Suspension system, chassis and vehicle

Abstract

The application is suitable for the technical field of vehicles, and provides a suspension system, a chassis and a vehicle. The chassis comprises: a vehicle frame; a connecting rod assembly connected to the vehicle frame; a knuckle connected to one side of the connecting rod assembly away from the vehicle frame, the knuckle having a knuckle; a shock absorber connected to the knuckle or the connecting rod assembly, the shock absorber being arranged at an angle with the height direction of the vehicle; and an elastic element connected to the knuckle or the connecting rod assembly. In the longitudinal direction of the vehicle, the shock absorber and the elastic element are respectively located on the two sides of the knuckle. In the suspension system provided by the application, the shock absorber is inclined relative to the height direction of the vehicle, so as to reduce the space occupied by the shock absorber in the height direction of the vehicle. The shock absorber and the elastic element are respectively arranged on the two sides of the knuckle, so that the shock absorber can buffer the larger vibration of the wheel and the knuckle through a smaller stroke, and the shock absorber and the elastic element can also act on each other, absorb the vibration energy of the wheel and limit the vibration frequency of the knuckle.

Description

Technical Field

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

[0002] In current vehicles, the suspension system is usually quite high, which can easily encroach on the interior space of the passenger compartment and trunk, making it difficult to expand the interior space of the vehicle. Utility Model Content

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

[0004] In a first aspect, some embodiments of this application provide a suspension system, including:

[0005] The linkage assembly includes a first arm and a second arm spaced apart along the height direction of the vehicle. The linkage assembly also includes a third arm, one end of which is connected to the second arm. The steering knuckle has its upper part connected to one end of the first arm and its lower part connected to one end of the second arm. The connection between the third arm and the second arm is adjacent to the steering knuckle. The steering knuckle is spaced apart from the third arm along the lateral direction of the vehicle to form a clearance space. The shock absorber is connected to the steering knuckle and located within the clearance space. The shock absorber is set at an angle to the height direction of the vehicle. The elastic element is connected to the second arm. In the longitudinal direction of the vehicle, the shock absorber and the elastic element are located on both sides of the steering knuckle.

[0006] In this embodiment, the shock absorber is tilted relative to the vehicle's height direction to reduce its space occupation in that direction. The shock absorber and elastic element are respectively positioned on both sides of the steering knuckle, allowing them to work together to absorb wheel vibration energy and limit the steering knuckle's vibration frequency. This also ensures more even force distribution on the steering knuckle, improving its stability. The connecting rod assembly includes a first arm, a second arm, and a third arm, providing better support for the steering knuckle and enhancing its stability. One end of the third arm is connected to the second arm to reduce the space occupied by the connecting rod assembly on the steering knuckle, making room for other structures to be installed on it.

[0007] In some embodiments, the shock absorber is arranged at an angle to the longitudinal direction of the vehicle; and / or the shock absorber is arranged at an angle to the lateral direction of the vehicle.

[0008] The technical solution of this embodiment further provides some ways to tilt the shock absorber, so that the shock absorber can tilt in one direction or in two directions, in order to better reduce the space occupied by the shock absorber in the vehicle height direction, thereby reducing the space occupied by the suspension system in the vehicle height direction and alleviating the problem of the suspension system encroaching on the vehicle's interior space.

[0009] In some embodiments, the first arm includes two first ends, one of which is connected to a steering knuckle; the first arm also includes a first bend located between the two first ends, at least a portion of which bends toward the lower part of the vehicle along the height direction of the vehicle.

[0010] The technical solution of this embodiment provides some specific structures for the first arm, such that the first arm includes a first curved portion, so as to reduce the space occupied by the first arm above the suspension system, thereby reducing the space occupied by the linkage assembly in the vehicle interior and increasing the interior space of the vehicle.

[0011] In some embodiments, the linkage assembly further includes a fourth arm, one end of which is connected to the steering knuckle; the fourth arm and the first arm are spaced apart along the longitudinal direction of the vehicle, and the fourth arm and the first arm are located on the same side of the second arm along the height direction of the vehicle.

[0012] The technical solution of this embodiment further provides some specific structures of the linkage assembly, so that the linkage assembly also includes a fourth arm, so that the linkage assembly can better support the steering knuckle and improve the stability of the linkage assembly.

[0013] In some embodiments, the elastic element is disposed between the first arm and the fourth arm.

[0014] In the technical solution of this embodiment, the elastic element is placed between the first arm and the fourth arm to better utilize the space between the arms in the linkage assembly, thereby reducing the space occupied by the suspension system and increasing the interior space of the vehicle.

[0015] In some embodiments, the fourth arm includes two second ends connected to the frame and the steering knuckle, respectively; the second arm also includes a second bend located between the two second ends, at least a portion of which bends away from the elastic member along the vehicle longitudinal direction.

[0016] The technical solution of this embodiment provides some specific structures for the fourth arm, which includes a second curved portion and bends the second curved portion away from the elastic element to avoid the elastic element. This reduces the risk of the fourth arm colliding with the elastic element during the swing of the steering knuckle and improves the stability of the structure. This setting also provides sufficient installation space for the elastic element to reduce the installation difficulty.

[0017] In some embodiments, the second bend also bends toward the lower part of the vehicle along the height direction of the vehicle.

[0018] The technical solution of this embodiment further provides some fourth arm structures, such that the second curved portion bends toward the lower part of the vehicle, so as to reduce the space occupied by the fourth arm above the suspension system, thereby reducing the space occupied by the linkage assembly in the vehicle interior and increasing the vehicle interior space.

[0019] In some embodiments, the linkage assembly further includes a fifth arm, one end of which is connected to the steering knuckle; the fifth arm and the fourth arm are spaced apart along the height direction of the vehicle, and the second arm and the fifth arm are on the same side of the fourth arm along the height direction of the vehicle.

[0020] The technical solution of this embodiment further provides some link assembly structures, such that the link assembly includes a fifth arm, so that the link assembly can better support the steering knuckle and improve the stability of the link assembly.

[0021] In some embodiments, at least a portion of the fifth arm bends longitudinally toward a direction away from the elastic member.

[0022] The technical solution of this embodiment further provides some structures for the fifth arm, such that at least a portion of the fifth arm bends away from the elastic element to avoid the elastic element, thereby reducing the risk of the fifth arm colliding with the elastic element during the swing of the steering knuckle and improving the stability of the structure; this setting can also provide sufficient installation space for the elastic element to reduce the installation difficulty.

[0023] In some embodiments, the length directions of the first arm, the second arm, and the third arm all intersect the same virtual straight line, which is parallel to the height direction of the vehicle.

[0024] In this embodiment, the length directions of the first arm, the second arm, and the third arm all intersect the same virtual straight line, so that the first arm, the second arm, and the third arm can not only provide support for the steering knuckle, but also reduce the change in wheel toe angle during vehicle operation, thereby improving vehicle stability. When the vehicle is braking or the wheels are subjected to lateral forces, this arrangement can also create a toe effect on the wheels to further improve vehicle stability.

[0025] Secondly, embodiments of this application also provide a chassis, including a suspension system provided in some embodiments of the first aspect; and a frame; a steering motor connected to the frame, the output end of the steering motor being connected to the steering knuckle via a rod to drive the steering knuckle to rotate.

[0026] Secondly, embodiments of this application also provide a vehicle including the suspension system provided in some embodiments of the first aspect.

[0027] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0028] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiments below. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0029] Figure 1 This application provides structural schematic diagrams of vehicles for some embodiments;

[0030] Figure 2 This application provides schematic diagrams of the chassis structure for some embodiments.

[0031] Figure 3 Three-dimensional schematic diagram of the suspension system and vehicle frame provided in some embodiments of this application Figure 1 ;

[0032] Figure 4 Three-dimensional schematic diagram of the suspension system and vehicle frame provided in some embodiments of this application Figure 2 ;

[0033] Figure 5 This is a partially enlarged schematic diagram of the suspension system and vehicle frame provided in some embodiments of this application.

[0034] The markings in the diagram mean:

[0035] 1000, vehicles;

[0036] 100. Chassis;

[0037] 10. Frame;

[0038] 20. Linkage assembly; 21. First arm; 211. First end; 212. First bend; 22. Second arm; 23. Fourth arm; 231. Second end; 232. Second bend; 24. Fifth arm; 25. Third arm;

[0039] 30. Steering knuckle;

[0040] 40. Shock absorbers;

[0041] 50. Elastic components;

[0042] 60. Wheel;

[0043] 200. On the vehicle body. Detailed Implementation

[0044] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application and are therefore merely examples, and should not be used to limit the scope of protection of this application.

[0045] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0046] In the description of the embodiments of this application, technical terms such as "first" and "second" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly defined.

[0047] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0048] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0049] In the description of the embodiments of this application, the term "multiple" refers to two or more (including two), similarly, "multiple sets" refers to two or more (including two sets), and "multiple pieces" refers to two or more (including two pieces).

[0050] In the description of the embodiments of this application, the technical terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0051] In the description of the embodiments of this application, unless otherwise expressly specified and limited, technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. For those skilled in the art, the specific meaning of the above terms in the embodiments of this application can be understood according to the specific circumstances.

[0052] In current vehicles, the overall height of the suspension system is typically high, which can easily encroach on the vehicle's interior space. Within the suspension system, the length of the shock absorber is one of the main factors affecting the suspension system's height. The length of the shock absorber is adapted to the corresponding wheel's vibration travel. To improve ride comfort and reduce vehicle vibration amplitude, shock absorbers typically have a large travel and a long length, allowing them to absorb more vibration energy even with large wheel vibration amplitude and travel.

[0053] Currently, most shock absorbers are located on the wheel axle, and the shock absorber's travel is often the same as or roughly the same as the wheel's travel. This makes it difficult to shorten the length of the shock absorber and lower the height of the suspension system.

[0054] Based on the above considerations, in order to reduce the overall height of the suspension system and alleviate the problem of the suspension system encroaching on the vehicle's interior space, this application provides a chassis in which the shock absorber is tilted relative to the height of the chassis, and the shock absorber and the elastic element are respectively arranged on both sides of the steering knuckle axis.

[0055] In this chassis design, the shock absorbers are tilted relative to the vehicle's height, reducing their space occupation in that direction. Located on one side of the steering knuckle axis, the shock absorbers can cushion larger vibrations from the wheels and steering knuckle with less travel, thus reducing their size and required space. The shock absorbers and elastic elements are located on opposite sides of the axis, working together to absorb wheel vibration energy and limit the steering knuckle's vibration frequency. This also ensures more even force distribution on the steering knuckle, improving its stability.

[0056] The chassis disclosed in this application can be applied to vehicles, which can refer to large cars, small cars, special-purpose vehicles, etc. For example, according to the power source, the vehicle can be a pure electric vehicle, a gasoline vehicle, an electric-gasoline hybrid vehicle, etc.; according to the vehicle type, the car can be a sedan, an off-road vehicle, a multi-purpose vehicle (MPV), or other types of vehicles.

[0057] To illustrate the technical solution of this application, the following description is provided in conjunction with specific accompanying drawings and embodiments.

[0058] refer to Figure 1 The vehicle 1000 includes an upper body 200 and a chassis 100. The upper body 200 refers to the upper structure of the vehicle 1000, which mainly includes the passenger compartment, body panels and interior, and is responsible for providing a safe and comfortable space for the occupants and shaping the appearance of the vehicle 1000.

[0059] Chassis 100 refers to the lower structure of vehicle 1000, which includes mechanical components related to driving, handling, and power transmission. Chassis 100 is the basic load-bearing platform of vehicle 1000 and directly affects the dynamic performance and reliability of vehicle 1000.

[0060] The chassis 100 includes a frame 10, which is the main structure in the chassis 100 that provides support and mounting foundation for other structures. The frame 10 also provides support for the upper body 200. The upper body 200 and other structures of the chassis 100 can be connected to the frame 10. The frame 10 may include longitudinal beams, cross beams, or other structures to form a frame structure, thereby facilitating the bearing of various forces generated during the driving of the vehicle 1000. For example, the longitudinal beams are parallel to the longitudinal direction X of the vehicle 1000. There are two longitudinal beams arranged along the transverse direction Y of the vehicle 1000. The distance between the two longitudinal beams is the span of the longitudinal beams. A smaller span of the longitudinal beams results in weaker bending resistance and poorer collision performance of the chassis 100. The material of the frame 10 may include steel, aluminum, aluminum alloy, or other materials.

[0061] The frame 10 may consist only of the main frame, or it may consist of the main frame and a subframe connected to the main frame. The main frame is the primary load-bearing structure of the chassis 100, while the subframe is an auxiliary load-bearing structure of the chassis 100, used to support certain features, such as the subframe supporting the suspension.

[0062] The chassis 100 also includes a suspension system, which refers to the force-transmitting connection structure between the frame 10 and the wheels 60 in the chassis. The suspension system connects the frame 10 and the wheels 60, supporting the weight of the upper body 200 when the vehicle 1000 is stationary and in motion. For example, when the vehicle is stationary on the ground, the elastic elements of the suspension system, such as leaf springs and coil springs, bear the weight of the upper body 200 and maintain the stable posture of the vehicle 1000. The suspension system can also absorb and mitigate impacts from the road surface, reducing vibrations of the upper body 200.

[0063] In a monocoque chassis, the upper body 200 and the chassis 100 are integrally machined to jointly bear the load of the vehicle 1000; in a non-monocoque chassis, the upper body 200 is independently mounted on the chassis.

[0064] Firstly, reference Figures 2 to 4 This application provides a suspension system including a linkage assembly 20, a steering knuckle 30, a shock absorber 40, and an elastic element 50. The linkage assembly 20 includes a first arm 21 and a second arm 22 spaced apart along the height direction of a vehicle 1000. The linkage assembly 20 also includes a third arm 25, one end of which is connected to the second arm 22. The upper part of the steering knuckle 30 is connected to one end of the first arm 21, and the lower part of the steering knuckle 30 is connected to one end of the second arm 22. The connection between the third arm 25 and the second arm 22 is adjacent to the steering knuckle 30. The steering knuckle 30 is spaced apart from the third arm 25 along the lateral direction of the vehicle 1000, forming a clearance space. The shock absorber 40 is connected to the steering knuckle 30 and located within the clearance space, forming an angle with the height direction of the vehicle 1000. The elastic element 50 is connected to the second arm 22. Along the longitudinal direction of the vehicle 1000, the shock absorber 40 and the elastic element 50 are located on opposite sides of the steering knuckle 30.

[0065] In the diagram, the X-axis represents the longitudinal direction of vehicle 1000, and also its forward or backward direction; the Y-axis represents the lateral direction of vehicle 1000; and the Z-axis represents the vertical direction of vehicle 1000.

[0066] Steering knuckle 30 refers to the structure in chassis 100 used to support wheel 60 for mounting wheel 60. Steering knuckle 30 can also bear the load on wheel 60. Wheel 60 can be directly mounted on steering knuckle 30 or indirectly mounted on steering axle through intermediate structure. Wheel 60 can rotate relative to steering knuckle 30. Steering knuckle 30 can be cylindrical, prismatic, or other shapes. It can be provided with journals, mounting holes, or other structures for mounting wheel 60. The material of steering knuckle 30 can include iron, steel, or other materials.

[0067] The linkage assembly 20 refers to the structure in the chassis 100 used to provide support for the steering knuckle 30. One end of the linkage assembly 20 is connected to the frame 10, and the other end is connected to the steering knuckle 30 to connect the steering knuckle 30 to the frame 10. Depending on the structure of the frame 10, the linkage assembly 20 can be connected to the main frame 10 or the subframe 10. The linkage assembly 20 can be rotatably connected to the frame 10 and rotatably connected to the steering knuckle 30 so that the steering knuckle 30 can float relative to the frame 10, thereby allowing the wheel 60 to float up and down relative to the frame 10. When the vehicle 1000 travels on bumpy roads, this arrangement can reduce the vibration of the frame 10 with the wheel 60.

[0068] The first arm 21 refers to the structure in the connecting rod assembly 20 used to support the steering knuckle 30. The first arm 21 can be a cylindrical structure, a prismatic structure, or other shaped structures. The first arm 21 can be a straight columnar structure, a curved columnar structure, or other shaped structures. The material of the first arm 21 can include iron, aluminum, aluminum alloy, or other materials.

[0069] One end of the first arm 21 is connected to the steering knuckle 30. The first arm 21 can be connected to the steering knuckle 30 through a bushing, ball joint structure or other structure so that the steering knuckle 30 can float relative to the vehicle 1000, and can also provide support for the steering knuckle 30 through the first arm 21.

[0070] Depending on the specific structure of the first arm 21, the two ends of the first arm 21 along its length direction can be connected to the vehicle 1000 and the steering knuckle 30 respectively. At this time, the length direction of the first arm 21 is parallel to or approximately parallel to the transverse Y direction of the vehicle 1000. The length direction of the first arm 21 can also be set in other directions. For example, the length direction of the first arm 21 is parallel to the transverse Y direction of the vehicle 1000, and the two ends of the first arm 21 along its length direction are connected to the frame 10 and the steering knuckle 30 respectively.

[0071] The second arm 22 refers to the structure in the connecting rod assembly 20 used to support the steering knuckle 30. The second arm 22 can be a cylindrical structure, a prismatic structure, or other shaped structures. The second arm 22 can be a straight columnar structure, a curved columnar structure, or other shaped structures. The material of the second arm 22 can include iron, aluminum, aluminum alloy, or other materials.

[0072] One end of the second arm 22 is connected to the steering knuckle 30. The second arm 22 can be connected to the steering knuckle 30 through a bushing, ball joint structure or other structure so that the steering knuckle 30 can float relative to the vehicle 1000, and can also provide support for the steering knuckle 30 through the second arm 22.

[0073] Depending on the specific structure of the second arm 22, the two ends of the second arm 22 along its length direction can be connected to the vehicle 1000 and the steering knuckle 30 respectively. At this time, the length direction of the second arm 22 is parallel to or approximately parallel to the transverse Y direction of the vehicle 1000. The length direction of the second arm 22 can also be set in other directions. For example, the length direction of the second arm 22 is parallel to the longitudinal X direction of the vehicle 1000, the two ends of the second arm 22 along its length direction are connected to different positions of the frame 10 respectively, and the middle part of the second arm 22 along its length direction is connected to the steering knuckle 30.

[0074] The first arm 21 and the second arm 22 are arranged at intervals along the height direction Z of the vehicle 1000. At this time, one end of the first arm 21 is connected to the upper part of the steering knuckle 30, and one end of the second arm 22 is connected to the lower part of the steering knuckle 30, so that the steering knuckle 30 can float up and down along the height direction Z of the vehicle 1000 under the limiting action of the first arm 21 and the second arm 22 to adapt to bumpy road surfaces.

[0075] The third arm 25 refers to the structure in the link assembly 20 used to support the steering knuckle 30. The third arm 25 can be a cylindrical structure, a prismatic structure, or other shaped structures. The third arm 25 can be a straight columnar structure, a curved columnar structure, or other shaped structures. The material of the third arm 25 can include iron, aluminum, aluminum alloy, or other materials.

[0076] One end of the third arm 25 is connected to the second arm 22. The third arm 25 can be connected to the second arm 22 through a bushing, ball joint structure or other structure so that the second arm 22 can swing relative to the third arm 25. The connection part of the third arm 25 and the second arm 22 is adjacent to the steering knuckle 30 so that the third arm 25 can indirectly provide support to the steering knuckle 30 through the second arm 22.

[0077] Compared to directly connecting the third arm 25 to the steering knuckle 30, connecting the third arm 25 to the second arm 22 can reduce the space occupied by the third arm 25 on the steering knuckle 30, so as to provide space for other structures installed on the steering knuckle 30; at the same time, the third arm 25 can also indirectly provide support for the steering knuckle 30 through the second arm 22, and can improve the strength of the second arm 22.

[0078] Since one end of the third arm 25 is connected to the second arm 22 but not to the steering knuckle 30, the third arm 25 and the steering knuckle 30 are spaced apart in the transverse Y direction of the vehicle 1000, and there is a space between the third arm 25 and the steering knuckle 30. This space is the clearance space. Depending on the shape of the third arm 25 and the steering knuckle 30, the clearance space can be a regular spatial structure or an irregular spatial structure.

[0079] Shock absorber 40 refers to the structure in the suspension system used to absorb the vibration energy of steering knuckle 30. When steering knuckle 30 vibrates, shock absorber 40 can extend and retract synchronously, converting the mechanical energy of steering knuckle 30 vibration into heat energy dissipation, thereby reducing the vibration energy transmitted to the frame 10 or other parts of the vehicle 000, and reducing the vibration energy transmitted to the passenger compartment. Shock absorber 40 can be a hydraulic shock absorber, an air shock absorber, an electromagnetic shock absorber, or other types of shock absorber. Shock absorber 40 is connected to steering knuckle 30. Shock absorber 40 can be connected to steering knuckle 30 through bushings, ball joint structures, or other structures. Shock absorber 40 can be directly connected to steering knuckle 30, or indirectly connected to steering knuckle 30 through brackets, seats, or other structures.

[0080] For example, the shock absorber 40 may include a cylinder and a piston rod, one of which is connected to the steering knuckle 30. When the steering knuckle 30 vibrates and floats relative to the vehicle 1000, the cylinder and piston rod may undergo relative displacement, resulting in a change in the length of the shock absorber 40, which is the stroke of the shock absorber 40.

[0081] The shock absorber 40 is located within the clearance space, that is, the shock absorber 40 is located between the third arm 25 and the steering knuckle 30 along the lateral Y direction of the vehicle 1000. Because there is clearance space between the third arm 25 and the steering knuckle 30, the shock absorber 40 has a large installation space to facilitate the installation of the shock absorber 40 and to facilitate the tilting of the shock absorber 40 relative to the height direction Z or other directions of the vehicle 1000.

[0082] The shock absorber 40 is set at an angle to the height direction Z of the vehicle 1000, meaning that the shock absorber 40 is tilted relative to the height direction Z of the vehicle 1000. With one end of the shock absorber 40 connected to the steering knuckle 30, the other end of the shock absorber 40 can tilt towards the front, rear, or interior of the vehicle 1000, or it can tilt in other directions. Given a fixed specification for the shock absorber 40, tilting it relative to the height direction Z of the vehicle 1000 reduces its dimensions in that direction, thus reducing its space occupation and the space occupied by the suspension system in the same direction, thereby minimizing the encroachment of the suspension system on the interior space of the vehicle 1000.

[0083] Elastic element 50 refers to the elastic element in the suspension system. Elastic element 50 mainly supports the steering knuckle 30 and buffers the vibration of the steering knuckle 30. Elastic element 50 may include coil spring, leaf spring or other elastic structural components. Depending on the type of elastic element 50, elastic element 50 may be a cylindrical structure, a conical structure, a plate structure or other shapes. The material of elastic element 50 may include metal, glass fiber or other materials.

[0084] The elastic element 50 is connected to the second arm 22. The elastic element 50 can be connected to the second arm 22 by welding, snap-fitting, screwing or other means.

[0085] Shock absorber 40 and elastic element 50 are respectively located on opposite sides of steering knuckle 30 along the longitudinal direction X of vehicle 1000; that is, shock absorber 40 is disposed off the longitudinal direction of steering knuckle 30 along vehicle 1000 and located on one side of steering knuckle 30. When shock absorber 40 is connected to steering knuckle 30, shock absorber 40 can be located on one side of the center of steering knuckle 30, and the center of steering knuckle 30 is on the rotation axis of the corresponding wheel 60.

[0086] Since the steering knuckle 30 is coaxial with the wheel 60, the closer the shock absorber 40 and the elastic element 50 are to the steering knuckle 30, the greater the vibration stroke of the steering knuckle 30. Accordingly, the shock absorber 40 is offset from the steering knuckle 30 to reduce the vibration stroke of the steering knuckle 30 at the corresponding position of the shock absorber 40, thereby reducing the stroke requirement of the shock absorber 40 and correspondingly reducing the size of the shock absorber 40.

[0087] The shock absorber 40 and the elastic element 50 are located on both sides of the steering knuckle 30. The elastic element 50 supports the steering knuckle 30 and buffers vibration energy and impact, while the shock absorber 40 absorbs vibration energy and suppresses the vibration amplitude and duration of the steering knuckle 30 and the elastic element 50. During vehicle 1000 driving, road impacts are first buffered by the elastic element 50, and then the shock absorber 40 controls the extension and contraction speed and amplitude of the elastic element 50, reducing body sway caused by excessive extension and contraction. During driving on bumpy roads, the elastic element 50 absorbs impact, and the shock absorber 40 provides damping force and controls the movement of the elastic element 50, making the vehicle body stable and improving driving comfort and stability.

[0088] The shock absorber 40 and the elastic element 50 are located on both sides of the steering knuckle 30, and the two can also play a role in balancing and restraining each other, thereby further improving the stability of the steering knuckle 30 and improving driving comfort and stability.

[0089] In this embodiment, the shock absorber 40 is tilted relative to the height of the vehicle 1000 to reduce the space occupied by the shock absorber 40 in the height direction of the vehicle 1000; the shock absorber 40 is placed on one side of the steering knuckle 30 so that the shock absorber 40 can buffer the larger vibrations of the wheel 60 and the steering knuckle 30 with a smaller stroke, thereby reducing the size of the shock absorber 40 and the space required; the shock absorber 40 and the elastic element 50 are respectively placed on both sides of the steering knuckle 30 so that the shock absorber 40 and the elastic element 50 can work together to absorb the vibration energy of the wheel 60 and limit the vibration frequency of the steering knuckle 30, while also making the force on the steering knuckle 30 more uniform and improving the stability of the steering knuckle 30.

[0090] In this embodiment, the connecting rod assembly 20 includes a first arm 21, a second arm 22, and a third arm 25, so that the connecting rod assembly 20 can better support the steering knuckle 30 and improve the stability of the connecting rod assembly 20; one end of the third arm 25 is connected to the second arm 22 to reduce the space occupied by the connecting rod assembly 20 on the installation space of the steering knuckle 30, so as to make room for the installation of other structures on the steering knuckle 30.

[0091] In some embodiments, the shock absorber 40 is arranged at an angle to the longitudinal direction of the vehicle 1000; and / or the shock absorber 40 is arranged at an angle to the lateral direction of the vehicle 1000.

[0092] The shock absorber 40 is set at an angle to the longitudinal X and / or lateral Y of the vehicle 1000, that is, the length direction of the shock absorber 40 is inclined relative to the longitudinal X and / or lateral Y of the vehicle 1000.

[0093] The length direction of the shock absorber 40 is the direction in which the shock absorber 40 can extend and retract. The length direction of the shock absorber 40 can be set at an angle to the longitudinal direction X of the vehicle 1000, that is, the shock absorber 40 can be tilted relative to the longitudinal direction X of the vehicle 1000. This setting can reduce the size of the shock absorber 40 in the longitudinal direction X of the vehicle 1000, so as to reduce the space occupied by the shock absorber 40 in the longitudinal direction X of the vehicle 1000.

[0094] The length direction of the shock absorber 40 can also be set at an angle to the lateral Y of the vehicle 1000, that is, the shock absorber 40 can be tilted relative to the lateral Y of the vehicle 1000. This setting can reduce the size of the shock absorber 40 in the lateral Y of the vehicle 1000, so as to reduce the space occupied by the shock absorber 40 in the lateral Y of the vehicle 1000.

[0095] When the shock absorber 40 is tilted relative to the height direction Z of the vehicle 1000, the shock absorber 40 can be tilted only relative to one of the longitudinal direction X or the width direction Y of the vehicle 1000, or it can be tilted relative to both, so that the dimensions of the suspension system can be more uniform in all directions.

[0096] For example, the shock absorber 40 is tilted simultaneously along the longitudinal X and width Y directions of the vehicle 1000. At this time, the size of the shock absorber 40 in both the longitudinal X and width Y directions of the vehicle 1000 is small. This setting can reduce the size of the shock absorber 40 in the height Z direction of the vehicle 1000, and also reduce the impact of the tilt of the shock absorber 40 on the size of the suspension system in the longitudinal X and width Y directions of the vehicle 1000, so that the size of the suspension system in all directions can be more uniform.

[0097] This embodiment further provides some ways to tilt the shock absorber 40, so that the shock absorber 40 can tilt in one direction or in two directions, in order to better reduce the space occupied by the shock absorber 40 in the height direction of the vehicle 1000, thereby reducing the space occupied by the suspension system in the height direction of the vehicle 1000 and alleviating the problem of the suspension system encroaching on the interior space of the vehicle 1000.

[0098] In some embodiments, the angle between the shock absorber 40 and the height direction of the vehicle 1000 is in the range of 25° to 35°.

[0099] The angle between the shock absorber 40 and the vehicle 1000 in the height direction Z reflects the degree of tilt of the shock absorber 40. The larger the angle, the greater the degree of tilt of the shock absorber 40, the smaller the size of the shock absorber 40 in the height direction Z of the vehicle 1000, and the smaller the space occupied by the suspension system in the height direction Z of the vehicle 1000. At the same time, since the vibration of the steering knuckle 30 with the wheel 60 is mainly vertical, the greater the degree of tilt of the shock absorber 40, the greater the horizontal component force that the shock absorber 40 bears during the vibration of the steering knuckle 30, the worse the buffering and energy absorption effect of the shock absorber 40, and the higher the structural strength of the shock absorber 40 should be.

[0100] Therefore, the angle between the shock absorber 40 and the height direction Z of the vehicle 1000 is in the range of 25° to 35°. This reduces the size of the shock absorber 40 in the height direction Z of the vehicle 1000 and also enables the shock absorber 40 to have a better buffering and energy absorption effect. For example, the angle between the length direction of the shock absorber 40 and the height direction Z of the vehicle 1000 can be 25°, 27.5°, 30°, 32.5°, 35° or other values.

[0101] For example, the angle between the shock absorber 40 and the height direction Z of the vehicle 1000 can be 25°. At this time, the tilt of the shock absorber 40 is smaller, the shock absorber 40 has a better buffering and energy absorption effect, and it can also reduce the space occupied by the shock absorber 40 in the height direction Z of the vehicle 1000.

[0102] For example, the angle between the shock absorber 40 and the height direction Z of the vehicle 1000 can be 30°. At this time, the tilt of the shock absorber 40 is moderate, and the shock absorber 40 can not only have a good buffering and energy absorption effect, but also occupy less space in the height direction Z of the vehicle 1000.

[0103] For example, the angle between the shock absorber 40 and the height direction Z of the vehicle 1000 can be 35°, which further reduces the space occupied by the shock absorber 40 in the height direction Z of the vehicle 1000.

[0104] This embodiment further provides a range of tilt angles for the shock absorber 40, which can reduce the size of the shock absorber 40 in the vehicle height direction and reduce the negative impact of the tilt of the shock absorber 40 on the size of the suspension system in other directions; at the same time, this setting can also maintain the performance of the shock absorber 40.

[0105] In some embodiments, the lever ratio of the shock absorber 40 ranges from 0.6 to 0.7.

[0106] The leverage ratio of the shock absorber 40 refers to the ratio between the shock absorber's travel and the wheel 60's travel, which is also the steering knuckle 30's travel. For example, the leverage ratio of the shock absorber 40 can be 0.6, 0.62, 0.64, 0.66, 0.68, 0.7, or other values.

[0107] The leverage ratio of the shock absorber 40 reflects its load capacity and ability to absorb vibration energy. The larger the leverage ratio of the shock absorber 40, the greater the vibration stroke of the corresponding wheel 60, which means that the amplitude of the vibration of the wheel 60 that can be buffered is also greater.

[0108] Because the shock absorber 40 is located on one side of the steering knuckle 30, the vibration travel of the wheel 60 that the shock absorber 40 can correspond to is increased, and the vibration energy that the shock absorber 40 can absorb is also greater. Specifically, with a fixed leverage ratio of the shock absorber 40, the farther the shock absorber 40 is from the steering knuckle 30, the greater the vibration travel of the wheel 60 that the shock absorber 40 can correspond to; conversely, with a fixed vibration travel of the wheel 60, that is, with a fixed energy absorption capacity required by the shock absorber 40, that is, while maintaining the energy absorption effect of the shock absorber 40, the farther the shock absorber 40 is from the steering knuckle 30, the smaller the leverage ratio of the shock absorber 40 can be, the smaller the size of the shock absorber 40 can be, and the smaller the size of the shock absorber 40 in the Z direction of the vehicle's height of 1000.

[0109] Accordingly, the leverage ratio of the shock absorber 40 is set to be between 0.6 and 0.7. Under this setting, while maintaining the energy absorption effect of the shock absorber 40, the stroke of the shock absorber 40 is reduced, the size of the shock absorber 40 is shortened, the size of the shock absorber 40 in the Z direction of the vehicle's height of 1000 is reduced, and the space occupied by the suspension system is reduced.

[0110] For example, the leverage ratio of the shock absorber 40 can be 0.7. At this time, the leverage ratio of the shock absorber 40 is relatively large. Under the premise of maintaining the energy absorption effect of the shock absorber 40, the shock absorber 40 is closer to the steering knuckle 30, and the space occupied by the shock absorber 40 and the steering knuckle 30 in the longitudinal X of the vehicle is small.

[0111] For example, the leverage ratio of the shock absorber 40 can be 0.65. At this time, the leverage of the shock absorber 40 is moderate. Under the premise of maintaining the energy absorption effect of the shock absorber 40, the distance between the shock absorber 40 and the steering knuckle 30 is moderate, and the length of the shock absorber 40 is also moderate.

[0112] For example, the leverage ratio of shock absorber 40 can be 0.6. In this case, the leverage ratio of shock absorber 40 is small. Under the premise of maintaining the energy absorption effect of shock absorber 40, the length of shock absorber 40 is short and the size of shock absorber 40 in the Z direction of vehicle height 1000 is large.

[0113] This embodiment provides a range of lever ratios for the shock absorber 40 so that the shock absorber 40 can have a smaller stroke during the vibration of the wheel 60, thereby reducing the size and space occupied by the shock absorber 40.

[0114] In some embodiments, the distance between the shock absorber 40 and the steering knuckle 30 in the longitudinal direction of the vehicle 1000 is less than or equal to 145 mm.

[0115] Since the shock absorber 40 is located on one side of the steering knuckle 30, under the condition that the specifications of the shock absorber 40 remain unchanged, the greater the distance between the shock absorber 40 and the steering knuckle 30 in the longitudinal direction X of the vehicle 1000, the better the energy absorption effect of the shock absorber 40.

[0116] Conversely, given a fixed energy absorption capacity required by the shock absorber 40, that is, while maintaining the energy absorption effect of the shock absorber 40, the greater the distance between the shock absorber 40 and the steering knuckle 30 along the longitudinal x-axis of the vehicle (1000), the smaller the size of the shock absorber 40 can be, and the less space it occupies. In other words, staggering the shock absorber 40 and the steering knuckle 30 can shorten the size of the shock absorber 40.

[0117] Furthermore, the greater the distance between the shock absorber 40 and the steering knuckle 30 in the longitudinal direction of the vehicle 1000, the larger the size of the entire suspension system in the longitudinal direction of the vehicle 1000, and the more space the suspension system occupies in the longitudinal direction of the vehicle 1000.

[0118] Accordingly, the distance between the shock absorber 40 and the steering knuckle 30 in the longitudinal X direction of the vehicle 1000 can be less than or equal to 145mm. This setting can shorten the size of the shock absorber 40, reduce the space occupied by the shock absorber 40 in the height Z direction of the vehicle 1000, and also prevent the size of the entire suspension system in the longitudinal X direction of the vehicle 1000 from being too large.

[0119] This embodiment provides a distance between the shock absorber 40 and the steering knuckle 30, so that the shock absorber 40 can be offset from the steering knuckle 30 to reduce the space occupied by the shock absorber 40, and the shock absorber 40 can provide better damping for the elastic element 50 and the steering knuckle 30.

[0120] refer to Figures 3 to 5 In some embodiments, the first arm 21 includes two first ends 211, one of which is connected to the steering knuckle 30; the first arm 21 also includes a first bend 212 located between the two first ends 211, at least a portion of the first bend 212 bends toward the lower part of the vehicle 1000 along the height direction of the vehicle 1000.

[0121] The first end 211 refers to the part of the first arm 21 that is connected to the steering knuckle 30. The first end 211 can also be connected to the vehicle frame 10 or other structures of the vehicle 1000. One first end 211 is connected to the steering knuckle 30, and the other first end 211 is connected to the vehicle frame 10. Depending on the connection method between the first arm 21 and the vehicle frame 10 and the steering knuckle 30, at least part of the bushing, ball joint structure or other corresponding connection structure can be directly integrated onto the corresponding first end 211. Alternatively, the corresponding connection structure can be fixed onto the first end 211 by screwing, bonding or other means.

[0122] The first curved portion 212 refers to the portion of the first arm 21 located between the two first ends 211. At least a portion of the first curved portion 212 bends along the height direction Z of the vehicle 1000 toward the direction where the lower part of the vehicle 1000 is located, so that the first arm 21 forms a curved structure that bends toward the lower part of the vehicle 1000. At this time, the first arm 21 can be an arc-shaped structure.

[0123] The first curved portion 212 bends toward the lower part of the vehicle 1000 to form a clearance space above the first arm 21. This clearance space can be used to accommodate the chassis 100 or other structures on the vehicle 1000, thereby reducing the space occupied by the first arm 21 and further reducing the space occupied by the entire suspension system.

[0124] When the steering knuckle 30 moves upward along the height direction Z of the vehicle 1000, the first end 211 of the first arm 21 connected to the steering knuckle 30 moves upward with the steering knuckle 30. At this time, the first arm 21 tilts upward as a whole. Due to the presence of the first curved part 212, even if the first arm 21 tilts, it is difficult to collide with the structural members above the first arm 21, thereby making room for other structures above the first arm 21 and achieving the effect of reducing the space occupied by the first arm 21.

[0125] This embodiment provides some specific structures for the first arm 21, such that the first arm 21 includes a first curved portion 212, and the first curved portion 212 forms a first clearance space on the side of the first arm 21 away from the second arm 22, so as to reduce the space occupied by the first arm 21 above the suspension system, thereby reducing the space occupied by the linkage assembly 20 in the interior space of the vehicle 1000 and increasing the interior space of the vehicle 1000.

[0126] refer to Figures 3 to 5 In some embodiments, the linkage assembly 20 further includes a fourth arm 23, one end of which is connected to the steering knuckle 30; the fourth arm 23 and the first arm 21 are spaced apart along the longitudinal direction of the vehicle 1000, and the fourth arm 23 and the first arm 21 are located on the same side of the second arm 22 along the height direction of the vehicle 1000.

[0127] The fourth arm 23 refers to the structure in the link assembly 20 used to support the steering knuckle 30. The fourth arm 23 can be a cylindrical structure, a prismatic structure, or other shaped structures. The fourth arm 23 can be a straight columnar structure, a curved columnar structure, or other shaped structures. The material of the fourth arm 23 can include iron, aluminum, aluminum alloy, or other materials.

[0128] One end of the fourth arm 23 is connected to the steering knuckle 30. The fourth arm 23 can be connected to the steering knuckle 30 through a bushing, ball joint structure or other structure so that the steering knuckle 30 can float relative to the frame 10, and can also provide support for the steering knuckle 30 through the fourth arm 23.

[0129] The fourth arm 23 and the first arm 21 are arranged at intervals along the longitudinal direction of the vehicle 1000. The fourth arm 23 and the first arm 21 are arranged at intervals so that the fourth arm 23 and the first arm 21 can provide support for different parts of the steering knuckle 30 respectively. At this time, the fourth arm 23 and the first arm 21 can cooperate with each other to provide better lateral support for the steering knuckle 30, thereby improving the stability of the wheel 60.

[0130] The fourth arm 23 and the first arm 21 are located on the same side of the second arm 22 along the height direction Z of the vehicle 1000. That is, the fourth arm 23 is also spaced apart from the second arm 22 along the height direction Z of the vehicle 1000. In this case, the fourth arm 23 and the first arm 21 can be at the same height or close to the same height along the height direction Z of the vehicle 1000, or they can be at different heights along the height direction Z of the vehicle 1000. For example, when the first arm 21 is above the second arm 22, the fourth arm 23 is also above the second arm 22.

[0131] This embodiment further provides some specific structures of the link assembly 20, such that the link assembly 20 also includes a fourth arm 23, so that the link assembly 20 can better support the steering knuckle 30 and improve the stability of the link assembly 20.

[0132] refer to Figures 3 to 5 In some embodiments, the elastic element 50 is disposed between the first arm 21 and the fourth arm 23.

[0133] Since the first arm 21 and the fourth arm 23 are arranged at intervals along the longitudinal direction X of the vehicle 1000, and the shock absorber 40 and the elastic element 50 are also arranged along the longitudinal direction X of the vehicle 1000, placing the elastic element 50 between the first arm 21 and the fourth arm 23 can make better use of the space between the first arm 21 and the fourth arm 23, and reduce the space occupied by the entire suspension system.

[0134] In this embodiment, the elastic element 50 is disposed between the first arm 21 and the fourth arm 23 to better utilize the space between the arms in the linkage assembly 20, thereby reducing the space occupied by the suspension system and increasing the interior space of the vehicle 1000.

[0135] refer to Figures 3 to 5 In some embodiments, the fourth arm 23 includes two second ends 231, one of which is connected to the steering knuckle 30; the second arm 22 also includes a second bend 232 located between the two second ends 231, at least a portion of the second bend 232 being bent away from the elastic member 50 along the longitudinal direction of the vehicle 1000.

[0136] The second end 231 refers to the part of the fourth arm 23 that is connected to the vehicle 1000 and the steering knuckle 30. One second end 231 is connected to the steering knuckle 30, and the other second end 231 is connected to the frame 10 or other structures of the vehicle 1000. Depending on the connection method between the fourth arm 23 and the frame 10 and the steering knuckle 30, at least part of the bushing, ball joint structure or other corresponding connection structure can be directly integrated onto the corresponding second end 231, or the corresponding connection structure can be fixed onto the second end 231 by screwing, bonding or other means.

[0137] The second curved portion 232 refers to the portion of the fourth arm 23 located between the two second ends 231. At least a portion of the second curved portion 232 bends along the longitudinal direction X of the vehicle 1000 away from the location of the elastic member 50, so that the fourth arm 23 forms a curved structure away from the elastic member 50. In this case, the fourth arm 23 can be an arc-shaped structure. For example, when the fourth arm 23 is located behind the elastic member 50, the second curved portion 232 bends in the direction of the rear of the vehicle.

[0138] The second bend 232 bends in the direction away from the elastic member 50, which can provide more installation space for the elastic member 50. At this time, a part of the elastic member 50 can be located in the space formed by the second bend 232. When the elastic member 50 is located between the first arm 21 and the fourth arm 23, this arrangement can make the space between the first arm 21 and the fourth arm 23 larger, so as to facilitate the installation of the elastic member 50. At the same time, it can also reduce the risk of the fourth arm 23 colliding with the elastic member 50 during the swinging of the steering knuckle 30.

[0139] This embodiment provides some specific structures for the fourth arm 23, such that the fourth arm 23 includes a second curved portion 232, and the second curved portion 232 is bent away from the elastic member 50 to avoid the elastic member 50. This reduces the risk of the fourth arm 23 colliding with the elastic member 50 during the swinging of the steering knuckle 30 and improves the stability of the structure. This arrangement also provides sufficient installation space for the elastic member 50 to reduce the difficulty of installation.

[0140] refer to Figures 3 to 5 In some embodiments, the second curved portion 232 also bends toward the lower part of the vehicle 1000 along the height direction of the vehicle 1000 to form a second clearance space on the side of the fourth arm 23 opposite to the second arm 22.

[0141] Since the fourth arm 23 and the second arm 22 are arranged at intervals along the height direction Z of the vehicle 1000, bending the second curved part 232 toward the lower part of the vehicle 1000 can create a clearance space above the fourth arm 23. This clearance space can be used to accommodate the chassis 100 or other structures on the vehicle 1000, thereby reducing the space occupied by the fourth arm 23 and further reducing the space occupied by the entire suspension system.

[0142] For example, when the fourth arm 23 is above the second arm 22, the second curved portion 232 can also bend downwards.

[0143] When the second bending portion 232 bends away from the elastic member 50 along the longitudinal X direction of the vehicle 1000, the second bending portion 232 also bends towards the lower part of the vehicle 1000 along the height Z direction of the vehicle 1000. That is, the second arm 22 can bend in two directions to provide space for the elastic member 50 and other structures on the vehicle 1000 respectively.

[0144] This embodiment further provides some structure of the fourth arm 23, such that the second curved portion 232 forms a second clearance space on the side opposite to the second arm 22, so as to reduce the space occupied by the fourth arm 23 above the suspension system, thereby reducing the space occupied by the linkage assembly 20 in the interior space of the vehicle 1000 and increasing the interior space of the vehicle 1000.

[0145] refer to Figures 3 to 5 In some embodiments, the linkage assembly 20 further includes a fifth arm 24, one end of which is connected to the steering knuckle 30; the fifth arm 24 and the fourth arm 23 are spaced apart along the height direction of the vehicle 1000, and the second arm 22 and the fifth arm 24 are on the same side of the fourth arm 23 along the height direction of the vehicle 1000.

[0146] The fifth arm 24 refers to the structure in the link assembly 20 used to support the steering knuckle 30. The fifth arm 24 can be a cylindrical structure, a prismatic structure, or other shaped structures. The fifth arm 24 can be a straight columnar structure, a curved columnar structure, or other shaped structures. The material of the fifth arm 24 can include iron, aluminum, aluminum alloy, or other materials.

[0147] One end of the fifth arm 24 is connected to the steering knuckle 30. The fifth arm 24 can be connected to the steering knuckle 30 through a bushing, ball joint structure or other structure so that the steering knuckle 30 can float relative to the frame 10, and can also provide support for the steering knuckle 30 through the fifth arm 24.

[0148] The fifth arm 24 and the fourth arm 23 are spaced apart along the height direction Z of the vehicle 1000. The steering knuckle 30 can float up and down along the height direction Z of the vehicle 1000 under the limiting action of the fifth arm 24 and the fourth arm 23 to adapt to bumpy roads. The fourth arm 23 and the second arm 22 are located on the same side of the fourth arm 23 along the height direction Z of the vehicle 1000. At this time, the second arm 22 and the fifth arm 24 can provide support for different positions of the steering knuckle 30, so that the steering knuckle 30 can float up and down along the height direction Z of the vehicle 1000, and the second arm 22, the fourth arm 23 and the fifth arm 24 can also provide stable lateral support for the steering knuckle 30.

[0149] This embodiment further provides some structures for the link assembly 20, such that the link assembly 20 includes a fifth arm 24, so that the link assembly 20 can better support the steering knuckle 30 and improve the stability of the link assembly 20.

[0150] refer to Figures 3 to 5 In some embodiments, at least a portion of the fifth arm 24 bends longitudinally along the vehicle 1000 toward a direction away from the elastic member 50.

[0151] At least a portion of the fifth arm 24 bends along the longitudinal direction X of the vehicle 1000 away from the elastic member 50, so that the fifth arm 24 forms a curved structure away from the elastic member 50; the fifth arm 24 may be only partially bent, or it may be fully bent and form an arc-shaped or approximately arc-shaped structure. For example, when the fifth arm 24 is located behind the elastic member 50, the fifth arm 24 bends in the direction of the rear of the vehicle.

[0152] The bending of the fifth arm 24 toward the direction away from the elastic element 50 can provide more installation space for the elastic element 50. At this time, a part of the elastic element 50 can be located in the space formed by the bending of the fifth arm 24. This arrangement can facilitate the installation of the elastic element 50 and also reduce the risk of the fifth arm 24 colliding with the elastic element 50 during the swinging of the steering knuckle 30.

[0153] For example, when the wheel 60 corresponding to the steering knuckle 30 has a certain rotation angle, the fifth arm 24 can act as a steering tie rod in the linkage assembly 20 to drive the steering knuckle 30 to rotate and improve the steering stability of the steering knuckle 30.

[0154] This embodiment further provides a structure for the fifth arm 24 such that at least a portion of the fifth arm 24 bends away from the elastic member 50 to avoid the elastic member 50, thereby reducing the risk of the fifth arm 24 colliding with the elastic member 50 during the swinging of the steering knuckle 30 and improving the stability of the structure; this arrangement also provides sufficient installation space for the elastic member 50 to reduce the difficulty of installation.

[0155] In some embodiments, the length directions of the first arm 21, the second arm 22, and the third arm 25 all intersect the same virtual straight line, which is parallel to the height direction of the vehicle 1000.

[0156] The virtual straight line refers to the virtual line set in the link assembly 20, which is parallel to the height direction Z of the vehicle 1000.

[0157] The length directions of the first arm 21, the second arm 22, and the third arm 25 all intersect the virtual straight line. Specifically, the extension of the first arm 21 along its length direction intersects the virtual straight line, as do the extensions of the second arm 22 and the third arm 25. During the vibration and oscillation of the steering knuckle 30, the extensions of the forces exerted on the steering knuckle 30 by the first arm 21, the second arm 22, and the third arm 25 all pass through the virtual straight line, thus enabling the first arm 21, the second arm 22, and the third arm 25 to provide more stable support for the steering knuckle 30.

[0158] For example, a physical pin structure can be set at the position of the virtual straight line, and when the first arm 21, the second arm 22, and the third arm 25 are extended along their length direction, the extended portions of the first arm 21, the second arm 22, and the third arm 25 can all be rotatably connected to the pin structure.

[0159] During the driving of vehicle 1000, when wheel 60 is subjected to the driving force of vehicle 1000 and the lateral force caused by the road surface or other structures, this setting can keep the toe angle of wheel 60 constant or approximately constant, thereby improving the stability of wheel 60; when vehicle 1000 is braking, both braking force and lateral force can form a toe effect under the action of the first arm 21, the second arm 22 and the third arm 25, thereby improving the stability of wheel 60.

[0160] In this embodiment, the length directions of the first arm 21, the second arm 22, and the third arm 26 all intersect the same virtual straight line, so that the first arm 21, the second arm 22, and the third arm 25 can not only provide support for the steering knuckle 30, but also reduce the change in the toe angle of the wheel 60 during the driving of the vehicle 1000, thereby improving the driving stability of the vehicle 1000. When the vehicle 1000 brakes or the wheel 60 is subjected to lateral force, this arrangement can also generate a toe effect on the wheel 60 to further improve the stability of the vehicle 1000.

[0161] refer to Figures 3 to 5 In some embodiments, the linkage assembly 20, steering knuckle 30, shock absorber 40 and elastic element 50 constitute at least part of the suspension system, and there are at least two suspension systems, which are laterally spaced along the vehicle 1000.

[0162] The suspension system refers to the structure in the vehicle 1000 used to buffer and absorb the vibration of the wheel 60. The suspension system can absorb and buffer the vibration of the wheel 60 and suppress the high-frequency vibration of the wheel 60. The suspension system may include the link assembly 20, the steering knuckle 30, the shock absorber 40 and the elastic element 50, and may also include other structures.

[0163] There are at least two suspension systems, that is, the number of suspension systems can be two, three or four; when there are two suspension systems, the two suspension systems are spaced apart along the lateral Y of the vehicle 1000 and located on both sides of the frame 10; when there are four suspension systems, the four suspension systems can be arranged in pairs on both sides of the frame 10 along the lateral Y of the vehicle 1000.

[0164] In the case of two suspension systems, the two suspension systems are spaced laterally along the vehicle 1000 to correspond to the two wheels 60 arranged laterally along the vehicle 1000. The two suspension systems can correspond to the two front wheels of the vehicle 1000 or the two rear wheels of the vehicle 1000 respectively.

[0165] The two suspension systems are spaced apart, creating a space between them. This space can provide additional installation space for the vehicle's battery pack, as well as additional space for the passenger compartment or the vehicle's trunk, front trunk, etc.

[0166] In this embodiment, a gap space is formed between the two suspension systems to increase the interior space of the vehicle 1000 at the gap space and reduce the encroachment of the suspension system on the interior space of the vehicle 1000.

[0167] In some embodiments, the elastic element 50 is an air spring.

[0168] An air spring is a structure that uses compressed air as an elastic medium. It can dynamically change the stiffness and height of the suspension by adjusting the air pressure inside the air chamber.

[0169] Air springs have the advantages of adjustable height and adjustable stiffness, and they also have excellent buffering, energy absorption and shock absorption performance, excellent vehicle stability performance, and are relatively lightweight.

[0170] In this embodiment, the elastic element 50 is an air spring, so that the elastic element 50 has better energy absorption and shock absorption performance.

[0171] In some embodiments, the shock absorber 40 is a continuously damped controlled shock absorber 40.

[0172] The Continuous Damping Control (CDC) shock absorber 40 refers to a shock absorber 40 that can adjust the damping force of the shock absorber 40 in real time through an electronic system; it has good buffering and energy absorption damping performance, and can filter vibrations when the steering knuckle 30 and wheel 60 vibrate at high frequencies, and can suppress vibrations when the steering knuckle 30 and wheel 60 vibrate at low frequencies.

[0173] In this embodiment, the shock absorber 40 is a continuously damped controlled shock absorber 40 to improve the energy absorption and damping performance of the shock absorber 40; at the same time, the shock absorber 40 has an adjustment capability to adapt to different working conditions.

[0174] In some embodiments, the chassis 100 includes a linkage assembly 20, a steering knuckle 30, a shock absorber 40, and an elastic element 50; the shock absorber 40 and the elastic element 50 are located on both sides of the steering knuckle 30 along the longitudinal direction X of the vehicle 1000.

[0175] The shock absorber 40 is tilted relative to the height direction Z of the vehicle 1000. One end of the shock absorber 40 is connected to the steering knuckle 30, and the other end of the shock absorber 40 is tilted along the longitudinal direction X of the vehicle 1000 away from the elastic member 50. The other end of the shock absorber 40 is also tilted along the transverse direction Y of the vehicle 1000 towards the direction closer to the frame 10.

[0176] The linkage assembly 20 includes a first arm 21, a second arm 22, a fourth arm 23, a fifth arm 24, and a third arm 25; wherein, the first arm 21 and the fourth arm 23 are located above the second arm 22, the fifth arm 24, and the third arm 25 along the height direction Z of the vehicle 1000, one end of the first arm 21 and the fourth arm 23 is connected to the upper half of the steering knuckle 30, and the second arm 22 and the fifth arm 24 are connected to the lower half of the steering knuckle 30.

[0177] The length direction of the first arm 21 is parallel to the transverse Y direction of the vehicle 1000; the first arm 21 has two first ends 211 along its length direction and a first bent portion 212 connected between the two first ends 211. The two first ends 211 are respectively connected to the frame 10 and the steering knuckle 30 through a bushing structure. The first bent portion 212 bends downward along the height direction Z of the vehicle 1000.

[0178] The length direction of the second arm 22 is approximately parallel to the transverse Y direction of the vehicle 1000. The two ends of the second arm 22 are connected to the frame 10 and the steering knuckle 30 respectively through bushings; one end of the elastic element 50 is connected to the second arm 22.

[0179] The third arm 25 is located below the first arm 21 along the height direction Z of the vehicle 1000. One end of the third arm 25 is connected to the frame 10 via a bushing, and the other end of the third arm 25 is connected to the second arm 22 via a bushing.

[0180] The fourth arm 23 is spaced apart from the first arm 21 along the longitudinal direction X of the vehicle 1000 and is located behind the first arm 21. The elastic member 50 is located between the first arm 21 and the fourth arm 23. The length direction of the fourth arm 23 is approximately parallel to the transverse direction Y of the vehicle 1000. The fourth arm 23 has two second ends 231 along its length direction and a second curved portion 232 connecting the two second ends 231. The two second ends 231 are respectively connected to the frame 10 and the steering knuckle 30 through bushing structures. The second curved portion 232 bends backward along the longitudinal direction of the vehicle 1000 and bends downward along the height direction Z of the vehicle 1000.

[0181] The fifth arm 24 is located below the fourth arm 23 along the height direction Z of the vehicle 1000. The two ends of the second arm 22 are connected to the frame 10 and the steering knuckle 30 respectively through bushings. Part of the fifth arm 24 bends backward along the longitudinal direction of the vehicle 1000 to avoid the elastic element 50.

[0182] Secondly, embodiments of this application also provide a chassis 100, including a suspension system provided in some embodiments of the first aspect, a frame 10, and a steering motor. The steering motor is connected to the frame 10, and its output end is connected to a steering knuckle 30 via a rod to drive the steering knuckle 30 to rotate.

[0183] A steering motor is a structure in vehicle 1000 used to directly or indirectly control the steering of vehicle 1000. Steering motors can be applied to the front wheels or the rear wheels of vehicle 1000.

[0184] The steering motor drives the steering knuckle 30 to rotate via a linkage, thereby steering the corresponding wheel 60 and achieving steering of the vehicle 1000. This linkage can be an independent linkage or a linkage in the linkage assembly 20. For example, when the linkage assembly 20 includes a fifth arm 24, the steering motor can be connected to the fifth arm 24, with one end of the fifth arm 24 connected to the lower part of the steering knuckle 30 and the other end of the fifth arm 24 connected to the output end of the steering motor.

[0185] For example, the rear wheels of vehicle 1000 are mounted on the steering knuckle 30, and the steering motor can drive the rear wheels to rotate to achieve the rear wheel steering function of vehicle 1000. At this time, since both the fourth arm 23 and the fifth arm 24 have curved parts, when the steering motor drives the steering knuckle 30 to rotate, both the fourth arm 23 and the fifth arm 24 can rotate accordingly and are unlikely to collide with the elastic element 50.

[0186] In some embodiments, the chassis 100 includes a frame 10, a linkage assembly 20, a steering knuckle 30, a shock absorber 40, an elastic element 50, and a wheel 60; the shock absorber 40 and the elastic element 50 are located on both sides of the steering knuckle 30 along the longitudinal direction X of the vehicle 1000.

[0187] The shock absorber 40 is tilted relative to the height direction Z of the vehicle 1000. One end of the shock absorber 40 is connected to the steering knuckle 30, and the other end of the shock absorber 40 is tilted along the longitudinal direction X of the vehicle 1000 away from the elastic member 50. The other end of the shock absorber 40 is also tilted along the transverse direction Y of the vehicle 1000 towards the direction closer to the frame 10.

[0188] The linkage assembly 20 includes a first arm 21, a second arm 22, a fourth arm 23, a fifth arm 24, and a third arm 25; wherein, the first arm 21 and the fourth arm 23 are located above the second arm 22, the fifth arm 24, and the third arm 25 along the height direction Z of the vehicle 1000, one end of the first arm 21 and the fourth arm 23 is connected to the upper half of the steering knuckle 30, and the second arm 22 and the fifth arm 24 are connected to the lower half of the steering knuckle 30.

[0189] The length direction of the first arm 21 is parallel to the transverse Y direction of the vehicle 1000; the first arm 21 has two first ends 211 along its length direction and a first bent portion 212 connected between the two first ends 211. The two first ends 211 are respectively connected to the frame 10 and the steering knuckle 30 through a bushing structure. The first bent portion 212 bends downward along the height direction Z of the vehicle 1000.

[0190] The length direction of the second arm 22 is approximately parallel to the transverse Y direction of the vehicle 1000. The two ends of the second arm 22 are connected to the frame 10 and the steering knuckle 30 respectively through bushings; one end of the elastic element 50 is connected to the second arm 22.

[0191] The fourth arm 23 is spaced apart from the first arm 21 along the longitudinal direction X of the vehicle 1000 and is located behind the first arm 21. The elastic member 50 is located between the first arm 21 and the fourth arm 23. The length direction of the fourth arm 23 is approximately parallel to the transverse direction Y of the vehicle 1000. The fourth arm 23 has two second ends 231 along its length direction and a second curved portion 232 connecting the two second ends 231. The two second ends 231 are respectively connected to the frame 10 and the steering knuckle 30 through bushing structures. The second curved portion 232 bends backward along the longitudinal direction of the vehicle 1000 and bends downward along the height direction Z of the vehicle 1000.

[0192] The fifth arm 24 is located below the fourth arm 23 along the height direction Z of the vehicle 1000. The two ends of the second arm 22 are connected to the frame 10 and the steering knuckle 30 respectively through bushings. Part of the fifth arm 24 bends backward along the longitudinal direction of the vehicle 1000 to avoid the elastic element 50.

[0193] The third arm 25 is located below the first arm 21 along the height direction Z of the vehicle 1000. One end of the third arm 25 is connected to the frame 10 via a bushing, and the other end of the third arm 25 is connected to the second arm 22 via a bushing.

[0194] Wheel 60 is the rear wheel of vehicle 1000 and is connected to steering knuckle 30.

[0195] Thirdly, embodiments of this application also provide a vehicle 1000, including a suspension system provided in some embodiments of the first aspect, or a chassis 100 provided in some embodiments of the second aspect.

[0196] In the vehicle 1000, the shock absorber 40 is tilted relative to the height of the vehicle 1000. This arrangement reduces the size of the shock absorber 40 in the height direction Z of the vehicle 1000, thereby reducing the encroachment of the suspension system on the interior space of the vehicle 1000. The shock absorber 40 and the elastic element 50 are located on both sides of the steering knuckle 30 along the longitudinal direction X of the vehicle 1000, which allows for a smaller leverage ratio, a shorter size, and a lower height of the shock absorber 40. This reduces the overall height of the chassis 100 near the wheel 60 and further reduces the encroachment of the suspension system on the interior space of the vehicle 1000.

[0197] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and not to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application, and they should all be covered within the scope of the claims and specification of this application. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A suspension system for a vehicle, characterized in that, include: The linkage assembly includes a first arm and a second arm arranged at intervals along the height direction of the vehicle, and the linkage assembly also includes a third arm, one end of which is connected to the second arm; The steering knuckle has its upper part connected to one end of the first arm, its lower part connected to one end of the second arm, and the third arm is adjacent to the steering knuckle at the connection point with the second arm. The steering knuckle is spaced apart from the third arm along the lateral direction of the vehicle to form a clearance space. A shock absorber is connected to the steering knuckle and located within the clearance space, and the shock absorber is set at an angle to the height direction of the vehicle. An elastic element is connected to the second arm; In the longitudinal direction of the vehicle, the shock absorber and the elastic element are located on both sides of the steering knuckle.

2. The suspension system according to claim 1, characterized in that, The shock absorber is positioned at an angle to the longitudinal direction of the vehicle; and / or The shock absorber is set at an angle to the lateral direction of the vehicle.

3. The suspension system according to claim 1 or 2, characterized in that, The first arm includes two first ends, one of which is connected to the steering knuckle; The first arm also includes a first bend located between the two first ends, at least a portion of which bends toward the lower part of the vehicle along the height direction of the vehicle.

4. The suspension system according to claim 1 or 2, characterized in that, The linkage assembly also includes a fourth arm, one end of which is connected to the steering knuckle; The fourth arm and the first arm are spaced apart along the longitudinal direction of the vehicle, and the fourth arm and the first arm are located on the same side of the second arm along the height direction of the vehicle.

5. The suspension system according to claim 4, characterized in that, The elastic element is located between the first arm and the fourth arm.

6. The suspension system according to claim 4, characterized in that, The fourth arm includes two second ends, one of which is connected to the steering knuckle; The second arm also includes a second bend located between the two second ends, at least a portion of which bends away from the elastic member along the longitudinal direction of the vehicle.

7. The suspension system according to claim 6, characterized in that, The second curved portion also curves towards the lower part of the vehicle along the height direction of the vehicle.

8. The suspension system according to claim 4, characterized in that, The linkage assembly also includes a fifth arm, one end of which is connected to the steering knuckle; The fifth arm and the fourth arm are spaced apart along the height direction of the vehicle, and the second arm and the fifth arm are on the same side of the fourth arm along the height direction of the vehicle.

9. The suspension system according to claim 8, characterized in that, At least a portion of the fifth arm bends longitudinally toward a direction away from the elastic member.

10. The suspension system according to claim 1 or 2, characterized in that, The length directions of the first arm, the second arm, and the third arm all intersect the same virtual straight line, which is parallel to the height direction of the vehicle.

11. A chassis, characterized in that, Includes the suspension system as described in any one of claims 1-10; as well as Frame; A steering motor is connected to the vehicle frame, and the output end of the steering motor is connected to the steering knuckle via a rod to drive the steering knuckle to rotate.

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

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