minibus

Abstract

This utility model discloses a minibus, including a chassis, which comprises a floor, a battery pack, and multiple suspension systems. The battery pack is located below the floor. The multiple suspension systems include a front suspension system and a rear suspension system, located on the front and rear sides of the battery pack. Each suspension system includes a steering knuckle, a damping assembly, an upper control arm, and a lower control arm. The damping assembly includes an air spring, which is integral with the damping assembly, or the air spring is connected to the lower control arm and the vehicle body respectively. By placing the battery pack below the floor, the risk of the battery pack encroaching on the passenger compartment space of the minibus is reduced, and the center of gravity of the minibus is lowered. By designing the suspension system to be an independent suspension system, the risk of the suspension system encroaching on the battery pack's placement space is reduced, which helps to increase the battery pack's capacity. The air spring facilitates the raising and lowering of the floor.

Description

Technical Field

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

[0002] In recent years, new energy vehicles have experienced rapid development. In the minibus sector, the chassis, as one of the core components, plays a crucial role in supporting the vehicle body and transmitting power. The architecture of the suspension system significantly influences the placement of the battery pack.

[0003] In related technologies, an unreasonable suspension system architecture can easily lead to suspension system components encroaching on the battery pack's layout space, thereby limiting the battery's capacity and affecting the minibus's driving range. It can also affect the convenience of passengers getting on and off the vehicle. Utility Model Content

[0004] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a minibus that reduces the encroachment of the suspension system on the space occupied by the battery pack, while also improving the convenience of passengers getting on and off the bus.

[0005] A minibus according to an embodiment of this application includes: a body and a chassis, the chassis being mounted to the body, the chassis including: a floor, the floor being mounted to the body; a battery pack, the battery pack being disposed below the floor; and multiple suspension systems, the multiple suspension systems including a front suspension system and a rear suspension system, the front suspension system and the rear suspension system being disposed on the front and rear sides of the battery pack, each suspension system including a steering knuckle, a damping assembly, an upper control arm and a lower control arm, the inner end of the upper control arm being connected to the body and the outer end of the upper control arm being connected to the steering knuckle, the inner end of the lower control arm being connected to the body and the outer end of the lower control arm being connected to the steering knuckle, the damping assembly including an air spring, the air spring being integral with the damping assembly, or the air spring being connected to the lower control arm and the body respectively.

[0006] In the above technical solution, placing the battery pack under the floor reduces the risk of the battery pack encroaching on the passenger compartment space of the minibus, thereby improving the driving and riding comfort of the minibus. It also helps to lower the center of gravity of the minibus, improving the braking and rollover stability of the minibus. By designing the suspension system to form an independent suspension system, the risk of the suspension system encroaching on the battery pack's placement space is reduced, which allows for a larger battery pack volume, thereby increasing the battery pack capacity and thus improving the minibus's driving range. At the same time, by integrating air springs into the suspension system, the floor can be raised and lowered, which improves the convenience of passengers getting on and off the vehicle.

[0007] According to some embodiments of this application, each of the air springs is a multi-cavity air spring.

[0008] In the above technical solution, by setting each air spring as a multi-chamber air spring, it is beneficial to increase the adjustment range of the vehicle height, so that the vehicle height of the minibus can adapt to more driving modes, and it is also beneficial to improve the convenience of passengers getting on and off the minibus.

[0009] According to some embodiments of this application, the damping assembly further includes a shock absorber, the lower end of which is connected to the lower control arm, and the upper end of which is connected to the vehicle body.

[0010] In the above technical solution, by setting up shock absorbers, it is beneficial to suppress the vibration amplitude of the vehicle body, improve the driving comfort of the minibus, protect the air springs and the vehicle body, reduce the risk of fatigue damage to the air springs due to high-frequency vibration, and reduce the impact load at the connection between the vehicle body and the chassis.

[0011] According to some embodiments of this application, the shock absorber is a multi-valve shock absorber, and the minibus also includes a detector. The multi-valve shock absorber and the detector communicate with the control unit of the vehicle body, and the control unit adjusts the damping of the multi-valve shock absorber according to the detection signal of the detector.

[0012] In the above technical solution, by configuring the shock absorber as a multi-valve shock absorber, the damping can be adjusted in stages to match the stiffness changes of the air spring, and it is beneficial to reduce the risk of high-frequency resonance in the suspension system. By setting up a detector and enabling the multi-valve shock absorber and the detector to communicate with the vehicle's control unit, it is beneficial to perceive the status of the minibus and road information in real time, so as to realize the pre-aiming control of the vehicle's attitude, and to improve the comfort and handling of the minibus.

[0013] According to some embodiments of this application, the point where the rotation axis of the inner end of the upper control arm and the rotation axis of the inner end of the lower control arm on the same side of each suspension system intersects is the instantaneous center of motion. The instantaneous center of motion of the front suspension system is defined as the first instantaneous center of motion. The line connecting the first instantaneous center of motion and the front wheel center on the same side is the first connecting line. The angle between the first connecting line and the horizontal plane through which the corresponding front wheel center passes is in the range of 0.5°-1°.

[0014] In the above technical solution, by designing the range of the angle between the first connecting line and the horizontal plane through which the corresponding front wheel center passes, the front wheel center can move backward while jumping up, which helps to reduce the impact of the road surface on the minibus and thus improve the driving comfort of the minibus.

[0015] According to some embodiments of this application, the point where the rotation axis of the inner end of the upper control arm and the rotation axis of the inner end of the lower control arm on the same side of each suspension system intersects is the instantaneous center of motion. The instantaneous center of motion of the rear suspension system is defined as the second instantaneous center of motion. The line connecting the second instantaneous center of motion and the rear wheel center on the same side is called the second connecting line. The angle between the second connecting line and the horizontal plane through which the corresponding rear wheel center passes is in the range of 5°-7°.

[0016] In the above technical solution, by designing the range of the angle between the second connecting line and the horizontal plane through which the corresponding rear wheel center passes, the rear wheel center can move backward while jumping up, which helps to reduce the impact of the road surface on the minibus, thereby improving the driving and riding comfort of the minibus, and at the same time, it helps to improve the driving or braking stability of the minibus.

[0017] According to some embodiments of this application, the line connecting the rotation center of the outer end of the upper control arm and the rotation center of the outer end of the lower control arm on the same side is the kingpin; the distance between the kingpin of the rear suspension system and the rear wheel center is 70-80mm; the kingpin of the rear suspension system extends forward at an angle of 0°-3° with the vertical direction; the kingpin of the rear suspension system extends inward at an angle of 12°-15° with the vertical direction.

[0018] In the above technical solution, by further designing the distance between the second kingpin and the rear wheel center, the angle between the second kingpin tilting forward and the vertical direction, and the second kingpin caster angle, it is beneficial to further reduce the change in the toe angle of the rear wheel under the action of driving force and longitudinal force, and to make the rear wheel exhibit toe effect under braking force and lateral force, thereby further improving the stability of the minibus.

[0019] According to some embodiments of this application, the line connecting the rotation center of the outer end of the upper control arm and the rotation center of the outer end of the lower control arm on the same side is the kingpin, the kingpin of the front suspension system extends forward at an angle of 5°-7° with the vertical direction; the kingpin of the front suspension system extends inward at an angle of 10°-15° with the vertical direction.

[0020] In the above technical solution, by designing the angle between the kingpin of the front suspension system extending forward and the vertical direction, and the angle between the kingpin of the front suspension system extending inward and the vertical direction, it is beneficial to ensure that the rear toe angle of the front wheel remains basically unchanged under driving force and longitudinal force, and to ensure that the front wheel exhibits rear toe effect under braking force and lateral force, thereby improving the stability of the minibus.

[0021] According to some embodiments of this application, the chassis is a skateboard chassis, the chassis includes a wheel braking module and an electronic pedal module, the wheel braking module performs braking, the electronic pedal module is used to detect pedal information, and the wheel braking module and the electronic pedal module communicate with the control unit of the vehicle body respectively.

[0022] In the above technical solution, by integrating the wheel braking module and the electronic pedal module into the chassis, and enabling the wheel braking module and the electronic pedal module to communicate with the vehicle body control unit respectively, it is beneficial to achieve efficient and precise braking of the minibus, improve the intelligence level of the chassis, and enhance the driving experience. At the same time, it can also achieve partial decoupling between the upper and lower body.

[0023] According to some embodiments of this application, the minibus further includes: a steer-by-wire system, which is communicatively connected to the control unit of the vehicle body, and the steer-by-wire system is adapted to detect steering wheel information of the minibus and feed back signals to the control unit of the vehicle body, and the control unit of the vehicle body is adapted to control the steer-by-wire system to perform steering actions.

[0024] In the above technical solution, by setting up a steer-by-wire system, the accuracy of minibus steering can be improved, and it is also convenient to decouple the passengers getting on and off the vehicle.

[0025] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0026] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0027] Figure 1 This is a simplified structural diagram of the minibus described in the embodiments of this application;

[0028] Figure 2 This is a partial structural diagram of the front suspension system described in the embodiments of this application. Figure 1 ;

[0029] Figure 3 This is a partial structural diagram of the front suspension system described in the embodiments of this application. Figure 2 ;

[0030] Figure 4 This is a schematic diagram showing the angle between the first connecting line described in the embodiments of this application and the horizontal plane through which the corresponding front wheel center passes;

[0031] Figure 5 This is a partial structural diagram of the rear suspension system described in an embodiment of this application. Figure 1 ;

[0032] Figure 6 This is a partial structural diagram of the rear suspension system described in an embodiment of this application. Figure 2 ;

[0033] Figure 7 This is a schematic diagram showing the angle between the second connecting line described in the embodiment of this application and the horizontal plane through which the corresponding rear wheel center passes.

[0034] Figure label:

[0035] Minibus 100

[0036] Chassis 10, Floor 1, Battery Pack 2

[0037] Suspension system 3, first stabilizer bar 301, second stabilizer bar 302

[0038] Front suspension system 31, first steering knuckle 311

[0039] First vibration damping assembly 312

[0040] First upper control arm 313, first lower control arm 314, first kingpin 315, first instantaneous center of motion P, front wheel center Q, first connecting line PQ.

[0041] Rear suspension system 32, second steering knuckle 321

[0042] Second damping assembly 322, second air spring 3221, second damper 3222

[0043] Second upper control arm 323, second lower control arm 324, second main pin 325, tie rod 326, half shaft 327.

[0044] Second instantaneous center of motion M, rear wheel center of motion N, second connecting line MN

[0045] First brake disc 41, second brake disc 42, first EMB caliper 43, second EMB caliper 44

[0046] 51. Steer-by-wire gear; 52. Steering tie rod. Detailed Implementation

[0047] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0048] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application 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 description, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the description, claims, or accompanying drawings of this application are used to distinguish different objects, not to describe a specific order or hierarchy.

[0049] In this application, the reference to "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 in the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment that is mutually exclusive with other embodiments.

[0050] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "attachment" should be interpreted broadly. For example, they can refer to direct connection or indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0051] 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.

[0052] In the embodiments of this application, the same reference numerals denote the same components, and for the sake of brevity, detailed descriptions of the same components are omitted in different embodiments. It should be understood that the thickness, length, width, and other dimensions of various components in the embodiments of this application shown in the accompanying drawings, as well as the overall thickness, length, width, and other dimensions of the integrated device, are merely illustrative and should not constitute any limitation on this application.

[0053] In this application, "multiple" means two or more (including two).

[0054] In recent years, new energy vehicles have experienced rapid development. In the minibus sector, the chassis, as one of the core components, plays a crucial role in supporting the vehicle body and transmitting power. The architecture of the suspension system significantly influences the placement of the battery pack.

[0055] In related technologies, the battery pack of a minibus is usually located at the top and / or rear of the vehicle body, which causes the battery pack to encroach on the space of the passenger compartment and results in a high center of gravity for the minibus. In addition, the suspension system is constructed as a non-independent suspension including leaf springs, which occupy the space under the floor, making it impossible to install the battery pack under the floor, or resulting in a small space under the floor available for installing the battery pack. This can easily lead to limited battery capacity, which in turn can easily affect the driving range of the minibus, and at the same time, can easily affect the convenience of passengers getting on and off the vehicle.

[0056] Based on the above considerations, in order to increase the battery pack's placement space and improve the convenience of passengers getting on and off the vehicle, a minibus is proposed. The minibus includes a body and a chassis, with the chassis mounted to the body. The chassis includes a floor, a battery pack, and multiple suspension systems. The floor is mounted to the body, and the battery pack is located below the floor. The multiple suspension systems include a front suspension system and a rear suspension system, which are located on the front and rear sides of the battery pack. Each suspension system includes a steering knuckle, a damping assembly, an upper control arm, and a lower control arm. The inner end of the upper control arm is connected to the body, and the outer end of the upper control arm is connected to the steering knuckle. The inner end of the lower control arm is connected to the body, and the outer end of the lower control arm is connected to the steering knuckle. The damping assembly includes an air spring, which is integral with the damping assembly, or the air spring is connected to the lower control arm and the body respectively.

[0057] In the above technical solution, placing the battery pack under the floor reduces the risk of the battery pack encroaching on the passenger compartment space of the minibus, thereby improving the driving and riding comfort of the minibus. It also helps to lower the center of gravity of the minibus, improving the braking and rollover stability of the minibus. By designing the suspension system to form an independent suspension system, the risk of the suspension system encroaching on the battery pack's placement space is reduced, which allows for a larger battery pack volume, thereby increasing the battery pack capacity and thus improving the minibus's driving range. At the same time, by integrating air springs into the suspension system, the floor can be raised and lowered, which improves the convenience of passengers getting on and off the vehicle.

[0058] Please refer to Figure 1 , Figure 2 and Figure 5In some embodiments of this application, the minibus 100 includes: a body and a chassis 10. The chassis 10 is mounted to the body. The chassis 10 includes: a floor 1, a battery pack 2, and multiple suspension systems 3. The floor 1 is mounted to the body. The battery pack 2 is located below the floor 1. The multiple suspension systems 3 include a front suspension system 31 and a rear suspension system 32. The front suspension system 31 and the rear suspension system 32 are located on the front and rear sides of the battery pack 2. Each suspension system 3 includes a steering knuckle, a damping assembly, an upper control arm, and a lower control arm. The inner end of the upper control arm is connected to the body and the outer end of the upper control arm is connected to the steering knuckle. The inner end of the lower control arm is connected to the body and the outer end of the lower control arm is connected to the steering knuckle. The damping assembly includes an air spring. The air spring and the damping assembly are integrally formed, or the air spring is connected to the lower control arm and the body respectively.

[0059] In the above technical solution, by placing the battery pack 2 below the floor 1, the risk of the battery pack 2 encroaching on the passenger compartment space of the minibus 100 is reduced, thereby improving the driving and riding comfort of the minibus 100. It also helps to lower the center of gravity of the minibus 100, improving the braking stability and rollover stability of the minibus 100. By designing the suspension system 3 to form an independent suspension system, the risk of the suspension system 3 encroaching on the placement space of the battery pack 2 is reduced, which helps to increase the volume of the battery pack 2, thereby increasing the capacity of the battery pack 2 and thus improving the driving range of the minibus 100. At the same time, by integrating air springs into the suspension system 3, the floor 1 can be raised and lowered, thereby improving the convenience of passengers getting on and off the vehicle.

[0060] It should be noted that the "front and back" direction can be understood as the X-direction of minibus 100, or as the longitudinal direction or length direction of minibus 100. For a specific directional illustration, please refer to [reference needed]. Figure 1 As shown; the "up and down" direction can be understood as the Z-axis or height direction of the minibus 100. For a specific directional illustration, please refer to [reference needed]. Figure 3 or Figure 6 As shown.

[0061] For example, the chassis 10 is connected to the vehicle body via the floor 1, and the floor 1 can serve as a mounting carrier for the battery pack 2 and multiple suspension systems 3 to support the battery pack 2 and multiple suspension systems 3. A passenger compartment is formed between the floor 1 and the vehicle body. By placing the battery pack 2 under the floor 1, the battery pack 2 can avoid encroaching on the passenger compartment, thereby reducing the risk of the battery pack 2 encroaching on the passenger compartment and increasing the space of the passenger compartment, thus improving the driving and riding comfort of the minibus 100.

[0062] For ease of distinction and explanation, the steering knuckle, damping assembly, upper control arm, and lower control arm included in the front suspension system 31 are defined as the first steering knuckle 311, the first damping assembly 312, the first upper control arm 313, and the first lower control arm 314, respectively. Correspondingly, the air spring included in the first damping assembly 312 is defined as the first air spring. The steering knuckle, damping assembly, upper control arm, and lower control arm included in the rear suspension system 32 are defined as the second steering knuckle 321, the second damping assembly 322, the second upper control arm 323, and the second lower control arm 324, respectively. Correspondingly, the air spring included in the second damping assembly 322 is defined as the second air spring 3221.

[0063] Among them, combined Figure 1 and Figure 2 The front suspension system 31 is located on the side of the battery pack 2 near the front of the vehicle, and the inner end of the first upper control arm 313 is connected to the vehicle body, while the outer end of the first upper control arm 313 is connected to the first steering knuckle 311. In other words, the first upper control arm 313, the first lower control arm 314, and the first steering knuckle 311 are independently mounted on the vehicle body. The front suspension system 31 is an independent suspension. Compared with the existing suspension system that uses leaf springs extending in the front-rear direction, there is no need to install leaf springs, which can effectively reduce the space occupied by the front suspension system 31 in the front-rear direction. Furthermore, since the inner end of the first upper control arm 313 is connected to the vehicle body, the connection point between the front suspension system 31 and the vehicle body can be extended further towards the front of the vehicle body (i.e., closer to the front of the vehicle), thereby shortening the front overhang length.

[0064] Combination Figure 1 and Figure 5 The rear suspension system 32 is located on the side of the battery pack 2 near the rear of the vehicle, and the inner end of the second upper control arm 323 is connected to the vehicle body, while the outer end of the second upper control arm 323 is connected to the second steering knuckle 321. In other words, the second upper control arm 323, the second lower control arm 324, and the second steering knuckle 321 are independently installed on the vehicle body. The rear suspension system 32 is an independent suspension. Compared with the existing suspension system that uses leaf springs extending in the front-rear direction, there is no need to install leaf springs, which can effectively reduce the space occupied by the rear suspension system 32 in the front-rear direction. Furthermore, since the inner end of the second control arm is connected to the vehicle body, the connection point between the rear suspension system 32 and the vehicle body can be extended further to the rear end of the vehicle body (i.e., near the rear of the vehicle), thereby shortening the rear overhang length.

[0065] Therefore, by constructing both the front suspension system 31 and the rear suspension system 32 as independent suspensions, the space occupied by the suspension system 3 in the front-rear direction can be effectively reduced, and the lengths of the front and rear overhangs can be shortened, which is beneficial to improving the approach angle of the minibus 100 and enhancing its passability. In addition, the first steering knuckle 311, the first damping assembly 312, the first upper control arm 313, and the first lower control arm 314 are mainly integrated in the space near the front wheel, while the second steering knuckle 321, the second damping assembly 322, the second upper control arm 323, and the second lower control arm 324 are mainly integrated in the space near the rear wheel. This minimizes the encroachment of the front suspension system 31 and the rear suspension system 32 on the central area under the floor 1, effectively saving space under the floor 1 for arranging the battery pack 2, which is beneficial to increasing the volume of the battery pack 2, thereby increasing its capacity and ultimately improving the driving range of the minibus 100.

[0066] The first damping assembly 312 includes a first air spring. When the first air spring is inflated, it can drive the first lower control arm 314 to move downward, causing relative movement between the floor 1 and the vehicle body and the front wheels, thereby increasing the distance between the floor 1 and the vehicle body and the ground, i.e., increasing the ground clearance of the floor 1 and the vehicle body. When the first air spring is deflated, it can drive the first lower control arm 314 to move upward, causing relative movement between the floor 1 and the vehicle body and the front wheels, thereby decreasing the distance between the floor 1 and the vehicle body and the ground, i.e., lowering the ground clearance of the floor 1 and the vehicle body.

[0067] Reference Figure 5 The second damping assembly 322 includes a second air spring 3221. The upper end of the second air spring 3221 can be connected to the vehicle body, and the lower end of the second air spring 3221 can be connected to the second lower control arm 324. When the second air spring 3221 is inflated, it can drive the second lower control arm 324 to move downward, causing relative movement between the floor 1, the vehicle body, and the rear wheels, thereby increasing the distance between the floor 1, the vehicle body, and the ground, i.e., increasing the ground clearance of the floor 1 and the vehicle body. When the second air spring 3221 is deflated, it can drive the second lower control arm 324 to move upward, causing relative movement between the floor 1, the vehicle body, and the front wheels, thereby decreasing the distance between the floor 1, the vehicle body, and the ground, i.e., reducing the ground clearance of the floor 1 and the vehicle body.

[0068] When passengers need to get on or off the vehicle, the first and second air springs 3221 can be deflated and contracted to lower the ground clearance of the floor 1 and the vehicle body, thereby improving the convenience of passengers getting on and off the vehicle. When passengers have finished getting on or off the vehicle, the first and second air springs 3221 can be inflated and expanded to raise the floor 1 and the vehicle body. After the floor 1 and the vehicle body are raised, the ground clearance of the battery pack 2 set on the floor 1 increases, which helps to reduce the risk of the battery pack 2 being bumped or hit during the operation of the minibus 100. Thus, it helps to improve the problem of poor convenience of passengers getting on and off the vehicle caused by the large ground clearance of the floor 1 due to the placement of the battery pack 2 under the floor 1.

[0069] In some embodiments of this application, the inner end of the first upper control arm 313 is connected to the vehicle body via an elastic rubber component, and the outer end of the first upper control arm 313 is connected to the first steering knuckle 311 via a ball joint. The inner end of the first lower control arm 314 is connected to the vehicle body via an elastic rubber component, and the outer end of the first lower control arm 314 is connected to the first steering knuckle 311 via a ball joint.

[0070] In the above technical solution, by connecting the inner ends of the first upper control arm 313 and the first lower control arm 314 to the vehicle body via elastic rubber components, an elastic connection between the first upper control arm 313 and the first lower control arm 314 and the vehicle body is achieved. This facilitates the absorption of road bumps and driving impacts, thereby reducing vibrations transmitted to the vehicle body and improving ride comfort. Simultaneously, it allows the first upper control arm 313 and the first lower control arm 314 to elastically swing within a certain range, reducing the risk of stress concentration. Furthermore, by connecting the outer ends of the first upper control arm 313 and the first lower control arm 314 to the vehicle body via elastic rubber components, the connection is further strengthened. The outer ends of 4 are connected to the first steering knuckle 311 via ball joints, so as to realize the rigid connection between the first upper control arm 313 and the first lower control arm 314 and the first steering knuckle 311 respectively. This facilitates the rigid transmission of force from the first upper control arm 313 and the first lower control arm 314 to the first steering knuckle 311, which is beneficial to improving the motion stability of the front suspension system 31. At the same time, the ball joints allow the first steering knuckle 311 to rotate freely. When longitudinal force is applied to the front wheel, the first steering knuckle 311 can move through the ball joints to ensure that the front wheel has enough room to back up, which helps to reduce the impact of the road surface on the minibus 100.

[0071] In some examples, the inner end of the first upper control arm 313 is connected to the vehicle body through two elastic rubber parts, and the inner end of the first lower control arm 314 is connected to the vehicle body through two elastic rubber parts, which helps to distribute the load and extend the service life of the individual elastic rubber parts.

[0072] In some embodiments of this application, the inner end of the second upper control arm 323 is connected to the vehicle body via an elastic rubber component, and the outer end of the second upper control arm 323 is connected to the second steering knuckle 321 via a ball joint. The inner end of the second lower control arm 324 is connected to the vehicle body via an elastic rubber component, and the outer end of the second lower control arm 324 is connected to the second steering knuckle 321 via a ball joint.

[0073] In the above technical solution, by connecting the inner ends of the second upper control arm 323 and the second lower control arm 324 to the vehicle body via elastic rubber components, an elastic connection between the second upper control arm 323 and the second lower control arm 324 and the vehicle body is achieved. This facilitates the absorption of road bumps and driving impacts, thereby reducing vibrations transmitted to the vehicle body and improving ride comfort. Simultaneously, it allows the second upper control arm 323 and the second lower control arm 324 to elastically swing within a certain range, reducing the risk of stress concentration. Furthermore, by connecting the outer ends of the second upper control arm 323 and the second lower control arm 324 to the vehicle body via elastic rubber components, a more flexible connection is achieved. The outer ends of 4 are connected to the second steering knuckle 321 via ball joints, so as to realize the rigid connection between the second upper control arm 323 and the second lower control arm 324 and the second steering knuckle 321 respectively. This facilitates the rigid transmission of force from the second upper control arm 323 and the second lower control arm 324 to the second steering knuckle 321, which is beneficial to improving the motion stability of the rear suspension system 32. At the same time, the ball joints allow the second steering knuckle 321 to rotate freely. When longitudinal force is applied to the rear wheel, the second steering knuckle 321 can move through the ball joints to ensure that the rear wheel has enough room to back up, which helps to reduce the impact of the road surface on the minibus 100.

[0074] In some examples, the inner end of the second upper control arm 323 is connected to the vehicle body through two elastic rubber parts, and the inner end of the second lower control arm 324 is connected to the vehicle body through two elastic rubber parts, which helps to distribute the load and extend the service life of the individual elastic rubber parts.

[0075] In some embodiments of this application, each air spring is a multi-cavity air spring.

[0076] In the above technical solution, by setting each air spring as a multi-chamber air spring, it is beneficial to increase the adjustment range of the vehicle height, so that the vehicle height of the minibus 100 can adapt to more driving modes, and it is also beneficial to improve the convenience of passengers getting on and off the minibus 100.

[0077] For example, the first air spring and the second air spring 3221 mentioned above are both multi-chamber air springs. A multi-chamber air spring includes multiple air chambers. The different heights of the vehicle body can be adjusted by controlling the connection state of the multiple air chambers. Taking a double-chamber air spring as an example, the double-chamber air spring includes a first air chamber and a second air chamber. When the minibus 100 is in parking mode or high-speed mode, or when the height of the vehicle body needs to be lowered to the lowest level according to the needs of passengers getting on and off the vehicle, the first air chamber and the second air chamber can be vented at the same time, so that the multi-chamber air spring can be deflated and contracted, and the height of the vehicle body can be lowered to the lowest level. When the minibus 100 is in unpaved road mode, that is, when the road surface on which the minibus 100 is traveling is uneven, which can also be understood as the situation where the vehicle body needs to be raised to the highest level, the first air chamber and the second air chamber can be inflated at the same time, and the double-chamber air spring expands to the maximum, thereby raising the height of the vehicle body to the highest level to reduce the risk of bottoming out.

[0078] This improves the flexibility of vehicle height adjustment and enhances the ease of entry and exit for passengers when the battery pack 2 is located below the floor 1.

[0079] It is understood that the above description of constructing a multi-cavity air spring as a double-cavity air spring and the interconnection between multiple air cavities under different usage requirements is merely an example for the purpose of illustration. The specific construction and working state of the multi-cavity air spring can be determined according to actual production requirements, and no specific limitations are made here.

[0080] In some embodiments of this application, the multi-cavity air spring is constructed as a double-cavity air spring, and the height of the double-cavity air spring is 60mm-80mm.

[0081] In the above technical solution, by designing the height of the dual-chamber air spring, it is beneficial to optimize the stiffness characteristics of the dual-chamber air spring, thereby improving the stability and comfort of the minibus 100.

[0082] For example, when the height of the dual-chamber air spring is too high, it is easy for the dual-chamber air spring to be in a low-compression state, which will easily lead to low stiffness of the dual-chamber air spring and reduce the stability of the minibus 100; when the height of the dual-chamber air spring is too low, it is easy for the dual-chamber air spring to be in an over-compression state, which will easily lead to excessive stiffness of the dual-chamber air spring, and the impact force will be directly transmitted to the vehicle body, which will reduce the comfort of the minibus 100.

[0083] In some examples, the height of the dual-chamber air spring can be 60mm, 70mm or 80mm, etc. It is understood that the specific height of the dual-chamber air spring can be determined according to the actual production requirements, and no specific limit is made here.

[0084] Combination Figure 2and Figure 5 In some embodiments of this application, the damping assembly further includes a damper, the lower end of which is connected to the lower control arm, and the upper end of which is connected to the vehicle body.

[0085] In the above technical solution, by setting up a shock absorber, it is beneficial to suppress the vibration amplitude of the vehicle body, improve the driving comfort of the minibus 100, protect the air spring and the vehicle body, reduce the risk of fatigue damage to the air spring due to high-frequency vibration, and at the same time, reduce the impact load at the connection between the vehicle body and the chassis 10.

[0086] For example, for ease of distinction and explanation, the damper of the first damping assembly 312 is defined as the first damper, and the damper of the second damping assembly 322 is defined as the second damper 3222. The first damper and the first air spring are formed as one piece, and the lower end of the first damper is connected to the first lower control arm 314, and the upper end of the first damper is connected to the vehicle body. The second air spring and the second damper 3222 are formed as separate pieces, and the lower end of the second damper 3222 is connected to the second lower control arm 324, and the upper end of the second damper 3222 is connected to the vehicle body. Both the first damper and the second damper 3222 can adapt to different road conditions and driving needs by adjusting their own damping.

[0087] For example, when the minibus 100 is traveling on a smooth road, the damping of the first shock absorber and the second shock absorber 3222 can be reduced to decrease the vehicle's perception of bumpy road surfaces and improve the ride comfort of the minibus 100; when the minibus 100 is cornering at high speed or making an emergency lane change, the damping of the first shock absorber and the second shock absorber 3222 can be increased to suppress body roll and pitch and improve the handling stability of the minibus 100; when the minibus 100 adjusts its body height, for example, when the air springs are inflated to raise the body, the damping of the first shock absorber and the second shock absorber 3222 can be reduced simultaneously so that the travel of the suspension system 3 can change rapidly.

[0088] In some examples, the upper and lower ends of the first shock absorber are connected to the vehicle body and the first lower control arm 314 via rubber elastic elements, respectively; the upper and lower ends of the second shock absorber 3222 are connected to the vehicle body and the second lower control arm 324 via rubber elastic elements, respectively.

[0089] In some embodiments of this application, the shock absorber is a multi-valve shock absorber, and the minibus 100 also includes a detector. The multi-valve shock absorber and the detector communicate with the control unit of the vehicle body, and the control unit adjusts the damping of the multi-valve shock absorber according to the detection signal of the detector.

[0090] In the above technical solution, by configuring the shock absorber as a multi-valve shock absorber, the damping can be adjusted in stages to match the stiffness changes of the air spring, and it is beneficial to reduce the risk of high-frequency resonance in the suspension system 3. By setting a detector and enabling the multi-valve shock absorber and the detector to communicate with the vehicle body control unit, it is beneficial to perceive the status of the minibus 100 and road information in real time, so as to realize the pre-aiming control of the vehicle body attitude, and to improve the comfort and handling of the minibus 100.

[0091] For example, the detector can be configured as a camera or lidar to detect information such as road surface and vehicle posture. The signals detected by the detector can be fed back to the control unit. The control unit can predict the upcoming posture changes of the vehicle body based on the detection signals fed back by the detector, such as the body roll of the minibus 100 when cornering. The control unit can also adjust the damping of the multi-valve shock absorber accordingly based on the predicted posture changes of the vehicle body. For example, when the control unit predicts that the vehicle body is about to bump based on the detection signals fed back by the detector, it can increase the damping of the multi-valve shock absorber in advance to reduce the impact on the vehicle body. When the control unit predicts that the minibus 100 is about to brake based on the detection signals fed back by the detector, it can increase the damping of the first shock absorber to suppress the pitching phenomenon caused by the inertial downward movement of the front of the vehicle body and the lifting of the rear, so that the vehicle body posture can be more stable, which is conducive to improving the driving comfort of the minibus 100.

[0092] In some embodiments of this application, the multi-valve vibration damper is configured as a dual-valve CDC vibration damper, that is, a dual-valve continuous damping control vibration damper. Compared with the dual-valve vibration damper, the dual-valve CDC vibration damper has a faster response speed and a larger damping adjustment range, which is beneficial to improving the vibration reduction effect and improving the control precision.

[0093] like Figure 4 As shown, in some embodiments of this application, the point where the rotation axis of the inner end of the upper control arm and the rotation axis of the inner end of the lower control arm on the same side of each suspension system 3 intersects is the instantaneous center of motion. The instantaneous center of motion of the front suspension system 31 is defined as the first instantaneous center of motion P. The line connecting the first instantaneous center of motion P and the front wheel center Q on the same side is the first connecting line PQ. The angle between the first connecting line PQ and the horizontal plane through which the corresponding front wheel center Q passes is in the range of 0.5°-1°.

[0094] In the above technical solution, by designing the range of the angle between the first connecting line PQ and the horizontal plane through which the corresponding front wheel center Q passes, the front wheel center Q can move backward while jumping up, which helps to alleviate the road impact on the minibus 100 and thus improve the driving comfort of the minibus 100.

[0095] For example, the front suspension system 31 includes a first upper control arm 313 and a first lower control arm 314. The point where the rotation axis of the end of the first upper control arm 313 away from the front wheel center Q and the rotation axis of the end of the first lower control arm 314 away from the front wheel center Q intersect is the first instantaneous center of motion P. The line connecting the first instantaneous center of motion P and the front wheel center Q on the same side is the first connecting line PQ. For example, the front suspension system 31 may include a left front suspension and a right front suspension. The line connecting the first instantaneous center of motion P of the left front suspension and the left front wheel center Q is the first connecting line PQ. The angle α between the first connecting line PQ and the horizontal plane traversed by the left front wheel center Q is in the range of 0.5°-1°. Similarly, the line connecting the first instantaneous center of motion P of the right front suspension and the right front wheel center Q is the first connecting line PQ. The angle α between the first connecting line PQ and the horizontal plane traversed by the right front wheel center Q is in the range of 0.5°-1°.

[0096] When the front wheel center Q jumps upward, its trajectory can be decomposed into vertical motion and forward / backward motion. Specifically, when the front wheel center Q jumps upward, it compresses the front suspension system 31 upward while simultaneously moving backward. By setting the angle α between the first connecting line PQ and the horizontal plane traversed by the front wheel center Q to a range of 0.5°-1°, the horizontal backward velocity component of the front wheel center Q is made higher during its upward jump. This results in a greater backward distance during the upward jump, increasing the upward and backward pulling force exerted by the front wheel center Q on the front suspension system 31. The tension can be decomposed into components in the vertical direction and components in the horizontal direction. The component in the horizontal direction can cause the front suspension system 31 (specifically, the rubber elastic element connected to the inner end of the first upper control arm 313) to undergo elastic deformation in the horizontal direction. This helps to buffer the impact through the movement of the front suspension system 31 in the horizontal direction and reduce the transmission of rigid impact. At the same time, since the rearward displacement of the front wheel center Q is large, the deformation of the front suspension system 31 in the horizontal direction during the movement stroke under the action of the front wheel center Q is higher, which helps to improve the impact dispersion effect. Therefore, it helps to improve the driving comfort of the minibus 100.

[0097] Please refer to Figure 7 In some embodiments of this application, the point where the rotation axis of the inner end of the upper control arm and the rotation axis of the inner end of the lower control arm on the same side of each suspension system 3 intersects is the instantaneous center of motion. The instantaneous center of motion of the rear suspension system 32 is defined as the second instantaneous center of motion M. The line connecting the second instantaneous center of motion M and the rear wheel center N on the same side is the second connecting line MN. The angle between the second connecting line MN and the horizontal plane through which the corresponding rear wheel center N passes is in the range of 5°-7°.

[0098] In the above technical solution, by designing the range of the angle between the second connecting line MN and the horizontal plane through which the corresponding rear wheel center N passes, the rear wheel center N can move backward while jumping up, which helps to alleviate the road impact on the minibus 100, thereby improving the driving and riding comfort of the minibus 100, and at the same time improving the driving or braking stability of the minibus 100.

[0099] For example, the rear suspension system 32 includes a second upper control arm 323 and a second lower control arm 324. The point where the rotation axis of the end of the second upper control arm 323 away from the rear wheel center N intersects with the rotation axis of the end of the second lower control arm 324 away from the rear wheel center N is the second instantaneous center of motion M. The line connecting the second instantaneous center of motion M and the rear wheel center N on the same side is the second connecting line MN. For example, the rear suspension system 32 may include a left rear suspension and a right rear suspension. The line connecting the second instantaneous center of motion M of the left rear suspension and the left rear wheel center N is the second connecting line MN. The angle β between the second connecting line MN and the horizontal plane traversed by the left rear wheel center N is in the range of 5°-7°. Similarly, the line connecting the second instantaneous center of motion M of the right rear suspension and the right rear wheel center N is the second connecting line MN. The angle β between the second connecting line MN and the horizontal plane traversed by the right rear wheel center N is in the range of 5°-7°.

[0100] When the rear wheel center N jumps upward, its trajectory can be decomposed into vertical movement and front-back movement, so that when the rear wheel center N jumps upward, it can move backward, which is beneficial to buffer the impact through the left-right movement of the rear suspension system 32 and reduce the transmission of rigid impact.

[0101] By setting the angle β between the second connecting line MN and the horizontal plane through which the rear wheel center N passes, the backward movement component of the wheel when it bounces is reduced, thereby suppressing the deformation of the rear suspension system 32 in the longitudinal direction and improving the stiffness of the rear suspension system 32 in the longitudinal direction. This is beneficial to improving the force transmission effect of the rear suspension system 32. For example, when the minibus 100 is configured as a rear-wheel drive vehicle, when the rear suspension transmits driving force, it is beneficial to reduce the compression of the rear suspension system 32 caused by the rearward movement of the rear wheel center N, thereby improving the tire grip effect. When the minibus 100 brakes, the load transfer of the rear wheel center N in the longitudinal direction is reduced, which helps to reduce the risk of tire grip fluctuations, thereby improving the braking stability of the minibus 100. In addition, it is also beneficial to reduce the interference of rear wheel alignment parameters (such as toe angle) caused by road bumps and other problems, thereby improving the straight-line driving stability of the minibus 100.

[0102] Combination Figure 6 and Figure 7In some embodiments of this application, the distance between the kingpin of the rear suspension system 32 and the rear wheel center N is 70-80mm; the kingpin of the rear suspension system 32 extends forward at an angle of 0°-3° with the vertical direction; the kingpin of the rear suspension system 32 extends inward at an angle of 12°-15° with the vertical direction.

[0103] In the above technical solution, by further designing the distance between the second kingpin 325 and the rear wheel center N, the angle between the second kingpin 325 tilting forward and the vertical direction, and the caster angle of the second kingpin 325, it is beneficial to further reduce the change in the toe angle of the rear wheel under the action of driving force and longitudinal force of the rear suspension system 32, and to make the rear wheel exhibit toe effect under braking force and lateral force, thereby further improving the stability of the minibus 100.

[0104] For example, during the operation of the minibus 100, the rear wheels may experience slight deflection due to factors such as road surface unevenness and crosswinds. Because the distance between the second kingpin 325 and the rear wheel center N is large (70mm-80mm), the longitudinal rolling resistance experienced by the rear wheels can be mitigated by the increased lever arm (i.e., the distance between the second kingpin 325 and the rear wheel center N) to generate a stronger self-centering torque. This improves the automatic self-centering effect of the rear wheels, enhances the driving stability of the minibus 100, and helps reduce the frequency of driver steering corrections. When the driving force acts on the rear wheels, the increased distance between the second kingpin 325 and the rear wheel center N allows the driving force to generate a forward torque through a longer lever arm, thus suppressing the tendency for the rear wheel toe angle to decrease. This arrangement helps reduce the risk of the minibus 100 veering to one side due to uneven distribution of driving force. When braking force is applied to the rear wheel, the increased distance between the second kingpin 325 and the rear wheel center N allows the braking force to generate a rearward torque through a longer lever arm, thereby suppressing the tendency of the rear wheel toe angle to increase and reducing the risk of the minibus 100 veering or fishtailing due to uneven distribution of braking force. When the minibus 100 is cornering, the rear wheel bears both lateral and longitudinal forces. The increased distance between the second kingpin 325 and the rear wheel allows the longitudinal force (such as the driving force when exiting the corner) to generate an auxiliary stabilizing torque through a longer lever arm, thereby enhancing the ability of the rear wheel to travel along the front wheel track and suppressing the tendency of the rear wheel to sideslip or fishtail.

[0105] In some examples, the distance between the second kingpin 325 and the rear wheel center N can be 70mm, 71mm, 72mm, 73mm, 74mm, 75mm, 76mm, 77mm, 78mm, 79mm or 80mm, etc. It is understood that the specific value of the distance between the second kingpin 325 and the rear wheel center N can be determined according to the actual production requirements, and no specific limit is made here.

[0106] The second kingpin 325 is tilted forward at an angle of 0°-3° with the vertical direction, which helps to move the intersection of the axis of the second kingpin 325 and the ground backward. This helps to reduce the torque generated by the rolling resistance of the rear wheels when the minibus 100 is traveling in a straight line, so as to suppress the tendency of rear wheel shimmy and improve the directional stability of the minibus 100 when traveling in a straight line. At the same time, it facilitates the transmission of longitudinal forces (such as braking force) on the rear wheels through the second kingpin 325, thereby reducing the rear wheel load transfer amplitude and improving the braking stability of the minibus 100.

[0107] When the minibus 100 is cornering, the rear wheels generate lateral force due to centrifugal force. The second kingpin 325 extends inward at an angle of 12°-15° with the vertical direction. In other words, the second kingpin 325 extends inward at an increased angle with the vertical direction, so that the intersection of the axis of the second kingpin 325 and the ground is closer to the ground contact center of the rear wheel, i.e., the offset distance is reduced. This reduces the lateral slip torque generated by the lateral force, which helps to improve the rear wheel's grip and reduces the risk of the rear wheel losing grip due to lateral slip, thus improving the driving stability of the minibus 100. At the same time, the lateral force can be transmitted to the vehicle body through the axis of the second kingpin 325, which helps to reduce the bending deformation of the rear suspension system 32, thereby reducing the body roll and improving the stability of the vehicle posture. In addition, when the steering force is transmitted through the second kingpin 325, the resistance torque decreases with the offset distance, which helps to improve the driver's convenience in steering the minibus 100.

[0108] Combination Figure 3 and Figure 4 In some embodiments of this application, the line connecting the rotation center of the outer end of the upper control arm and the rotation center of the outer end of the lower control arm on the same side is the kingpin, the kingpin of the front suspension system 31 extends forward at an angle of 5°-7° with the vertical direction; the kingpin of the front suspension system 31 extends inward at an angle of 10°-15° with the vertical direction.

[0109] In the above technical solution, by designing the angle between the kingpin of the front suspension system 31 extending forward and the vertical direction, and the angle between the kingpin of the front suspension system 31 extending inward and the vertical direction, it is beneficial to ensure that the rear toe angle of the front wheel of the front suspension system 31 remains basically unchanged under driving force and longitudinal force, and to ensure that the front wheel exhibits rear toe effect under braking force and lateral force, thereby improving the stability of the minibus 100.

[0110] For example, the first kingpin 315 is tilted forward, and the angle between the first kingpin 315 and the vertical direction is such that the intersection of the axis of the first kingpin 315 and the ground is located behind the ground contact center of the front wheel, thereby forming a stabilizing torque. When the minibus 100 accelerates or is subjected to longitudinal force, the front wheel will tend to slide forward, but the stabilizing torque formed by the forward tilt of the first kingpin 315 can resist the tendency of the front wheel to slide forward, so that the front wheel can maintain its original positioning angle, suppress the increase or decrease of the rear toe angle of the front wheel due to longitudinal force, and improve the rear toe angle of the front wheel. Stability; When the minibus 100 brakes, the front wheels are subjected to a rearward braking force. The stabilizing torque formed by the forward tilt of the first kingpin 315 can cause the wheels to slightly turn inward, forming a toe-in effect, which improves the grip and directional stability of the front wheels; When the minibus 100 is subjected to a lateral force, such as when the minibus 100 is turning, the front wheel located on the outside is pushed outward by the centrifugal force. The restoring torque of the forward tilt of the first kingpin 315 can offset part of the lateral displacement, so that the front wheels can automatically adjust slightly inward, reducing the risk of the minibus 100 skidding.

[0111] In some examples, the first master pin 315 extends forward at an angle of 5°, 5.1°, 6° or 7° with the vertical direction. It is understood that the specific value of the angle between the first master pin 315 extending forward at an angle with the vertical direction can be determined according to actual production requirements, and no specific limitation is made here.

[0112] The first kingpin 315 extends inward at an angle of 10°-15° to the vertical, which helps to bring the intersection of the axis of the first kingpin 315 and the ground closer to the center of the front wheel Q. This helps to shorten the lever arm of the longitudinal force (such as driving force or braking force) on the first kingpin 315, thereby reducing the tendency of the front wheel to rotate around the first kingpin 315, reducing the risk of the rear toe angle of the front wheel changing due to the longitudinal force, and helping to keep the positioning parameters of the front wheel stable. When the minibus 100 turns or is subjected to lateral force, the inward extension of the first kingpin 315 at an angle of 10°-15° to the vertical can cause the front wheel to sink. The reaction force of the ground on the wheel can make the front wheel return to center, and at the same time, it can drive the front wheel to rotate slightly inward, strengthen the rear toe effect, suppress the risk of the front wheel to slip, and thus help to improve the stability of the minibus 100 in straight driving.

[0113] In some examples, the first master pin 315 extends inward at an angle of 10°, 11°, 12°, 13°, 14° or 15° with respect to the vertical direction. It is understood that the specific value of the angle between the first master pin 315 extending inward at an angle with respect to the vertical direction can be determined according to actual production requirements, and no specific limitation is made here.

[0114] In some embodiments of this application, the first master pin 315 extends inward at an angle of 5°-10° with the vertical direction.

[0115] In the above technical solution, by further designing the angle formed between the first kingpin 315 extending inward and the vertical direction, it is beneficial to keep the rear toe angle of the front wheel basically unchanged under driving force and longitudinal force, and to make the front wheel exhibit rear toe effect under braking force and lateral force, thereby improving the stability of the minibus 100.

[0116] For example, when the front wheel is subjected to a longitudinal force (e.g., driving force or braking force), the lever arm of the longitudinal force is the vertical distance from the ground contact center of the front wheel to the axis of the first kingpin 315. The first kingpin 315 extends inward and the angle with the vertical direction decreases to 5°-10°. The axis of the first kingpin 315 is close to the vertical direction. Therefore, the lever arm of the longitudinal force decreases, the rotational torque of the longitudinal force on the kingpin decreases, thereby reducing the change in the toe angle of the front wheel caused by the longitudinal force, so as to maintain the stability of the toe angle of the front wheel. When the minibus 100 is turning, the front wheel is subjected to a lateral force. The first kingpin 315 extends inward and the angle with the vertical direction decreases to 5°-10°. The equivalent sinking distance of the front wheel when turning decreases, and the growth rate of the self-aligning torque generated by the ground reaction force on the front wheel decreases. This helps to reduce the problem of excessive toeing of the front wheel caused by excessive self-aligning torque when the minibus 100 is turning, thereby helping to improve the stability of the minibus 100.

[0117] In some embodiments of this application, the chassis 10 is a skateboard chassis 10, which includes a wheel braking module and an electronic pedal module. The wheel braking module performs braking, and the electronic pedal module is used to detect pedal information. The wheel braking module and the electronic pedal module communicate with the vehicle body control unit, respectively.

[0118] In the above technical solution, by integrating the wheel braking module and the electronic pedal module into the chassis 10, and enabling the wheel braking module and the electronic pedal module to communicate with the control unit of the vehicle body respectively, it is beneficial to achieve efficient and precise braking of the minibus 100, improve the intelligence level of the chassis 10, and improve the driving experience. At the same time, it can also achieve partial decoupling of the upper and lower vehicle bodies.

[0119] For example, the electronic pedal module may include a brake pedal, a pressure sensor, and a displacement sensor. The pressure sensor can collect information on the force applied to the brake pedal, and the displacement sensor can detect the travel of the brake pedal. When the brake pedal is depressed, the displacement sensor and the pressure sensor can feed back the collected information to the vehicle's control unit. The control unit can calculate the required braking force for the wheels based on the information fed back by the displacement sensor and the pressure sensor, and send a command to the wheel braking module. The wheel braking module can apply braking force to the wheels based on the received braking command. In addition, the wheel braking module can also detect the braking status in real time and feed the information back to the control unit. The control unit can dynamically adjust the braking force based on the information fed back by the wheel braking module, so that the minibus 100 can achieve smooth braking.

[0120] The brake pedal is located on the upper body. Since the brake pedal can convert the braking signal into an electrical signal through components such as pressure sensors, there is no need to install brake lines (such as hydraulic lines) between the upper and lower bodies, which helps to achieve partial decoupling between the upper and lower bodies.

[0121] In some embodiments of this application, the wheel braking module includes a brake disc and an EMB caliper. The brake disc is mounted on the wheel and rotates synchronously with the wheel. The EMB caliper is fixedly connected to the steering knuckle. The steering knuckle can drive the wheel to deflect when the minibus 100 is turning. At the same time, the steering knuckle can support the EMB caliper. The EMB caliper can drive the friction pads to clamp the brake disc. After the brake disc is clamped by the friction pads, it can decelerate and drive the wheel to decelerate or stop rotating.

[0122] It should be noted that EMB calipers refer to electro-mechanical brake calipers.

[0123] Combination Figure 2 and Figure 5 In some embodiments, the brake disc includes a first brake disc 41 and a second brake disc 42, and the EMB caliper includes a first EMB caliper 43 and a second EMB caliper 44. The first brake disc 41 is mounted on the hub of the front wheel and rotates synchronously with the front wheel. The first EMB caliper 43 is fixedly mounted on the first steering knuckle 311. The second brake disc 42 is mounted on the hub of the rear wheel and rotates synchronously with the rear wheel. The second EMB caliper 44 is fixedly mounted on the second steering knuckle 321. The second brake disc 42 is mounted on the hub of the rear wheel and rotates synchronously with the rear wheel.

[0124] In some embodiments of this application, the minibus 100 further includes a steer-by-wire system, which is communicatively connected to the vehicle body control unit. The steer-by-wire system is adapted to detect steering wheel information of the minibus and feed back signals to the vehicle body control unit, which is adapted to control the steer-by-wire system to perform steering actions.

[0125] In the above technical solution, by setting up a steer-by-wire system, the accuracy of the minibus's 100° steering can be improved, and the decoupling of the upper and lower body can be facilitated.

[0126] For example, the steer-by-wire system includes a steering wheel assembly module and a steering actuation assembly module. The steering wheel assembly module and the electronic pedal module communicate with the vehicle's control unit. The steering wheel assembly module can detect information such as the steering wheel angle and the torque applied to the steering wheel, and can convert the above information into electrical signals and feed them back to the control unit. The control unit can process the electrical signals fed back by the steering wheel assembly module and send commands to the steering actuation assembly module. The steering actuation assembly module can drive the front wheels to steer according to the commands. In addition, the steering actuation assembly module can detect the actual steering angle of the wheels in real time and feed the signal back to the control unit so that the control unit can dynamically adjust the steering angle of the wheels, which helps to improve the steering accuracy of the minibus.

[0127] The steering wheel assembly module includes a steering wheel, which is located on the upper body of the vehicle and the wheels are located on the lower body. Since the movement of the steering wheel can be transmitted through electrical signals and drive the wheels to turn, there is no need to connect the steering wheel and the wheels through mechanical transmission components, which is conducive to decoupling the upper and lower body of the vehicle.

[0128] Therefore, by setting up wheel braking modules, electronic pedal modules, and steer-by-wire systems, it is beneficial to decouple the upper body and the lower body, so that the design of the lower body can be independent of the upper body. This facilitates the parallel development of the upper and lower bodies of the minibus 100, thereby enabling personalized design of the upper and lower bodies of the minibus 100 and shortening the development cycle of the minibus 100.

[0129] Please refer to Figure 2 In some embodiments of this application, the steering actuation assembly module includes a steerable steerable mechanism 51 and a steering tie rod 52. The inner end of the steerable steerable mechanism 51 is connected to the vehicle body, and the outer end of the steerable steerable mechanism 51 is connected to the first steering knuckle 311 through the steering tie rod 52.

[0130] In the above technical solution, by setting up the steer-by-wire mechanism 51 and the steering tie rod 52, it is beneficial to improve the steering accuracy of the minibus 100, as well as the stability and safety of the minibus 100.

[0131] For example, the steer-by-wire mechanism 51 can be connected to the vehicle body via threaded connectors (such as bolts). The steering actuation assembly module also includes a steering motor. The steer-by-wire mechanism 51 can drive the steering motor to move via an electrical signal. The steering motor further drives the wheels to turn, which helps to eliminate problems such as wear or delay caused by traditional mechanical transmission. This helps to achieve precise control of wheel steering, reduce the risk of the minibus 100 deviating, and the steering tie rod 52 can directly transmit the output displacement of the steer-by-wire mechanism 51 to the first steering knuckle 311. The steering tie rod 52 can control the change of the toe angle during the front wheel bounce, which also helps to reduce tire wear and improve the tracking accuracy of the minibus 100 when driving in curves.

[0132] like Figure 2 As shown, in some embodiments of this application, the first damping assembly 312 is inclined inward and the angle with the vertical direction is 12°-15°, and the motion lever ratio between the front wheel and the first damping assembly 312 is 0.6-0.65.

[0133] It should be noted that the motion lever ratio between the front wheel and the first damping assembly 312 is the ratio of the stroke of the first damping assembly 312 to the displacement of the wheel in the vertical direction.

[0134] In the above technical solution, by designing the inward tilt of the first damping assembly 312 and the angle between it and the vertical direction, as well as the ratio of the motion lever between the front wheel center Q and the first damping assembly 312, it is beneficial to reduce the height of the mounting bracket of the first damping assembly 312, thereby facilitating the decoupling of the upper body and the lower body, and also improving the maneuverability of the minibus 100.

[0135] For example, the first damping assembly 312 is tilted inward at an angle of 12°-15° with the vertical direction. That is, the first damping assembly 312 forms an angle with the movement of the front wheel in the vertical direction, and the stroke of the first damping assembly 312 moves in the tilt direction. At this time, the height of the mounting bracket at the upper end of the first damping assembly 312 is reduced, and the motion lever ratio between the front wheel and the first damping assembly 312 is 0.6-0.65. That is, the motion lever ratio between the front wheel and the first damping assembly 312 is low, and the amount of vertical movement of the front wheel is greater than the stroke of the first damping assembly 312. For example, if the front wheel moves 10mm vertically, then the first damping assembly 312 only needs a stroke of 6mm-6.5mm. The short stroke of the first damping assembly 312 can make the mounting bracket structure at the upper end of the first damping assembly 312 compact and does not need to extend to the upper body. This allows for the design of the mounting point of the first damping assembly 312 being independent of the upper body.

[0136] This facilitates the decoupling design of the upper and lower body.

[0137] Furthermore, since the first damping assembly 312 is tilted inward, it can move away from the steering trajectory of the front wheel, thus allowing the front wheel to have more room to move. Combined with the short wheelbase design of the minibus 100, the maximum steering angle of the front wheel on one side can reach 39°-41°, which helps to reduce the turning radius of the minibus 100 and thus improves the maneuverability of the minibus 100.

[0138] In some embodiments of this application, the suspension system 3 further includes a stabilizer bar, the inner end of which is connected to the vehicle body, and the outer end of which is connected to the lower control arm.

[0139] In the above technical solution, the use of a stabilizer bar helps to suppress vehicle body roll.

[0140] For example, the inner end of the stabilizer bar can be connected to the vehicle body through a rubber elastic element, and the outer end of the stabilizer bar can be connected to the lower control arms of the suspension system 3 arranged on opposite sides. When the minibus 100 turns, the outer wheel can compress the suspension system 3, so that the lower control arm arranged on the same side as the outer wheel can move upward and drive the outer end of the stabilizer bar to move upward. At the same time, the inner wheel extends, so that the outer end of the stabilizer bar and the inner wheel can be pulled down. The stabilizer bar can undergo torsional deformation and generate anti-roll moment to reduce the tilt of the vehicle body.

[0141] Combination Figure 2 and Figure 5 In some examples, the stabilizer bar includes a first stabilizer bar 301 and a second stabilizer bar 302. The inner end of the first stabilizer bar 301 is connected to the vehicle body via an elastic element, and the outer end of the first stabilizer bar 301 is connected to the first lower control arm 314 via a ball joint. The inner end of the second stabilizer bar 302 is connected to the vehicle body via an elastic element, and the outer end of the second stabilizer bar 302 is connected to the second lower control arm 324 via a ball joint.

[0142] like Figure 5 As shown, in some embodiments of this application, the rear suspension system 32 further includes a toe bar 326. The inner end of the toe bar 326 is connected to the vehicle body via a rubber elastic element, and the outer end of the toe bar 326 is connected to the second steering knuckle 321 via a rubber elastic element. The toe bar 326 is used to control the change of the toe angle during the rear wheel bounce process.

[0143] Please refer to Figure 5 In some embodiments of this application, the rear suspension system 32 further includes a half-shaft 327. The inner end of the half-shaft 327 is connected to the drive motor of the minibus 100, and the outer end of the half-shaft 327 is connected to the bearing of the rear wheel hub. The half-shaft 327 can transmit the torque of the drive motor to the rear wheel hub to drive the rear wheel to rotate.

[0144] The above are merely preferred embodiments of this application and are not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A minibus, characterized in that, include: The vehicle body and chassis, wherein the chassis is mounted to the vehicle body, and the chassis includes: Floor, the floor being installed to the vehicle body; A battery pack, wherein the battery pack is disposed below the floor; Multiple suspension systems, including a front suspension system and a rear suspension system, are located on the front and rear sides of the battery pack. Each suspension system includes a steering knuckle, a damping assembly, an upper control arm, and a lower control arm. The inner end of the upper control arm is connected to the vehicle body, and the outer end of the upper control arm is connected to the steering knuckle. The inner end of the lower control arm is connected to the vehicle body, and the outer end of the lower control arm is connected to the steering knuckle. The damping assembly includes an air spring, which is integral with the damping assembly, or the air spring is connected to the lower control arm and the vehicle body respectively.

2. The minibus according to claim 1, characterized in that, Each of the air springs is a multi-cavity air spring.

3. The minibus according to claim 1, characterized in that, The vibration damping assembly also includes a shock absorber, the lower end of which is connected to the lower control arm, and the upper end of which is connected to the vehicle body.

4. The minibus according to claim 3, characterized in that, The shock absorber is a multi-valve shock absorber. The minibus also includes a detector. The multi-valve shock absorber and the detector communicate with the control unit of the vehicle body. The control unit adjusts the damping of the multi-valve shock absorber according to the detection signal of the detector.

5. The minibus according to claim 1, characterized in that, The point where the rotation axis of the inner end of the upper control arm and the rotation axis of the inner end of the lower control arm on the same side of each suspension system intersects is the instantaneous center of motion. The instantaneous center of motion of the front suspension system is defined as the first instantaneous center of motion. The line connecting the first instantaneous center of motion and the front wheel center on the same side is the first connecting line. The angle between the first connecting line and the horizontal plane through which the corresponding front wheel center passes is in the range of 0.5°-1°.

6. The minibus according to claim 1, characterized in that, The point where the rotation axis of the inner end of the upper control arm and the rotation axis of the inner end of the lower control arm on the same side of each suspension system intersects is the instantaneous center of motion. The instantaneous center of motion of the rear suspension system is defined as the second instantaneous center of motion. The line connecting the second instantaneous center of motion and the rear wheel center on the same side is the second connecting line. The angle between the second connecting line and the horizontal plane through which the corresponding rear wheel center passes is in the range of 5°-7°.

7. The minibus according to claim 1, characterized in that, The line connecting the rotation center of the outer end of the upper control arm and the rotation center of the outer end of the lower control arm on the same side is the kingpin, and the distance between the kingpin of the rear suspension system and the rear wheel center is 70-80mm. The kingpin of the rear suspension system extends forward at an angle of 0°-3° with the vertical direction; The kingpin of the rear suspension system extends inward at an angle of 12°-15° to the vertical direction.

8. The minibus according to claim 1, characterized in that, The line connecting the rotation center of the outer end of the upper control arm and the rotation center of the outer end of the lower control arm on the same side is the kingpin, and the kingpin of the front suspension system extends forward at an angle of 5°-7° with the vertical direction. The kingpin of the front suspension system extends inward at an angle of 10°-15° to the vertical direction.

9. The minibus according to any one of claims 1-8, characterized in that, The chassis is a skateboard chassis, which includes a wheel braking module and an electronic pedal module. The wheel braking module performs braking, and the electronic pedal module is used to detect pedal information. The wheel braking module and the electronic pedal module communicate with the control unit of the vehicle body.

10. The minibus according to claim 9, characterized in that, Also includes: The steer-by-wire system is communicatively connected to the control unit of the vehicle body, and the steer-by-wire system is adapted to detect the steering wheel information of the minibus and feed back signals to the control unit of the vehicle body, and the control unit of the vehicle body is adapted to control the steer-by-wire system to perform steering actions.

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