damper and an elastic element. The damper is spaced apart from the control arm assembly, with one end connected to the steering knuckle and the other end connected to the main frame. The elastic element is fitted onto the damper. The second damping assembly is connected to the control arm assembly and extends from the control arm assembly toward the first damping assembly. The side of the second damping assembly facing away from the first damping assembly is connected to the main frame. This suspension system significantly improves vehicle stability and ride comfort through its dual damping design. The control arm assembly connects the subframe and steering knuckle, thereby increasing the connection stiffness between them. The first damping component, through the cooperation of dampers and elastic elements, suppresses lateral body roll, improving roll stability during cornering. The second damping component attenuates vertical road surface excitation, effectively reducing longitudinal bumps and improving ride comfort. Compared to traditional single-damping designs, this structure provides both roll and vibration control, enabling the vehicle to maintain better stability and comfort under various road conditions, reducing driver fatigue, and extending component lifespan.

[0015] Other features and advantages of this application will become apparent from the following detailed description, or may be learned in part from practice of this application.

[0016] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0017] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0018] Figure 1 This is a first structural schematic diagram of a suspension system according to an embodiment of the present utility model;

[0019] Figure 2 This is a schematic diagram of the second structure of a suspension system according to an embodiment of the present invention;

[0020] Figure 3 This is an assembly diagram of the steering knuckle, the swing arm assembly, and the first damping assembly in an embodiment of this utility model;

[0021] Figure 4 This is the book Figure 3 Enlarged view of point A in the middle;

[0022] Figure 5 This is the book Figure 3 Enlarged view of point B in the middle;

[0023] Figure 6 This is an assembly diagram of the subframe, swing arm assembly, and second shock absorber assembly in an embodiment of this utility model.

[0024] Explanation of reference numerals in the attached figures:

[0025] 100. Subframe; 200. Steering knuckle; 210. First steering unit; 220. Second steering unit; 300. Control arm assembly; 310. First control arm; 320. Second control arm; 400. First damping assembly; 401. Damper; 402. Elastic element; 410. First damper; 420. Second damper; 430. First rotating connection; 500. Second damping assembly; 510. Third damper; 520. Third elastic element; 610. First ball joint; 620. Second ball joint; 630. Third ball joint; 640. Fourth ball joint; 650. Fifth ball joint; 660. Sixth ball joint; 670. Seventh ball joint; 700. Stabilizer bar assembly; 710. Stabilizer bar; 720. Connecting rod. Detailed Implementation

[0026] 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 a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0027] The terms "second," "second," and "third" used in the embodiments of this application are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "second," "second," or "third" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or devices.

[0028] 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 mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0029] Traditional suspension systems typically only have a damping component between the main frame and the subframe to provide cushioning in the vertical direction of the vehicle. However, this design cannot provide cushioning in the lateral direction of the vehicle. Therefore, a suspension system that can provide cushioning in the lateral direction is proposed.

[0030] To address the aforementioned technical problems, this application proposes a suspension system, referring to... Figure 1 As shown, the suspension system includes a subframe 100, a steering knuckle 200, a control arm assembly 300, a first damping assembly 400, and a second damping assembly 500. One end of the control arm assembly 300 is connected to the subframe 100, and the other end is connected to the steering knuckle 200; see reference. Figure 2 As shown, the first damping assembly 400 includes a damper 401 and an elastic element 402. The damper 401 is spaced apart from the swing arm assembly 300. One end of the damper 401 is connected to the steering knuckle 200, and the other end is used to connect to the main frame (not shown). The elastic element 402 is sleeved on the damper 401. The second damping assembly 500 is connected to the swing arm assembly 300 and extends from the swing arm assembly 300 toward the first damping assembly 400. The side of the second damping assembly 500 facing away from the first damping assembly 400 is used to connect to the main frame. This suspension system significantly improves vehicle stability and ride comfort through a dual damping design. One end of the swing arm assembly 300 is connected to the subframe 100, and the other end is connected to the steering knuckle 200. The connection between the subframe 100 and the steering knuckle 200 is achieved through the swing arm assembly 300, improving the connection stiffness between the subframe 100 and the steering knuckle 200. The first damping component 400, through the cooperation of the damper 401 and the elastic element 402, can suppress the lateral roll of the vehicle body, improving roll stability when the vehicle is cornering. The second damping component 500 can attenuate vertical road surface excitation, effectively reducing longitudinal bumps and thus improving ride comfort. Compared with traditional single damping designs, this structure provides both roll control and vibration control, enabling the vehicle to maintain better stability and comfort under various road conditions, reducing driver fatigue, and extending component lifespan.

[0031] In some implementations, refer to Figure 1 and Figure 2As shown, the suspension system consists of several key components: a subframe 100 serves as a support structure; a steering knuckle 200 is responsible for changing the steering angle of the wheels; and a control arm assembly 300 connects the subframe 100 and the steering knuckle 200 at both ends, transmitting force. The first damping assembly 400 includes a damper 401 and an elastic element 402. The damper 401 absorbs energy and generates drag, while the elastic element 402 provides rebound force. The second damping assembly 500 extends from the control arm assembly 300 to the main frame, providing longitudinal absorption of road bumps. The transverse direction refers to the extension direction of the vehicle's driveshaft, and the longitudinal direction refers to the vertical direction of the vehicle.

[0032] In some implementations, refer to Figure 1 As shown, there are two swing arm assemblies 300, two first damping assemblies 400, and two second damping assemblies 500. One swing arm assembly 300, one first damping assembly 400, and one second damping assembly 500 are respectively installed on both sides of the subframe 100. By placing the swing arm assembly 300, the first damping assembly 400, and the second damping assembly 500 on both sides of the subframe 100, and configuring a complete damping system on each side, the overall stability and durability of the suspension system can be significantly improved. This symmetrical design not only evenly absorbs and disperses vibration energy but also effectively reduces vibration transmission during vehicle operation, thereby improving ride comfort. Furthermore, the dual-assembly configuration gives the suspension system greater adaptability and higher reliability when dealing with complex road conditions.

[0033] In some implementations, refer to Figure 1 As shown, the suspension system consists of several key components. The control arm assembly 300 connects the wheel to the subframe 100 and provides rotational support. The first damping assembly 400 and the second damping assembly 500 absorb and reduce vibrations generated during vehicle operation. In this embodiment, a design using two control arm assemblies 300, two first damping assemblies 400, and two second damping assemblies 500 is employed. These components are mounted on both sides of the subframe 100, forming a symmetrical and balanced layout. This design can be achieved through different material combinations (such as using high-strength alloys for the control arms and coil springs and dampers 401 as damping components) to meet the performance requirements of different vehicles.

[0034] In some implementations, refer to Figure 2As shown, the suspension system includes a steering knuckle 200, which comprises a first steering portion 210 and a second steering portion 220. The first steering portion 210 is rotatably connected to the control arm assembly 300, and the second steering portion 220 protrudes to one side of the first steering portion 210 and is rotatably connected to the first damping assembly 400. By dividing the steering knuckle 200 into two independent parts and connecting them to their respective functional components, this design optimizes steering and damping functions. The first steering portion 210 focuses on steering operation, while the second steering portion 220 stabilizes the first damping assembly 400, making the structure more rational and easier to install. This structure reduces mutual interference between components, improving the overall performance of the suspension system and the ride comfort of the vehicle.

[0035] In some implementations, refer to Figure 2 As shown, the steering knuckle 200 is designed as two independent parts: the first steering part 210 is mainly responsible for the steering function and can be connected to the steering rod to achieve steering, thereby realizing the vehicle's steering operation. The second steering part 220 protrudes outward from one side of the first steering part 210 and can be rotatably connected to the first damping assembly 400. This helps to improve the rationality of the vehicle structure, avoids interference between the first damping assembly and other components, improves the vehicle's NVH performance, and also avoids collision damage between components.

[0036] In some implementations, refer to Figure 3 and Figure 4 As shown, the damper 401 includes a first damper 410 and a second damper 420, which are arranged at an included angle. Figure 2 As shown, the second damping component 500 is positioned between the first damper 410 and the second damper 420 on the side away from the swing arm assembly 300. By arranging the two dampers 401 at an included angle and placing the second damping component 500 between them, this invention achieves the following beneficial effects: First, this structure makes the vehicle structure more compact, avoiding interference and collision between the first damping component 400 and the second damping component 500, reducing the risk of component damage during vehicle operation and improving the vehicle's noise, vibration, and harshness (NVH) performance. This structure significantly improves the stability of the suspension system and effectively suppresses vibration transmission during vehicle operation. Second, this layout optimizes the force distribution, allowing each damping element to work together, thus making the vehicle more stable and comfortable.

[0037] In some implementations, refer to Figure 3 and Figure 4As shown, the damper 401 in the suspension system includes a first damper 410 and a second damper 420. These two dampers 401 are arranged at a certain angle, forming a three-dimensional structure. This arrangement can transfer roll force along the first damper 410 and the second damper 420 to the main frame. The connection between the main frame and the damper 401 is more stable, and it also provides anti-roll effects in multiple directions, improving overall stability. Figure 2 As shown, the end of the second damping component 500 furthest from the swing arm component 300 is cleverly mounted between the two dampers 401. This vehicle body layout design improves the compactness between the components. In specific implementations, the first damper 410 and the second damper 420 can adopt different structural forms, such as linear dampers or rotary dampers. The included angle between them can be adjusted according to actual needs. The two dampers 401 can be connected to the steering knuckle 200 in various ways, such as through brackets, hinges, or other fixing devices, to achieve the required support and guiding functions. The second damping component 500 can adopt common forms such as springs, pneumatic dampers, or hydraulic dampers. The second damping component 500 can work in conjunction with the first damper 410 and the second damper 420 to form a complete damping system.

[0038] In some implementations, refer to Figure 4 As shown, the suspension system includes a first ball joint 610; the first damping assembly 400 includes a first rotating connection 430, and both the first damper 410 and the second damper 420 are connected to the first rotating connection 430. The first rotating connection 430 is connected to the steering knuckle 200 via the first ball joint 610. By connecting the first rotating connection 430 to the two dampers 401 respectively, and connecting them to the steering knuckle 200 using the first ball joint 610, this design not only prevents roll but also does not affect the steering function of the steering knuckle 200. First, the configuration of the dual dampers 401 allows the system to absorb roll forces simultaneously in multiple directions, thereby improving vehicle driving stability. Second, the design of the first rotating connection 430 allows the steering knuckle 200 to rotate flexibly at different angles, ensuring the precision and responsiveness of vehicle steering operations.

[0039] In some implementations, refer to Figure 4As shown, the first ball joint 610 of the suspension system is one of the key factors indicating the rotation angle of the steering knuckle 200, and is used to connect the steering knuckle 200 and the first damping assembly 400. The first rotating connection 430 of the first damping assembly 400 not only provides support but also securely connects the first damper 410 and the second damper 420 together. This dual-damper configuration 401 effectively absorbs and disperses roll energy from different directions, thereby improving overall stability. The two dampers 401 are tightly connected through the first rotating connection 430, ensuring they work together during vehicle operation.

[0040] In some implementations, refer to Figure 4 As shown, the suspension system also includes a second ball joint 620 and a third ball joint 630. The second ball joint 620 connects to the side of the first damper 410 opposite to the first ball joint 610, and the third ball joint 630 connects to the side of the second damper 420 opposite to the first ball joint 610. The second ball joint 620 and the first ball joint 610 are set at an angle, and the third ball joint 630 and the first ball joint 610 are also set at an angle. By setting the second ball joint 620 and the third ball joint 630 at angles to the first ball joint 610, the steering function of the steering knuckle 200 is not interfered with, and relative displacement between the main frame and the first damper 410 and the second damper 420 in other directions of the vehicle is also avoided, maintaining the stability of the vehicle. This design can effectively improve the stress state of the suspension system and reduce stress concentration and fatigue damage.

[0041] In some implementations, refer to Figure 3 and Figure 5 As shown, the control arm assembly 300 includes a first control arm 310 and a second control arm 320. The suspension system also includes a fourth ball pin 640, a fifth ball pin 650, a sixth ball pin 660, and a seventh ball pin 670. The fourth ball pin 640 and the fifth ball pin 650 are respectively located at both ends of the first control arm 310. The first control arm 310 is rotatably connected to the steering knuckle 200 via the fourth ball pin 640 and to the subframe 100 via the fifth ball pin 650. The sixth ball pin 660 and the seventh ball pin 670 are respectively located at both ends of the first control arm 310. The second control arm 320 is rotatably connected to the steering knuckle 200 via the sixth ball pin 660 and to the subframe 100 via the seventh ball pin 670. This design realizes the multi-link mechanism characteristics of the suspension system, significantly improving the system's adaptability under different road conditions. The double control arm structure enhances the rigidity and stability of the suspension system, enabling more effective vibration filtering and optimization of wheel trajectory. Meanwhile, the independent ball joint connection method makes steering more precise, improving vehicle handling and ride comfort. This structure also distributes stress points, enhancing overall load-bearing capacity and reliability, thereby extending maintenance intervals.

[0042] In some implementations, refer to Figure 3 and Figure 5 As shown, key components of the suspension system include two independent control arm assemblies 300, each equipped with two ball joints for flexible connection between the steering knuckle 200 and the subframe 100. One end of the first control arm 310 is connected to the steering knuckle 200 via a fourth ball joint 640, and the other end is connected to the subframe 100 via a fifth ball joint 650; the second control arm 320 achieves the same rotatable connection via sixth ball joints 660 and seventh ball joints 670 respectively. This design allows the two control arms to move independently while maintaining structural stability. Typically, these ball joints can be made of high-strength alloy steel to ensure durability, but lightweight composite materials can also be considered as an alternative.

[0043] In some implementations, refer to Figure 5 As shown, the fourth ball joint 640 and the fifth ball joint 650 are set at an angle, as are the sixth ball joint 660 and the seventh ball joint 670. This design avoids relative displacement between the subframe 100 and the first and second control arms 310 and 320 in other directions of the vehicle, without interfering with the steering function of the steering knuckle 200, thus maintaining vehicle stability. This design effectively improves the stress state of the suspension system, reducing stress concentration and fatigue damage.

[0044] In some implementations, refer to Figure 6 As shown, the suspension system also includes a stabilizer bar assembly 700, which comprises a stabilizer bar 710 and a connecting rod 720. The stabilizer bar 710 is elastically connected to the subframe 100, and one end of the connecting rod 720 is rotatably connected to the stabilizer bar 710, while the other end is rotatably connected to the second damping assembly 500. This design, by elastically connecting the stabilizer bar 710 to the subframe 100 and connecting it to the second damping assembly 500 using the connecting rod 720, further enhances the anti-roll function. Specifically, this structure can effectively reduce body roll when the vehicle is turning or cornering, improving driving comfort and handling. Simultaneously, the rotatable connection between the stabilizer bar 710 and the damping assembly makes the entire system more flexible and adaptable to different road conditions, thereby improving the overall driving experience.

[0045] In some implementations, refer to Figure 6As shown, the stabilizer bar assembly 700 is part of the suspension system and is used to improve vehicle stability. The stabilizer bar 710 is connected to the subframe 100 via a flexible connection, which effectively absorbs and disperses vibration energy. The connecting rod 720 connects the stabilizer bar 710 to the second damping assembly 500, with both ends forming a rotatable connection with both the stabilizer bar 710 and the second damping assembly 500. This means that the connecting rod 720 can swing freely within a certain angle range. This design allows the stabilizer bar 710 to better suppress vehicle roll during cornering without affecting other functions of the suspension system.

[0046] In some embodiments, refer to Figure 6 As shown, the second damping assembly 500 includes a third damper 510 and a third elastic element 520; the third damper 510 absorbs energy and generates drag, while the third elastic element 520 provides rebound force. In specific implementations, the third damper 510 can adopt different structural forms, such as a linear damper or a rotary damper. The third damper 510 can be connected to the main frame or subframe 100 in various ways, such as through brackets, hinges, or other fixing devices, to achieve the required support and guiding functions. The second damping assembly 500 can adopt common forms such as springs, pneumatic dampers, or hydraulic dampers.

[0047] A vehicle includes a suspension system. The vehicle of this invention can achieve the following beneficial effects: First, it improves the vehicle's handling and stability. This helps reduce vibrations during driving, improving driving comfort and safety. Second, it enhances the vehicle's safety performance. Better stability and handling can effectively prevent vehicle loss of control, thereby protecting the lives and property of the occupants. Finally, it improves ride comfort through the shock absorption function of the suspension system.

[0048] This utility model relates to a vehicle. The vehicle includes a suspension system. A suspension system is a device used to connect the wheels and the vehicle frame, providing support and shock absorption. Specifically, the suspension system may include multiple components such as a subframe 100, shock absorbers, and stabilizer bars 710. These components work together to improve the vehicle's handling and stability. Different types of suspension systems can be selected depending on the vehicle type and usage scenario.

[0049] The above are merely embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A suspension system characterized by, The suspension system includes: Subframe; Steering knuckle; A control arm assembly, one end of which is connected to the subframe and the other end of which is connected to the steering knuckle; The first damping assembly includes a damper and an elastic element. The damper is spaced apart from the swing arm assembly. One end of the damper is connected to the steering knuckle, and the other end of the damper is used to connect to the main frame. The elastic element is sleeved on the damper. The second damping component is connected to the swing arm assembly and extends from the swing arm assembly toward the first damping component. The side of the second damping component opposite to the swing arm assembly is used to connect to the main frame.

2. The suspension system of claim 1, wherein, The damper includes a first damper and a second damper, which are arranged at an angle. The second damping component is located between the first damper and the second damper on the side away from the swing arm component.

3. The suspension system according to claim 2, characterized in that, The suspension system includes a first ball pin; The first damping assembly includes a first rotating connection portion, and both the first damper and the second damper are connected to the first rotating connection portion. The first rotating connection portion is connected to the steering knuckle via the first ball pin.

4. The suspension system of claim 3, wherein, The suspension system further includes a second ball pin and a third ball pin. The second ball pin is connected to the side of the first damper opposite to the first ball pin, and the third ball pin is connected to the side of the second damper opposite to the first ball pin. The second ball pin and the first ball pin are set at an angle to each other.

5. The suspension system according to claim 1, characterized in that, The swing arm assembly includes a first swing arm and a second swing arm; The suspension system further includes a fourth ball pin, a fifth ball pin, a sixth ball pin, and a seventh ball pin. The fourth ball pin and the fifth ball pin are respectively located at both ends of the first control arm. The first control arm is rotatably connected to the steering knuckle via the fourth ball pin and to the subframe via the fifth ball pin. The sixth ball pin and the seventh ball pin are respectively located at both ends of the first control arm. The second control arm is rotatably connected to the steering knuckle via the sixth ball pin and to the subframe via the seventh ball pin.

6. The suspension system of claim 5, wherein, The fourth and fifth ball pins are set at an angle, and the sixth and seventh ball pins are set at an angle.

7. The suspension system of claim 1, wherein The steering knuckle includes a first steering part and a second steering part. The first steering part is rotatably connected to the swing arm assembly, and the second steering part protrudes to one side of the first steering part. The second steering part is rotatably connected to the first damping assembly.

8. The suspension system of claim 1, wherein, The suspension system also includes a stabilizer bar assembly, which includes a stabilizer bar and a connecting rod. The stabilizer bar is elastically connected to the subframe, one end of the connecting rod is rotatably connected to the stabilizer bar, and the other end of the connecting rod is rotatably connected to the second damping assembly.

9. The suspension system of claim 1, wherein, The number of swing arm assemblies is two, the number of first damping assemblies is two, the number of second damping assemblies is two, and one of the swing arm assemblies, one of the first damping assemblies, and one of the second damping assemblies are respectively provided on both sides of the subframe.

10. A vehicle characterized by comprising: Includes the suspension system described in any one of claims 1 to 9.

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