Suspension structure, chassis and vehicle

Abstract

This application provides a suspension structure, chassis, and vehicle. The suspension structure includes a steering knuckle, a lower control arm, a shock absorber, and a leaf spring; one side of the lower control arm is connected to the lower side of the steering knuckle; the lower end of the shock absorber is fixedly connected to the steering knuckle; the leaf spring extends along the width direction of the vehicle, and its end is connected to the lower control arm. By using a leaf spring, the spring on the shock absorber is eliminated, thereby allowing for a smaller overall outer diameter of the shock absorber, which can then be moved outward, reducing the space occupied in the width direction; by using only the lower control arm, the space occupied by the suspension structure in the width direction of the vehicle can be further reduced, and in application, the height of the chassis can be lowered; furthermore, the leaf spring replacing the stabilizer bar assembly allows for a more compact front-rear arrangement of the chassis, increasing the vehicle's front-rear layout space; and the small space occupied by the suspension structure in the width direction can improve the vehicle's interior space in application.

Description

Technical Field

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

[0002] Energy conservation and emission reduction are key to the sustainable development of the automotive industry, and electric vehicles, due to their energy-saving and environmentally friendly advantages, have become an important part of this sustainable development. The suspension structure plays a crucial role in the stability and comfort of a vehicle.

[0003] Current suspension structures typically use upper and lower control arms in conjunction with shock absorbers for support, with springs mounted on the shock absorbers to support the vehicle's weight and cushion road impacts. However, this suspension structure occupies a significant amount of space in the vehicle's width direction, and requires a relatively high chassis height for its application. Utility Model Content

[0004] The purpose of this application is to provide a suspension structure, chassis, and vehicle to improve the problem that the suspension structure in the related art occupies a large space in the width direction of the vehicle and that the frame height needs to be set high when it is applied.

[0005] In a first aspect, embodiments of this application provide a suspension structure, including:

[0006] Steering knuckles are used to connect the wheels of a vehicle;

[0007] The lower control arm is connected to the lower side of the steering knuckle on one side and to the vehicle frame on the other side.

[0008] Shock absorber; the lower end of the shock absorber is fixedly connected to the steering knuckle, and the upper end of the shock absorber is used to connect to the vehicle frame.

[0009] A leaf spring extends along the width of the vehicle, and the end of the leaf spring is connected to the lower control arm.

[0010] In the technical solution of this application embodiment, by fixing the steering knuckle to the shock absorber and setting a leaf spring, the spring on the shock absorber is eliminated, thereby allowing the outer diameter of the shock absorber to be set to be smaller. This allows the shock absorber to be moved outward, reducing the space occupied in the width direction and the lateral force on the shock absorber, thus improving the life of the shock absorber. In addition, replacing the stabilizer bar assembly with a leaf spring allows for a more compact front-rear arrangement of the chassis, increasing the front-rear space of the vehicle, simplifying the structure, reducing the number of parts, and lowering costs. Setting only a lower control arm can further reduce the space occupied by the suspension structure in the width direction of the vehicle, and in application, the height of the frame can be reduced. Since the suspension structure occupies less space in the width direction, in application, the interior space of the vehicle can be increased, improving the convenience of layout.

[0011] In some embodiments, the angle between the axial direction and the height direction of the shock absorber ranges from 7 to 16 degrees.

[0012] By using the above technical solutions, the inclination angle of the shock absorber is set to be larger, thereby reducing the lateral force on the shock absorber, increasing the life of the shock absorber, and improving the ride comfort of the vehicle when applied to the suspension structure.

[0013] In some embodiments, the angle between the axial direction and the height direction of the shock absorber ranges from 10 to 16 degrees.

[0014] The above technical solutions optimize and increase the inclination angle of the shock absorber, further reducing the lateral force on the shock absorber, improving the life of the shock absorber, and enhancing the ride comfort of the vehicle when applied to the suspension structure.

[0015] In some embodiments, the distance from the center point of the lower end of the shock absorber to the middle surface of the wheel is less than or equal to 170 mm.

[0016] By using the above technical solution, the center point of the lower end of the shock absorber can be set further outward, thereby reducing the lateral force on the shock absorber and improving its lifespan.

[0017] In some embodiments, the suspension structure includes a half-shaft rotatably connected to a steering knuckle, and the lower end of the shock absorber is positioned above the half-shaft along the height direction.

[0018] The above technical solution involves setting up a half-shaft to drive the wheels to rotate, thereby enabling the suspension structure to be applied to the vehicle's drive shaft. Placing the lower end of the shock absorber above the half-shaft along the height direction facilitates the assembly of the shock absorber and the installation and use of the suspension structure.

[0019] In some embodiments, the suspension structure is applied to the non-drive axle, and the lower end of the shock absorber is no higher than the centerline of the wheel along the height direction.

[0020] The above technical solutions can further reduce the height of the shock absorber, thereby lowering the vehicle's chassis height in application.

[0021] In some embodiments, the lower control arm includes two connecting arms, one end of each connecting arm being connected to the steering knuckle and the other end of each connecting arm being used to connect to the vehicle frame, and at least one connecting arm being connected to a leaf spring.

[0022] The above technical solution uses two connecting arms as the lower swing arms, which has a simple structure and is easy to manufacture and install.

[0023] In some embodiments, one end of the two connecting arms is connected, and the connected end of the two connecting arms is connected to the steering knuckle, and the leaf spring is connected to the intersection of the two connecting arms.

[0024] The above technical solution connects one end of the two connecting arms to facilitate assembly and connection with the steering knuckle.

[0025] In some embodiments, the two connecting arms are integrally formed.

[0026] The above technical solution allows the two connecting arms to be integrally formed, which facilitates processing and manufacturing and also improves the structural strength of the lower swing arm.

[0027] In some embodiments, the other end of each connecting arm is connected to a first bushing.

[0028] The above technical solution provides a first bushing at the other end of the connecting arm to facilitate articulation with the vehicle frame, making the connection convenient, the rotation flexible, and reducing wear.

[0029] In some embodiments, a connecting member is provided on one side of the lower control arm, the connecting member is connected to the steering knuckle, and the distance from the center of the connecting member to the middle surface of the wheel is less than or equal to 45 mm.

[0030] By setting the connecting components further outward through the above technical solution, the connection between the steering knuckle and the lower control arm becomes more compact, thereby reducing the space occupied by the suspension structure in the width direction and reducing the lateral force on the shock absorber, thus improving the life of the shock absorber.

[0031] In some embodiments, the leaf spring is provided with an inner bushing for connecting to the vehicle frame.

[0032] The above technical solution involves installing an inner bushing on the leaf spring to connect it to the frame, which reduces wear between the leaf spring and the frame and facilitates the elastic bending of the leaf spring.

[0033] In some embodiments, the suspension structure includes a toe bar, one end of which is connected to the steering knuckle.

[0034] By using the above technical solution, a toe-in lever is installed to precisely control the toe-in value, ensuring straight-line driving stability and uniform tire wear.

[0035] In some embodiments, the suspension structure includes a steering tie rod, one end of which is connected to a steering knuckle.

[0036] The above technical solution involves setting a steering tie rod to transmit steering force and achieve synchronous steering of the left and right wheels.

[0037] Secondly, embodiments of this application provide a chassis including the suspension structure described in the above embodiments.

[0038] Thirdly, embodiments of this application provide a vehicle, including a suspension structure as described in the above embodiments or a chassis as described in the above embodiments.

[0039] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

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

[0041] Figure 1 This is a schematic diagram of the vehicle structure according to some embodiments of this application;

[0042] Figure 2 This is an exploded structural diagram of the chassis of some embodiments of this application;

[0043] Figure 3 This is a schematic diagram of the suspension structure of some embodiments of this application;

[0044] Figure 4 for Figure 3 Enlarged view of some parts of the central suspension structure;

[0045] Figure 5 for Figure 4 A front view schematic diagram of a portion of the central suspension structure;

[0046] Figure 6 for Figure 4 A top view of a portion of the central suspension structure;

[0047] Figure 7 for Figure 4 A bottom view of part of the central suspension structure.

[0048] The main markings in the attached figures are as follows:

[0049] 100. Vehicle; 110. Body; 120. Chassis; 121. Battery unit; 122. Motor; 123. Controller; 20. Frame; 21. Longitudinal beam; 22. Crossbeam; 30. Wheel;

[0050] 40. Suspension structure;

[0051] 41. Steering knuckle; 410. Shaft bore; 411. Journal; 42. Shock absorber; 421. Axial joint; 43. Lower control arm; 431. Connecting arm; 432. First bushing; 433. Connecting component; 4331. Ball joint; 44. Leaf spring; 441. Inner bushing; 442. Connecting piece; 45. Toe-up tie rod; 46. Brake disc; 47. Brake;

[0052] X, length direction; F, front; B, back; Y, width direction; R, right; L, left; Z, height direction; U, top; D, bottom; M, middle surface. Detailed Implementation

[0053] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0054] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0055] In the description of the embodiments of this application, technical terms such as "first" and "second" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include one or more of that feature.

[0056] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments in any suitable manner.

[0057] Unless otherwise specified, all embodiments and optional embodiments of this application can be combined to form new technical solutions.

[0058] Unless otherwise specified, all technical features and optional technical features of this application may be combined to form new technical solutions.

[0059] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0060] In the description of the embodiments of this application, the term "multiple" refers to two or more (including two), similarly, "multiple sets" refers to two or more (including two sets), and "multiple pieces" refers to two or more (including two pieces). "Several" means one or more, unless otherwise explicitly specified.

[0061] In the description of the embodiments of this application, the technical terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0062] In the description of the embodiments of this application, unless otherwise expressly specified and limited, the technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. For those skilled in the art, the specific meaning of the above terms in the embodiments of this application can be understood according to the specific circumstances.

[0063] In the description of the embodiments of this application, unless otherwise expressly specified and limited, when an element is referred to as "fixed to" or "set on" another element, it may be directly on or indirectly on the other element. When an element is referred to as "connected to" another element, it may be directly connected to or indirectly connected to the other element.

[0064] In the description of the embodiments in this application, unless otherwise expressly specified and limited, the technical term "proximity" refers to being close in location. For example, among three components A1, A2, and B, the distance between A1 and B is greater than the distance between A2 and B. Therefore, A2 is closer to B than A1, meaning A2 is adjacent to B, or B is adjacent to A2. Similarly, when there are multiple components C, namely C1, C2, ..., C... N If one of the C components, such as C2, is closer to the B component than the other C components, then B is adjacent to C2, or C2 is adjacent to B.

[0065] As vehicles have evolved, users have increasingly higher demands for stability and comfort. A vehicle generally consists of a chassis and a body. The body is mounted on the chassis, which supports the body. The chassis includes the drivetrain, running gear, steering system, and braking system. It supports and mounts the car's engine or electric motor and its various components and assemblies, forming the overall shape of the vehicle and bearing the power of the engine or electric motor to enable normal vehicle operation.

[0066] The transmission system mainly consists of a clutch, gearbox, driveshaft, and drive axle. The clutch smoothly engages or temporarily disengages the engine's power from the transmission, facilitating the driver's operations such as starting, stopping, and shifting gears. The gearbox is the component in a car used to change speed and output torque. The driveshaft is the shaft used to transmit rotational power. The drive axle is located at the end of the transmission system and changes the speed and torque from the gearbox, transmitting them to the drive wheels.

[0067] The running system consists of the frame, axles, suspension structure, and wheels, supporting the vehicle's weight and enabling it to ride smoothly. The running system also includes shock-absorbing structures, such as leaf springs and shock absorbers. The function of leaf springs is to maintain an elastic connection between the frame / body and the wheels or axles. The function of shock absorbers is to dampen vibrations when the vehicle is subjected to shocks. When the running system includes shock absorbers and leaf springs, they are generally used in parallel. The frame is a frame structure spanning the front and rear axles of the vehicle, also called a beam, and is the base of the vehicle. It is generally assembled from two longitudinal beams and several crossbeams, supported on the wheels via the suspension system, front axle, and rear axle.

[0068] The chassis possesses sufficient strength and rigidity to withstand the loads of the vehicle and the impacts transmitted from the wheels. The function of the chassis is to support and connect the various assemblies of the vehicle, maintaining their relatively correct positions and bearing various loads from both inside and outside the vehicle. The suspension system is the device by which the body of a locomotive or rolling stock is elastically supported on axle boxes, side frames, or equalizer beams; it is also known as the spring system or suspension system.

[0069] The axle (also called the vehicle axle) is connected to the vehicle frame through the suspension, and wheels are mounted at both ends. The vertical load on the vehicle frame is transmitted to the wheels through the axle; the rolling resistance, driving force, braking force, and lateral force on the wheels, as well as their bending moment and torque, are transmitted to the suspension structure and vehicle frame through the axle. Therefore, the function of the axle is to transmit the forces in all directions between the vehicle frame and the wheels and the bending moment and torque they generate.

[0070] The front axle is usually a driven axle, also known as the steering axle. It is generally located at the front of the vehicle, hence the name front axle. It is connected to the steering system via steering knuckles. It enables the steering force output from the steering gear to be transmitted to the wheels to achieve vehicle steering. It not only supports the sprung mass at the front of the vehicle and bears vertical loads, but also bears various longitudinal forces, lateral forces, and related moments.

[0071] The rear axle refers to the rear drive shaft component that transmits power in a vehicle. It typically includes two half-axles to enable differential movement. The rear axle is used to support and connect the rear wheels. In a front-wheel-drive vehicle, the rear axle is a follow-up axle, serving only a load-bearing function. If the front axle is not a drive axle, then the rear axle is the drive axle, in which case it serves not only a load-bearing function but also driving, deceleration, and differential functions. In four-wheel drive vehicles, a transfer case is usually located in front of the rear axle. The transfer case is a gear transmission system; its input shaft is directly or via a universal joint connected to the second shaft of the transmission, while its output shaft has several shafts, each connected to one of the drive axles via a universal joint.

[0072] The suspension structure is the general term for all force transmission connection devices between the car frame (or monocoque body) and the axle (or wheels). Its function is to transmit the force and torque acting between the wheels and the frame, and to buffer the impact force transmitted from uneven road surfaces to the frame or body, and reduce the vibration caused thereby so that the car can drive smoothly.

[0073] The steering system consists of a steering wheel, steering gear, steering knuckle, steering knuckle arm, tie rod (also called steering tie rod), and toe rod (also called toe-in tie rod), and its function is to steer. The steering wheel is a wheel-shaped device that controls the direction of travel of a car. The steering gear's function is to appropriately transform the steering torque and steering angle from the steering wheel (such as for speed reduction and torque amplification) and then output it to the steering tie rod, thereby turning the car. Therefore, the steering gear is essentially a speed reduction transmission device. The steering knuckle is the hinge for wheel steering and is generally fork-shaped. The middle of the steering knuckle is connected to the wheel, and the periphery is generally connected to the suspension. The steering knuckle arm, also called a trapezoidal arm, is the last stage of force transmission in the steering transmission system. The steering knuckle arm is mounted on the left and right steering knuckles, and the other end is connected to the tie rod by a ball joint. The tie rod is the connector linking the two rear wheels of the car, connecting the left and right steering arms. It not only synchronizes the two wheels but also adjusts the toe-in, and is also a component that ensures safe driving.

[0074] The braking system refers to the structure of the braking components of a vehicle. The braking performance of a motor vehicle refers to its effectiveness in forcing the vehicle to stop in the shortest possible time.

[0075] Some vehicle chassis frames include a subframe and a mainframe. The subframe is connected to the mainframe, which supports the vehicle body, while the subframe supports the suspension structure. The subframe is not a complete frame; it's merely a support structure for the front and rear axles and suspension, allowing the axles and suspension to connect to the mainframe. It's conventionally called a "subframe." Some vehicle chassis may also forgo a subframe, allowing the suspension structure to be directly connected to the mainframe.

[0076] Current suspension structures generally include a steering knuckle, upper control arm, lower control arm, shock absorber, stabilizer bar, and coil spring. The coil spring is mounted on the shock absorber, the lower end of the shock absorber is connected to the steering knuckle, the upper control arm is connected to the upper side of the steering knuckle, the lower control arm is connected to the lower side of the steering knuckle, and the stabilizer bar is hinged to the shock absorber. In application, the upper and lower control arms, stabilizer bar, and shock absorber are connected to the vehicle frame, and the steering knuckle is connected to the wheel, allowing the wheel to be supported by the suspension structure. With this suspension structure, the longitudinal beams of the frame need to be positioned above the bushings of the upper control arms, resulting in a relatively high frame height. Furthermore, the coil spring mounted on the shock absorber occupies a large diameter, and combined with the space occupied by the upper control arm in the width direction, the overall suspension structure occupies a significant amount of space in the width direction, affecting the overall vehicle's spatial layout.

[0077] Based on the above considerations, to address the issue of suspension structures occupying a large amount of space in the vehicle's width direction and requiring a relatively high chassis height during application, this application provides a suspension structure that eliminates the need for springs on the shock absorbers by incorporating leaf springs. This allows for a smaller outer diameter of the shock absorbers, reducing their space occupation in the width direction. Furthermore, the smaller outer diameter allows the shock absorbers to be positioned further outwards, reducing lateral forces and extending their lifespan. Moreover, the leaf springs extend along the width direction and connect to the lower control arm, replacing the stabilizer bar structure, simplifying the structure, reducing the number of parts, and lowering costs. The suspension structure of this application only incorporates a lower control arm, further reducing the space occupied by the suspension structure in the vehicle's width direction. In application, this allows for a lower chassis height and a more compact front-rear chassis layout, increasing the vehicle's front-rear space. The smaller space occupation in the width direction also improves the vehicle's interior space and layout convenience.

[0078] Please refer to Figure 1 , Figure 1This is a structural schematic diagram of a vehicle 100 provided in some embodiments of this application. The vehicle 100 can be a gasoline-powered vehicle, a natural gas-powered vehicle, or a new energy vehicle. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, or range-extended electric vehicles, etc. The vehicle 100 includes a body 110 and a chassis 120. The body 110 is connected to the chassis 120 and is mounted on the chassis 120, providing driving and passenger space, and protecting power components, electrical components, etc., on the chassis 120. Furthermore, the body 110 and chassis 120 can be manufactured separately to facilitate processing and manufacturing, reduce the manufacturing difficulty of the vehicle 100, and facilitate assembly, improving assembly efficiency. The chassis 120 includes a frame 20, which supports the body 110.

[0079] The vehicle 100 has a battery device 121 installed inside, which may be located at the bottom, front, or rear of the vehicle 100. The battery device 121 can be used to power the vehicle 100; for example, it can serve as the vehicle 100's operating power source. The vehicle 100 may also include a controller 123 and a motor 122. The controller 123 controls the battery device 121 to supply power to the motor 122, for example, to meet the power needs of the vehicle 100 during starting, navigation, and driving.

[0080] In some embodiments, the battery device 121 can not only serve as the operating power source for the vehicle 100, but also as the driving power source for the vehicle 100, replacing or partially replacing fuel or natural gas to provide driving power for the vehicle 100.

[0081] Please see Figure 2 , Figure 2 This is a schematic diagram of the structure of a chassis 120 provided in some embodiments of this application. The chassis 120 includes a frame 20, a suspension structure 40, and wheels 30. The two ends of the suspension structure 40 are respectively connected to the frame 20 and the wheels 30, so that the wheels 30 are connected to the frame 20 through the suspension structure 40, and thus the frame 20 is supported by the wheels 30.

[0082] In some embodiments, the battery device 121 may be integrated into the chassis 120 to improve the integration of the chassis 120. In some embodiments, the battery device 121 is mounted on the frame 20, and the frame 20 supports the battery device 121.

[0083] In some embodiments, the battery device 121 may also be installed in the vehicle body 110.

[0084] In some embodiments, the motor 122 may be integrated into the chassis 120 to improve the integration of the chassis 120. In some embodiments, the motor 122 is mounted on the frame 20, which supports the battery device 121.

[0085] In some embodiments, the controller 123 may be integrated into the chassis 120 to improve the integration of the chassis 120. In some embodiments, the controller 123 is mounted on the frame 20, and the frame 20 supports the controller 123.

[0086] In some embodiments, the controller 123 may also be installed in the vehicle body 110.

[0087] Please see Figure 1 and Figure 2 In some embodiments, the vehicle 100 and chassis 120 have multiple orientations, including: up, down, front, rear, left, and right, all of which are based on the orientation of the vehicle 100. That is, the direction from the front to the rear of the vehicle is the front-to-back direction, the direction from the roof to the bottom of the vehicle is the top-to-bottom direction, and the driver's seat and passenger seat are arranged in the left-right direction. For example, the front-to-back direction of the vehicle 100 is also called the length direction X, the left-right direction of the vehicle 100 is also called the width direction Y, the height direction of the vehicle 100 is also called the vertical direction, and the height direction of the vehicle 100 is the Z direction. Correspondingly, in the longitudinal direction (length direction X) of vehicle 100, the forward direction refers to the direction vehicle 100 faces forward, i.e., the front is the F direction; the rearward direction refers to the direction vehicle 100 faces backward, i.e., the rear is the B direction. In the lateral direction (width direction Y) of vehicle 100, the rightward direction refers to the direction vehicle 100 faces to the right, i.e., the right is the R direction; the leftward direction refers to the direction vehicle 100 faces to the left, i.e., the left is the L direction. In the height direction Z of vehicle 100, the upward direction refers to the direction vehicle 100 faces upward, i.e., the top is the U direction; the downward direction refers to the direction vehicle 100 faces downward, i.e., the bottom is the D direction. The up, down, forward, backward, left, and right positions of the frame 20 are consistent with the corresponding up, down, forward, backward, left, and right positions of vehicle 100. Furthermore, for the frame 20, the longitudinal direction is along the length direction X, which allows for a certain degree of error or small angular deviation, such as a deviation within 10 degrees; the lateral direction is along the width direction Y, which also allows for a certain degree of error or small angular deviation, such as a deviation within 10 degrees. The directions of the chassis 120 are consistent with those of the vehicle 100.

[0088] In some embodiments, please refer to Figure 2 The frame 20 includes two longitudinal beams 21 and a crossbeam 22, with the two longitudinal beams 21 spaced apart; the crossbeam 22 connects the two longitudinal beams 21. The main structure of the frame 20 is formed by connecting the two longitudinal beams 21 through the crossbeam 22, which is simple in structure and easy to process and manufacture.

[0089] A beam is a structural member of a certain length that bears external forces, such as forces perpendicular to its length, with bending as its primary deformation. Under load, beams mainly bear bending moment and shear force, and sometimes torque as well.

[0090] Longitudinal beam 21 refers to a beam structure that is set along or substantially along the longitudinal direction X. Of course, longitudinal beam 21 needs to be set along the longitudinal direction X in its overall length, but it is permissible to tilt in some parts of the longitudinal direction X, rather than longitudinal beam 21 being straight in shape over its entire length.

[0091] The beam 22 refers to a beam structure that is set along or substantially along the transverse Y direction. Of course, the beam 22 needs to be set along the transverse Y direction along its overall length, although it is permissible to tilt to the transverse Y direction in some parts, rather than the beam 22 being straight along its entire length.

[0092] Please see Figures 1 to 7 According to some embodiments of this application, this application provides a suspension structure 40, including a steering knuckle 41, a lower control arm 43, a shock absorber 42, and a leaf spring 44; the steering knuckle 41 is used to connect the wheel 30 of the vehicle 100; one side of the lower control arm 43 is connected to the lower side of the steering knuckle 41, and the other side of the lower control arm 43 is used to connect the frame 20 of the vehicle 100; the lower end of the shock absorber 42 is fixedly connected to the steering knuckle 41, and the upper end of the shock absorber 42 is used to connect to the frame 20; the leaf spring 44 extends along the width direction Y of the vehicle 100, and the end of the leaf spring 44 is connected to the lower control arm 43.

[0093] The steering knuckle 41, also known as the "steering knuckle," is a key component of the steering axle of vehicle 100. Its main function is to transmit and bear the front load of vehicle 100, supporting and driving the front wheels to rotate around the kingpin to achieve steering. The steering knuckle 41 is typically fork-shaped, and its shape varies. It generally has a journal 411 for mounting the wheel 30. The journal 411 is the axle structure used to connect the wheel 30, supporting it and allowing it to rotate relative to the steering knuckle 41. When the steering knuckle 41 connects to a non-drive wheel, the journal 411 is generally stepped to support it. When the steering knuckle 41 connects to a drive wheel, the journal 411 is generally annular to support it. The steering knuckle 41 has a through-hole 410 in the journal 411, allowing the drive shaft to pass through and connect the drive wheel and the half-shaft, thereby driving the drive shaft to rotate and ultimately the drive wheel. Of course, when the steering knuckle 41 connects to a non-drive wheel, a shaft hole 410 can also be provided to install a kingpin therein, thereby connecting the non-drive wheel to the front axle. During operation, the steering knuckle 41 must withstand not only vertical forces, driving forces, braking forces, and lateral forces from the road surface, but also bending moments and torques caused by these forces. The steering knuckle 41 is generally forged or cast from materials such as steel or aluminum alloy. Therefore, when the steering knuckle 41 is used to connect the wheel 30 of the vehicle 100, it means that a journal 411 is provided on the steering knuckle 41, and the journal 411 is connected to the wheel 30 so that the wheel 30 can rotate relative to the steering knuckle 41, and the steering knuckle 41 can drive the wheel 30 to steer.

[0094] The lower control arm 43 refers to the component connecting the vehicle frame 20 and the steering knuckle 41 of the vehicle 100. The lower control arm 43 is usually in the shape of a rod, U, Y, or V. The material of the lower control arm 43 is generally high-strength steel, aluminum alloy, or similar materials.

[0095] One side of the lower control arm 43 is connected to the lower side of the steering knuckle 41, meaning that one side of the lower control arm 43 is hinged to the lower side of the steering knuckle 41 so that the lower control arm 43 can rotate relative to the steering knuckle 41. The other side of the lower control arm 43 is used to connect to the vehicle frame 20 of the vehicle 100, meaning that in application, the other side of the lower control arm 43 is connected to the vehicle frame 20. Connecting both sides of the lower control arm 43 to the steering knuckle 41 and the vehicle frame 20 respectively achieves the connection between the steering knuckle 41 and the vehicle frame 20, which can effectively disperse and withstand the impact force from the road surface, improving the stability and handling of the vehicle 100.

[0096] Shock absorber 42 refers to a device used to reduce or suppress the vibration and impact of an object. During vehicle 100 operation, uneven road surfaces cause the wheels 30 to bounce up and down. If this bouncing is directly transmitted to the vehicle body 110, it will not only reduce the comfort of the occupants but may also affect the handling stability of the vehicle 100 and the service life of its components. Shock absorber 42, through its internal piston, valves, and damping fluid, converts the kinetic energy generated by road bumps into heat energy, dissipating it into the surrounding environment, thereby effectively reducing the vibration of the vehicle body 110. For example, when vehicle 100 drives over a bump, shock absorber 42 compresses rapidly, and the internal damping force hinders the rapid movement of the piston, absorbing most of the impact energy. When vehicle 100 leaves the bump and shock absorber 42 extends, the extension speed is also controlled by damping force to prevent excessive rebound of the vehicle body 110.

[0097] The lower end of the shock absorber 42 is fixedly connected to the steering knuckle 41. This means that the lower end of the shock absorber 42 is connected to the steering knuckle 41 through a connecting structure such as a clamp or fastener, so as to achieve a fixed connection between the shock absorber 42 and the steering knuckle 41.

[0098] The upper end of the shock absorber 42 is used to connect to the frame 20, which means that in application, the upper end of the shock absorber 42 is connected to the frame 20 to support the frame 20.

[0099] A leaf spring 44, also known as a leaf spring or leaf spring, is an elastic beam formed by a long plate made of a material that can elastically deform. Leaf spring 44 can be made of materials such as steel or carbon fiber. When the vehicle 100 is traveling, the vertical force from the road surface is transmitted to the leaf spring 44 through the axle. The leaf spring 44 deforms, absorbing and buffering vibration energy, thus ensuring the smoothness of the vehicle 100's ride. When the vehicle 100 is turning or braking, the leaf spring 44 can also transmit lateral forces and braking forces, and withstand the bending moments caused by these forces.

[0100] The leaf spring 44 is extended along the width direction Y of the vehicle 100, which means that the length of the leaf spring 44 is in the same direction as the width direction Y of the vehicle 100.

[0101] The end of the leaf spring 44 is connected to the lower control arm 43 to absorb and buffer the vibration energy transmitted to the lower control arm 43. In use, the middle part of the leaf spring 44 is connected to the frame 20 to support the leaf spring 44.

[0102] Using a leaf spring 44 offers a simple structure, lower cost, and reliable operation. Since the leaf spring 44 can transmit lateral forces and braking forces, it can replace the stabilizer bar assembly, simplifying the structure, reducing the number of parts, and lowering costs. Because the leaf spring 44 can absorb and buffer vibration energy, there is no need to mount a spring on the shock absorber 42. Therefore, the structure supporting the spring on the shock absorber 42 can be eliminated, simplifying its structure. This allows for a smaller outer diameter of the shock absorber 42, reducing the space occupied in the width direction Y. Furthermore, during assembly, the shock absorber 42 can be positioned further outwards, even closer to the side of the wheel 30, further reducing the space occupied in the width direction Y.

[0103] Furthermore, compared to the coil spring mounted on the shock absorber, which can provide lateral force compensation, in this embodiment, a leaf spring 44 is used instead of a coil spring, and the lower end of the shock absorber 42 is positioned further outward. This further reduces the lateral force on the shock absorber 42, thereby improving its lifespan. The outer side of the suspension structure 40 refers to the side of the suspension structure 40 closest to the wheel 30 during use. Additionally, since the support spring structure on the shock absorber 42 is eliminated, the height of the shock absorber 42 can be made smaller. This allows for a reduction in the height of the damper tower when the suspension structure 40 is in use, thereby reducing the overall height of the chassis 120 and facilitating decoupling between the chassis 120 and the body 110. The damper tower refers to the structure on the frame 20 used to adapt and connect the end of the shock absorber 42 away from the steering knuckle 41.

[0104] The suspension structure 40 only features a lower control arm 43, omitting the upper control arm, which further reduces the space occupied by the suspension structure 40 in the vehicle width direction Y. When the suspension structure 40 is in use, the height of the chassis 20 is not limited by the upper control arm, thus lowering the height of the chassis 20, thereby lowering the center of gravity of the chassis 120 and improving the stability of the vehicle 100. Additionally, it can lower the floor height of the vehicle 100. The suspension structure 40 only features a lower control arm 43, which reduces the space occupied by the suspension structure 40 in the length direction, resulting in a more compact front-rear arrangement of the chassis 120 during assembly, thereby increasing the front-rear space of the vehicle 100. Especially for electric vehicles, this increases the capacity of the battery pack 121, improving the driving range. For other drive types such as range-extended vehicles 100, this space can be fully utilized according to actual conditions, improving layout convenience.

[0105] When applied, the suspension structure 40 reduces the space occupied in the width direction Y of the vehicle 100, allowing for a larger opening between the longitudinal beams 21 of the frame 20, i.e., a larger distance between the longitudinal beams 21. This results in a wider frame 20 of the vehicle 100, facilitating the installation and layout of other structures on the chassis 120. Particularly in new energy vehicles, it allows for more space on the frame 20 to install the battery pack 121, enabling the installation of larger capacity battery packs. In vehicles with engines, it provides more space on the frame 20 to install the engine.

[0106] In the technical solution of this application embodiment, by fixing the steering knuckle 41 to the shock absorber 42 and setting a leaf spring 44, the spring on the shock absorber 42 is eliminated, thereby allowing the outer diameter of the shock absorber 42 to be set smaller. This allows the shock absorber 42 to be moved outward, reducing the space occupied in the width direction Y and reducing the lateral force on the shock absorber 42, thus improving the life of the shock absorber 42. In addition, the leaf spring 44 can replace the stabilizer bar structure to simplify the structure, reduce the number of parts, and reduce costs. Setting only the lower control arm 43 can further reduce the space occupied by the suspension structure 40 in the width direction Y of the vehicle. In application, the height of the frame 20 can be reduced, and the front and rear arrangement of the chassis 120 can be made more compact, increasing the front and rear arrangement space of the vehicle 100. Since the suspension structure 40 occupies less space in the width direction Y, in application, the interior space of the vehicle 100 can be increased, improving the convenience of layout.

[0107] In some embodiments, the two ends of the leaf spring 44 can be connected to the lower control arms 43 of the two suspension structures 40 respectively.

[0108] In some embodiments, one end of the leaf spring 44 is connected to the lower control arm 43, and the other end is fixed to the frame 20.

[0109] In some embodiments, a connector 442 may be installed at the end of the leaf spring 44 to connect it to the lower control arm 43, facilitating connection and improving installation efficiency. The connector 442 refers to a structural component adapted to connect the leaf spring 44 and the lower control arm 43.

[0110] In some embodiments, please refer to Figure 1 , Figure 3 and Figure 5 The angle α between the axial direction 421 of the shock absorber 42 and the height direction Z ranges from 7 to 16 degrees.

[0111] The camber angle of the shock absorber 42 refers to the angle α between the central axis of the shock absorber 42 and a straight line perpendicular to the vehicle's driving plane 100. Therefore, the angle α between the axial direction 421 of the shock absorber 42 and the height direction Z is also called the camber angle of the shock absorber 42.

[0112] The angle α between the axial direction 421 of the shock absorber 42 and the height direction Z ranges from 7 to 16 degrees. That is to say, the inclination angle of the shock absorber 42 ranges from 7 degrees, 7.5 degrees, 8 degrees, 8.5 degrees, 9 degrees, 9.5 degrees, 10 degrees, 10.5 degrees, 11 degrees, 11.5 degrees, 12 degrees, 12.5 degrees, 13 degrees, 13.5 degrees, 14 degrees, 14.5 degrees, 15 degrees, 15.5 degrees, and 16 degrees.

[0113] Since the inclination angle α of a conventional shock absorber 42 is generally between 5 and 6 degrees, in this embodiment, the inclination angle α of the shock absorber 42 is set to 7 to 16 degrees. This results in a larger inclination angle for the shock absorber 42. During assembly, the lower end of the shock absorber 42 can be positioned further outward to reduce the lateral force on the shock absorber 42 and improve its lifespan.

[0114] By using the above technical solution, the inclination angle α of the shock absorber 42 is set to be larger, so as to reduce the lateral force on the shock absorber 42, improve the life of the shock absorber 42, and improve the smoothness and comfort of the vehicle 100 when the suspension structure 40 is applied.

[0115] In some embodiments, please refer to Figure 1 , Figure 3 and Figure 5 The angle α between the axial direction 421 of the shock absorber 42 and the height direction Z ranges from 10 to 16 degrees.

[0116] By using the above technical solutions, the inclination angle α of the shock absorber 42 can be optimized and increased, thereby allowing the lower end of the shock absorber 42 to be positioned further outward, further reducing the lateral force on the shock absorber 42, improving the lifespan of the shock absorber 42, and enhancing the smoothness and comfort of the vehicle 100 when the suspension structure 40 is applied.

[0117] In some embodiments, please refer to Figure 1 , Figure 3 and Figure 5 The distance d1 from the center point 422 of the lower end of the shock absorber 42 to the middle surface M of the wheel 30 is less than or equal to 170mm.

[0118] The center point 422 at the lower end of the shock absorber 42 refers to the point where the center of the lower end of the shock absorber 42 is located.

[0119] The mid-surface M of wheel 30 refers to the plane at the midpoint of the width of wheel 30.

[0120] Under the condition that the assembly conditions are met, the smaller the distance d1 from the center point 422 of the lower end of the shock absorber 42 to the middle surface M of the wheel 30, the more the lower end of the shock absorber 42 is on the outside, and the smaller the lateral force on the shock absorber 42 is.

[0121] The distance d1 from the center point 422 of the lower end of the shock absorber 42 to the middle surface M of the wheel 30 is less than or equal to 170mm. For example, the distance from the center point of the lower end of the shock absorber 42 to the middle surface of the wheel 30 is 170mm, 160mm, 150mm, 140mm, 130mm, 120mm, 110mm, 100mm, 90mm, etc. However, the distance d1 from the center point 422 of the lower end of the shock absorber 42 to the middle surface M of the wheel 30 is generally greater than 0, so that the lower end of the shock absorber 42 is further outward, thereby reducing the lateral force on the shock absorber 42 and improving the life of the shock absorber 42.

[0122] By using the above technical solution, the center point 422 of the lower end of the shock absorber 42 can be set further outward to reduce the lateral force on the shock absorber 42 and improve the service life of the shock absorber 42.

[0123] In some embodiments, the suspension structure 40 includes a half-shaft rotatably connected to a steering knuckle 41, and the lower end of the shock absorber 42 is positioned above the half-shaft along the height direction Z.

[0124] The half-shaft refers to the drive shaft connecting the drive wheels of vehicle 100 to the differential. The function of the half-shaft is to transmit the torque from the differential half-shaft gear to the drive wheels, enabling vehicle 100 to move. The half-shaft generally consists of a spline, a shaft tube, and a flange disc. The spline part matches the internal spline of the differential half-shaft gear, transmitting torque through spline engagement. The shaft tube is the main body of the half-shaft, providing support and transmitting torque. The flange disc is bolted to the wheel hub, forming a single unit between the half-shaft and the hub, thus transmitting torque to the wheel 30.

[0125] The rotatable connection between the half-shaft 48 and the steering knuckle 41 means that the half-shaft 48 is connected to the drive shaft installed in the shaft hole 410 of the steering knuckle 41, so that the half-shaft 48 is connected to the wheel 30 via the drive shaft, and the half-shaft 48 can rotate relative to the steering knuckle 41. In other words, the half-shaft 48 and the steering knuckle 41 are indirectly connected. Generally, the half-shaft 48 is connected to the universal joint in the steering knuckle 41, and the universal joint is connected to the wheel hub of the wheel 30 via the drive shaft, so that the half-shaft 48 transmits driving force to the wheel 30.

[0126] The lower end of the shock absorber 42 being above the half shaft along the height direction Z means that the lower end of the shock absorber 42 is above the half shaft along the height direction Z, that is, the entire shock absorber 42 is above the half shaft. This facilitates the assembly of the shock absorber 42 and also prevents the shock absorber 42 from obstructing the transmission of the half shaft.

[0127] By using the above technical solution, a half-shaft is set so that the wheel 30 can be driven to rotate, thereby allowing the suspension structure 40 to be applied to the drive shaft of the vehicle 100; the lower end of the shock absorber 42 is positioned above the half-shaft along the height direction Z, which facilitates the assembly of the shock absorber 42 and the installation and use of the suspension structure 40.

[0128] In some embodiments, please refer to Figures 1 to 4 The suspension structure 40 is applied to the non-drive axle, and the lower end of the shock absorber 42 is no higher than the center axis of the wheel 30 along the height direction Z.

[0129] The suspension structure 40 applied to the non-drive axle means that the suspension structure 40 supports the non-drive wheels of the vehicle 100 when in use.

[0130] The centerline of wheel 30 refers to the axis of the ring in which wheel 30 is located. The centerline of wheel 30 and the axis of the axle hole 410 of steering knuckle 41 are often at the same height.

[0131] The phrase "the lower end of the shock absorber 42 is not higher than the centerline of the wheel 30 along the height direction Z" means that the lower end of the shock absorber 42 can be at the same height as the centerline of the wheel 30, or the lower end of the shock absorber 42 can be lower than the centerline of the wheel 30. This limitation allows for a further reduction in the height of the shock absorber 42, thereby lowering the chassis 120 of the vehicle 100 during use.

[0132] The above technical solution can further reduce the height of the shock absorber 42, thereby reducing the height of the chassis 120 of the vehicle 100 in application.

[0133] In some embodiments, please refer to Figures 1 to 4 The lower control arm 43 includes two connecting arms 431. One end of each connecting arm 431 is connected to the steering knuckle 41, and the other end of each connecting arm 431 is used to connect to the vehicle frame 20. At least one connecting arm 431 is connected to a leaf spring 44.

[0134] A connecting rod is a rod-shaped or strip-shaped structural component used to connect two objects.

[0135] Connecting arm 431 refers to the rod, beam, or column that forms part of the arm structure of the lower swing arm 43. Connecting arm 431 can also be a connecting rod. Connecting arm 431 can be made of materials such as steel or aluminum alloy.

[0136] The lower control arm 43 includes two connecting arms 431, that is, the lower control arm 43 has two arms.

[0137] The connection of one end of each connecting arm 431 to the steering knuckle 41 means that one end of each connecting arm 431 is connected to the steering knuckle 41 so that the connecting arm 431 can rotate relative to the steering knuckle 41.

[0138] The other end of each connecting arm 431 is used to connect to the frame 20, which means that when the suspension structure 40 is in use, the end of each connecting arm 431 away from the steering knuckle 41 is connected to the frame 20 of the vehicle 100.

[0139] One end of each connecting arm 431 is connected to the steering knuckle 41, and the other end of each connecting arm 431 is used to connect the frame 20. When the suspension structure 40 is in use, the lower control arm 43 connects the frame 20 and the steering knuckle 41.

[0140] The phrase "at least one connecting arm 431 is connected to a leaf spring 44" means that one of the two connecting arms 431 is connected to a leaf spring 44, or both connecting arms 431 are connected to leaf springs 44. Using a single leaf spring 44 results in a simple structure and low cost. Using multiple leaf springs 44 can increase structural strength.

[0141] The above technical solution uses two connecting arms 431 as the lower swing arm 43, which has a simple structure and is easy to manufacture and install.

[0142] In some embodiments, please refer to Figures 1 to 4 One end of the two connecting arms 431 is connected, and the connected end of the two connecting arms 431 is connected to the steering knuckle 41. The leaf spring 44 is connected to the intersection of the two connecting arms 431.

[0143] The two connecting arms 431 are connected at one end, which means that the two connecting arms 431 are connected at the end near the steering knuckle 41 to form a V-shaped, Y-shaped or U-shaped structure, thereby forming a lower control arm 43 in the shape of a three-point connecting arm 431.

[0144] One end of the two connecting arms 431 is connected to the steering knuckle 41. That is, the two connecting arms 431 are connected at the end closest to the steering knuckle 41 and are connected to the steering knuckle 41, which makes the connection convenient.

[0145] The leaf spring 44 is connected to the intersection of the two connecting arms 431, which facilitates the connection between the leaf spring 44 and the two connecting arms 431. Moreover, since the area at the connection of the two connecting arms 431 is set to be large, it is also convenient to connect the leaf spring 44.

[0146] The above technical solution connects one end of the two connecting arms 431 to facilitate assembly and connection with the steering knuckle 41.

[0147] In some embodiments, the two connecting arms 431 are integrally formed structures.

[0148] The two connecting arms 431 are integrally formed, meaning that the two connecting arms 431 are an integral structure, that is, the lower swing arm 43 is an integrally formed structure, so as to facilitate the processing and manufacturing of the lower swing arm 43.

[0149] The above technical solution allows the two connecting arms 431 to be integrally formed, which facilitates processing and manufacturing and also improves the structural strength of the lower swing arm 43.

[0150] In some embodiments, the two connecting arms 431 can be manufactured separately and then connected together. As an example, the two connecting arms 431 can be fixedly connected to fix their positions. As an example, the two connecting arms 431 can also be hinged, such as one end of one connecting arm 431 being hinged to the end or near the end of the other connecting arm 431.

[0151] In some embodiments, the two connecting arms 431 may also be hinged to the steering knuckle 41 respectively, such that the positions where the two connecting arms 431 are connected to the steering knuckle 41 are spaced apart.

[0152] A hinge is a type of connection that, from a structural perspective, allows relative rotation between two or more components. The connection is achieved through components such as pins and hinges. For example, the hinges of doors and windows are a typical hinge structure, allowing the doors and windows to rotate freely around the hinge axis, thus enabling opening and closing.

[0153] In some embodiments, the other end of each connecting arm 431 is connected to a first bushing 432.

[0154] Bushings are fitted components installed on structural parts to provide wear protection; they act as padding. In moving parts, long-term friction causes wear. When the clearance between shafts and holes wears to a certain extent, the parts must be replaced. Therefore, designers choose materials with low hardness and good wear resistance for bushings or bushings to reduce wear on shafts and seats. Replacing the bushing or bushing when it wears to a certain degree saves on the cost of replacing shafts or seats. Bushings connecting rods or beams can include an inner sleeve, an outer sleeve, and a flexible sleeve. The flexible sleeve is located between the inner and outer sleeves to connect them. In use, the inner sleeve is installed on the rod or beam, while the outer sleeve is installed on the supporting medium to provide support and wear protection. The flexible sleeve connects the outer and inner sleeves to provide elastic shock absorption. The flexible sleeve can be made of materials such as rubber or silicone.

[0155] The first bushing 432 refers to the bushing connected to the other end of the connecting arm 431.

[0156] Through the above technical solution, a first bushing 432 is provided at the other end of the connecting arm 431 so as to hinge the frame 20 of the vehicle 100, which is convenient to connect, flexible to rotate, and reduces wear.

[0157] In some embodiments, please refer to Figures 3 to 7 A connecting member 433 is provided on one side of the lower control arm 43, and the connecting member 433 is connected to the steering knuckle 41.

[0158] The connecting member 433 refers to the structural component connected to the steering knuckle 41. The connecting member 433 can be a ball joint 4331 or a bushing.

[0159] Ball joint 4331 refers to a spherical connection structure designed to allow for multi-directional movement and rotation, thereby improving the flexibility and stability of the connection. Ball joint 4331 is typically embedded in a ball socket and lubricated to reduce friction, ensuring long-term reliability.

[0160] The ball joint 4331 is connected to the steering knuckle 41, meaning that the steering knuckle 41 has a ball socket, and the ball joint 4331 is embedded in it to connect the ball joint 4331 to the steering knuckle 41, thereby connecting the lower control arm 43 to the steering knuckle 41, and allowing the lower control arm 43 to rotate flexibly relative to the steering knuckle 41 to adapt to different road conditions.

[0161] A connecting member 433 is provided on the lower control arm 43 to facilitate connection with the steering knuckle 41.

[0162] In some embodiments, one side of the lower control arm 43 can also be connected to the steering knuckle 41 via a universal joint. A universal joint is a connecting component that allows free rotation in multiple directions and is commonly used in mechanical structures requiring complex movements. Through the connection of the universal joint, the lower control arm 43 can be flexibly adjusted within a multi-angle range.

[0163] In some embodiments, when the lower control arm 43 includes two spaced-apart connecting arms 431, each connecting arm 431 has a ball head 4331 at one end connected to the steering knuckle 41 for connection with the steering knuckle 41.

[0164] In some embodiments, please refer to Figures 3 to 7 The distance d2 from the center of the connecting component 433 to the middle surface M of the wheel 30 is less than or equal to 45mm.

[0165] The center of connecting member 433 refers to the geometric center point of connecting member 433. If connecting member 433 is a ball head 4331, the center point of ball head 4331 is also the geometric center of the sphere on which ball head 4331 is located. If connecting member 433 is a bushing, the center of bushing is the center of bushing's central axis.

[0166] The mid-surface M of wheel 30 refers to the plane located at the midpoint of the width direction Y of wheel 30.

[0167] Under the condition of satisfying the assembly requirements, the smaller the distance d2 from the center of the connecting component 433 to the middle surface M of the wheel 30, the more outward the connection between the lower control arm 43 and the steering knuckle 41, the more compact the connection between the steering knuckle 41 and the lower control arm 43, and the smaller the space occupied by the suspension structure 40 in the width direction Y. In addition, this design can also allow less lateral force to be applied to the shock absorber 42, thereby improving the life of the shock absorber 42.

[0168] The distance d2 from the center of the connecting member 433 to the mid-surface M of the wheel 30 is less than or equal to 45mm. For example, the distance d2 can be 45mm, 42mm, 40mm, 38mm, 35mm, 32mm, 30mm, 28mm, 25mm, 22mm, 20mm, etc. The distance d2 from the center of the connecting member 433 to the mid-surface M of the wheel 30 is generally greater than 0.

[0169] By setting the connecting component 433 further outward through the above technical solution, the connection between the steering knuckle 41 and the lower control arm 43 becomes more compact, thereby reducing the space occupied by the suspension structure 40 in the width direction Y, and reducing the lateral force on the shock absorber 42, thus improving the life of the shock absorber 42.

[0170] In some embodiments, please refer to Figures 3 to 7 The leaf spring 44 is provided with an inner bushing 441 for connecting the frame 20 of the vehicle 100.

[0171] The inner bushing 441 refers to the bushing structure provided on the leaf spring 44.

[0172] Through the above technical solution, an inner bushing 441 is provided on the leaf spring 44 to connect the frame 20, and the wear between the leaf spring 44 and the frame 20 can be reduced, and the leaf spring 44 can bend elastically.

[0173] In some embodiments, please refer to Figures 1 to 4 The suspension structure 40 includes a toe-in tie rod 45, one end of which is connected to the steering knuckle 41.

[0174] The toe-in lever 45 is a component used to adjust the toe-in value of the wheel 30. By adjusting the length of the toe-in lever 45, the toe-in value of the wheel 30 is changed, thereby optimizing driving stability and tire wear. One end of the toe-in lever 45 is fixed to the frame 20, and the other end is connected to the steering knuckle 41. By adjusting the length of the toe-in lever 45, the toe-in value of the wheel 30 is precisely controlled.

[0175] Toe-in refers to the difference between the distance between the front edges and the rear edges of the two front wheels of a vehicle 100 after installation. If the front distance is less than the rear distance, it is called toe-in; if the front distance is greater than the rear distance, it is called negative toe-in. Therefore, toe-in is also the amount by which the front of the wheel 30 is offset inward or outward. Adjusting the toe-in ensures that the wheels 30 are parallel, reduces lateral slippage during driving, and improves handling and tire life. When the vehicle 100 is moving, due to factors such as the rolling of the wheels 30 and the forces exerted by the road surface, the wheels 30 tend to roll outward. By setting an appropriate toe-in, this tendency can be counteracted, allowing the wheels 30 to roll as parallel as possible.

[0176] The above technical solution involves setting a toe-in lever 45 to precisely control the toe-in value, ensuring straight-line driving stability and uniform tire wear.

[0177] In some embodiments, the suspension structure 40 includes a steering tie rod, one end of which is connected to the steering knuckle 41.

[0178] The steering tie rod is the rod that connects the steering knuckle 41 to the vehicle's steering gear 100. Its main function is to connect the steering trapezoidal arm to the steering gear, transmit steering force, and enable the vehicle 100 to turn. The steering tie rod typically consists of a tie rod body and ball joints. The tie rod body is generally a rod-shaped structure, often made of steel or aluminum alloy to ensure sufficient strength and rigidity to withstand the various forces generated by the vehicle 100 during steering. The ball joints are installed at both ends of the tie rod body; their special spherical structure allows the tie rod to rotate flexibly within a certain range, thus enabling the steering wheels to accurately steer according to the driver's intentions.

[0179] When the driver turns the steering wheel, the steering gear converts the rotational motion of the steering wheel into linear motion, which is transmitted to the steering trapezoidal arm via the steering tie rod, thereby causing the steering knuckle 41 to rotate. Based on the force transmitted from the steering gear, the steering tie rod drives the steering trapezoidal arm to move, thus causing the left and right steering wheels 30 to deflect at a certain angle, achieving the steering operation of the vehicle 100.

[0180] The above technical solution involves setting a steering tie rod to transmit steering force and achieve 30° synchronous steering of the left and right wheels.

[0181] In some embodiments, please refer to Figures 2 to 7 The suspension structure 40 may also include a brake disc 46, which is rotatably connected to the steering knuckle 41.

[0182] The brake disc 46 refers to the disc-shaped component used in the braking system of a vehicle 100. It generates braking force through friction with the brake pads, thereby slowing down or stopping the rotation of the wheels 30. The brake disc 46 is usually made of high-strength materials such as steel and manganese steel to withstand high temperatures and pressures, ensuring stable and reliable braking performance.

[0183] When in use, the brake disc 46 is fixedly connected to the wheel 30, so that when braking force is applied to the brake disc 46, the wheel 30 is decelerated or stopped by friction.

[0184] In some embodiments, the brake disc 46 may be connected to the journal 411 of the steering knuckle 41 to achieve a rotatable connection between the brake disc 46 and the steering knuckle 41.

[0185] In some embodiments, a brake 47 is mounted on the brake disc 46. The brake 47 applies pressure by hydraulic or mechanical means, causing the brake pads inside to press tightly against the brake disc 46, generating friction, thereby achieving effective braking of the vehicle 100.

[0186] According to some embodiments of this application, a suspension structure 40 is provided, including a steering knuckle 41, a lower control arm 43, a shock absorber 42, and a leaf spring 44. The steering knuckle 41 is used to connect the wheel 30 of a vehicle 100. One side of the lower control arm 43 is connected to the lower side of the steering knuckle 41, and the other side of the lower control arm 43 is used to connect the frame 20 of the vehicle 100. The lower end of the shock absorber 42 is fixedly connected to the steering knuckle 41, and the upper end of the shock absorber 42 is used to connect to the frame 20. The leaf spring 44 extends along the width direction Y of the vehicle 100, and the end of the leaf spring 44 is connected to the lower control arm 43. The angle α between the axial direction 421 of the shock absorber 42 and the height direction Z is in the range of 7-16 degrees. The distance d1 from the center point 422 of the lower end of the shock absorber 42 to the middle surface M of the wheel 30 is less than or equal to 170 mm. A connecting member 433 is provided on one side of the lower control arm 43, and the connecting member 433 is connected to the steering knuckle 41. The distance d2 from the center of the connecting member 433 to the middle surface M of the wheel 30 is less than or equal to 45mm.

[0187] By fixing the steering knuckle 41 to the shock absorber 42 and installing a leaf spring 44, the spring on the shock absorber 42 can be eliminated, allowing the outer diameter of the shock absorber 42 to be smaller. This enables the shock absorber 42 to be moved outward, reducing the space occupied in the width direction Y and the lateral force on the shock absorber 42, thus improving the lifespan of the shock absorber 42. In addition, the leaf spring 44 can replace the stabilizer bar structure, simplifying the structure, reducing the number of parts, and lowering costs. By only installing the lower control arm 43, the space occupied by the suspension structure 40 in the width direction Y of the vehicle can be further reduced. In application, the height of the frame 20 can be lowered, and the front and rear arrangement of the chassis 120 can be made more compact, increasing the front and rear arrangement space of the vehicle 100. Since the suspension structure 40 occupies less space in the width direction Y, in application, the opening between the longitudinal beams 21 of the frame 20 can be larger, giving the frame 20 of the vehicle 100 a wider width, which facilitates the installation and layout of other structures in the chassis 120.

[0188] According to some embodiments of this application, this application also provides a chassis 120, including a suspension structure 40 as described in the above embodiments.

[0189] According to some embodiments of this application, this application also provides a vehicle 100, including a suspension structure 40 as described in the above embodiments or a chassis 120 as described in the above embodiments.

[0190] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and not to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application, and they should all be covered within the scope of the claims and specification of this application. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A suspension structure, characterized by, include: Steering knuckles are used to connect the wheels of a vehicle; The lower control arm is connected to the lower side of the steering knuckle on one side and to the vehicle frame on the other side. The shock absorber has its lower end fixedly connected to the steering knuckle, and its upper end is used to connect to the vehicle frame. A leaf spring extends along the width direction of the vehicle, and the end of the leaf spring is connected to the lower control arm.

2. The suspension structure of claim 1, wherein The angle between the axial direction and the height direction of the shock absorber is in the range of 7-16 degrees.

3. The suspension structure of claim 2, wherein The angle between the axial direction and the height direction of the shock absorber is in the range of 10-16 degrees.

4. The suspension structure according to any one of claims 1 to 3, wherein The distance from the center point of the lower end of the shock absorber to the middle surface of the wheel is less than or equal to 170mm.

5. The suspension structure according to any one of claims 1 to 4, wherein The suspension structure includes a half-shaft, which is rotatably connected to the steering knuckle, and the lower end of the shock absorber is positioned above the half-shaft along the height direction.

6. The suspension structure according to any one of claims 1 to 4, wherein The suspension structure is applied to the non-drive axle, and the lower end of the shock absorber is no higher than the centerline of the wheel along the height direction.

7. The suspension structure according to any one of claims 1 to 6, wherein The lower control arm includes two connecting arms, one end of each connecting arm is connected to the steering knuckle, and the other end of each connecting arm is used to connect to the vehicle frame. At least one of the connecting arms is connected to the leaf spring.

8. The suspension structure of claim 7, wherein One end of each of the two connecting arms is connected, and the connected end of the two connecting arms is connected to the steering knuckle. The leaf spring is connected to the intersection of the two connecting arms.

9. The suspension structure of claim 8, wherein The two connecting arms are integrally formed.

10. The suspension structure according to any one of claims 7 to 9, wherein The other end of each of the connecting arms is connected to a first bushing.

11. The suspension structure according to any one of claims 1 to 10, wherein A connecting member is provided on one side of the lower control arm. The connecting member is connected to the steering knuckle. The distance from the center of the connecting member to the middle surface of the wheel is less than or equal to 45mm.

12. The suspension structure according to any one of claims 1 to 11, wherein The leaf spring is provided with an inner bushing for connecting to the vehicle frame.

13. The suspension structure according to any one of claims 1 to 12, wherein The suspension structure includes a toe-in link, one end of which is connected to the steering knuckle.

14. The suspension structure according to any one of claims 1 to 12, wherein The suspension structure includes a steering tie rod, one end of which is connected to the steering knuckle.

15. A pan characterized by, Includes the suspension structure as described in any one of claims 1-14.

16. A vehicle characterized by comprising: Includes the suspension structure as described in any one of claims 1-14 or the chassis as described in claim 15.

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