Suspension system, frame assembly, and transport vehicle

Abstract

The embodiment of the present application relates to a kind of suspension systems, it includes knuckle, swing arm assembly and swing arm component, wherein, knuckle has first connecting part and second connecting part spaced from each other, swing arm assembly is located in one side of knuckle, and swing arm assembly includes first swing arm and second swing arm arranged separately, first swing arm and second swing arm are configured to be threaded space, and first swing arm is rotatably connected with first connecting part, second swing arm is rotatably connected with second connecting part, first swing arm and second swing arm are used to be connected with auxiliary frame, swing arm component is connected with knuckle, and swing arm component is used to connect auxiliary frame.Simultaneously, a kind of vehicle frame assembly applying the suspension system is also disclosed, and a kind of transport vehicle applying the vehicle frame assembly, the problem that existing automobile suspension is difficult to effectively disperse the force under complex working condition can be solved.

Description

Technical Field

[0001] This application relates to the field of vehicle engineering technology, and in particular to a suspension system, a frame assembly, and a transport vehicle. Background Technology

[0002] Currently, some car suspensions use a four-link structure. Although the four-link suspension is an independent suspension, its longitudinal arms are arranged longitudinally, which imposes certain limitations and requirements on the longitudinal beam structure of the car body.

[0003] Specifically, since the suspension trailing arms extend along the vehicle's longitudinal axis, the longitudinal forces generated by the vehicle under conditions such as braking, acceleration, or road impacts will act directly on the vehicle's longitudinal beams through the suspension trailing arms. This requires the longitudinal beams to have sufficient tensile, compressive, and bending strength to avoid structural deformation or fatigue damage due to long-term stress. At the same time, as an important component of the vehicle's collision safety structure, the vehicle's longitudinal beams, under the influence of the longitudinally arranged suspension trailing arms, must ensure that the force transmission path is not disrupted during a collision.

[0004] However, some existing four-link suspension systems, due to their unreasonable structural design, are unable to effectively distribute and transmit forces under these complex working conditions, which may pose a potential threat to the vehicle's safety performance during driving. Utility Model Content

[0005] This application provides a suspension system, a frame assembly, and a transport vehicle, which can solve the problem that existing automotive suspensions are unable to effectively distribute and transmit forces under complex working conditions.

[0006] In a first aspect, this application provides a suspension system including a steering knuckle, a control arm assembly, and a control arm member. The steering knuckle has a first connecting portion and a second connecting portion spaced apart from each other. The control arm assembly is disposed on one side of the steering knuckle and includes a separately configured first control arm and a second control arm, spaced apart to form a through-space. The first control arm is rotatably connected to the first connecting portion, and the second control arm is rotatably connected to the second connecting portion. The first and second control arms are respectively used to connect to a subframe. The control arm member is connected to the steering knuckle and is used to connect to the subframe.

[0007] In some optional embodiments, the suspension system further includes an elastic element and a shock absorber. The elastic element is disposed within the passage space, with one end connected to the control arm member and the other end used to connect to the vehicle body. The shock absorber is spaced apart from the elastic element; one end of the shock absorber is connected to the steering knuckle and the other end used to connect to the vehicle body.

[0008] In some optional embodiments, the swing arm component includes a swing arm body and an extension arm. The swing arm body has a transition portion; the transition portion is rotatably connected to the steering knuckle. The two sides of the swing arm body are respectively spaced apart from the first and second swing arms and located on one side of the passage space. The end of the elastic member is connected to the swing arm body. The extension arm is located on the side of the swing arm body away from the steering knuckle. The extension arm includes a first extension portion and a second extension portion spaced apart, which are respectively used to rotatably connect to the subframe.

[0009] In some optional embodiments, the swing arm body is provided with a limiting part on the side facing the passage space, and the connecting part, the first extension part and the second extension part are arranged on the outer periphery of the limiting part, and the elastic element is inserted and engaged with the limiting part.

[0010] In some optional embodiments, the steering knuckle further includes a body portion for connecting the wheels of the transport vehicle and a first force-bearing arm connected to the body portion. The first force-bearing arm protrudes relative to the body portion, and both the first connecting portion and the second connecting portion are located on the first force-bearing arm.

[0011] In some optional embodiments, the first connecting part is provided with a first hinge hole, and the first swing arm is rotatably connected to the first connecting part based on the first hinge hole; the second connecting part is provided with a second hinge hole, and the second swing arm is rotatably connected to the second connecting part based on the second hinge hole; the axis of the first hinge hole and the axis of the second hinge hole are arranged opposite to each other or intersecting.

[0012] In some optional embodiments, the steering knuckle is provided with an axle hole for mounting a wheel of a transport vehicle, and the extension direction of the first swing arm is set at an angle to the axis of the axle hole to form an angle α, the value of the angle α being greater than or equal to 25° and less than or equal to 35°.

[0013] In some optional embodiments, the steering knuckle is provided with an axle hole for mounting a wheel of a transport vehicle, and the extension direction of the second swing arm is set at an angle to the axis of the axle hole to form an angle β, the value of the angle β being greater than or equal to 40° and less than or equal to 50°.

[0014] In some optional embodiments, the first control arm includes a first connecting section for connecting the steering knuckle and a first bent section for connecting the subframe; the first bent section is fixedly connected to the first connecting section and bent relative to the first bent section to form a first clearance groove, the first clearance groove being used for the longitudinal beam of the transport vehicle to pass through.

[0015] In some optional embodiments, the second control arm includes a second connecting section for connecting the steering knuckle and a second bent section for connecting the subframe. The second bent section is fixedly connected to the second connecting section and bent relative to the second bent section to form a second clearance groove, which is used for the longitudinal beam of the transport vehicle to pass through.

[0016] In some optional embodiments, the control arm body is further provided with a mounting bracket, and the steering knuckle is provided with an axle hole for connecting the wheels of the transport vehicle. The suspension system also includes an anti-roll bar and a tie rod. The anti-roll bar is connected to the control arm component, extends along the axial direction of the axle hole, and is used to connect to the subframe. The tie rod is connected to the mounting bracket via a first ball joint and to the anti-roll bar via a second ball joint.

[0017] In some optional embodiments, the suspension system further includes a toe arm, which includes a first adjustable section and a second adjustable section that are movable relative to each other. The first and second adjustable sections extend in the same direction and are connected to each other. The first adjustable section is connected to the steering knuckle, and the second adjustable section is used to connect to the subframe.

[0018] In some optional embodiments, the toe arm further includes an intermediate adjustment section disposed between the first adjustment section and the second adjustment section; at least one of the first adjustment section and the second adjustment section is adjustablely connected to the intermediate adjustment section and is movable relative to the intermediate adjustment section along the extension direction to change the spacing between the first adjustment section and the second adjustment section.

[0019] Secondly, this application also provides a chassis assembly, which includes a subframe and the aforementioned suspension system, wherein a first control arm, a second control arm, and a control arm component are respectively connected to the subframe.

[0020] Thirdly, this application also provides a transport vehicle, which includes wheels, a body and the aforementioned frame assembly, with steering knuckles connecting the wheels and the body connected to the subframe.

[0021] Compared to related technologies, the suspension system provided in this application embodiment includes a first control arm and a second control arm that are separately configured, with a through space between the first and second control arms. By using separate first and second control arms instead of the traditional four-link suspension trailing arms, the suspension can more flexibly handle different stress conditions compared to traditional one-piece control arms or suspension trailing arms. This avoids damage caused by uneven stress on a single control arm and provides more space for the installation layout of other components, such as buffers or shock absorbers, preventing these components from occupying vertical space and thus freeing up more space in the passenger compartment of the transport vehicle.

[0022] The first control arm is rotatably connected to the first connecting part of the steering knuckle, and the second control arm is rotatably connected to the second connecting part of the steering knuckle. Both the first and second control arms are used to connect to the subframe. In this way, during vehicle operation, the control arm assembly can effectively transmit the force on the wheels to the subframe, while also better adapting to the wheel's movement under different road conditions. For example, when the vehicle is traveling on a bumpy road, the control arm assembly can adaptively adjust the angle and positional relationship between the first and second control arms and the steering knuckle and subframe according to the amplitude of the wheel's vertical movement, distributing the impact force more evenly to the subframe, reducing the local impact intensity on the subframe, and significantly improving the safety performance and riding experience of the vehicle.

[0023] Furthermore, the swing arm assembly is connected to the steering knuckle. When the transport vehicle accelerates, brakes, or encounters road impacts that generate longitudinal forces, the swing arm assembly and the swing arm component can disperse the longitudinal forces to the subframe from different angles, avoiding the impact of the forces being concentrated on the longitudinal beams, and effectively alleviating the requirements for the tensile, compressive, and bending strength of the longitudinal beams. Attached Figure Description

[0024] To more clearly illustrate the technical solution of this application, the drawings used in the embodiments 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 from these drawings without creative effort.

[0025] Figure 1 This is a schematic diagram of the structure of the transport vehicle provided in the embodiments of this application.

[0026] Figure 2 This is a schematic diagram of the overall structure of the suspension system provided in the embodiments of this application.

[0027] Figure 3 This is a schematic diagram of the steering knuckle provided in an embodiment of this application.

[0028] Figure 4 This is a schematic diagram of the structure of the first swing arm provided in the embodiment of this application.

[0029] Figure 5 This is a schematic diagram of the structure of the second swing arm provided in the embodiment of this application.

[0030] Figure 6 This is a schematic diagram of the swing arm component provided in the embodiments of this application.

[0031] Figure 7 This is a schematic diagram of the anti-roll bar provided in the embodiments of this application.

[0032] Figure 8This is a schematic diagram of the structure of the pull rod provided in the embodiment of this application.

[0033] Figure 9 This is a schematic diagram of the toe arm provided in an embodiment of this application.

[0034] Icon labels: 500. Transport vehicle; 501. Wheel; 503. Vehicle body; 200. Chassis assembly; 201. Subframe; 100. Suspension system; 10. Steering knuckle; 11. First connecting part; 12. Second connecting part; 13. Shaft hole; 141. First force-bearing arm; 142. Body part; 143. First hinge hole; 144. Second hinge hole; 145. Toe-in force-bearing arm; 20. Swing arm assembly; 21. First swing arm; 211. First connecting section; 212. First bending section; 213. First clearance groove; 22. Second swing arm; 221. Second connecting section; 222. Second bending section; 223. Second clearance groove; 23. Through-hole space; 30. Swing arm component; 31. Swing arm body; 32. Adapter; 33. Extension arm; 331. First extension; 332. Second extension; 34. Limiting part; 35. Mounting bracket; 40. Anti-roll bar; 50. Tie bar; 60. Toearm; 61. First adjustment section; 62. Second adjustment section; 63. Intermediate adjustment section; 71. Elastic element; 72. Shock absorber. Detailed Implementation

[0035] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are merely some embodiments of the present application, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present application without creative effort are within the scope of protection of the present application.

[0036] In modern society, transportation vehicles serve as the core carriers for the movement of people, the transfer of goods, and various specialized operations. Their operational stability, safety, and passenger comfort directly impact transportation efficiency and user experience. The transportation vehicles referred to here include, but are not limited to, passenger cars (such as sedans) used for daily commuting, commercial vehicles used for freight transport (such as trucks and tractor-trailers), buses used for public transportation (such as city buses and long-distance buses), special vehicles adapted to complex road conditions (such as off-road vehicles and engineering vehicles), and pure electric sedans and hybrid trucks in the field of new energy vehicles.

[0037] In related technologies, a transport vehicle includes wheels, a body, and a frame assembly. The body is the part of the transport vehicle used to accommodate personnel and load goods; it is typically made of high-strength steel or lightweight alloy materials, providing space for personnel and goods and offering some protection against external environmental influences. The frame assembly is a frame structure spanning the front and rear axles of the transport vehicle, serving as its base. Generally, the frame assembly includes a subframe, a suspension system, two longitudinal beams, and several crossbeams. The longitudinal and crossbeams are connected together through welding, riveting, and other processes to ensure the frame assembly has sufficient strength and rigidity to withstand various loads during transport.

[0038] The subframe is a support structure that supports the front axle, rear axle, and suspension system. It is mounted on the front and rear of the transport vehicle. The suspension system located near the front axle is defined as the front suspension, and the suspension system located near the rear axle is defined as the rear suspension. The subframe located near the front axle is called the front subframe, and the subframe located near the rear axle is called the rear subframe. The front subframe is located at the mounting point of the front suspension and is mounted to the front axle via connectors. The rear subframe is located at the mounting point of the rear suspension and is mounted to the rear axle via connectors, connecting the axles and suspension system to the main frame formed by the longitudinal and transverse beams through the subframe. The subframe can integrate the suspension system and powertrain into a single axle assembly and mount it to the vehicle body. The powertrain mentioned here is a relatively mature existing technology in this field and will not be described in detail here.

[0039] Understandably, the suspension system is used to transmit forces and torques acting between the wheels and the chassis assembly, and to buffer the impact forces transmitted from uneven road surfaces to the chassis assembly or body, and dampen the resulting vibrations to ensure a smooth ride for the vehicle. The structural design of the suspension system directly affects the vehicle's driving performance, ride comfort, and safety. In the overall architecture of a vehicle, the longitudinal beams occupy a crucial position. Typically, longitudinal beams are made of low-alloy steel sheet and extend longitudinally along the vehicle, working in conjunction with the crossbeams to form a robust body support system. On one hand, the longitudinal beams bear the weight of the vehicle body, maintaining the stability and rigidity of the vehicle during operation; on the other hand, in the event of a collision, the longitudinal beams absorb and disperse the impact force, becoming an important line of defense for the safety of passengers inside the vehicle. Furthermore, the subframe in the chassis assembly and the control arms of the suspension system are all connected to the longitudinal beams, meaning that the longitudinal beams also have a direct impact on the performance of the suspension system and the handling of the vehicle.

[0040] In current suspension systems, some independent suspensions employ a four-link structure. However, in this four-link system, the suspension trailing arms are arranged longitudinally. This means that when a vehicle brakes, accelerates, or encounters road impacts, the resulting longitudinal forces act directly on the vehicle's longitudinal beams via the suspension trailing arms. This necessitates that the longitudinal beams possess sufficiently high tensile, compressive, and bending strength; otherwise, prolonged exposure to such forces could lead to structural deformation or fatigue damage. Furthermore, to ensure no interference between the suspension trailing arms and longitudinal beams during dynamic movement, the position, orientation, and cross-sectional shape of the longitudinal beams must precisely match the trajectory of the suspension trailing arms. Moreover, given that the vehicle's longitudinal beams are a core component of its overall collision safety structure, the longitudinally arranged suspension trailing arms must also ensure that the force transmission path remains intact during a collision. However, because the connection point layout between the control arm and the longitudinal beam in the existing suspension system neglects the optimized design of the force transmission path, and the control arm itself lacks an effective force dispersion mechanism, the longitudinal force transmitted from the suspension longitudinal arm to the longitudinal beam is concentrated in a local area of ​​the longitudinal beam, making it difficult to achieve efficient dispersion through the force transmission paths of the longitudinal beam and crossbeam. Simultaneously, the movement trajectory of some suspension control arms is not well-matched with the position and orientation of the longitudinal beam, making them prone to implicit interference under dynamic conditions, thus affecting the efficiency of force transmission. As a result, the vehicle's stability is affected during operation, ride comfort is reduced, and even safety risks are posed.

[0041] To resolve the aforementioned technical issues present in existing automotive suspension systems, please refer to [link / reference needed]. Figure 1 This application provides a suspension system 100, a frame assembly on which the suspension system 100 is configured, and a transport vehicle 500 on which the frame assembly 200 is configured.

[0042] The transport vehicle 500 may possess any combination of one or more features from the related technologies described above. For example, the transport vehicle 500 may include wheels 501, a body 503, and a frame assembly 200, the specific details of which will not be elaborated here. Similarly, the frame assembly 200 may possess any combination of one or more features from the related technologies described above. For example, the frame assembly 200 may include a subframe 201, a suspension system 100, two longitudinal beams (not shown in the figure), and several crossbeams (not shown in the figure), the specific details of which will not be elaborated here.

[0043] The suspension system 100 is applied to a transport vehicle 500 equipped with a subframe 201. The suspension system 100 can serve as either the front or rear suspension of the transport vehicle 500, although... Figure 1 The illustration shows a front suspension, but the depiction is merely an example and should not be construed as limiting the specific implementation of this application. Please refer to... Figures 2 to 6As shown, the suspension system 100 includes a steering knuckle 10, a control arm assembly 20, and a control arm component 30.

[0044] The steering knuckle 10 has a first connecting portion 11 and a second connecting portion 12 spaced apart from each other, which are used to mount the swing arm assembly 20. As a specific example, the steering knuckle 10 has an axle hole 13 for mounting the wheel 501. When it is necessary to connect the wheel 501 to the suspension system 100, the wheel 501 is simply mounted in the axle hole 13. Specifically, the axle hole 13 can be used to mount the wheel hub bearing of the wheel 501. The wheel hub bearing can be a tapered roller bearing, but is not limited to tapered roller bearings; those skilled in the art can select other types of bearings according to structural design and requirements. The wheel hub bearing is mounted in the axle hole 13, and the inner ring of the wheel hub bearing is inserted into the wheel hub, allowing the wheel 501 to rotate flexibly around the steering knuckle 10. During the operation of the transport vehicle 500, the wheel hub bearing bears the weight of the transport vehicle 500 and helps the wheel 501 rotate smoothly. It also bears the steering force when the transport vehicle 500 turns, ensuring stable steering of the transport vehicle 500.

[0045] The swing arm assembly 20 is disposed on one side of the steering knuckle 10. Specifically, the swing arm assembly 20 is mounted on the side of the steering knuckle 10 opposite to the shaft hole 13 to ensure that the movement of the swing arm assembly 20 does not interfere with the wheel hub during the steering and driving of the transport vehicle 500.

[0046] The control arm assembly 20 includes a separate first control arm 21 and a second control arm 22, with a through space 23 between them. By using separate first and second control arms 21 and 22 instead of the traditional four-link suspension trailing arms, this design offers greater flexibility in handling different stress conditions compared to traditional one-piece control arms or suspension trailing arms. It avoids damage caused by uneven stress on a single control arm and provides more space for the installation of other components, such as buffers or shock absorbers, preventing these components from occupying vertical space and thus freeing up more space in the passenger compartment of the transport vehicle 500. The first control arm 21 is rotatably connected to the first connecting portion 11 of the steering knuckle 10, and the second control arm 22 is rotatably connected to the second connecting portion 12 of the steering knuckle 10. Both the first and second control arms 21 are used to connect to the subframe 201. In this way, during the operation of the transport vehicle 500, the swing arm assembly 20 can effectively transmit the force on the wheel 501 to the subframe 201, and can also better adapt to the movement state of the wheel 501 under different road conditions. For example, when the transport vehicle 500 is traveling on a bumpy road, the swing arm assembly 20 can adaptively adjust the angle and position relationship between the first swing arm 21 and the second swing arm 22 and the steering knuckle 10 and the subframe 201 according to the amplitude of the up-and-down movement of the wheel 501, so as to distribute the impact force more evenly to the subframe 201 and reduce the local impact intensity on the subframe 201.

[0047] The swing arm member 30 is connected to the steering knuckle 10. Specifically, for example, the swing arm member 30 can be spaced apart from the swing arm assembly 20 to distribute vibration and impact forces applied from different angles, for example, the two can be spaced apart relative to each other along the height direction H of the transport vehicle 500. It should be understood that "height direction H" here should be understood as the direction of gravity in the normal parking state of the transport vehicle, for example, along a direction perpendicular to the ground and pointing towards the top of the vehicle body 503, or vice versa. The swing arm member 30 connects the subframe 201 and the steering knuckle 10, and is spaced apart from the swing arm assembly 20 in a vertical direction. When the transport vehicle 500 accelerates, brakes, or encounters road impacts that generate longitudinal forces, the swing arm assembly 20 and the swing arm member 30 can distribute the longitudinal forces to the subframe 201 from different angles, preventing the impact force from concentrating on the longitudinal beams. For example, when the transport vehicle 500 brakes, the swing arm assembly 20 can first transfer part of the longitudinal force to the subframe 201, while the swing arm member 30 can bear the remaining longitudinal force from another direction. Through the connection between the swing arm member 30 and the subframe 201, the impact force is transmitted to the subframe 201, thereby reducing the direct force on the longitudinal beams of the vehicle body 503 and effectively alleviating the requirements for the tensile, compressive, and bending strength of the longitudinal beams. Furthermore, when the transport vehicle 500 collides, the collision force is transmitted in a multi-directional and orderly manner through the swing arm assembly 20, the swing arm member 30, and the subframe 201, maintaining the original force transmission path of the longitudinal beams of the vehicle body 503 and ensuring that the safety performance of the entire transport vehicle 500 is not affected during a collision.

[0048] In summary, the steering knuckle 10, the first control arm 21, the second control arm 22, and the control arm assembly 30 work together to form a multi-link suspension structure. The steering knuckle 10, as the core hub for force transmission, transmits the forces acting on the wheel 501 (including longitudinal forces from braking, acceleration, and road impacts, as well as lateral forces during steering) to the suspension system 100. The first and second control arms 21 and 22, connected to the steering knuckle 10, guide some of the forces to different positions on the subframe 201. Simultaneously, the control arm assembly 30 also receives the forces transmitted by the steering knuckle 10 from another connection point in the height direction H of the transport vehicle 500. In this way, on the one hand, it can effectively avoid the force concentration on the longitudinal beam of the vehicle body 503, and significantly reduce the requirements for the tensile, compressive and bending strength of the longitudinal beam; on the other hand, it can also reduce the risk of interference between the suspension system 100 and the longitudinal beam during dynamic movement; at the same time, in the collision scenario, the multi-link suspension structure can orderly transmit the collision force through the subframe 201, ensuring that the original force transmission path of the longitudinal beam is not destroyed, thereby improving the stability of the vehicle body 503, improving the ride comfort, and ensuring the overall vehicle safety performance when the transport vehicle 500 is in motion.

[0049] Furthermore, the coordinated movement between the first swing arm 21 and the second swing arm 22 effectively transmits the longitudinal force on the wheel 501 to the frame or body 503. The swing arm component 30 and the swing arm assembly 20 work together to form a stable mechanical constraint, limiting the unintended longitudinal movement of the wheel 501 during operation and ensuring the driving stability of the transport vehicle 500, thus replacing the function of the trailing arm. In this way, the space near the longitudinal beam of the body 503 is freed up, no longer strictly limited by the trajectory of the trailing arm, providing greater flexibility in the design of the longitudinal beam of the body 503. Designers can more freely adjust the position, orientation, and cross-sectional shape of the longitudinal beam according to the performance requirements of the entire vehicle, optimizing the structure of the longitudinal beam while ensuring its strength and collision safety performance, thereby reducing the weight of the body 503 or increasing its rigidity. Simultaneously, the freed space can also be used to arrange other functional components, such as battery packs and energy storage devices, providing possibilities for the functional expansion of the transport vehicle 500.

[0050] In the above embodiments, please refer to Figure 2 The through-space 23 formed between the first control arm 21 and the second control arm 22 not only avoids interference with the movement of other components but also facilitates the arrangement of pipelines in the vehicle chassis. For example, the vehicle chassis contains numerous pipelines such as brake lines, fuel lines, and wiring harnesses. These pipelines need to be arranged reasonably to avoid being squeezed or worn by the suspension system 100. Therefore, the existence of the through-space 23 can also reduce the possibility of friction between the pipelines and the control arms when the suspension system 100 moves, extending the service life of the pipelines and reducing the risk of failure due to pipeline wear. Specifically, the through-space 23 allows pipelines to pass through it, ensuring the safe arrangement of the pipelines without requiring additional complex avoidance structures, thus reducing the complexity of the chassis layout. Furthermore, the through-space 23 also provides operating space for maintenance personnel. When it is necessary to inspect components or pipelines near the suspension system 100, maintenance personnel can more easily access the relevant components through the through-space 23, improving maintenance efficiency.

[0051] As a preferred embodiment, the suspension system 100 further includes an elastic element 71 and a shock absorber 72.

[0052] The elastic element 71 is disposed within the through space 23 between the first swing arm 21 and the second swing arm 22. The elastic element 71 serves as a damper in the suspension system 100 and may include at least one of the following structures: a coil spring, an air spring, a torsion bar spring, or a hydraulic spring. One end of the elastic element 71 is connected to the swing arm member 30, and the end of the elastic element 71 away from the swing arm member 30 is connected to the vehicle body 503. It can convert the vertical load (such as the impact force generated by road bumps) transmitted from the wheel 501 to the swing arm member 30 into its own elastic deformation, achieving initial buffering of impact energy and reducing the severe vibration of the vehicle body 503 caused by uneven road surfaces. Simultaneously, the supporting function of the swing arm member 30 ensures that the elastic element 71 maintains a stable deformation direction when under force, avoiding the risk of failure due to lateral displacement of the elastic element 71.

[0053] The shock absorber 72 is spaced apart from the elastic element 71, achieving a separate arrangement that avoids excessive space occupation in the transport vehicle 500 due to integration and simplifies the assembly process. In this embodiment, the shock absorber 72 is located outside the elastic element 71, for example, outside the through space 23, and connected between the steering knuckle 10 and the vehicle body 503. The shock absorber 72 may include at least one of the following structures: hydraulic shock absorber, pneumatic shock absorber, and electromagnetic shock absorber. Those skilled in the art can choose different types of structures, each with its own suitable application. For example, a hydraulic shock absorber generates damping force through the flow of oil, providing stable response and reasonable cost; a pneumatic shock absorber uses gas as a medium, resulting in gentler damping characteristics; and an electromagnetic shock absorber can adjust the damping magnitude through current to adapt to different road conditions. Regardless of the type used, one end of the shock absorber 72 is connected to the steering knuckle 10, and the other end is used to connect to the vehicle body 503, thereby directly receiving the vibration energy transmitted by the steering knuckle 10 and dispersing the vibration energy to the vehicle body 503.

[0054] This design fully utilizes the through space 23 formed between the first swing arm 21 and the second swing arm 22, achieving a compact layout and avoiding the occupation of additional chassis space. It also reduces the risk of motion interference between the elastic element 71 and other components. The elastic element 71 and the shock absorber 72 work together. When the elastic element 71 deforms and reciprocates after absorbing impact, the shock absorber 72 can dissipate the vibration energy of the elastic element 71 through its internal damping structure, suppressing resonance and preventing continuous vibration transmission to the vehicle body 503. Furthermore, the connection method between the shock absorber 72 and the steering knuckle 10 and the vehicle body 503 not only disperses vibration energy to the vehicle body 503 rather than concentrating it on a single part, but also further optimizes the vibration transmission path. Moreover, the direct connection between the shock absorber 72 and the steering knuckle 10 allows for more precise response to the dynamic changes of the wheel 501. When the transport vehicle 500 turns, accelerates rapidly, or brakes, it can improve the ground contact of the wheel 501 by suppressing excessive movement of the steering knuckle 10.

[0055] In addition, the elastic element 71 and the shock absorber 72 can also work synergistically with the swing arm assembly 20 and the swing arm component 30. Specifically, the elastic element 71 is responsible for buffering the impact, the shock absorber 72 is responsible for damping the vibration, and the swing arm assembly 20 and the swing arm component 30 are both responsible for dispersing and transmitting the remaining energy. The combination of the elastic element 71, the shock absorber 72 and the swing arm component 30 can significantly improve the vibration filtering effect of the transport vehicle 500 when it is in motion, further enhance the stability of the vehicle body 503, improve the ride comfort, and at the same time reduce the continuous impact of vibration on the vehicle body 503, especially on the longitudinal beams, thus extending the service life of the vehicle body 503.

[0056] Compared to related technologies where springs and other buffer components and shock absorbers are all mounted on the swing arm assembly 20, and the swing arm assembly 20 simultaneously bears the installation load of the springs and other buffer components and the shock absorbers as well as the force during operation, the elastic element 71 provided in this embodiment is connected to the vehicle body 503 through the swing arm assembly 30, and the shock absorber 72 is directly connected to the steering knuckle 10 and the vehicle body 503. This effectively avoids the swing arm assembly 20 bearing additional loads, reduces the structural strength requirements of the swing arm assembly 20, and reduces the performance degradation of the suspension system 100 caused by the deformation of the swing arm assembly 20. Furthermore, in related technologies, springs and other buffer components and shock absorbers are installed on the swing arm assembly 20, which is easily limited by the size and movement trajectory of the swing arm assembly 20. Due to space constraints, the movement of the springs and other buffer components and shock absorbers with the swing arm assembly 20 may interfere. However, in the suspension system 100 provided in this application embodiment, the elastic element 71 is placed in the through space 23 of the swing arm assembly 20, and the shock absorber 72 is located outside the elastic element 71. This makes full use of the advantages of the through space 23, avoiding movement interference with the swing arm assembly 20, and reserving more reasonable arrangement space for the elastic element 71 and the shock absorber 72. This reduces the size restrictions on the elastic element 71 and the shock absorber 72, making it easier to select suitable models according to performance requirements. In addition, the force of the elastic element 71 is directly transmitted to the body 503, and the force of the shock absorber 72 is directly transmitted between the steering knuckle 10 and the body 503. The force transmission path is shorter and independent, which can respond to road impacts more quickly and further improve the immediacy of shock absorption and cushioning.

[0057] As an example of this embodiment, please refer to the following for details. Figure 2 and Figure 3As shown, the steering knuckle 10 also includes a first load-bearing arm 141 and a body portion 142 for connecting the wheel 501. The body portion 142, as the core carrier connecting the steering knuckle 10 and the wheel 501, can directly bear various loads transmitted by the wheel 501, including longitudinal forces, lateral forces, and vertical forces, providing a stable mounting base for the wheel 501. The first load-bearing arm 141, as a transitional structure for force transmission, is connected to the body portion 142 and protrudes relative to it. A first connecting portion 11 and a second connecting portion 12 are both disposed on the first load-bearing arm 141, allowing the load of the wheel 501 borne by the body portion 142 to be transmitted more evenly to the swing arm assembly 20 through the first connecting portion 11 and the second connecting portion 12. As an example, when the transport vehicle 500 is in a normal parking state, the first load-bearing arm 141 is located above the body portion 142.

[0058] During the actual operation of the transport vehicle 500, when the wheel 501 is subjected to road impact or steering force, the first force arm 141 can distribute the load through its own structural rigidity, extending the service life of the connection between the steering knuckle 10 and the swing arm assembly 20. Simultaneously, it also makes the relative positions of the first connecting part 11 and the second connecting part 12 more fixed, ensuring the stability of the connection between the swing arm assembly 20 and the steering knuckle 10, reducing the deviation in the motion trajectory of the suspension system 100 caused by the offset of the connection point, thereby ensuring the accuracy of the wheel 501 positioning parameters and improving the handling stability of the transport vehicle 500. It should be noted that the extension length of the first force arm 141 can be adjusted according to the overall layout of the suspension system 100, providing adjustment space for the installation position of the swing arm assembly 20, allowing the swing arm assembly 20 to better cooperate with the subframe 201, further optimizing the force transmission path, and forming a synergistic effect with the swing arm assembly 20 and the swing arm component 30, enhancing the overall performance of the suspension system 100.

[0059] Furthermore, please refer to the specific details. Figure 2 and Figure 3 As shown, the first arm 141 is provided with a first hinge hole 143 for connecting the first swing arm 21 and a second hinge hole 144 for connecting the second swing arm 22. The axis of the first hinge hole 143 and the axis of the second hinge hole 144 are either skewed or intersecting. Therefore, the first swing arm 21 is rotatably connected to the steering knuckle 10 based on the first hinge hole 143, and the second swing arm 22 is rotatably connected to the steering knuckle 10 based on the second hinge hole 144. The axes of the first swing arm 21 and the second swing arm 22 relative to the axis of rotational connection of the steering knuckle (e.g., the bushing shaft when connected by a bushing) are different, allowing the first swing arm 21 and the second swing arm 22 to rotate relative to the steering knuckle 10 around different axes, thereby buffering vibrations and impacts from multiple directions.

[0060] In some specific examples, the first hinge hole 143 is located at the position of the first connecting part 11 on the first force-bearing arm 141, and the second hinge hole 144 is located at the position of the second connecting part 12 on the first force-bearing arm 141. The first hinge hole 143 and the second hinge hole 144 provide a precise installation reference for the connection between the first swing arm 21, the second swing arm 22 and the steering knuckle 10, ensuring the stability of the connection between the first swing arm 21, the second swing arm 22 and the steering knuckle 10. The axis connecting the first connecting part 11 and the first swing arm 21 is defined as the first axis, and the axis connecting the second connecting part 12 and the second swing arm 22 is defined as the second axis. The first axis is the central axis of the first hinge hole 143, and the second axis is the central axis of the second hinge hole 144. The first axis and the second axis are either skewed or intersecting. This allows the first swing arm 21 and the second swing arm 22 to connect to the steering knuckle 10 from different angles.

[0061] When wheel 501 is subjected to longitudinal forces, lateral forces, and other loads, the first control arm 21 and the second control arm 22 can bear forces in different directions, reducing the risk of wear and deformation at the connection points. For example, when the transport vehicle 500 turns, the lateral force can be transmitted to the subframe 201 through the first control arm 21 and the second control arm 22 along their respective axial directions. Because the axial directions of the first axis and the second axis are different, the force distribution is more balanced. At the same time, the first axis and the second axis, which are arranged in opposite or intersecting directions, also enable the first control arm 21 and the second control arm 22 to form a complementary constraint relationship when the transport vehicle 500 moves. This allows for better control of the camber angle, toe angle, and other positioning parameters of wheel 501, reducing the problem of increased tire wear or decreased handling caused by changes in the positioning parameters of wheel 501 during the operation of the transport vehicle 500. In addition, combined with the structure of the first load-bearing arm 141, the movement interference between the first control arm 21 and the second control arm 22 and the main body 142 can be avoided, ensuring the smooth movement of the suspension system 100 under various working conditions.

[0062] In the embodiments of this application, the connection between the first swing arm 21 and the second swing arm 22 and the steering knuckle 10 and the subframe 201 can be a flexible connection to adaptively adjust the motion impact of the transport vehicle 500 during driving. These flexible connections can be implemented by connection structures such as rubber bushings or rubber ball joints, which will not be described in detail in this specification.

[0063] It should be noted that, such as Figure 2 As shown, the direction along the axis of the shaft hole 13 is defined as the Y direction. The first swing arm 21 and the second swing arm 22 are both extended in the Y direction, which makes the extension direction of the first swing arm 21 and the second swing arm 22 match the force transmission direction of the hub bearing.

[0064] In some specific examples, the extension direction of the first swing arm 21 is set at an angle to the axis of the shaft hole 13 to form an angle α. The value of the angle α is greater than or equal to 25° and less than or equal to 35°. This ensures that when the first swing arm 21 is subjected to longitudinal force, the force component along the extension direction of the first swing arm 21 is reasonable, avoiding excessive lateral force due to an excessively small angle, which would increase wear on the hinge hole. It also allows the force to be transmitted more smoothly to the subframe 201 through a reasonable angle.

[0065] In some other specific examples, the extension direction of the second swing arm 22 is set at an angle to the axis of the shaft hole 13 to form an angle β. The value of the angle β is greater than or equal to 40° and less than or equal to 50°, which allows the second swing arm 22 to form a force transmission path complementary to the first swing arm 21 when bearing lateral or vertical forces.

[0066] With this configuration, when wheel 501 encounters complex road impacts, the first control arm 21 and the second control arm 22 can respectively bear the force components in different directions, reducing the stress load on a single control arm and lowering the fatigue risk of the connection parts. Simultaneously, the aforementioned α and β angles, combined with the skewed or intersecting layout of the first and second axes, allow for more precise constraint of the wheel 501's movement trajectory through angle adjustments of the first and second control arms 21 and 22. For example, when wheel 501 bounces up and down, the combined effect of α and β angles reduces fluctuations in the tire's contact area, lowers the probability of uneven tire wear, and ensures lateral support when the transport vehicle 500 turns. Furthermore, it prevents excessively large angles from causing movement interference between the first and second control arms 21 and 22 and components such as the elastic element 71 and shock absorber 72, and also prevents excessively small angles from limiting the effective travel of the first and second control arms 21 and 22, ensuring that the suspension system 100 maintains a stable working state during compression and extension, thus improving the ride smoothness and handling of the transport vehicle 500.

[0067] As an example of this embodiment, please refer to Figure 4 and Figure 5The aforementioned first swing arm 21 includes a first connecting section 211 for connecting the steering knuckle 10 and a first bent section 212 for connecting the subframe 201. The first bent section 212 is fixedly connected to the first connecting section 211. For example, the first bent section 212 is fixedly connected to the first connecting section 211 by welding or integral molding to ensure the rigidity of the first swing arm 21 when transmitting force and to avoid a decrease in force transmission efficiency due to loose connection. In this embodiment, the first connecting section 211 is bent relative to the first bent section 212 to form a first clearance groove 213. The first clearance groove 213 can be U-shaped to allow the longitudinal beam of the transport vehicle to pass through. Specifically, the opening direction of the first clearance groove 213 faces the direction where the vehicle body 503 is located, thereby avoiding the longitudinal beam used to support the vehicle body 503 and preventing the first swing arm 21 from occupying too much space in the height direction.

[0068] In this embodiment, the second swing arm 22 includes a second connecting section 221 for connecting the steering knuckle 10 and a second bent section 222 for connecting the subframe 201. The second bent section 222 is fixedly connected to the second connecting section 221. For example, the second bent section 222 is fixedly connected to the second connecting section 221 by welding or integral molding, ensuring the rigidity of the second swing arm 22 when transmitting force and avoiding a decrease in force transmission efficiency due to loose connection. In this embodiment, the second connecting section 221 is bent relative to the second bent section 222 to form a second clearance groove 223. The second clearance groove 223 can be U-shaped for the longitudinal beam of the transport vehicle to pass through. Specifically, the second clearance groove 223 can be arranged approximately parallel to the first clearance groove 213 in the horizontal direction and form a state of mutual communication. The opening direction of the second clearance groove 223 faces the direction of the vehicle body 503, thereby avoiding the longitudinal beam used to support the vehicle body 503 and avoiding the second swing arm 22 from occupying too much space in the height direction. It should be noted that at least one of the first swing arm 21 and the second swing arm 22 may adopt the above-described structural form.

[0069] In this embodiment, both the first swing arm 21 and the second swing arm 22 can be strip-shaped structures. The first swing arm 21 and the second swing arm 22 can respectively adopt a U-shaped cross-section structure or a T-shaped cross-section structure. The U-shaped cross-section structure can improve overall rigidity through its closed contour, while the T-shaped cross-section structure can reduce weight while maintaining a certain level of rigidity. The length of the second swing arm 22 can range from 310mm to 340mm (inclusive). The length of the second swing arm 22 can range from 400mm to 430mm (inclusive). The angle between the extension directions of the first swing arm 21 and the second swing arm 22 can range from 40° to 50° (inclusive).

[0070] With the suspension system 100 and the longitudinal beams of the vehicle body 503 arranged in a compact manner, the first clearance groove 213 and the second clearance groove 223 can effectively prevent interference between the first control arm 21, the second control arm 22 and the longitudinal beams during the movement of the transport vehicle 500, ensuring the independence of the movement of each component. At the same time, it also allows the first control arm 21 and the second control arm 22 to maintain a reasonable arrangement near the longitudinal beams, without having to excessively increase the length of the first control arm 21 and the second control arm 22 or change the connection angle to avoid the longitudinal beams, thereby reducing the weight increase of the first control arm 21 and the second control arm 22 due to structural redundancy, which helps to achieve the weight reduction of the suspension system 100. Furthermore, when the longitudinal beam undergoes slight deformation due to stress during the operation of the transport vehicle 500, the first clearance groove 213 and the second clearance groove 223 can reserve a certain deformation space for the longitudinal beam, preventing the first swing arm 21 and the second swing arm 22 from restricting the deformation of the longitudinal beam. This reduces the interaction force between the first swing arm 21 and the second swing arm 22 and the longitudinal beam, preventing wear or damage caused by hard contact and extending the service life of the first swing arm 21, the second swing arm 22, and the longitudinal beam. Moreover, since neither the first swing arm 21 nor the second swing arm 22 is in contact with the longitudinal beam, it can also reduce the vibration transmission between either the first swing arm 21 or the second swing arm 22 and the longitudinal beam, thereby reducing noise and indirectly improving the riding comfort of the transport vehicle 500.

[0071] As an example of this embodiment, please refer to Figure 6 The swing arm component 30 is generally a one-piece molded block or plate structure. The swing arm component 30 may include a swing arm body 31 and an extension arm 33.

[0072] The swing arm body 31 is provided with a transition part 32, which is connected to the steering knuckle 10 and can transmit part of the load transmitted by the steering knuckle 10 to the swing arm body 31. The two sides of the swing arm body 31 are respectively spaced apart from the first swing arm 21 and the second swing arm 22, so that the swing arm body 31 is located on one side of the through space 23, that is, the approximate center of the swing arm body 31 is aligned with the through space 23 between the first swing arm 21 and the second swing arm 22, which can avoid motion interference between the swing arm body 31 and the first swing arm 21, the second swing arm 22 and other components in the through space 23.

[0073] The end of the aforementioned elastic element 71 is connected to the swing arm body 31, therefore the swing arm body 31 can be used as a mounting base for the elastic element 71. Specifically, in this embodiment, please refer to... Figure 2 as well as Figure 6As shown, a limiting part 34 is provided on the side of the swing arm body 31 facing the through space 23. The connecting part 32, the first extension part 331, and the second extension part 332 are distributed on the outer periphery of the limiting part 34, so that the limiting part 34 is approximately located at the center of the swing arm body 31. The area where the limiting part 34 is located is in the force balance area of ​​the swing arm body 31. The elastic member 71 and the limiting part 34 are engaged by a plug-in method. Specifically, the elastic member 71 can be a spring, which has a generally columnar sleeve or plug-in structure. The limiting part 34 can include a groove and / or a protrusion structure provided on the swing arm body 31, and a plug-in engagement structure is formed between the groove and / or the protrusion structure and the elastic member 71. Therefore, it can prevent the elastic member 71 from shifting or swaying laterally or radially during the extension and contraction process, ensuring that the elastic member 71 is always subjected to force in a preset direction, and avoiding elastic failure due to offset or interference with surrounding components. Meanwhile, the insertion and cooperation between the elastic element 71 and the limiting part 34 can also improve the connection stability between the elastic element 71 and the swing arm body 31, so that the impact energy absorbed by the elastic element 71 can be more smoothly transmitted to the steering knuckle 10 and other components through the swing arm body 31. In conjunction with the connection relationship between the swing arm body 31 and the elastic element 71, the force transmission path is further optimized, energy loss is reduced, and the control capability of the suspension system 100 over the movement of the wheel 501 is further enhanced, indirectly improving the stability of the vehicle body 503 and the ride comfort.

[0074] An extension arm 33 is disposed on the side of the swing arm body 31 away from the steering knuckle 10, and is used to connect the subframe 201. Specifically, in this embodiment, the extension arm 33 includes a first extension 331 and a second extension 332 spaced apart, which are used to connect the subframe 201. The first extension 331, the second extension 332, and the transition part 32 are distributed around the swing arm body 31 and are approximately equally spaced, making the swing arm component 30 approximately A-shaped. On the one hand, this structural arrangement can provide two force-bearing points for the connection between the swing arm component 30 and the subframe 201. When subjected to longitudinal or lateral loads, the force can be distributed and transmitted to the connection part with the subframe 201 through the first extension 331 and the second extension 332, thereby reducing the load concentration at a single connection point by distributing the force. On the other hand, the A-shaped structure formed by the first extension 331 and the second extension 332 is equivalent to constructing a force-bearing frame with triangular stability on the extension arm 33, increasing the moment of inertia of the section of the extension arm 33 in the direction of force. According to the principles of mechanics of materials, the increase in the moment of inertia of the section can effectively enhance the component's ability to resist bending deformation. Thus, under the same load, compared with a single arm structure, the deformation of the extension arm 33 can be significantly reduced, thereby improving the overall rigidity and reducing the risk of deformation.

[0075] It is worth noting that the A-shaped structure of the swing arm component 30 ensures that the mating surfaces of the limiting part 34 and the elastic element 71 maintain a stable stress state. This avoids misalignment or poor contact of the mating surfaces due to deformation of the swing arm body 31, thus ensuring that the elastic element 71 can always maintain effective contact with the limiting part 34 during the stress process. This further enhances the limiting effect of the limiting part 34 on the elastic element 71, while reducing the risk of local wear or stress concentration caused by unstable contact. This has a positive effect on extending the service life of the elastic element 71 and maintaining the performance stability of the suspension system 100.

[0076] Understandably, the aforementioned "insertion and engagement of the elastic element 71 and the limiting part 34" specifically refers to the limiting part 34 being configured as an insertion structure (such as a protrusion or groove), and the corresponding end of the elastic element 71 having a matching structure adapted to this insertion structure (such as a through hole, a boss, or a sleeveable port). The elastic element 71 and the limiting part 34 achieve axial positioning through insertion and engagement; that is, the end of the elastic element 71 is inserted into the insertion structure of the limiting part 34 along a preset direction (usually the extension / retraction direction of the elastic element 71). This ensures that during the extension and retraction process under force, the radial displacement of the elastic element 71 is constrained by the limiting part 34, thereby preventing lateral displacement or swaying of the elastic element 71. This not only ensures the stability of the elastic element 71 under force but also enhances the overall rigidity of the connection between the elastic element 71 and the limiting part 34 through the contact surface fit, providing a structural basis for the efficient transmission of impact energy.

[0077] Further, please refer to Figure 6 The swing arm body 31 is also equipped with a mounting bracket 35. The mounting bracket 35 can be integrally formed and connected to the swing arm body 31 to ensure the structural strength and stability of the connection between the swing arm body 31 and the mounting bracket 35. Please refer to... Figure 2 , Figure 6 , Figure 7 and Figure 8 As shown, the suspension system 100 also includes an anti-roll bar 40 and a tie rod 50. The tie rod 50 is connected to the control arm member 30, and the anti-roll bar 40 is connected to the control arm member 30, the tie rod 50, and the subframe 201. The anti-roll bar 40 extends along the central axis of the axle hole 13. The end of the anti-roll bar 40 away from the control arm member 30 is used to connect to the subframe 201. When the vehicle turns and rolls, the height difference between the two wheels 501 will cause the anti-roll bar 40 to twist through the control arm member 30, generating an anti-roll moment using its own rigidity to suppress the roll of the vehicle body 503. The extension direction of the anti-roll bar 40 along the central axis of the axle hole 13 makes its force transmission path more compatible with the force direction of the wheel 501, which can more efficiently transmit the roll force to the subframe 201 for dispersion.

[0078] It should be noted that the anti-roll bar 40 can be a torsion bar, such as a solid rod-like structure. The anti-roll bar 40 can be made of materials with high elasticity and rigidity, such as spring steel. Both ends are connected to the subframe 201 via bushings or connectors. The middle part can be shaped into a straight rod or a bent structure with a certain curvature, depending on the overall vehicle layout requirements, to adapt to chassis space and optimize force transmission path. Of course, there are many structural types of the anti-roll bar 40, which are relatively mature existing technologies in this field. In addition to the basic structure mentioned above, there are also adjustable anti-roll bars (where anti-roll performance is adjusted by adjusting the length or rigidity of the bar). Those skilled in the art can select the appropriate structural type of the anti-roll bar 40 according to the load, driving conditions, and roll suppression requirements of the transport vehicle 500.

[0079] The tie rod 50 is located on the side of the elastic member 71 adjacent to the second control arm 22, and can extend along the height direction H of the transport vehicle. The tie rod 50 is connected to the mounting bracket 35 via a first ball joint and to the anti-roll bar 40 via a second ball joint. Because the ball joint connection structure allows for a certain angle of relative rotation between the tie rod 50, the control arm 30, and the anti-roll bar 40, motion interference is avoided. Simultaneously, it can transmit the dynamic displacement signal of the control arm 30 to the anti-roll bar 40, enabling the anti-roll bar 40 to respond more accurately to changes in the vehicle body 503's attitude. Furthermore, the tie rod 50's location on the side of the elastic member 71 adjacent to the second control arm 22 results in a compact layout that does not occupy critical force transmission space. Combined with the buffering effect of the elastic member 71 and the shock absorber 72, it can suppress body roll while reducing the impact on the suspension system 100's cushioning performance. Therefore, the anti-roll bar 40 and the tie rod 50 will synergize with the force transmission structure of the first control arm 21 and the second control arm 22, further improving the stability and ride comfort of the transport vehicle 500 during steering.

[0080] It should also be added that the tie rod 50 in this embodiment is a rigid rod structure. The tie rod 50 can be made of high-strength alloy steel or forged steel to ensure structural stability during force transmission. Depending on the overall vehicle layout and force transmission requirements, the structure type of the tie rod 50 can be a fixed straight rod, a length-adjustable tie rod (the distance between the two ends is adjusted by threads to adapt to different assembly precisions), etc., and the appropriate type can be selected according to the dynamic characteristics requirements of the suspension system 100 and the installation space limitations.

[0081] It is worth noting that the arrangement of the tie rod 50 shortens the lever arm length between the outer end of the anti-roll bar 40 (i.e., the end connected to the subframe 201) and the mounting point of the anti-roll bar 40 (the connection point with the tie rod 50). According to the principle of torque balance, when the anti-roll moment requirement generated by the lateral tilt of the vehicle body 503 is fixed, the reduction in the lever arm length will reduce the force required to be borne by the anti-roll bar 40. As a result, the force borne by the anti-roll bar 40 is reduced, and the wire diameter of the anti-roll bar 40 can be appropriately reduced. This eliminates the need for an excessively thick rod to meet the rigidity requirements, reducing material costs and processing difficulty. At the same time, the force on the mounting point of the anti-roll bar 40 is reduced, lowering the strength requirements of the subframe 201 fixing structure and indirectly achieving the goal of lightweight design of the vehicle body 503. Furthermore, the tie rod 50 is arranged along the height direction H, which also reduces the vertical installation space required for the elastic element 71 and the shock absorber 72, correspondingly reducing the vertical height of the elastic element 71 and the shock absorber 72, thereby compressing the vertical space occupied by the entire suspension system 100. In summary, while ensuring the roll suppression performance of the suspension system 100, the tie rod 50 also achieves structural lightweighting, cost reduction, and improved space utilization through mechanical optimization, thus balancing performance and economy.

[0082] In this embodiment, please refer to Figure 2 and Figure 9 As shown, the suspension system 100 also includes a toe arm 60, wherein the toe arm 60 includes a first adjustable section 61 and a second adjustable section 62 that are movable relative to each other. The first adjustable section 61 and the second adjustable section 62 extend in the same extending direction and are connected to each other. The first adjustable section 61 is provided with a first end for connecting to the steering knuckle 10. Specifically, the steering knuckle 10 also includes a toe-receiving arm 145, which extends outward from the body portion 142 and is located on the side of the body portion 142 adjacent to the first toe-receiving arm 141. The toe-receiving arm 145 is connected to the first adjustment section 61 of the toe-receiving arm 60. This not only shortens the connection distance with the first adjustment section 61 and reduces energy loss during force transmission, but also improves the control accuracy of the toe-receiving arm 60 on the steering knuckle 10. It also avoids spatial interference with other components of the steering knuckle 10, ensuring the compactness of the overall structure of the steering knuckle 10. At the same time, the support of the body part 142 enhances the load-bearing capacity of the toe-receiving arm 145, ensuring that the stability of the toe angle is not affected by deformation when transmitting toe-direction force.

[0083] The second adjustment section 62 is used to connect the subframe 201. Specifically, the second adjustment section 62 has a second end for connecting the subframe 201, forming a force transmission path from the steering knuckle 10 to the subframe 201. It can bear and transmit the toe-in force generated when the wheel 501 turns, avoid the steering knuckle 10 from deforming due to excessive local stress, and ensure the structural stability of the steering knuckle 10.

[0084] As an example of this embodiment, please refer to Figure 9 The toe arm 60 also includes an intermediate adjustment section 63, which is located between the first adjustment section 61 and the second adjustment section 62. At least one of the first adjustment section 61 and the second adjustment section 62 is adjustablely connected to the intermediate adjustment section 63 and can move relative to the intermediate adjustment section 63 along the extension direction to change the distance between the first adjustment section 61 and the second adjustment section 62, thereby adjusting the overall length of the toe arm 60. The adjustable connection structure between the first adjustment section 61 or the second adjustment section 62 and the intermediate adjustment section 63 can be achieved by a threaded connection, or by a limiting adjustment structure of protrusions and grooves in a hole-shaft fit, or by a snap-fit ​​limiting structure set at different axial positions.

[0085] For example, in some embodiments, the first adjustment segment 61 and the second adjustment segment 62 are respectively screwed to the opposite ends of the intermediate adjustment segment 63 (achieving axial adjustment through threaded connection). When either the first adjustment segment 61 or the second adjustment segment 62 rotates relative to the intermediate adjustment segment 63, the distance between the first and second ends can be changed. In this way, by rotating the adjustment segment, the overall length of the toe arm 60 (i.e., the distance between the first and second ends) can be changed, which is beneficial for accurately adjusting the toe angle of the wheel 501, so that the wheel 501 maintains the optimal ground contact posture when driving. When the transport vehicle 500 experiences uneven tire wear or straight-line deviation due to long-term use, the toe angle can be corrected through this adjustment method without disassembling the complex structure, reducing maintenance costs. At the same time, it can also adapt to different road conditions. For example, when driving on complex roads, the toe angle can be finely adjusted to improve steering response speed, and when driving at high speeds, it can be adjusted to a more stable angle to reduce driving resistance. In addition, the toe arm 60 works in conjunction with the swing arm assembly 20, anti-roll bar 40, etc. Specifically, the precise control of the toe angle, together with the constraint of the wheel 501 positioning parameters by the swing arm assembly 20, further reduces tire slippage during vehicle operation and reduces energy consumption. At the same time, a stable toe angle can improve the ground contact of the wheel 501, and together with the anti-roll bar 40, enhance the stability of the vehicle body 503 when the vehicle is turning, indirectly improving ride comfort.

[0086] In other embodiments, the axially adjustable structure of the toe arm 60 can be implemented using other structures. For example, the end of the first adjustment segment 61 is provided with a limiting slider, and the corresponding end of the second adjustment segment 62 is provided with a groove adapted to the slider. The inner wall of the groove is provided with positioning teeth along the length direction, and the slider is provided with an elastic pin that can engage with the positioning teeth. When the length needs to be adjusted, the elastic pin is pressed to disengage it from the positioning teeth, and the first adjustment segment 61 and the second adjustment segment 62 are pushed to slide relative to each other along the groove. After the distance is adjusted to the target value, the pin is released to engage with the corresponding positioning teeth to lock it. In this way, the first adjustment segment 61 and the second adjustment segment 62 can also be moved relative to each other by sliding to achieve the purpose of length adjustment. The operation is convenient and the locking is reliable. It can quickly adapt to the coarse adjustment requirements of the toe angle. At the same time, the cooperation between the groove and the slider can limit radial displacement and ensure structural stability during force transmission.

[0087] In other embodiments, the second adjustment section 62 can be configured as a hollow sleeve, with the end of the first adjustment section 61 slidably inserted into the second adjustment section 62. The second adjustment section 62 has multiple positioning holes spaced along its length on its wall, and the insertion end of the first adjustment section 61 has a threaded hole adapted to the positioning holes. During adjustment, the first adjustment section 61 is pulled to change its extension length. After the threaded hole aligns with the target positioning hole, a locking bolt is passed through the positioning hole and screwed into the threaded hole to achieve fixation. In this way, the hollow sleeve and the insertion section of the first adjustment section 61 work together to improve overall rigidity. The spacing of the positioning holes can meet the adjustment requirements of different lengths, and the bolt connection has high locking strength, enabling stable resistance to the force in the toe-in direction. This is more suitable for suspension system 100 applications with high structural rigidity requirements.

[0088] It should also be noted that the "rotational connections" involved in the above structure (such as the connection between the first swing arm 21 and the first connecting part 11, and the connection between the second swing arm 22 and the second connecting part 12) and the connections between other components can all be made using flexible connections, for example, rubber bushings. Specifically, the rubber bushing includes an outer metal sleeve, an inner metal mandrel, and a vulcanized rubber layer in the middle. The inner metal mandrel is fixed to one side component (such as the first connecting part 11 of the steering knuckle 10), and the outer metal sleeve is fixed to the other side component (such as the corresponding first swing arm 21). The vulcanized rubber layer in the middle can allow the two ends to rotate at a certain angle through elastic deformation, realizing the rotation function while absorbing high-frequency vibrations and noise generated by road impacts, reducing the transmission of vibrations to the vehicle body 503, and improving ride comfort. At the same time, the elastic properties of the rubber layer can buffer instantaneous impact forces, reduce rigid wear between the outer metal sleeve and the inner metal mandrel, and extend the service life of the connection structure. In addition to rubber bushings, ball joints (composed of a metal ball head and a ball seat, which achieve multi-angle rotation through spherical contact, with strong load-bearing capacity and high mobility) and polyurethane bushings (with higher rigidity than rubber, faster response speed, and suitable for scenarios with high handling requirements) can also be used. Those skilled in the art can select the appropriate connection method according to the force, vibration suppression requirements and mobility requirements of the suspension system 100.

[0089] In summary, this application utilizes the steering knuckle, control arm components, and separately configured first and second control arms in the suspension system to construct a multi-path force transmission structure. The first and second control arms can distribute the force on the wheel 501 to different positions on the subframe 201. Simultaneously, the spacing between the control arm assemblies and control arm components in the height direction allows for the reception and transmission of force from another height direction. This transmits the longitudinal forces generated by the vehicle 500 during braking, acceleration, and road impacts to the subframe 201 through different paths, achieving multi-directional force distribution and avoiding concentrated force on the longitudinal beams of the vehicle body 503, thus reducing the strength requirements of the longitudinal beams and ensuring the stability of the force transmission path during a collision. Furthermore, the through space formed by the first and second control arms and the spacing between the control arm assemblies and control arm components reduce the dynamic movement of the suspension system and the risk of interference with the longitudinal beams. Therefore, the aforementioned suspension system can effectively improve the stability, ride comfort, and safety performance of the vehicle body 503.

[0090] In this application specification, certain terms are used to refer to specific components. Those skilled in the art will understand that hardware manufacturers may use different names to refer to the same component. The specification and claims do not distinguish components based on differences in name, but rather on differences in function. The term "comprising" throughout the specification and claims is an open-ended term and should be interpreted as "including but not limited to"; "generally" means that those skilled in the art can solve the technical problem within a certain margin of error and basically achieve the technical effect.

[0091] In the description of this application, it should be understood that the terms "upper", "lower", "front", "back", "left", "right", "inside", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the purpose of simplifying the description of this application 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 this application.

[0092] In this application, unless otherwise expressly specified or limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or merely surface contact. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0093] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0094] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0095] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended 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 of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A suspension system, characterized in that, The suspension system includes: A steering knuckle having a first connecting portion and a second connecting portion spaced apart from each other; A swing arm assembly is disposed on one side of the steering knuckle; the swing arm assembly includes a first swing arm and a second swing arm that are separately configured, the first swing arm and the second swing arm being spaced apart from each other to form a through space; the first swing arm is rotatably connected to a first connecting portion, and the second swing arm is rotatably connected to a second connecting portion; the first swing arm and the second swing arm are respectively used to connect to the subframe of the transport vehicle; and A swing arm assembly is rotatably connected to the steering knuckle, and the swing arm assembly is used to connect to the subframe.

2. The suspension system as described in claim 1, characterized in that, The suspension system also includes: An elastic element, disposed within the passage space, wherein one end of the elastic element is connected to the swing arm member, and the other end is used to connect to the vehicle body of the transport vehicle; and A shock absorber is provided at an interval from the elastic element; one end of the shock absorber is connected to the steering knuckle, and the other end is used to connect to the body of the transport vehicle.

3. The suspension system as described in claim 2, characterized in that, The swing arm component includes: The swing arm body has a transition section; the transition section is rotatably connected to the steering knuckle; the two sides of the swing arm body are respectively spaced apart from the first swing arm and the second swing arm, and are located on one side of the through space; the end of the elastic member is connected to the swing arm body; and An extension arm is disposed on the side of the swing arm body away from the steering knuckle. The extension arm includes a first extension portion and a second extension portion disposed at intervals. The first extension portion and the second extension portion are respectively used to rotatably connect to the subframe.

4. The suspension system as described in claim 3, characterized in that, The main body of the swing arm is provided with a limiting part on the side facing the through space. The connecting part, the first extension part and the second extension part are distributed on the outer periphery of the limiting part. The elastic member is inserted and engaged with the limiting part.

5. The suspension system as described in claim 1, characterized in that, The steering knuckle also includes a body portion for connecting the wheels of the transport vehicle and a first force-bearing arm connected to the body portion. The first force-bearing arm protrudes relative to the body portion, and the first connecting portion and the second connecting portion are both provided on the first force-bearing arm.

6. The suspension system as described in claim 5, characterized in that, The first connecting part is provided with a first hinge hole, and the first swing arm is rotatably connected to the first connecting part based on the first hinge hole; the second connecting part is provided with a second hinge hole, and the second swing arm is rotatably connected to the second connecting part based on the second hinge hole; the axis of the first hinge hole and the axis of the second hinge hole are either opposite to each other or intersecting.

7. The suspension system as claimed in claim 1, characterized in that, The steering knuckle is provided with an axle hole for mounting a wheel of a transport vehicle. The extension direction of the first swing arm is set at an angle to the axis of the axle hole to form an angle α. The value of the angle α is greater than or equal to 25° and less than or equal to 35°; and / or, The steering knuckle is provided with an axle hole for mounting the wheel of the transport vehicle. The extension direction of the second swing arm is set at an angle to the axis of the axle hole to form an angle β. The value of the angle β is greater than or equal to 40° and less than or equal to 50°.

8. The suspension system as claimed in claim 1, characterized in that, The first control arm includes a first connecting section for connecting the steering knuckle and a first bent section for connecting the subframe; the first bent section is fixedly connected to the first connecting section and bent relative to the first bent section to form a first clearance groove, the first clearance groove being for the longitudinal beam of the transport vehicle to pass through; and / or, The second swing arm includes a second connecting section for connecting the steering knuckle and a second bent section for connecting the subframe; the second bent section is fixedly connected to the second connecting section and bent relative to the second bent section to form a second clearance groove, the second clearance groove being used for the longitudinal beam of the transport vehicle to pass through.

9. The suspension system as claimed in claim 1, characterized in that, The control arm body is also provided with a mounting bracket, and the steering knuckle is provided with an axle hole for connecting the wheels of the transport vehicle. The suspension system also includes: An anti-roll bar, connected to the swing arm component, extends along the axial direction of the shaft hole and is used to connect to the subframe; and A tie rod, which is connected to the mounting bracket via a first ball joint and to the anti-roll bar via a second ball joint.

10. The suspension system according to any one of claims 1 to 9, characterized in that, The suspension system also includes a toe arm, which includes a first adjustable section and a second adjustable section that are movable relative to each other. The first adjustable section extends in the same direction and is connected to each other. The first adjustable section is connected to the steering knuckle, and the second adjustable section is used to connect to the subframe.

11. The suspension system as claimed in claim 10, characterized in that, The toe arm further includes an intermediate adjustment section disposed between the first adjustment section and the second adjustment section; at least one of the first adjustment section and the second adjustment section is adjustablely connected to the intermediate adjustment section and is movable relative to the intermediate adjustment section along the extension direction to change the distance between the first adjustment section and the second adjustment section.

12. A vehicle frame assembly, characterized in that, include: Subframe; as well as The suspension system according to any one of claims 1 to 11, wherein the first control arm, the second control arm, and the control arm component are respectively connected to the subframe.

13. A transport vehicle, characterized in that, It includes wheels, a body, and the frame assembly of claim 12, wherein the steering knuckle is connected to the wheels, and the body is connected to the subframe.

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