Suspension structure and vehicle

Abstract

The embodiment of the application provides a suspension structure and a vehicle, the suspension structure comprising: a rear axle joint, a lower rear swing arm, an upper front swing arm, a stabilizer bar, an air spring and a shock absorber; a first end of the lower rear swing arm is used for being movably connected with a subframe, a second end of the lower rear swing arm is movably connected with the rear axle joint, and the air spring and the shock absorber are connected with the lower rear swing arm respectively; the upper front swing arm is arranged in a Z direction of the vehicle and is spaced apart from the lower rear swing arm, the upper front swing arm is arranged in an X direction of the vehicle and is spaced apart from the lower rear swing arm, a first end of the upper front swing arm is used for being movably connected with the subframe, a second end of the upper front swing arm is movably connected with the rear axle joint, and the stabilizer bar is movably connected with the upper front swing arm. In the above scheme, the stabilizer bar is connected with the upper front swing arm, which helps to reduce the occupied space of the suspension structure and reserves sufficient arrangement space for a power battery.

Description

Technical Field

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

[0002] To balance comfort and handling, more and more cars are now opting for multi-link suspensions. A multi-link suspension typically includes axle joints, multiple independent control arms, air springs, shock absorbers, and a stabilizer bar. Each independent control arm is connected between the subframe and the axle joint. The air springs, shock absorbers, and stabilizer bar are mounted on the lower control arm, resulting in a large lower control arm and thus increasing the overall footprint of the suspension structure. This poses a challenge to optimizing interior space layout, especially for the placement of power batteries and improving the driving range of new energy vehicles.

[0003] There is currently no effective solution to the problem of the large space occupied by existing suspension structures. Summary of the Invention

[0004] This application provides a suspension structure and vehicle, aiming to improve the technical problem of the large space occupied by the suspension structure in the prior art.

[0005] According to one aspect of the embodiments of this application, a suspension structure is provided, including: a rear axle joint, a subframe, a lower rear control arm, an upper front control arm, a stabilizer bar, an air spring, and a shock absorber; a first end of the lower rear control arm is movably connected to the subframe, a second end of the lower rear control arm is movably connected to the rear axle joint, and the air spring and the shock absorber are respectively connected to the lower rear control arm; the upper front control arm is spaced apart from the lower rear control arm along the Z-direction of the vehicle, and spaced apart from the lower rear control arm along the X-direction of the vehicle, a first end of the upper front control arm is movably connected to the subframe, a second end of the upper front control arm is movably connected to the rear axle joint, and the stabilizer bar is movably connected to the upper front control arm.

[0006] The embodiments of this application achieve the following technical effects: Compared with the prior art where the stabilizer bar is connected to the lower rear control arm, the stabilizer bar is movably connected to the upper front control arm. This helps to reduce the lever arm length from the outer end of the stabilizer bar to the stabilizer bar mounting point, improving the stabilizer bar's resistance to bending and torsion. Consequently, the suspension structure can use shock absorbers and air springs with lower damping capacity to meet the system's stability requirements. The vertical height of shock absorbers and air springs with lower damping capacity is relatively small, thus correspondingly reducing the vertical height of the suspension structure and reducing the footprint of the suspension structure. Furthermore, the connection between the stabilizer bar and the upper front control arm eliminates the need for a connecting structure on the lower rear control arm to fix the stabilizer bar, which helps to reduce the length of the lower rear control arm and relatively reduce the lateral width of the suspension structure, further reducing the footprint of the suspension structure. The above solution, which uses a stabilizer bar connected to the upper front control arm, helps to reduce the footprint of the suspension structure, reserving sufficient space for the power battery.

[0007] Furthermore, the stabilizer bar is located below the upper front control arm, and the suspension structure also includes a suspension rod, one end of which is fixedly connected to the upper front control arm, and the other end of which is movably connected to the stabilizer bar.

[0008] The embodiments of this application achieve the following technical effects: the stabilizer bar is installed below the upper front control arm via a hanger, which increases the reserved space between the stabilizer bar and the vehicle floor, that is, provides sufficient installation space for the electric battery, allowing for the installation of electric batteries with larger capacity, thereby improving the vehicle's driving range.

[0009] Furthermore, the lower rear control arm is provided with a first mounting structure and a second mounting structure. The first mounting structure and the second mounting structure are spaced apart along the length direction of the lower rear control arm. The lower rear control arm is connected to the air spring through the first mounting structure and to the shock absorber through the second mounting structure.

[0010] The embodiments of this application achieve the following technical effects: the separate setting of the air spring and the shock absorber is conducive to reducing the vertical height of the shock absorber and the air spring, ensuring a relatively large spring-lever ratio, thereby reducing the deformation of the lower rear swing arm, and helping to reserve more installation space for the power battery.

[0011] Furthermore, the middle part of the upper front control arm bends along the Z-direction of the vehicle to create a first clearance space above the upper front control arm.

[0012] The embodiments of this application achieve the following technical effects: the first clearance space formed by the bending of the middle part of the upper front swing arm along the Z direction of the vehicle is used to avoid the longitudinal beam of the vehicle body, which facilitates the planning of the structural layout under the vehicle and ensures the optimization of space utilization.

[0013] Furthermore, the angle between the length direction of the upper front control arm and the Y-direction of the vehicle is 20° to 30°.

[0014] The embodiments of this application achieve the following technical effects: When the wheel is subjected to longitudinal impact, the length direction of the upper front control arm is set at an angle to the Y direction of the vehicle, which can more effectively absorb and disperse the longitudinal impact, thereby reducing the lateral sway amplitude of the vehicle under longitudinal impact and enhancing the stability of the vehicle driving; furthermore, the suspension structure can use shock absorbers and air springs with smaller damping capacity to meet the stability requirements of the system. The vertical height of shock absorbers and air springs with smaller damping capacity is relatively small, so the vertical height of the suspension structure can be reduced accordingly, reducing the footprint of the suspension structure.

[0015] Furthermore, the suspension structure also includes: an upper rear control arm, which is spaced apart from the upper front control arm along the X direction of the vehicle. The first end of the upper rear control arm is used to be movably connected to the subframe, and the second end of the upper rear control arm is movably connected to the rear axle joint. The middle part of the upper rear control arm is bent along the Z direction of the vehicle to form a second clearance space above the upper rear control arm.

[0016] The embodiments of this application achieve the following technical effects: the middle part of the upper rear swing arm bends along the Z direction of the vehicle to form a second clearance space, which is used to avoid the longitudinal beam of the vehicle body. That is, when the upper rear swing arm swings at a large angle (±50°) in the vertical direction of the vehicle, it does not interfere with the longitudinal beam of the vehicle body.

[0017] Furthermore, an air spring is located between the upper front control arm and the upper rear control arm, and a shock absorber is located between the upper front control arm and the upper rear control arm.

[0018] The embodiments of this application achieve the following technical effects: both the air spring and the shock absorber are provided with an upper front control arm and an upper rear control arm, that is, the lower rear control arm is located between the upper front control arm and the upper rear control arm, so as to make full use of the space between the upper front control arm and the upper rear control arm, making the suspension structure more compact and reducing the footprint of the suspension structure.

[0019] Furthermore, the middle part of the upper rear control arm bends along the X direction of the vehicle to form a third clearance space on the side of the upper rear control arm near the upper front control arm.

[0020] The embodiments of this application achieve the following technical effects: the middle part of the upper rear control arm bends along the X direction of the vehicle to form a third clearance space, so as to avoid interference with the air spring or shock absorber when the upper rear control arm swings back and forth.

[0021] Furthermore, the angle between the length direction of the upper rear control arm and the Y-direction of the vehicle is 40° to 50°.

[0022] The embodiments of this application achieve the following technical effects: When the wheel is subjected to longitudinal impact, the length direction of the upper rear control arm is set at an angle to the Y direction of the vehicle, which can more effectively absorb and disperse the longitudinal impact, thereby reducing the lateral sway amplitude of the vehicle under longitudinal impact and enhancing the stability of the vehicle driving; furthermore, the suspension structure can use shock absorbers and air springs with smaller damping capacity to meet the stability requirements of the system. The vertical height of shock absorbers and air springs with smaller damping capacity is relatively small, so the vertical height of the suspension structure can be reduced accordingly, reducing the footprint of the suspension structure.

[0023] Furthermore, the angle between the length direction of the lower rear control arm and the Y-direction of the vehicle is 10° to 20°.

[0024] The embodiments of this application achieve the following technical effects: When the wheel is subjected to longitudinal impact, the length direction of the lower rear control arm is set at an angle to the Y-direction of the vehicle, which can more effectively absorb and disperse the longitudinal impact, thereby reducing the lateral sway amplitude of the vehicle under longitudinal impact and enhancing the stability of the vehicle driving; furthermore, the suspension structure can use shock absorbers and air springs with smaller damping capacity to meet the stability requirements of the system. The vertical height of shock absorbers and air springs with smaller damping capacity is relatively small, so the vertical height of the suspension structure can be reduced accordingly, reducing the footprint of the suspension structure.

[0025] Furthermore, the suspension structure also includes: a lower front control arm, which is spaced apart from the upper front control arm along the Z-direction of the vehicle. The first end of the lower front control arm is used to be movably connected to the subframe, and the second end of the lower front control arm is movably connected to the rear axle joint. The angle between the length direction of the lower front control arm and the Y-direction of the vehicle is 40° to 50°.

[0026] The embodiments of this application achieve the following technical effects: When the wheel is subjected to longitudinal impact, the length direction of the lower front control arm is set at an angle to the Y-direction of the vehicle, which can more effectively absorb and disperse the longitudinal impact, thereby reducing the lateral sway amplitude of the vehicle under longitudinal impact and enhancing the stability of the vehicle; furthermore, the suspension structure can use shock absorbers and air springs with smaller damping capacity to meet the stability requirements of the system. The vertical height of shock absorbers and air springs with smaller damping capacity is relatively small, so the vertical height of the suspension structure can be reduced accordingly, reducing the footprint of the suspension structure.

[0027] Furthermore, the suspension structure also includes: a toe bar, the first end of which is movably connected to the subframe, the second end of which is movably connected to the rear axle joint, the toe bar being located between the lower front control arm and the upper front control arm, the stabilizer bar being located between the toe bar and the lower front control arm, and the angle between the length direction of the toe bar and the Y-direction of the vehicle being 15° to 25°.

[0028] The embodiments of this application achieve the following technical effects: When the wheel is subjected to longitudinal impact, the length direction of the toe bar is set at an angle to the Y-direction of the vehicle, which can more effectively absorb and disperse the longitudinal impact, thereby reducing the lateral sway amplitude of the vehicle under longitudinal impact and enhancing the stability of the vehicle; furthermore, the suspension structure can use shock absorbers and air springs with smaller damping capacity to meet the stability requirements of the system. The vertical height of shock absorbers and air springs with smaller damping capacity is relatively small, so the vertical height of the suspension structure can be reduced accordingly, reducing the footprint of the suspension structure.

[0029] According to another aspect of the embodiments of this application, a vehicle is provided, the vehicle including a suspension structure, the suspension structure being the suspension structure described above.

[0030] The embodiments of this application achieve the following technical effects: the vehicle's suspension structure adopts a stabilizer bar connected to the upper front control arm to reduce the space occupied by the suspension structure, leaving enough space for the power battery, thereby helping to improve the vehicle's driving range. Attached Figure Description

[0031] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0032] Figure 1 This is a schematic diagram of a suspension structure provided in one embodiment of this application;

[0033] Figure 2 This is a schematic diagram of a rear axle joint provided in an embodiment of this application;

[0034] Figure 3 This is a schematic diagram of a lower rear swing arm provided in an embodiment of this application;

[0035] Figure 4 This is a schematic diagram of an upper front swing arm provided in one embodiment of this application;

[0036] Figure 5 This is a schematic diagram of an upper rear swing arm provided in an embodiment of this application;

[0037] Figure 6 This is a schematic diagram of a lifting rod provided in one embodiment of this application;

[0038] Figure 7 This is a schematic diagram of a lower front swing arm provided in an embodiment of this application;

[0039] Figure 8 This is a schematic diagram of a toe bar provided in one embodiment of this application.

[0040] Explanation of reference numerals in the attached figures:

[0041] 10. Rear axle joint;

[0042] 11. Through-shaft hole; 12. Mounting structure A; 13. Mounting structure B; 14. Mounting structure C; 15. Mounting structure D; 16. Mounting structure E; 17. Mounting structure F; 18. Mounting structure G;

[0043] 20. Lower and rearward swing arm;

[0044] 21. First mounting structure; 22. Second mounting structure; 23. Connection structure A; 24. Connection structure B;

[0045] 30. Swing your arm forward;

[0046] 31. Connection structure C; 32. Connection structure D; 33. Connection structure E;

[0047] 40. Stabilizer bar;

[0048] 50. Air spring;

[0049] 60. Vibration damper;

[0050] 70. Hanging rod;

[0051] 71. Connection structure F; 72. Connection structure G;

[0052] 80. Upper and lower swing arm;

[0053] 81. Connection structure H; 82. Connection structure I;

[0054] 90. Lower front arm swing;

[0055] 91. Connection structure J; 92. Connection structure K;

[0056] 100. Toe-in;

[0057] 101. Connection structure L; 102. Connection structure M. Detailed Implementation

[0058] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0059] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0060] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0061] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0062] Combination Figures 1 to 7 As shown, according to a specific embodiment of this application, a suspension structure is provided.

[0063] Specifically, the suspension structure includes: a rear axle joint 10, a lower rear control arm 20, an upper front control arm 30, a stabilizer bar 40, an air spring 50, and a shock absorber 60. The first end of the lower rear control arm 20 is movably connected to the subframe, and the second end of the lower rear control arm 20 is movably connected to the rear axle joint 10. The air spring 50 and the shock absorber 60 are respectively connected to the lower rear control arm 20. The upper front control arm 30 is spaced apart from the lower rear control arm 20 along the Z-direction of the vehicle and also spaced apart from the lower rear control arm 20 along the X-direction of the vehicle. The first end of the upper front control arm 30 is movably connected to the subframe, and the second end of the upper front control arm 30 is movably connected to the rear axle joint 10. The stabilizer bar 40 is movably connected to the upper front control arm 30.

[0064] In the embodiments of this application, compared to the prior art where the stabilizer bar 40 is connected to the lower rear control arm 20, the stabilizer bar 40 is movably connected to the upper front control arm 30. This helps to reduce the lever arm length from the outer end of the stabilizer bar 40 to the mounting point of the stabilizer bar 40, improving the flexural and torsional resistance of the stabilizer bar 40. Consequently, the suspension structure can use a damper 60 and an air spring 50 with smaller damping capacity to meet the system's stability requirements. The vertical height of the damper 60 and air spring 50 with smaller damping capacity is relatively small, thus correspondingly reducing the vertical height of the suspension structure and reducing the footprint of the suspension structure. Since the stabilizer bar 40 is connected to the upper front control arm 30, there is no need to set up a connecting structure for fixing the stabilizer bar 40 on the lower rear control arm 20, which helps to reduce the length of the lower rear control arm 20, relatively reducing the lateral width of the suspension structure and further reducing the footprint of the suspension structure. The above solution, which uses the method of connecting the stabilizer bar 40 to the upper front control arm 30, helps to reduce the footprint of the suspension structure and reserves sufficient space for the power battery.

[0065] It should be noted that, as Figure 1As shown, the X-axis represents the X-direction of the vehicle, that is, the length direction of the vehicle; the Y-axis represents the Y-direction of the vehicle, that is, the width direction of the vehicle; and the Z-axis represents the Z-direction of the vehicle, that is, the height direction of the vehicle.

[0066] In one exemplary embodiment of this application, the stabilizer bar 40 is located below the upper front control arm 30, and the suspension structure further includes a suspension rod 70, one end of which is fixedly connected to the upper front control arm 30, and the other end of which is movably connected to the stabilizer bar 40.

[0067] In the embodiments of this application, the stabilizer bar 40 is located below the upper front swing arm 30 via the hanger 70, which can increase the reserved space between the stabilizer bar 40 and the vehicle floor, that is, reserve sufficient installation space for the electric battery, so that a larger capacity electric battery can be installed, thereby improving the vehicle's driving range.

[0068] like Figure 1 , Figure 2 As shown, the rear axle joint 10 has a through-hole 11 in the middle, and multiple mounting structures A12 are provided circumferentially around the through-hole 11. The through-hole 11 and mounting structures A12 are used to install wheel hub bearings. Mounting structures B13, C14, D15, E16, F17, and G18 are also provided at the circumferential edge of the rear axle joint 10. Mounting structures C14 and F17 are located in the upper region of the rear axle joint 10, and are spaced apart along the X-direction of the vehicle. Mounting structure C14 is used to mount the front control arm 30, and mounting structure F17 is used to mount the rear control arm 80. Mounting structures B13 and D15 are located in the middle region of the rear axle joint 10, and are spaced apart along the X-direction of the vehicle. Mounting structure B13 is used to mount the brake caliper, and mounting structure D15 is used to mount the toe bar 100. Mounting structures E16 and G18 are located in the lower region of the rear axle joint 10. Mounting structures E16 and G18 are spaced apart along the X direction of the vehicle. Mounting structure E16 is used to mount the lower front control arm 90, and mounting structure G18 is used to mount the lower rear control arm 20.

[0069] like Figure 1 , Figure 2 , Figure 3As shown, the lower rear control arm 20 has a connecting structure A23 at one end and a connecting structure B24 at the other end. Connecting structure A23 is used to connect to the rear axle joint 10, and connecting structure B24 is used to connect to the subframe. Connecting structure A23 consists of two first ear plates formed at one end of the lower rear control arm 20. The two first ear plates are arranged opposite each other along the length of the lower rear control arm 20 to form a U-shaped structure, and both first ear plates have first connecting holes. Connecting structure B24 consists of two second ear plates formed at the other end of the lower rear control arm 20. The two second ear plates are arranged opposite each other along the length of the lower rear control arm 20 to form a U-shaped structure, and both second ear plates have second connecting holes. Mounting structure G18 is a first mounting plate formed on the rear axle joint 10. The first mounting plate extends along the Y-direction of the vehicle and has a first mounting hole extending along the X-direction of the vehicle. The mounting structure G18 is located between the two first ear plates of the connecting structure A23. A bushing is provided at the first mounting hole of the mounting structure G18. The mounting structure G18 is connected to the first connecting hole on the connecting structure A23 through the bushing, thereby realizing the movable connection between the lower rear swing arm 20 and the rear axle joint 10.

[0070] The connecting structure A23 on the lower rear control arm 20 is movably connected to the rear axle joint 10 via a bushing. The bushing has low swing stiffness along the longitudinal axis but high radial and tangential stiffness. The connecting structure A23 can swing at a small angle (±20°) in the vehicle's longitudinal direction and at a large angle (±50°) in the vehicle's vertical direction.

[0071] like Figure 1 , Figure 2 , Figure 4 As shown, one end of the upper front control arm 30 is provided with a connecting structure E33, and the other end of the upper front control arm 30 is provided with connecting structures C31 and D32. Connecting structures E33, C31, and D32 are all sleeves formed on the upper front control arm 30, each sleeve extending through the vehicle's X-direction. Connecting structure E33 is used to connect to the subframe, connecting structure C31 is used to connect to the rear axle joint 10, and connecting structure D32 is used to connect to the hanger 70. Mounting structure C14 consists of two second mounting plates formed on the rear axle joint 10. Both second mounting plates extend along the vehicle's Y-direction and are spaced apart to form a U-shaped structure. The second mounting plates have second mounting holes. Connecting structure C31 is located between the two second mounting plates of mounting structure C14. A bushing is provided inside connecting structure C31, and connecting structure C31 is movably connected to mounting structure C14 through the bushing, thus achieving a movable connection between the upper front control arm 30 and the rear axle joint 10.

[0072] The connecting structure C31 on the upper front control arm 30 is movably connected to the rear axle joint 10 through a bushing. The bushing has low swing stiffness along the longitudinal axis but high radial and tangential stiffness. The upper front control arm 30 can swing at a small angle (±20°) in the vehicle's longitudinal direction and at a large angle (±50°) in the vehicle's vertical direction.

[0073] like Figure 1 , Figure 2 , Figure 5 As shown, one end of the boom 70 is provided with a connecting structure F71, and the other end of the boom 70 is provided with a connecting structure G72. The connecting structure F71 has a third connecting hole, which is arranged through the vehicle along the X direction. The connecting structure G72 is a ball pin, and the mounting shaft of the ball pin is arranged along the Y direction of the vehicle. The connecting structure G72 is universally connected to the boom 70. The boom 70 is fixedly connected to the connecting structure D32 of the upper front control arm 30 through the connecting structure F71, and the boom 70 is movably connected to the stabilizer bar 40 through the connecting structure G72.

[0074] In one exemplary embodiment of this application, the lower rear swing arm 20 is provided with a first mounting structure 21 and a second mounting structure 22. The first mounting structure 21 and the second mounting structure 22 are spaced apart along the length direction of the lower rear swing arm 20. The lower rear swing arm 20 is connected to the air spring 50 through the first mounting structure 21 and to the shock absorber 60 through the second mounting structure 22.

[0075] In the embodiments of this application, the separate arrangement of the air spring 50 and the shock absorber 60 is beneficial to reducing the vertical height of the shock absorber 60 and the air spring 50, ensuring a relatively large spring-lever ratio, thereby reducing the deformation of the lower rear swing arm 20, and helping to reserve more installation space for the power battery.

[0076] like Figure 1 , Figure 3 As shown, the first mounting structure 21 consists of a positioning hole and two fixing holes formed in the middle of the lower rear control arm 20. The two fixing holes are arranged around the positioning hole. Part of the air spring 50 extends into the positioning hole. The lower end of the air spring 50 is connected to the lower rear control arm 20 through the positioning hole and the two fixing holes, and the upper end of the air spring 50 is connected to the vehicle body. The second mounting structure 22 consists of a fourth connecting hole formed on the two first ear plates of the connecting structure A23. Part of the shock absorber 60 is located between the two second ear plates. The lower end of the shock absorber 60 is connected to the fourth connecting hole on the connecting structure A23 through a bushing, and the upper end of the shock absorber 60 is connected to the vehicle body, thus realizing the movable connection between the shock absorber 60 and the lower rear control arm 20.

[0077] In one exemplary embodiment of this application, the middle portion of the upper front control arm 30 is bent along the Z-direction of the vehicle to form a first clearance space above the upper front control arm 30.

[0078] In the embodiments of this application, the middle part of the upper front swing arm 30 bends along the Z direction of the vehicle to form a first clearance space, which is used to avoid the longitudinal beam of the vehicle body. That is, when the upper front swing arm 30 swings at a large angle (±50°) in the vertical direction of the vehicle, it does not interfere with the longitudinal beam of the vehicle body.

[0079] like Figure 1 , Figure 4 As shown, the cross-section of the upper front control arm 30 along its length is an "I" shaped section, which can be formed by casting or forging. The middle part of the upper front control arm 30 bends downward along the Z direction of the vehicle to form an arc-shaped first clearance space above the upper front control arm 30.

[0080] In one exemplary embodiment of this application, the angle between the length direction of the upper front swing arm 30 and the Y-direction of the vehicle is 20° to 30°.

[0081] In the embodiments of this application, when the wheel is subjected to longitudinal impact, the length direction of the upper front control arm 30 is set at an angle to the Y direction of the vehicle, which can more effectively absorb and disperse the longitudinal impact, thereby reducing the lateral sway amplitude of the vehicle under longitudinal impact and enhancing the stability of the vehicle driving; furthermore, the suspension structure can use shock absorbers 60 and air springs 50 with smaller damping capacity to meet the stability requirements of the system. The vertical height of shock absorbers 60 and air springs 50 with smaller damping capacity is relatively small, so the vertical height of the suspension structure can be reduced accordingly, reducing the footprint of the suspension structure.

[0082] like Figure 1 As shown, the upper front control arm 30 is tilted forward by 20° to 30° along the X direction of the vehicle. While reducing the lateral sway amplitude of the vehicle under longitudinal impact, it can also increase the gap between the upper front control arm 30 and the upper rear control arm 80, that is, to reserve a larger installation space for the shock absorber 60 and the air spring 50.

[0083] In one exemplary embodiment of this application, the suspension structure further includes: an upper rear control arm 80, which is spaced apart from the upper front control arm 30 along the X direction of the vehicle. The first end of the upper rear control arm 80 is movably connected to the subframe, and the second end of the upper rear control arm 80 is movably connected to the rear axle joint 10. The middle portion of the upper rear control arm 80 is bent along the Z direction of the vehicle to form a second clearance space above the upper rear control arm 80.

[0084] In the embodiments of this application, the middle part of the upper rear swing arm 80 bends along the Z direction of the vehicle to form a second clearance space, which is used to avoid the longitudinal beam of the vehicle body. That is, when the upper rear swing arm 80 swings at a large angle (±50°) in the vertical direction of the vehicle, it does not interfere with the longitudinal beam of the vehicle body.

[0085] like Figure 1 , Figure 6As shown, the upper rear control arm 80 has an "I"-shaped cross-section along its length and can be formed by casting or forging. The upper rear control arm 80 is provided with connecting structures H81 and I82, both of which are sleeves formed on the upper rear control arm 80. Each sleeve extends along the X-direction of the vehicle, and bushings are provided inside both connecting structures H81 and I82. The mounting structure F17 consists of two third mounting plates formed on the rear axle joint 10. Both third mounting plates extend along the Y-direction of the vehicle and are spaced apart to form a U-shaped structure. Third mounting holes are provided on the third mounting plates. The connecting structure H81 is located between the two third mounting plates of the mounting structure F17 and is movably connected to the mounting structure F17 via bushings, thus achieving a movable connection between the upper rear control arm 80 and the rear axle joint 10.

[0086] The connecting structure F71 on the upper rear control arm 80 is movably connected to the rear axle joint 10 via a bushing. The bushing has low swing stiffness along the longitudinal axis but high radial and tangential stiffness. The upper rear control arm 80 can swing at a small angle (±20°) in the vehicle's longitudinal direction, while the upper front control arm 30 can swing at a larger angle (±50°) in the vehicle's vertical direction. The middle part of the upper rear control arm 80 bends downward along the Z-axis of the vehicle to form an arc-shaped second clearance space above the upper front control arm 30, thereby preventing the upper rear control arm 80 from interfering with the longitudinal beams of the vehicle body during swinging.

[0087] In one exemplary embodiment of this application, an air spring 50 is disposed between the upper front swing arm 30 and the upper rear swing arm 80, and a shock absorber 60 is disposed between the upper front swing arm 30 and the upper rear swing arm 80.

[0088] In the embodiments of this application, both the air spring 50 and the shock absorber 60 are provided with an upper front control arm 30 and an upper rear control arm 80, that is, the lower rear control arm 20 is located between the upper front control arm 30 and the upper rear control arm 80, so as to make full use of the space between the upper front control arm 30 and the upper rear control arm 80, making the suspension structure more compact and reducing the footprint of the suspension structure.

[0089] In one exemplary embodiment of this application, the middle portion of the upper rear control arm 80 is bent along the X direction of the vehicle to form a third clearance space on the side of the upper rear control arm 80 near the upper front control arm 30.

[0090] In the embodiments of this application, the middle part of the upper rear control arm 80 bends along the X direction of the vehicle to form a third clearance space, so as to avoid interference with the air spring 50 or the shock absorber 60 when the upper rear control arm 80 swings back and forth.

[0091] like Figure 1As shown, the middle part of the upper rear control arm 80 bends backward along the X direction of the vehicle to form an arc-shaped third clearance space at the front side of the upper front control arm 30, so as to avoid the upper rear control arm 80 interfering with the air spring 50 or the shock absorber 60 when swinging.

[0092] In one exemplary embodiment of this application, the angle between the length direction of the upper rear swing arm 80 and the Y-direction of the vehicle is 40° to 50°.

[0093] In the embodiments of this application, when the wheel is subjected to longitudinal impact, the length direction of the upper rear control arm 80 is set at an angle to the Y direction of the vehicle, which can more effectively absorb and disperse the longitudinal impact, thereby reducing the lateral sway amplitude of the vehicle under longitudinal impact and enhancing the stability of the vehicle driving; furthermore, the suspension structure can use shock absorbers 60 and air springs 50 with smaller damping capacity to meet the stability requirements of the system. The vertical height of shock absorbers 60 and air springs 50 with smaller damping capacity is relatively small, so the vertical height of the suspension structure can be reduced accordingly, reducing the footprint of the suspension structure.

[0094] like Figure 1 As shown, the upper rear control arm 80 is tilted 40° to 50° backward and forward along the X direction of the vehicle. While reducing the lateral sway amplitude of the vehicle under longitudinal impact, it can also increase the gap between the upper front control arm 30 and the upper rear control arm 80, that is, to reserve a larger installation space for the shock absorber 60 and the air spring 50.

[0095] In one exemplary embodiment of this application, the angle between the length direction of the lower rear control arm 20 and the Y-direction of the vehicle is 10° to 20°.

[0096] In the embodiments of this application, when the wheel is subjected to longitudinal impact, the length direction of the lower rear control arm 20 is set at an angle to the Y direction of the vehicle, which can more effectively absorb and disperse the longitudinal impact, thereby reducing the lateral sway amplitude of the vehicle under longitudinal impact and enhancing the stability of the vehicle driving; furthermore, the suspension structure can use shock absorbers 60 and air springs 50 with smaller damping capacity to meet the stability requirements of the system. The vertical height of shock absorbers 60 and air springs 50 with smaller damping capacity is relatively small, so the vertical height of the suspension structure can be reduced accordingly, reducing the footprint of the suspension structure.

[0097] like Figure 1 As shown, the lower rear control arm 20 tilts forward 10° to 20° along the X direction of the vehicle.

[0098] In one exemplary embodiment of this application, the suspension structure further includes: a lower front control arm 90, which is spaced apart from the upper front control arm 30 along the Z direction of the vehicle. The first end of the lower front control arm 90 is movably connected to the subframe, and the second end of the lower front control arm 90 is movably connected to the rear axle joint 10. The angle between the length direction of the lower front control arm 90 and the Y direction of the vehicle is 40° to 50°.

[0099] In the embodiments of this application, when the wheel is subjected to longitudinal impact, the length direction of the lower front control arm 90 is set at an angle to the Y direction of the vehicle, which can more effectively absorb and disperse the longitudinal impact, thereby reducing the lateral sway amplitude of the vehicle under longitudinal impact and enhancing the stability of the vehicle driving; furthermore, the suspension structure can use shock absorbers 60 and air springs 50 with smaller damping capacity to meet the stability requirements of the system. The vertical height of shock absorbers 60 and air springs 50 with smaller damping capacity is relatively small, so the vertical height of the suspension structure can be reduced accordingly, reducing the footprint of the suspension structure.

[0100] like Figure 1 , Figure 7 As shown, the lower front control arm 90 is provided with a connecting structure J91 and a connecting structure K92. The connecting structure J91 is used to connect with the rear axle joint 10, and the connecting structure K92 is used to connect with the subframe. The connecting structure J91 consists of two third ear plates formed at the end of the lower front control arm 90. The two third ear plates are arranged opposite each other along the length direction of the lower front control arm 90 to form a U-shaped structure. Both third ear plates are provided with a fifth connecting hole. The mounting structure E16 is a fourth mounting plate formed on the rear axle joint 10. The fourth mounting plate extends along the Y direction of the vehicle and is provided with a fourth mounting hole that runs through the X direction of the vehicle. The mounting structure E16 is located between the two third ear plates of the connecting structure K92. A bushing is provided at the fourth mounting hole of the mounting structure E16. The mounting structure E16 is connected to the fifth connecting hole on the connecting structure J91 through the bushing, thus realizing the movable connection between the lower front control arm 90 and the rear axle joint 10. The lower front control arm 90 is tilted forward by 40° to 50° along the X direction of the vehicle.

[0101] The connecting structure J91 on the lower front control arm 90 is movably connected to the rear axle joint 10 through a bushing. The bushing has low swing stiffness along the longitudinal axis but high radial and tangential stiffness. The lower front control arm 90 can swing at a small angle (±20°) in the vehicle's longitudinal direction and at a large angle (±50°) in the vehicle's vertical direction.

[0102] In one exemplary embodiment of this application, the suspension structure further includes: a toe bar 100, a first end of which is movably connected to the subframe, a second end of which is movably connected to the rear axle joint 10, the toe bar 100 being located between the lower front control arm 90 and the upper front control arm 30, and a stabilizer bar 40 being located between the toe bar 100 and the lower front control arm 90, the angle between the length direction of the toe bar 100 and the Y-direction of the vehicle being 15° to 25°.

[0103] In the embodiments of this application, when the wheel is subjected to longitudinal impact, the length direction of the toe bar 100 is set at an angle to the Y direction of the vehicle, which can more effectively absorb and disperse the longitudinal impact, thereby reducing the lateral sway amplitude of the vehicle under longitudinal impact and enhancing the stability of the vehicle. Furthermore, the suspension structure can use shock absorbers 60 and air springs 50 with smaller damping capacity to meet the stability requirements of the system. The vertical height of shock absorbers 60 and air springs 50 with smaller damping capacity is relatively small, so the vertical height of the suspension structure can be reduced accordingly, and the footprint of the suspension structure can be reduced.

[0104] like Figure 1 , Figure 8 As shown, the toe-in strut 100 is provided with connecting structure L101 and connecting structure M102. Connecting structure L101 and connecting structure M102 are sleeves formed on the toe-in strut 100, each sleeve extending through the vehicle's X-direction. Both connecting structures L101 and M102 contain bushings. Mounting structure D15 is a fifth mounting plate formed on the rear axle joint 10, extending along the vehicle's Y-direction. The fifth mounting plate has a fifth mounting hole extending through the vehicle's X-direction. Connecting structure L101 connects to the fifth mounting hole on mounting structure D15 via a bushing, thus achieving a movable connection between the toe-in strut 100 and the rear axle joint 10. The toe-in strut 100 is tilted forward at a angle of 15° to 25° along the vehicle's X-direction.

[0105] The connecting structure L101 on the toe bar 100 is movably connected to the rear axle joint 10 via a bushing. The bushing has low swing stiffness along the longitudinal axis but high radial and tangential stiffness. The toe bar 100 can swing at a small angle (±20°) in the vehicle's longitudinal direction and at a large angle (±50°) in the vehicle's vertical direction.

[0106] According to another specific embodiment of this application, a vehicle is provided, the vehicle including a suspension structure, the suspension structure being the suspension structure of the above embodiment.

[0107] In the embodiments of this application, the vehicle's suspension structure adopts a method of connecting the stabilizer bar 40 with the upper front control arm 30 to reduce the footprint of the suspension structure, leaving sufficient space for the power battery and thus helping to improve the vehicle's driving range.

[0108] In this application, "multiple" refers to two or more.

[0109] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0110] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0111] 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, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0112] Unless otherwise specified, all steps in this application may be performed sequentially or randomly. For example, if the method includes steps A and B, it means that the method may include steps A and B performed sequentially, or it may include steps B and A performed sequentially. For example, if the method may also include step C, it means that step C may be added to the method in any order. For example, the method may include steps A, B, and C, or it may include steps A, C, and B, or it may include steps C, A, and B, etc.

Claims

1. A suspension structure, characterized in that, include: Rear axle joint (10), lower rear control arm (20), upper front control arm (30), stabilizer bar (40), air spring (50) and shock absorber (60); The first end of the lower rear swing arm (20) is used to be movably connected to the subframe, the second end of the lower rear swing arm (20) is movably connected to the rear axle joint (10), and the air spring (50) and the shock absorber (60) are respectively connected to the lower rear swing arm (20). The upper front control arm (30) is spaced apart from the lower rear control arm (20) along the Z direction of the vehicle, and the upper front control arm (30) is spaced apart from the lower rear control arm (20) along the X direction of the vehicle. The first end of the upper front control arm (30) is used to be movably connected to the subframe, and the second end of the upper front control arm (30) is movably connected to the rear axle joint (10). The stabilizer bar (40) is movably connected to the upper front control arm (30).

2. The suspension structure according to claim 1, characterized in that, The stabilizer bar (40) is located below the upper front control arm (30), and the suspension structure further includes: A boom (70) is provided, one end of which is fixedly connected to the upper front swing arm (30), and the other end of which is movably connected to the stabilizer bar (40).

3. The suspension structure according to claim 1, characterized in that, The lower rear swing arm (20) is provided with a first mounting structure (21) and a second mounting structure (22). The first mounting structure (21) and the second mounting structure (22) are spaced apart along the length direction of the lower rear swing arm (20). The lower rear swing arm (20) is connected to the air spring (50) through the first mounting structure (21), and the lower rear swing arm (20) is connected to the shock absorber (60) through the second mounting structure (22).

4. The suspension structure according to claim 1, characterized in that, The middle portion of the upper front control arm (30) bends along the Z direction of the vehicle to form a first clearance space above the upper front control arm (30).

5. The suspension structure according to any one of claims 1 to 4, characterized in that, The angle between the length direction of the upper front swing arm (30) and the Y-direction of the vehicle is 20° to 30°.

6. The suspension structure according to claim 1, characterized in that, The suspension structure also includes: The upper rear control arm (80) is spaced apart from the upper front control arm (30) along the X direction of the vehicle. The first end of the upper rear control arm (80) is used to be movably connected to the subframe, and the second end of the upper rear control arm (80) is movably connected to the rear axle joint (10). The middle part of the upper rear control arm (80) is bent along the Z direction of the vehicle to form a second clearance space above the upper rear control arm (80).

7. The suspension structure according to claim 6, characterized in that, The air spring (50) is located between the upper front swing arm (30) and the upper rear swing arm (80), and the shock absorber (60) is located between the upper front swing arm (30) and the upper rear swing arm (80).

8. The suspension structure according to claim 7, characterized in that, The middle portion of the upper rear control arm (80) bends along the X direction of the vehicle to form a third clearance space on the side of the upper rear control arm (80) near the upper front control arm (30).

9. The suspension structure according to any one of claims 6 to 8, characterized in that, The angle between the length direction of the upper rear swing arm (80) and the Y-direction of the vehicle is 40° to 50°.

10. The suspension structure according to claim 1, characterized in that, The angle between the length direction of the lower rear swing arm (20) and the Y-direction of the vehicle is 10° to 20°.

11. The suspension structure according to claim 1, characterized in that, The suspension structure also includes: The lower front control arm (90) is spaced apart from the upper front control arm (30) along the Z direction of the vehicle. The first end of the lower front control arm (90) is used to be movably connected to the subframe, and the second end of the lower front control arm (90) is movably connected to the rear axle joint (10). The angle between the length direction of the lower front control arm (90) and the Y direction of the vehicle is 40° to 50°.

12. The suspension structure according to claim 11, characterized in that, The suspension structure also includes: A toe bar (100) is provided, the first end of which is movably connected to the subframe, and the second end of which is movably connected to the rear axle joint (10). The toe bar (100) is located between the lower front control arm (90) and the upper front control arm (30). The stabilizer bar (40) is located between the toe bar (100) and the lower front control arm (90). The angle between the length direction of the toe bar (100) and the Y-direction of the vehicle is 15° to 25°.

13. A vehicle, the vehicle comprising a suspension structure, characterized in that, The suspension structure is the suspension structure according to any one of claims 1 to 12.

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