Suspension device and vehicle

Abstract

The utility model relates to the technical field of suspension, and the utility model discloses a kind of suspension device and vehicle, suspension device includes: knuckle includes first knuckle body and second knuckle body, first knuckle body is used to connect with the wheel assembly of vehicle, second knuckle body is used to connect with the body of vehicle, first knuckle body is rotatably arranged in second knuckle body around the rotation axis extending along vertical direction, installation space is formed between first knuckle body and second knuckle body;Steering driver, at least part of steering driver is located in installation space, steering driver is fixed to second knuckle body, steering driver is transmission connection with first knuckle body to drive first knuckle body to drive wheel assembly steering. Thus, by at least part of steering driver is located in installation space, it is favorable to promote the compactness of suspension device structure, can reduce the volume of suspension device, reduce the assembly space occupied by suspension device, it is favorable to vehicle realization big corner steering.

Description

Technical Field

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

[0002] In related technologies, the existing vehicle suspension system includes a steering knuckle and a steering drive. The steering drive is located outside the steering knuckle. The suspension system has a non-compact structure and a large volume, which results in the suspension system occupying a large assembly space and is not conducive to the vehicle achieving large-angle steering. Utility Model Content

[0003] The present invention aims to at least solve one of the technical problems existing in the prior art. To this end, one objective of the present invention is to provide a suspension device with a compact structure and small size, which is beneficial for vehicles to achieve large-angle steering.

[0004] This utility model further proposes a vehicle.

[0005] The suspension device according to an embodiment of the present utility model includes: A steering knuckle includes a first steering knuckle body and a second steering knuckle body. The first steering knuckle body is used to connect with the wheel assembly of a vehicle, and the second steering knuckle body is used to connect with the body of the vehicle. The first steering knuckle body is rotatably disposed on the second steering knuckle body about a vertically extending axis of rotation, and an installation space is formed between the first steering knuckle body and the second steering knuckle body. A steering drive, at least a portion of which is located within an installation space, is fixed to a second steering knuckle body and is drively connected to a first steering knuckle body to drive the first steering knuckle body to steer the wheel assembly.

[0006] According to the embodiments of the present invention, by locating at least a portion of the steering drive within the installation space, the suspension device improves the structural compactness of the suspension device, reduces the volume of the suspension device, reduces the assembly space occupied by the suspension device, and facilitates large-angle steering of the vehicle.

[0007] In some examples of this utility model, the first steering knuckle body includes two pivot parts spaced vertically apart, and the steering drive is located between the two pivot parts and is drive-connected to at least one of the two pivot parts.

[0008] In some examples of this utility model, the second steering knuckle body includes two support portions spaced vertically apart, the steering drive is located between the two support portions, at least one support portion is rotatably engaged with the pivot portion on the corresponding side, and at least one support portion is fixedly connected to the steering drive.

[0009] In some examples of this utility model, the first steering knuckle body includes a first body connected between two pivots, the first body being used to connect to a wheel assembly, and the two pivots extending from the upper and lower ends of the first body toward a direction close to the second steering knuckle body; the second steering knuckle body includes a second body connected between two support portions, and the two support portions extending from the upper and lower ends of the second body toward a direction close to the first steering knuckle body.

[0010] In some examples of this utility model, the upper pivot portion is located below the upper support portion, and the upper pivot portion is rotatably engaged with the upper support portion; the lower pivot portion is located below the lower support portion, and the steering drive has a drive portion that passes through the lower support portion and is drively connected to the lower pivot portion.

[0011] In some examples of this utility model, the suspension device further includes: The control arm assembly is located on the side of the second steering knuckle body opposite to the first steering knuckle body and is connected to the second steering knuckle body. The control arm assembly is used to connect to the vehicle body. The damping structure is located on the side of the second steering knuckle body away from the first steering knuckle body and is connected to the second steering knuckle body.

[0012] In some examples of this utility model, the swing arm assembly includes an upper swing arm assembly and a lower swing arm assembly. The upper swing arm assembly is connected to the upper part of the second steering knuckle body, and the lower swing arm assembly is connected to the lower part of the second steering knuckle body. The upper swing arm assembly includes independent front upper swing arm and rear upper swing arm. The damping structure extends vertically and passes between the front upper control arm and the rear upper control arm. The upper end of the damping structure is higher than the upper control arm assembly, and the lower end of the damping structure is lower than the upper control arm assembly but higher than the connection position between the lower control arm assembly and the second steering knuckle. The lower end of the damping structure is connected to the second steering knuckle.

[0013] In some examples of this utility model, the second steering knuckle includes a second body and two support parts. The two support parts extend from the upper and lower ends of the second body toward the direction close to the first steering knuckle. The steering drive is located between the two support parts. At least one support part is rotatably engaged with the first steering knuckle. The upper swing arm assembly is connected to the upper support part, the lower swing arm assembly is connected to the lower support part, and the lower end of the shock absorption structure is connected to the lower part of the second body.

[0014] In some examples of this invention, the lower control arm assembly includes a front lower control arm that defines a clearance space for avoiding the wheel assembly, the clearance space being located on the front side of the front lower control arm.

[0015] In some examples of this utility model, the suspension device further includes: The toe bar connects to the second steering knuckle and is used to connect to the vehicle body.

[0016] The vehicle according to an embodiment of the present utility model includes: Wheel assembly; The suspension device is the aforementioned suspension device, located inside the wheel assembly along the width direction of the vehicle, with the first steering knuckle body connected to the wheel assembly.

[0017] In some examples of this invention, the orthographic projection of the steering knuckle lies within the orthographic projection contour of the wheel hub structure of the wheel assembly in a projection plane perpendicular to the rotation axis of the wheel assembly.

[0018] In some examples of this invention, along the extension direction of the rotation axis of the wheel assembly, the first steering knuckle body is located on the side of the steering drive closer to the wheel assembly, and the second steering knuckle body is located on the side of the steering drive farther from the wheel assembly.

[0019] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0020] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of the suspension device and wheel assembly after assembly according to an embodiment of the present utility model.

[0021] Figure label: Suspension device 100; Steering knuckle 10; First steering knuckle 11; First body 111; Pivot part 112; Second steering knuckle 12; Second body 121; Support part 122; Installation space 40; Steering drive 50; Swing arm assembly 60; Upper control arm assembly 61; front upper control arm 611; rear upper control arm 612; Lower control arm assembly 62; front lower control arm 621; rear lower control arm 622; 70; shock absorber; 71; spring; Toe-in 80; Wheel assembly 200; hub structure 201. Detailed Implementation

[0022] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0023] The following is for reference. Figure 1 The suspension device 100 according to an embodiment of the present utility model is connected to the wheel assembly 200 of a vehicle. The suspension device 100 can be a corner module suspension device 100. The vehicle can include multiple wheel assemblies 200 and multiple suspension devices 100, and the multiple wheel assemblies 200 and multiple suspension devices 100 are assembled in a one-to-one correspondence.

[0024] like Figure 1 As shown, the suspension device 100 according to an embodiment of the present invention includes: a steering knuckle 10, the steering knuckle 10 including a first steering knuckle body 11 and a second steering knuckle body 12, the first steering knuckle body 11 being connected to the wheel assembly 200 of a vehicle, the second steering knuckle body 12 being connected to the vehicle body, the first steering knuckle body 11 being rotatably disposed on the second steering knuckle body 12 about a vertically extending rotation axis, and an installation space 40 being formed between the first steering knuckle body 11 and the second steering knuckle body 12; a steering drive 50, at least a portion of the steering drive 50 being located within the installation space 40, the steering drive 50 being fixed to the second steering knuckle body 12, and the steering drive 50 being driveably connected to the first steering knuckle body 11 to drive the first steering knuckle body 11 to steer the wheel assembly 200.

[0025] The suspension device 100 includes a steering knuckle 10 and a steering actuator 50. The steering knuckle 10 comprises two parts: a first steering knuckle body 11 and a second steering knuckle body 12. The first steering knuckle body 11 is fixedly connected to the vehicle's wheel assembly 200. The first steering knuckle body 11 can be detachably connected to the wheel assembly 200 via bolts or a snap-fit ​​connection. The second steering knuckle body 12 is connected to the vehicle's body. Exemplarily, the second steering knuckle body 12 can be connected to the vehicle's body via a control arm assembly 60. The control arm assembly 60 connects the second steering knuckle body 12 and the vehicle's body, and is detachably connected to the vehicle body.

[0026] The first steering knuckle body 11 and the second steering knuckle body 12 can be arranged relative to each other. As an example, the first steering knuckle body 11 and the second steering knuckle body 12 are arranged along the width direction of the vehicle. As another example, the first steering knuckle body 11 and the second steering knuckle body 12 are arranged along the length direction of the vehicle. This application will be described with the example of the first steering knuckle body 11 and the second steering knuckle body 12 being arranged along the width direction of the vehicle.

[0027] The first steering knuckle body 11 and the second steering knuckle body 12 are rotatably connected, and the first steering knuckle body 11 can rotate relative to the second steering knuckle body 12 about a rotation axis extending along the height direction of the suspension device 100. As one example, the first steering knuckle body 11 and the second steering knuckle body 12 are rotatably connected by a pivot pin; as another example, the first steering knuckle body 11 and the second steering knuckle body 12 are rotatably connected by a bearing; as yet another example, the first steering knuckle body 11 and the second steering knuckle body 12 are rotatably connected by a ball joint.

[0028] An installation space 40 is formed between the first steering knuckle body 11 and the second steering knuckle body 12. As an example, the installation space 40 can be defined by a structural member located between the first steering knuckle body 11 and the second steering knuckle body 12. As another example, the installation space 40 can be jointly defined by the first steering knuckle body 11 and the second steering knuckle body 12. This application will describe the installation space 40 as being jointly defined by the first steering knuckle body 11 and the second steering knuckle body 12. Along the arrangement direction of the first steering knuckle body 11 and the second steering knuckle body 12, the installation space 40 is located between the first steering knuckle body 11 and the second steering knuckle body 12. It should be noted that the installation space 40 can be a space with an open end, or it can be a closed cavity. This application will describe the installation space 40 as a space with an open end.

[0029] At least a portion of the steering drive 50 is located within the mounting space 40. A portion of the steering drive 50's structure is disposed within the mounting space 40, or the entire structure of the steering drive 50 is disposed within the mounting space 40. The steering drive 50 is fixed to the second steering knuckle body 12. The steering drive 50 can be detachably fixed to the second steering knuckle body 12 by bolts or by snap-fit. Fixing the steering drive 50 to the second steering knuckle body 12 improves the positional stability of the steering drive 50 and reduces the risk of movement.

[0030] The steering drive 50 is driven by the first steering knuckle body 11. As an example, the steering drive 50 may include a drive motor, a reduction mechanism, and an output shaft. The reduction mechanism may be connected between the drive motor and the output shaft. The drive motor may be driven by the reduction mechanism, and the reduction mechanism may be driven by the output shaft. The output shaft is driven by the first steering knuckle body 11. The drive motor can drive the reduction mechanism to work, the reduction mechanism can drive the output shaft to rotate, and the output shaft can drive the first steering knuckle body 11 to rotate, thereby achieving the effect of the steering drive 50 driving the first steering knuckle body 11 to rotate, thus achieving the effect of driving the first steering knuckle body 11 to drive the wheel assembly 200 to steer.

[0031] In this application, by placing at least a portion of the structure of the steering drive 50 within the mounting space 40, the steering drive 50 can be surrounded by the steering knuckle 10. By placing the steering drive 50 within the steering knuckle 10, the overall structural compactness of the steering knuckle 10 and the steering drive 50 can be improved, which is beneficial to improving the integration of the suspension device 100. Compared with the prior art, the volume of the suspension device 100 can be reduced, and the assembly space occupied by the suspension device 100 in the vehicle can be reduced. After the suspension device 100 is installed on the vehicle, it is beneficial to increase the space for the wheel assembly 200 to turn, which in turn is beneficial to the vehicle to achieve large-angle steering.

[0032] According to the embodiment of the present utility model, the suspension device 100, by locating at least a portion of the steering drive 50 within the installation space 40, improves the structural compactness of the suspension device 100, reduces the volume of the suspension device 100, reduces the assembly space occupied by the suspension device 100, and facilitates the vehicle to achieve large-angle steering.

[0033] In some examples of this utility model, such as Figure 1 As shown, the first steering knuckle body 11 includes two pivot parts 112 spaced apart vertically, and the steering drive 50 is located between the two pivot parts 112 and is drive-connected to at least one of the two pivot parts 112.

[0034] The first steering knuckle body 11 includes two pivot parts 112, which are spaced apart along the height direction of the suspension device 100. The steering drive 50 is located between the two pivot parts 112 along the height direction of the suspension device 100. The steering drive 50 is drivenly connected to one or both of the two pivot parts 112. As one example, the steering drive 50 is drivenly connected to one pivot part 112; as another example, the steering drive 50 is drivenly connected to both pivot parts 112. When the steering drive 50 is drivenly connected to one pivot part 112, there is one output shaft, which is drivenly connected to that pivot part 112. When the steering drive 50 is drivenly connected to both pivot parts 112, there are two output shafts, which can be located at the upper and lower ends of the steering drive 50, respectively, and are drivenly connected to the two pivot parts 112. The steering drive 50 can be drivenly connected to the pivot parts 112 via a spline structure. By means of transmission connection between the steering drive 50 and at least one of the two pivots 112, when the steering drive 50 is working, it drives the first steering knuckle body 11 to rotate, thereby achieving the steering effect of the wheel assembly 200.

[0035] In some examples of this utility model, such as Figure 1 As shown, the second steering knuckle body 12 includes two support portions 122 spaced apart vertically, the steering drive 50 is located between the two support portions 122, at least one support portion 122 is rotatably engaged with the pivot portion 112 on the corresponding side, and at least one support portion 122 is fixedly connected to the steering drive 50.

[0036] The second steering knuckle body 12 includes two support portions 122, which are spaced apart along the height direction of the suspension device 100. The steering drive 50 is located between the two support portions 122 along the height direction of the suspension device 100. The upper support portion 122 is fixedly connected to the steering drive 50, or both support portions 122 are fixedly connected to the steering drive 50. This application uses the example of the lower support portion 122 being fixedly connected to the steering drive 50. Since the steering drive 50 is located between the upper and lower support portions 122, the fixed connection between the steering drive 50 and the support portions 122 facilitates fixing the steering drive 50 to the second steering knuckle body 12, reducing the assembly difficulty of the steering knuckle 10 and the steering drive 50, thereby improving the assembly efficiency of the suspension device 100.

[0037] In some examples of this utility model, such as Figure 1As shown, the first steering knuckle body 11 includes a first body 111 connected between two pivot portions 112. The first body 111 is used to connect with the wheel assembly 200. The two pivot portions 112 extend from the upper and lower ends of the first body 111 toward a direction close to the second steering knuckle body 12. The second steering knuckle body 12 includes a second body 121 connected between two support portions 122. The two support portions 122 extend from the upper and lower ends of the second body 121 toward a direction close to the first steering knuckle body 11.

[0038] The first body 111 is fixedly connected to the wheel assembly 200. A pivot portion 112 is connected to the upper and lower ends of the first body 111, respectively. In other words, two pivot portions 112 are connected to the upper and lower ends of the first body 111, respectively. Both pivot portions 112 extend towards the second steering knuckle body 12, thus constructing the first steering knuckle body 11 as a C-shaped structure or a similar C-shaped structure. The first body 111 and the two pivot portions 112 can be integrally formed. A support portion 122 is connected to the upper and lower ends of the second body 121, respectively. In other words, two support portions 122 are connected to the upper and lower ends of the second body 121, respectively. Both support portions 122 extend towards the first steering knuckle body 11, thus constructing the second steering knuckle body 12 as a C-shaped structure or a similar C-shaped structure. The second body 121 and the two support portions 122 can be integrally formed.

[0039] As an example, the upper pivot portion 112 and the upper support portion 122 are rotatably connected to allow the first steering knuckle body 11 and the second steering knuckle body 12 to rotate into engagement. As another example, the lower pivot portion 112 and the lower support portion 122 are rotatably connected to allow the first steering knuckle body 11 and the second steering knuckle body 12 to rotate into engagement. As yet another example, the upper pivot portion 112 and the upper support portion 122 are rotatably connected, and the lower pivot portion 112 and the lower support portion 122 are also rotatably connected to allow the first steering knuckle body 11 and the second steering knuckle body 12 to rotate into engagement. This application uses the rotatable connection of the upper pivot portion 112 and the upper support portion 122 as an example. The upper pivot portion 112 and the upper support portion 122 can achieve relative rotation via bearings, or they can achieve relative rotation via pivot pins. However, this utility model is not limited to these methods; any method that allows the upper pivot portion 112 and the upper support portion 122 to rotate into engagement is acceptable.

[0040] With two pivot portions 112 extending from the upper and lower ends of the first body 111 toward the second steering knuckle 12 respectively, and two support portions 122 extending from the upper and lower ends of the second body 121 toward the first steering knuckle 11 respectively, the first steering knuckle 11 and the second steering knuckle 12 can be constructed as a C-shaped structure or a similar C-shaped structure. After the upper pivot portion 112 and the upper support portion 122 are assembled together, and the lower pivot portion 112 and the lower support portion 122 are assembled together, it is beneficial for the first steering knuckle 11 and the second steering knuckle 12 to jointly define the installation space 40.

[0041] In some examples of this utility model, such as Figure 1 As shown, the upper pivot 112 is located below the upper support 122, and the upper pivot 112 is rotatably engaged with the upper support 122; the lower pivot 112 is located below the lower support 122, and the steering drive 50 has a drive unit that passes through the lower support 122 and is drively connected to the lower pivot 112.

[0042] The upper pivot portion 112 and the upper support portion 122 are rotatably connected, enabling relative rotation of the first steering knuckle body 11 and the second steering knuckle body 12. The drive portion can be the output shaft in the above embodiment. The lower support portion 122 may have a through hole, and the lower pivot portion 112 is located below the lower support portion 122. The drive portion passes through the through hole of the lower support portion 122 and is drively connected to the lower pivot portion 112. By having the lower pivot portion 112 located below the lower support portion 122, and the drive portion passing through the lower support portion 122, it can be drively connected to the lower pivot portion 112. This facilitates the assembly of the steering drive unit 50 with the lower pivot portion 112, reduces the assembly difficulty of the suspension device 100, and makes the relative positions of the lower pivot portion 112 and the lower support portion 122 more reasonable.

[0043] In some examples of this utility model, such as Figure 1 As shown, the first steering knuckle 11 is an integral structure, and the first steering knuckle 11 is bent at the connection between the pivot portion 112 and the first body 111, with the pivot portion 112 and the first body 111 intersecting at a right angle or an obtuse angle; and / or, the second steering knuckle 12 is an integral structure, and the second steering knuckle 12 is bent at the connection between the support portion 122 and the second body 121, with the support portion 122 and the second body 121 intersecting at a right angle or an obtuse angle.

[0044] The first steering knuckle body 11 is a one-piece molded part. This design improves the structural strength of the first steering knuckle body 11, reduces the number of components that make up the first steering knuckle body 11, lowers the mold development cost for producing the first steering knuckle body 11, and thus reduces the development cost of the suspension device 100. Furthermore, since the first steering knuckle body 11 is a one-piece molded part, it does not require assembly with connecting parts, which is beneficial for the lightweight design of the suspension device 100. The second steering knuckle body 12 is a one-piece molded part. This design improves the structural strength of the second steering knuckle body 12, reduces the number of components that make up the second steering knuckle body 12, lowers the mold development cost for producing the second steering knuckle body 12, and thus further reduces the development cost of the suspension device 100. Furthermore, since the second steering knuckle body 12 is a one-piece molded part, it does not require assembly with connecting parts, which is even more beneficial for the lightweight design of the suspension device 100.

[0045] Taking the upper pivot portion 112 and the upper support portion 122 as examples, as one example, the first steering knuckle 11 is bent at the connection between the upper pivot portion 112 and the upper end of the first body 111, and the upper pivot portion 112 and the first body 111 intersect at a right angle or an obtuse angle. As another example, the second steering knuckle 12 is bent at the connection between the upper support portion 122 and the upper end of the second body 121, and the upper support portion 122 and the second body 121 intersect at a right angle or an obtuse angle. As yet another example, the first steering knuckle 11 is bent at the connection between the upper pivot portion 112 and the upper end of the first body 111, and the upper pivot portion 112 and the first body 111 intersect at a right angle or an obtuse angle; the second steering knuckle 12 is bent at the connection between the upper support portion 122 and the upper end of the second body 121, and the upper support portion 122 and the second body 121 intersect at a right angle or an obtuse angle.

[0046] Taking the lower pivot portion 112 and the lower support portion 122 as examples, as one example, the first steering knuckle 11 is bent at the lower end connection between the lower pivot portion 112 and the first body 111, and the lower pivot portion 112 and the first body 111 intersect at a right angle or an obtuse angle. As another example, the second steering knuckle 12 is bent at the lower end connection between the lower support portion 122 and the second body 121, and the lower support portion 122 and the second body 121 intersect at a right angle or an obtuse angle. As yet another example, the first steering knuckle 11 is bent at the lower end connection between the lower pivot portion 112 and the first body 111, and the lower pivot portion 112 and the first body 111 intersect at a right angle or an obtuse angle; the second steering knuckle 12 is bent at the lower end connection between the lower support portion 122 and the second body 121, and the lower support portion 122 and the second body 121 intersect at a right angle or an obtuse angle. As an example, at least a portion of the structure of the upper pivot 112 is parallel to the horizontal plane, at least a portion of the structure of the lower pivot 112 is parallel to the horizontal plane, at least a portion of the structure of the upper support 122 is parallel to the horizontal plane, and at least a portion of the structure of the lower support 122 is parallel to the horizontal plane.

[0047] The pivot 112 intersects the first body 111 at a right angle or an obtuse angle, and the support 122 intersects the second body 121 at a right angle or an obtuse angle. This facilitates the assembly of the upper pivot 112 and the upper support 122, as well as the assembly of the lower pivot 112 and the lower support 122. Furthermore, it also facilitates the joint definition of the installation space 40 by the first steering knuckle body 11 and the second steering knuckle body 12.

[0048] In some examples of this utility model, such as Figure 1 As shown, the steering drive 50 is connected to at least one of the upper pivot 112 and the lower pivot 112.

[0049] The steering drive 50 is driveably connected to the upper pivot 112. Alternatively, the steering drive 50 is driveably connected to the lower pivot 112. Alternatively, the steering drive 50 is driveably connected to both the upper and lower pivots 112. This application will describe the steering drive 50 being driveably connected to the lower pivot 112 as an example. By drively connecting the steering drive 50 to the lower pivot 112, the steering drive 50 can drive the pivot 112 to rotate synchronously with the first steering knuckle body 11 when it is working, thus achieving a steering effect.

[0050] In some examples of this utility model, such as Figure 1 As shown, the upper pivot 112 is located below the upper support 122.

[0051] With the upper pivot 112 located below the upper support 122, the upper pivot 112 and the upper support 122 can be stacked along the height direction of the suspension device 100. The upper pivot 112 and the upper support 122 can be rotatably connected by a pivot pin, which facilitates the fitting and assembly of the upper pivot 112 and the upper support 122.

[0052] In some examples of this utility model, such as Figure 1 As shown, the suspension device 100 further includes: a swing arm assembly 60, which is located on the side of the second steering knuckle 12 away from the first steering knuckle 11 and is connected to the second steering knuckle 12, and the swing arm assembly 60 is used to connect to the vehicle body; and a shock absorber structure 70, which is located on the side of the second steering knuckle 12 away from the first steering knuckle 11 and is connected to the second steering knuckle 12.

[0053] The suspension device 100 may further include a control arm assembly 60 and a shock-absorbing structure 70. Along the arrangement direction of the first steering knuckle body 11 and the second steering knuckle body 12, the control arm assembly 60 is located on the side of the second steering knuckle body 12 opposite to the first steering knuckle body 11. The control arm assembly 60 is connected to the second steering knuckle body 12; exemplarily, the control arm assembly 60 is connected to the second steering knuckle body 12 via a bushing. The control arm assembly 60 is used to connect to the vehicle body. The control arm assembly 60 is connected to the vehicle body via a bushing and is positioned between the vehicle body and the second steering knuckle body 12, so that when the vehicle is turning, the second steering knuckle body 12 does not rotate, while the first steering knuckle body 11 rotates relative to the second steering knuckle body 12.

[0054] The damping structure 70 may include a shock absorber 71 and a spring 72, which may be constructed as an integral unit. Along the arrangement direction of the first steering knuckle body 11 and the second steering knuckle body 12, the damping structure 70 is located on the side of the second steering knuckle body 12 opposite to the first steering knuckle body 11, and is connected to the second steering knuckle body 12. The damping structure 70 extends along the height direction of the suspension device 100. The lower end of the damping structure 70 can be connected to the second steering knuckle body 12 via a bushing. Exemplarily, the lower end of the damping structure 70 can be connected to the second body 121 via a bushing, and the upper end of the damping structure 70 can be connected to the vehicle body via a bushing. By providing the damping structure 70, the damping structure 70 performs a damping function, which helps to improve the driving comfort of the vehicle.

[0055] In some examples of this utility model, such as Figure 1As shown, the control arm assembly 60 includes an upper control arm assembly 61 and a lower control arm assembly 62. The upper control arm assembly 61 is connected to the upper part of the second steering knuckle body 12, and the lower control arm assembly 62 is connected to the lower part of the second steering knuckle body 12. The upper control arm assembly 61 includes an independent front upper control arm 611 and a rear upper control arm 612. The damping structure 70 extends vertically and passes between the front upper control arm 611 and the rear upper control arm 612. The upper end of the damping structure 70 is higher than the upper control arm assembly 61, and the lower end of the damping structure 70 is lower than the upper control arm assembly 61 and higher than the connection position between the lower control arm assembly 62 and the second steering knuckle body 12. The lower end of the damping structure 70 is connected to the second steering knuckle body 12.

[0056] The upper control arm assembly 61 is connected to the upper end of the second steering knuckle body 12, or to a position near the upper end of the second steering knuckle body 12. The lower control arm assembly 62 is connected to the lower end of the second steering knuckle body 12, or to a position near the lower end of the second steering knuckle body 12. The upper control arm assembly 61 includes a separate front upper control arm 611 and a rear upper control arm 612. The front upper control arm 611 is located in front of the rear upper control arm 612. The outer end of the front upper control arm 611 can be connected to the second steering knuckle body 12 through a bushing, and the inner end of the front upper control arm 611 can be connected to the vehicle body through a bushing.

[0057] The shock-absorbing structure 70 extends vertically along the front-rear direction of the suspension device 100. The shock-absorbing structure 70 is located between the front upper control arm 611 and the rear upper control arm 612, and passes through the front upper control arm 611 and the rear upper control arm 612. The upper end of the shock-absorbing structure 70 is higher than the highest position of the upper control arm assembly 61, and the lower end of the shock-absorbing structure 70 is lower than the upper control arm assembly 61. The lower end of the shock-absorbing structure 70 is higher than the connection position between the lower control arm assembly 62 and the second steering knuckle body 12. The lower end of the shock-absorbing structure 70 is connected to the second steering knuckle body 12.

[0058] By setting up upper control arm assembly 61 and lower control arm assembly 62, both connected between the vehicle body and the second steering knuckle 12, the vehicle can travel smoothly and maintain good contact between the wheel assembly 200 and the ground, thereby improving handling stability and ride comfort. The damping structure 70, passing between the front upper control arm 611 and the rear upper control arm 612, further enhances the structural compactness of the suspension device 100, improving its integration. After the suspension device 100 is installed on the vehicle, it increases the space available for the wheel assembly 200 to turn, thus facilitating large-angle steering. The upper end of the damping structure 70 is positioned higher than the upper control arm assembly 61, facilitating its integration with the vehicle body.

[0059] In some examples of this utility model, such as Figure 1As shown, the second steering knuckle 12 includes a second body 121 and two support portions 122. The two support portions 122 extend from the upper and lower ends of the second body 121 toward the direction close to the first steering knuckle 11. The steering drive 50 is located between the two support portions 122. At least one support portion 122 is rotatably engaged with the first steering knuckle 11. The upper control arm assembly 61 is connected to the upper support portion 122, the lower control arm assembly 62 is connected to the lower support portion 122, and the lower end of the shock absorption structure 70 is connected to the lower part of the second body 121.

[0060] One support portion 122 extends from the upper end of the second body 121 toward the first steering knuckle body 11 to rotate with the pivot portion 112 at the upper part of the first steering knuckle body 11, and the other support portion 122 extends from the lower end of the second body 121 toward the first steering knuckle body 11 to rotate with the pivot portion 112 at the lower part of the first steering knuckle body 11.

[0061] The second body 121 is the same as the second body 121 in the above embodiment, and the support portion 122 is the same as the support portion 122 in the above embodiment. Exemplarily, the upper support portion 122 extends obliquely upward from the upper end of the second body 121 toward the first steering knuckle body 11, thereby facilitating the rotational engagement of the upper support portion 122 with the upper pivot portion 112 of the first steering knuckle body 11. The lower support portion 122 extends horizontally from the lower end of the second body 121 toward the first steering knuckle body 11, allowing the lower support portion 122 to rotate with the lower pivot portion 112 of the first steering knuckle body 11. The upper control arm assembly 61 is connected to the upper support portion 122, and the lower control arm assembly 62 is connected to the lower support portion 122. The lower end of the shock-absorbing structure 70 is connected to the lower part of the second body 121, or the lower end of the shock-absorbing structure 70 is connected to a position near the lower part of the second body 121. The second steering knuckle 12 has a second body 121 and two support parts 122, which makes it easier for the first steering knuckle 11 and the second steering knuckle 12 to jointly define the installation space 40.

[0062] In some examples of this utility model, such as Figure 1 As shown, the lower control arm assembly 62 includes a front lower control arm 621 that defines a clearance space for avoiding the wheel assembly 200, the clearance space being located on the front side of the front lower control arm 621.

[0063] The lower control arm assembly 62 includes a front lower control arm 621. One end of the front lower control arm 621 is connected to the lower support portion 122 via a bushing, and the other end of the front lower control arm 621 is connected to the vehicle body via a bushing. For example, one end of the front lower control arm 621 is located below the lower support portion 122 and is connected to the lower support portion 122 via a bushing. The front lower control arm 621 defines an obstacle avoidance space located on its front side. During vehicle steering, when the front end of the wheel assembly 200 turns inward towards the vehicle, the existence of the obstacle avoidance space reduces the risk of interference between the wheel assembly 200 and the front lower control arm 621, thus making it easier for the vehicle to achieve large-angle steering. For example, a 90° large-angle steering can be achieved.

[0064] In some examples of this utility model, such as Figure 1 As shown, the lower control arm assembly 62 includes a rear lower control arm 622. One end of the rear lower control arm 622 is connected to the lower support portion 122 via a bushing, and the other end of the rear lower control arm 622 is connected to the vehicle body via a bushing. For example, one end of the rear lower control arm 622 is located below the lower support portion 122 and is connected to the lower support portion 122 via a bushing.

[0065] In some examples of this utility model, such as Figure 1 As shown, the suspension device 100 also includes a toe bar 80, which is connected to the second steering knuckle body 12 and is used to connect to the vehicle body.

[0066] For example, one end of the toe-in rod 80 is connected to the second steering knuckle body 12 via a ball joint, and the other end of the toe-in rod 80 is connected to the vehicle body via a bushing. By setting the toe-in rod 80, the toe-in value of the vehicle wheel assembly 200 is adjusted to ensure the straight-line stability and steering function of the wheel assembly 200.

[0067] like Figure 1 As shown, the vehicle according to an embodiment of the present utility model includes: a wheel assembly 200; a suspension device 100, the suspension device 100 being the suspension device 100 of the above embodiment, the suspension device 100 being located inside the wheel assembly 200 along the width direction of the vehicle, and the first steering knuckle body 11 being connected to the wheel assembly 200.

[0068] By installing the suspension device 100 on the vehicle, the assembly space occupied by the suspension device 100 in the vehicle can be reduced, which is beneficial for the vehicle to achieve large-angle steering.

[0069] In some examples of this utility model, such as Figure 1 As shown, in a projection plane perpendicular to the rotation axis of the wheel assembly 200, the orthographic projection of the steering knuckle 10 lies within the orthographic projection contour of the hub structure 201 of the wheel assembly 200.

[0070] The rotation axis of the wheel assembly 200 extends horizontally, and its projection plane is parallel to the vertical direction. When the wheel assembly 200 is aligned, its rotation axis extends along the width of the vehicle, and its projection plane is perpendicular to the rotation axis of the wheel assembly 200. The projected area of ​​the steering knuckle 10 is smaller than the projected area of ​​the hub structure 201 of the wheel assembly 200. The projected area of ​​the steering knuckle 10 is located within the projected outline of the hub structure 201 of the wheel assembly 200. This arrangement helps to reduce the size of the steering knuckle 10, reduce interference between the steering knuckle 10 and the wheel assembly 200 when the wheel assembly 200 is turning, and is more conducive to the vehicle achieving large-angle steering.

[0071] In some examples of this utility model, such as Figure 1 As shown, along the extension direction of the rotation axis of the wheel assembly 200, the first steering knuckle 11 is located on the side of the steering drive 50 closer to the wheel assembly 200, and the second steering knuckle 12 is located on the side of the steering drive 50 away from the wheel assembly 200.

[0072] The first steering knuckle 11 and the second steering knuckle 12 are arranged along the width direction of the vehicle. The steering drive 50 is located between the first steering knuckle 11 and the second steering knuckle 12 along the width direction of the vehicle. By setting the first steering knuckle 11 on the side of the steering drive 50 close to the wheel assembly 200, the first steering knuckle 11 is close to the wheel assembly 200, which facilitates the assembly of the first steering knuckle 11 with the wheel assembly 200. By setting the second steering knuckle 12 on the side of the steering drive 50 away from the wheel assembly 200, the second steering knuckle 12 can avoid the wheel assembly 200, reducing the risk of interference between the second steering knuckle 12 and the wheel assembly 200 during vehicle steering.

[0073] Other components of the suspension device 100 according to embodiments of the present invention, such as the shock absorber 71 and the steering drive 50, as well as their operation, are known to those skilled in the art and will not be described in detail here.

[0074] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. 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.

[0075] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A suspension device, characterized in that, include: A steering knuckle, comprising a first steering knuckle body and a second steering knuckle body, wherein the first steering knuckle body is used to connect to the wheel assembly of a vehicle, and the second steering knuckle body is used to connect to the body of the vehicle. The first steering knuckle body is rotatably disposed on the second steering knuckle body about a vertically extending axis of rotation, and an installation space is formed between the first steering knuckle body and the second steering knuckle body. A steering drive, at least a portion of which is located within the mounting space, is fixed to the second steering knuckle body and is drively connected to the first steering knuckle body to drive the first steering knuckle body to steer the wheel assembly.

2. The suspension device according to claim 1, characterized in that, The first steering knuckle body includes two pivot parts spaced vertically apart, and the steering drive is located between the two pivot parts and is drive-connected to at least one of the two pivot parts.

3. The suspension device according to claim 2, characterized in that, The second steering knuckle body includes two support portions spaced vertically apart. The steering drive is located between the two support portions. At least one of the support portions is rotatably engaged with the pivot portion on the corresponding side, and at least one of the support portions is fixedly connected to the steering drive.

4. The suspension device according to claim 3, characterized in that, The first steering knuckle includes a first body connected between the two pivots, the first body being used to connect to the wheel assembly, the two pivots extending from the upper and lower ends of the first body toward a direction close to the second steering knuckle; the second steering knuckle includes a second body connected between the two support portions, the two support portions extending from the upper and lower ends of the second body toward a direction close to the first steering knuckle.

5. The suspension device according to claim 3, characterized in that, The upper pivot portion is located below the upper support portion, and the upper pivot portion is rotatably engaged with the upper support portion; the lower pivot portion is located below the lower support portion, and the steering drive has a drive portion that passes through the lower support portion and is drively connected to the lower pivot portion.

6. The suspension device according to claim 1, characterized in that, The suspension device also includes: A swing arm assembly is located on the side of the second steering knuckle body opposite to the first steering knuckle body and is connected to the second steering knuckle body. The swing arm assembly is used to connect to the vehicle body. A shock-absorbing structure is located on the side of the second steering knuckle body opposite to the first steering knuckle body and is connected to the second steering knuckle body.

7. The suspension device according to claim 6, characterized in that, The control arm assembly includes an upper control arm assembly and a lower control arm assembly. The upper control arm assembly is connected to the upper part of the second steering knuckle body, and the lower control arm assembly is connected to the lower part of the second steering knuckle body. The upper control arm assembly includes independent front upper control arm and rear upper control arm. The shock-absorbing structure extends vertically and passes between the front upper control arm and the rear upper control arm. The upper end of the shock-absorbing structure is higher than the upper control arm assembly, and the lower end of the shock-absorbing structure is lower than the upper control arm assembly but higher than the connection position between the lower control arm assembly and the second steering knuckle. The lower end of the shock-absorbing structure is connected to the second steering knuckle.

8. The suspension device according to claim 7, characterized in that, The second steering knuckle includes a second body and two support portions. The two support portions extend from the upper and lower ends of the second body toward the first steering knuckle. The steering drive is located between the two support portions. At least one support portion is rotatably engaged with the first steering knuckle. The upper control arm assembly is connected to the upper support portion. The lower control arm assembly is connected to the lower support portion. The lower end of the shock absorption structure is connected to the lower part of the second body.

9. The suspension device according to claim 7, characterized in that, The lower control arm assembly includes a front lower control arm that defines a clearance space for avoiding the wheel assembly, the clearance space being located in front of the front lower control arm.

10. The suspension device according to any one of claims 1-9, characterized in that, The suspension device also includes: A toe bar, which is connected to the second steering knuckle body, and is used to connect to the vehicle body.

11. A vehicle, characterized in that, include: Wheel assembly; A suspension device, wherein the suspension device is any one of claims 1-10, and the suspension device is located inside the wheel assembly along the width direction of the vehicle, and the first steering knuckle body is connected to the wheel assembly.

12. The vehicle according to claim 11, characterized in that, In a projection plane perpendicular to the axis of rotation of the wheel assembly, the orthographic projection of the steering knuckle lies within the orthographic projection contour of the wheel hub structure of the wheel assembly.

13. The vehicle according to claim 11, characterized in that, Along the extension direction of the rotation axis of the wheel assembly, the first steering knuckle body is located on the side of the steering drive closer to the wheel assembly, and the second steering knuckle body is located on the side of the steering drive farther from the wheel assembly.

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