Suspension device and vehicle

Abstract

The application relates to a suspension device and a vehicle, and relates to the technical field of vehicle suspensions. The suspension device comprises a steering knuckle, a front upper control arm, a rear upper control arm, a front lower control arm, a rear lower control arm and a toe control arm; one end of the front upper control arm, the rear upper control arm, the front lower control arm, the rear lower control arm and the toe control arm is connected with the steering knuckle, and the other end is connected with a vehicle body structure; in the vehicle top projection, in the vehicle width direction, the connecting point of the front upper control arm and the steering knuckle is farther away from the wheel center of the wheel on the steering knuckle than the connecting point of the rear upper control arm and the steering knuckle. The suspension device and the vehicle of the application are beneficial to reducing the steering rack load generated in the steering process.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle suspension technology, and more specifically, to a suspension device and a vehicle. Background Technology

[0002] The suspension system connects the vehicle body structure to the wheels, and one of its core functions is as a guide mechanism for the steering system. For the steering wheels, the design of the suspension system can affect steering feel, straight-line stability, and cornering performance.

[0003] In related technologies, there is a problem that the load on the steering gear rack is too high during steering, which affects its service life. Utility Model Content

[0004] This disclosure provides a suspension device and vehicle that helps reduce the load on the steering rack during steering.

[0005] According to one aspect of this disclosure, a suspension device is provided, including a steering knuckle, a front upper control arm, a rear upper control arm, a front lower control arm, a rear lower control arm, and a toe control arm; one end of each of the front upper control arm, the rear upper control arm, the front lower control arm, the rear lower control arm, and the toe control arm is connected to the steering knuckle, and the other end is connected to the vehicle body structure. In the top-down projection of the vehicle, in the width direction of the vehicle, the connection point between the front upper control arm and the steering knuckle is farther from the wheel center on the steering knuckle than the connection point between the rear upper control arm and the steering knuckle.

[0006] In one exemplary embodiment of this disclosure, in the vehicle's top-view projection, in the vehicle's width direction, the connection point between the front lower control arm and the steering knuckle is closer to the wheel center on the steering knuckle than the connection point between the rear lower control arm and the steering knuckle.

[0007] In one exemplary embodiment of this disclosure, the angle between the toe control arm and the vehicle width direction in the vehicle's top-view projection ranges from -2° to 2°.

[0008] In one exemplary embodiment of this disclosure, the length of the rear upper control arm is greater than the length of the front upper control arm.

[0009] In one exemplary embodiment of this disclosure, the length difference between the rear upper control arm and the front upper control arm is not less than 30 mm.

[0010] In one exemplary embodiment of this disclosure, the angle between the front upper control arm and the vehicle width direction in the vehicle's top-view projection is -28° to -24°, and the angle between the rear upper control arm and the vehicle width direction in the vehicle's top-view projection is 22° to 26°.

[0011] In one exemplary embodiment of this disclosure, the length of the front lower control arm is greater than the length of the rear lower control arm.

[0012] In one exemplary embodiment of this disclosure, the length of the front lower control arm ranges from 420 mm to 460 mm, and the length of the rear lower control arm ranges from 365 mm to 395 mm.

[0013] In one exemplary embodiment of this disclosure, the angle between the front lower control arm and the vehicle width direction in the vehicle's top-view projection is -36° to -40°, and the angle between the rear lower control arm and the vehicle width direction in the vehicle's top-view projection is 1.5° to 3°.

[0014] In one exemplary embodiment of this disclosure, in the side view projection of the vehicle, the connection point between the front upper control arm and the vehicle body structure is higher than the connection point between the rear upper control arm and the vehicle body structure; the height difference between the connection point between the front upper control arm and the vehicle body structure and the connection point between the rear upper control arm and the vehicle body structure is 30mm to 40mm; the connection point between the front lower control arm and the vehicle body structure is higher than the connection point between the rear lower control arm and the vehicle body structure; the height difference between the connection point between the front lower control arm and the vehicle body structure and the connection point between the rear lower control arm and the vehicle body structure is 15mm to 35mm.

[0015] In one exemplary embodiment of this disclosure, in the side view projection of the vehicle, the height difference between the connection point of the front upper control arm and the body structure and the wheel center is 425mm to 435mm; the height difference between the connection point of the rear upper control arm and the body structure and the wheel center is 395mm to 405mm; the height difference between the connection point of the front lower control arm and the body structure and the wheel center is 80mm to 120mm; and the height difference between the connection point of the rear lower control arm and the body structure and the wheel center is 115mm to 135mm.

[0016] In one exemplary embodiment of this disclosure, in the forward-view projection of the vehicle, the angle between the upper front control arm and the horizontal plane is -6° to -4°, the angle between the upper rear control arm and the horizontal plane is -13° to -11°, the angle between the lower front control arm and the horizontal plane is -2° to 1°, and the angle between the lower rear control arm and the horizontal plane is -1° to 3°.

[0017] In one exemplary embodiment of this disclosure, in a top-down projection of the vehicle, the span between the connection point of the toe control arm to the vehicle body structure and the wheel center in the length direction of the vehicle is 140 mm to 155 mm.

[0018] In one exemplary embodiment of this disclosure, in the side view projection of the vehicle, the connection point between the toe control arm and the vehicle body structure is lower than the wheel center; the height difference between the connection point between the toe control arm and the vehicle body structure and the wheel center is 20mm to 100mm.

[0019] In one exemplary embodiment of this disclosure, the stiffness of the connecting bushing between the front lower control arm and the vehicle body structure is lower than the stiffness of the connecting bushing between the front upper control arm and the vehicle body structure, the stiffness of the connecting bushing between the rear upper control arm and the vehicle body structure, and the stiffness of the connecting bushing between the rear lower control arm and the vehicle body structure.

[0020] According to another aspect of this disclosure, a vehicle is provided that includes the suspension device of any of the foregoing.

[0021] In this disclosed suspension system, the outer point of the front upper control arm is farther from the wheel center in the Y direction than the outer point of the rear upper control arm. This suppresses the lateral inward displacement of the upper virtual intersection point formed by the virtual extensions of the axes of the front and rear upper control arms along the Y direction during wheel steering. This reduction in the inward displacement of the upper virtual intersection point allows for a change in the angle of the virtual kingpin axis defined by the upper and lower virtual intersection points, thereby reducing the change in the kingpin inclination angle. The stability of the kingpin inclination angle ensures a more stable lateral position of the kingpin contact point (the intersection of the kingpin axis and the ground) during steering. Since the steering resistance torque is proportional to the Y-direction distance between the kingpin contact point and the tire contact point (i.e., the tire wear radius), a reduction in the tire wear radius leads to a decrease in steering resistance torque and steering rack load during steering, especially under large steering angle conditions and / or conditions with a heavy front axle, thus enabling the vehicle to achieve both large steering angles and easy steering.

[0022] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0023] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure. It is obvious that the drawings described below are merely some embodiments of this disclosure, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0024] Figure 1 This is a schematic diagram of an exemplary embodiment of the suspension device disclosed herein.

[0025] Figure 2 This is a schematic diagram of the front upper control arm, rear upper control arm, and wheels in a top-view projection of the vehicle, representing an exemplary embodiment of the suspension device disclosed herein.

[0026] Figure 3 This is a schematic diagram of the front lower control arm, rear lower control arm, and wheel in a top-view projection of a vehicle, representing an exemplary embodiment of the suspension device disclosed herein.

[0027] Figure 4This is a schematic diagram of the front upper control arm, rear upper control arm, front lower control arm, and rear lower control arm in a top-view projection of a vehicle, representing an exemplary embodiment of the suspension device disclosed herein.

[0028] Figure 5 This is a schematic diagram of the steering knuckle, front upper control arm, rear upper control arm, front lower control arm, rear lower control arm, toe-in control arm, and wheel projected along the X direction in an exemplary embodiment of the suspension device of this disclosure.

[0029] Figure 6 This is a schematic diagram of the steering knuckle, front upper control arm, rear upper control arm, front lower control arm, rear lower control arm, toe-in control arm, and wheel projected along the Y direction in an exemplary embodiment of the suspension device of this disclosure.

[0030] Figure 7 This is a schematic diagram of the steering knuckle, front upper control arm, rear upper control arm, front lower control arm, rear lower control arm, toe-in control arm, and wheel projected along the Z direction in an exemplary embodiment of the suspension device disclosed herein.

[0031] Figure 8 This is a comparative schematic diagram showing the sum of the caster trails of the inner and outer wheel kingpins of the virtual kingpin of this disclosure during steering in an exemplary embodiment of the suspension device of this disclosure, and the sum of the caster trails of the inner and outer wheel kingpins of the upper A-arm single ball joint kingpin of a double wishbone suspension, during steering.

[0032] Figure 9 This is a comparative schematic diagram showing the difference curve S3 of the caster trail of the inner and outer wheel kingpins of the virtual kingpin of this disclosure during steering in an exemplary embodiment of the suspension device of this disclosure, and the difference curve S4 of the caster trail of the inner and outer wheel kingpins of the upper A-arm single ball joint kingpin of a double wishbone suspension.

[0033] Figure 10 This is a coordinate system reference diagram for an exemplary embodiment of the suspension device disclosed herein.

[0034] Explanation of reference numerals in the attached figures: 1. Steering knuckle; 2. Front upper control arm; 3. Rear upper control arm; 4. Front lower control arm; 5. Rear lower control arm; 6. Toe-in control arm; 7. Wheel; 8. Spring; 9. Shock absorber. Detailed Implementation

[0035] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the embodiments set forth herein; rather, they are provided so that this disclosure will be thorough and complete, and will fully convey the concept of the exemplary embodiments to those skilled in the art. The same reference numerals in the drawings denote the same or similar structures, and therefore detailed descriptions of them will be omitted. Furthermore, the drawings are merely illustrative of this disclosure and are not necessarily drawn to scale.

[0036] Unless otherwise specified or stated, the technical or scientific terms used in this disclosure shall have the ordinary meaning understood by one of ordinary skill in the art to which this disclosure pertains. The terms “a,” “an,” “the,” “the,” and “at least one” are used to indicate the presence of one or more elements / components / etc.; the terms “comprising” and “having” are used to indicate an open-ended inclusion and to mean that there may be other elements / components / etc. in addition to those listed; the terms “first” and “second” are used only as illustrative marks and are not intended to limit the number, importance, or order of the objects.

[0037] The terms “connection” and “fixation” should be interpreted broadly. For example, unless otherwise specified, “connection” can be a fixed connection, a movable connection, an integral connection, or a detachable connection. It can be a direct connection or an indirect connection through an intermediate medium.

[0038] Furthermore, in the description of this application, for convenience, each direction is defined according to the vehicle coordinate system: (Refer to...) Figure 10 As shown, the X-axis (vehicle length direction) is the longitudinal direction of the vehicle; the Y-axis (vehicle width direction) is the lateral direction of the vehicle; and the Z-axis (vehicle height direction) is the vertical direction of the vehicle. Accordingly, "vehicle top view projection" can refer to the orthographic projection of the vehicle in the XY plane; "vehicle side view projection" can refer to the orthographic projection of the vehicle in the XZ plane; and "vehicle front view projection" can refer to the orthographic projection of the vehicle in the YZ plane.

[0039] The suspension system is a core component of the vehicle chassis. One end of it is connected to the body structure, such as to the body-in-white or via a subframe; the other end is connected to the wheel assembly 7. The suspension system includes a steering knuckle 1, on which the wheel 7 can be mounted and rotated. The steering knuckle 1 may be equipped with multiple guide or control arms to control its spatial movement.

[0040] This disclosure provides a suspension device for use with steering wheels. (Reference) Figure 1As shown, the suspension system includes a steering knuckle 1, a front upper control arm 2, a rear upper control arm 3, a front lower control arm 4, a rear lower control arm 5, and a toe-in control arm 6. The suspension system may also include a strut assembly consisting of a spring 8 and a shock absorber 9, the lower end of which is connected to the steering knuckle 1 or the lower control arm, such as the rear lower control arm 5, and the upper end is connected to the vehicle body structure, together supporting the vehicle weight, buffering road impacts, and suppressing vibrations. The toe-in control arm 6 can be part of the steering actuator, functionally acting as a steering tie rod.

[0041] One end of the front upper control arm 2, rear upper control arm 3, front lower control arm 4, rear lower control arm 5, and toe control arm 6 is connected to the steering knuckle 1 (referred to as the outer point), for example, through a ball joint or bushing. The other end of the front upper control arm 2, rear upper control arm 3, front lower control arm 4, rear lower control arm 5, and toe control arm 6 is connected to the vehicle body structure (referred to as the inner point), for example, through a bushing. During steering, the steering gear drives the inner end of the toe control arm 6 to move left and right, thereby pulling or pushing the steering knuckle 1, causing the entire wheel assembly 7 to rotate around a virtual kingpin axis, thus achieving steering.

[0042] In the suspension device disclosed herein, reference Figure 1 The schematic diagram of the suspension device shown and Figure 2 The diagram shows the front upper control arm 2, the rear upper control arm 3, and the wheel 7 in a top-view projection of the vehicle. In the top-view projection of the vehicle, along the width direction of the vehicle, the connection point between the front upper control arm 2 and the steering knuckle 1 is farther from the wheel center of the wheel 7 on the steering knuckle 1 than the connection point between the rear upper control arm 3 and the steering knuckle 1.

[0043] In this disclosed suspension system, the outer point of the front upper control arm 2 is farther from the wheel center of the wheel 7 in the Y direction than the outer point of the rear upper control arm 3. Therefore, during wheel 7 steering, the lateral inward displacement of the upper virtual intersection point formed by the virtual extensions of the axes of the front upper control arm 2 and the rear upper control arm 3 along the Y direction is suppressed. This reduction in the inward displacement of the upper virtual intersection point allows for a change in the angle of the virtual kingpin axis defined by the upper and lower virtual intersection points, thereby reducing the change in the kingpin inclination angle. The stability of the kingpin inclination angle ensures a more stable lateral position of the intersection point of the kingpin axis and the ground, i.e., the kingpin contact point, during steering. The steering resistance torque is proportional to the Y-direction distance (i.e., tire wear radius) between the kingpin contact point and the tire contact point. Therefore, a reduction in the change in tire wear radius leads to a decrease in steering resistance torque and steering rack load during steering, especially under large steering angle conditions and / or conditions with a heavy front axle, thus enabling the vehicle to achieve both large steering angles and easy steering.

[0044] In one exemplary embodiment of this disclosure, reference is made to Figure 1 The schematic diagram of the suspension device shown and Figure 3The diagram shows the front lower control arm 4, the rear lower control arm 5, and the wheel 7 in a top-view projection of the vehicle. In the vehicle's top-view projection, in the vehicle's width direction, the connection point between the front lower control arm 4 and the steering knuckle 1 is closer to the wheel center of the wheel 7 on the steering knuckle 1 than the connection point between the rear lower control arm 5 and the steering knuckle 1. The outer point of the front lower control arm 4 is closer to the wheel center of the wheel 7 in the Y direction than the outer point of the rear lower control arm 5. Therefore, during wheel 7 steering, the lateral inward displacement along the Y direction of the lower virtual intersection point formed by the virtual extensions of the axes of the front lower control arm 4 and the rear lower control arm 5 is suppressed.

[0045] refer to Figure 4 The diagram shows the front upper control arm 2, rear upper control arm 3, front lower control arm 4, and rear lower control arm 5 within a top-view projection of the vehicle. Through the coordinated action of the front upper control arm 2, rear upper control arm 3, front lower control arm 4, and rear lower control arm 5, the inward displacement of the virtual intersection point can be constrained, making the spatial orientation of the virtual kingpin more stable during steering, reducing changes in the tire wear radius, and thus more effectively reducing rack load. Furthermore, it allows the virtual kingpin to be closer to the wheel center in the Y-axis, shortening the lever arm of the kingpin when the tire imbalance force acts on the wheel center, thereby reducing the periodic torque transmitted to the steering wheel, improving steering wheel vibration during straight-line driving, and enhancing the driving experience.

[0046] Furthermore, the four-ball joint virtual kingpin, jointly determined by the four outer points of the front upper control arm 2, rear upper control arm 3, front lower control arm 4, and rear lower control arm 5, can have a beneficial influence on the kingpin caster trail during steering. Kingpin caster trail refers to the distance along the vehicle's length between the intersection of the kingpin axis or virtual kingpin axis with the ground and the intersection of the wheel center 7 with the ground, within the vehicle's side-view projection. (Reference) Figure 8 The diagram illustrates the sum of the caster trails of the inner and outer wheel kingpins of the four-ball-end virtual kingpin suspension of this disclosure during steering, curve S1, and the sum of the caster trails of the inner and outer wheel kingpins of the upper A-arm single-ball-end kingpin suspension of a double wishbone suspension, curve S2. (Reference) Figure 9 The diagram shows the difference curve S3 of the caster trail of the inner and outer wheel kingpins of the four-ball-head virtual kingpin of this disclosure during the steering process, and the difference curve S4 of the caster trail of the inner and outer wheel kingpins of the upper A-arm single-ball-head kingpin of a double wishbone suspension.

[0047] In this exemplary embodiment of the suspension device, when wheel 7 turns, the caster trail of the inner wheel 7 and the outer wheel 7 changes in tandem. Specifically, when the steering wheel is at a large turning angle, the sum of the caster trail of the inner wheel and the caster trail of the outer wheel can be maintained at a large value, thereby providing a larger tire lateral force during high-speed cornering and enhancing the vehicle's self-centering ability during high-speed cornering.

[0048] Meanwhile, when the steering wheel is at a large turning angle, the difference between the caster trail of the inner wheel and the caster trail of the outer wheel can be kept at a small value, so that the tire lateral force of the inner and outer wheels is more balanced, making the return-to-center action smoother and helping to improve the steering feel and return-to-center ability when turning at low speeds.

[0049] In one exemplary embodiment of this disclosure, the angle between the toe control arm 6 and the vehicle width direction in the vehicle's top-view projection ranges from -2° to 2°. This exemplary embodiment, through the design of the toe control arm 6 angle, allows the ground braking force to be transmitted through the suspension during vehicle braking, causing the wheels 7 to exhibit a tendency to toe outwards. This generates a torque that can partially counteract any tendency to veer during braking, thereby improving the vehicle's directional stability under braking conditions.

[0050] In the top-view projection of the vehicle, in the Y direction, the outer point of the front upper control arm 2 is farther from the wheel center of the wheel 7 than the outer point of the rear upper control arm 3. For example, the length l3 of the rear upper control arm 3 can be greater than the length l2 of the front upper control arm 2. For instance, the difference in length between the rear upper control arm 3 and the front upper control arm 2 is not less than 30mm. Simulation and experimental verification have shown that this facilitates stable control of the virtual kingpin within the typical passenger vehicle layout space.

[0051] In one exemplary embodiment of this disclosure, reference is made to Figure 2 , Figure 3 As shown, in the top-view plane, the angle with a positive X-direction component (i.e., the vehicle's forward direction component) pointing from the inner point of the control arm to the outer point is considered a positive angle, and the angle with a negative X-direction component pointing from the inner point of the control arm to the outer point is considered a negative angle. The angle θ2 formed by the front upper control arm 2 and the vehicle width direction in the top-view projection of the vehicle is -28° to -24°, and the angle θ3 formed by the rear upper control arm 3 and the vehicle width direction in the top-view projection of the vehicle is 22° to 26°. By coordinating with the length difference between the front upper control arm 2 and the rear upper control arm 3, it is beneficial to ensure that the movement trajectory of the virtual intersection point of the upper control arm is consistent with the design, so as to minimize the changes in the kingpin inclination angle and tire wear radius during steering.

[0052] Those skilled in the art will understand that the included angles and other parameters of each control arm described in this disclosure are relative to the initial state of the suspension device, with the wheel 7 facing the X direction. During vehicle operation, when the wheel 7 bounces up and down, or during vehicle steering, the wheel 7 drives each control arm to rotate through the steering knuckle 1, and its angle in each view may also change accordingly. Such changes do not affect the scope of protection of this disclosure.

[0053] For example, in one embodiment, the length l2 of the front upper control arm 2 is 240mm to 270mm, the length l3 of the rear upper control arm 3 is 270mm to 300mm, and the difference in length between the rear upper control arm 3 and the front upper control arm 2 is not less than 30mm.

[0054] In the top-view projection of the vehicle, in the Y direction, the outer point of the front lower control arm 4 is closer to the wheel center of the wheel 7 than the outer point of the rear lower control arm 5. For example, the length l4 of the front lower control arm 4 is greater than the length l5 of the rear lower control arm 5. For instance, the length l4 of the front lower control arm 4 ranges from 420mm to 460mm, and the length l5 of the rear lower control arm 5 ranges from 365mm to 395mm. Simulation and experimental verification have shown that this helps ensure the outer point of the front lower control arm 4 is closer to the wheel center of the wheel 7 in the Y direction than the outer point of the rear lower control arm 5.

[0055] In one exemplary embodiment of this disclosure, the angle between the front lower control arm 4 and the vehicle width direction in the vehicle's top-view projection is -36° to -40°, and the angle between the rear lower control arm 5 and the vehicle width direction in the vehicle's top-view projection is 1.5° to 3°. By coordinating with the length difference between the front lower control arm 4 and the rear lower control arm 5, it is beneficial to ensure that the virtual intersection trajectory of the lower control arms is consistent with the design. This, together with the upper control arm, forms a virtual kingpin that maintains a relatively stable spatial position during steering, minimizing the changes in the kingpin inclination angle and tire wear radius during steering. (Refer to...) Figure 4 As shown.

[0056] refer to Figures 5 to 7 The diagram shows the vehicle steering knuckle 1, front upper control arm 2, rear upper control arm 3, front lower control arm 4, rear lower control arm 5, toe control arm 6, and wheel 7 from different perspectives. Figure 5 A schematic diagram showing projection along the X direction is shown; Figure 6 A schematic diagram showing projection along the Y direction is shown; Figure 7 A schematic diagram projected along the Z-direction is shown. Taking the left front wheel as an example, when the left front wheel is not turning, Figure 5 It can be the front view. Figure 6 It can be a side view. Figure 7 It can be a top view.

[0057] In one exemplary embodiment of this disclosure, reference is made to Figure 6 As shown, in the side view projection of the vehicle, the connection point between the front upper control arm 2 and the vehicle body structure is higher than the connection point between the rear upper control arm 3 and the vehicle body structure; and the height difference between the two is 30mm to 40mm. The connection point between the front lower control arm 4 and the vehicle body structure can be higher than the connection point between the rear lower control arm 5 and the vehicle body structure, and the height difference between the two is 15mm to 35mm.

[0058] For example, the height difference between the inner point of the front upper control arm 2 and the center of the wheel 7 is 425mm to 435mm; the height difference between the inner point of the rear upper control arm 3 and the center of the wheel 7 is 395mm to 405mm; the height difference between the inner point of the front lower control arm 4 and the center of the wheel 7 is 80mm to 120mm; and the height difference between the inner point of the rear lower control arm 5 and the center of the wheel 7 is 115mm to 135mm. This height difference arrangement allows the upper control arms (including the front upper control arm 2 and the rear upper control arm 3) and the lower control arms (including the front lower control arm 4 and the rear lower control arm 5) to form a large span in the vertical direction, thereby improving the lateral support stiffness of the suspension system against vehicle roll and improving the vehicle's handling stability and cornering performance.

[0059] In one exemplary embodiment of this disclosure, reference is made to Figure 5 As shown, in the forward-view projection of the vehicle, the angle between the front upper control arm 2 and the horizontal plane is -6° to -4°; the angle between the rear upper control arm 3 and the horizontal plane is -13° to -11°; the angle between the front lower control arm 4 and the horizontal plane is -2° to 1°; and the angle between the rear lower control arm 5 and the horizontal plane is -1° to 3°. In this exemplary embodiment, the angles of the front upper control arm 2, rear upper control arm 3, front lower control arm 4, and rear lower control arm 5 in the forward-view projection can be coordinated with the height difference arrangement between the control arms in the side view to accurately define the initial posture of the front upper control arm 2, rear upper control arm 3, front lower control arm 4, and rear lower control arm 5 in space. When the wheel 7 moves up and down, the steering knuckle 1 drives each control arm to rotate, and its angle in each view also changes accordingly, realizing different suspension height postures. Through the arrangement of the above initial angles, the same suspension hardpoint design can be adapted to the overall vehicle posture at different heights, improving the versatility of the design.

[0060] In one exemplary embodiment of this disclosure, reference is made to Figure 7 As shown, in the top-view projection of the vehicle, the span between the connection point of the toe control arm 6 and the body structure and the wheel center of the wheel 7 along the length of the vehicle is 140mm to 155mm. Optimizing the longitudinal span between the inner point of the toe control arm 6 and the wheel center of the wheel 7 ensures that when the kingpin torque generated by the tire force is transmitted to the toe control arm 6, the force that needs to be balanced is not too high, thus avoiding excessive increase in rack load.

[0061] refer to Figure 6 As shown, in the side view projection of the vehicle, the connection point between the toe control arm 6 and the vehicle body structure is lower than the wheel center of the wheel 7; the height difference between the connection point between the toe control arm 6 and the vehicle body structure and the wheel center of the wheel 7 is 20mm to 100mm. The toe control arm 6 is located 20mm to 100mm below the wheel center of the wheel 7, which can affect the toe change pattern when the wheel 7 bounces, thus improving the suspension bounce characteristics.

[0062] In one exemplary embodiment of this disclosure, the stiffness of the connecting bushing between the front lower control arm 4 and the vehicle body structure is lower than the stiffness of the connecting bushing between the front upper control arm 2 and the vehicle body structure, the stiffness of the connecting bushing between the rear upper control arm 3 and the vehicle body structure, and the stiffness of the connecting bushing between the rear lower control arm 5 and the vehicle body structure. The front lower control arm 4 typically bears the main longitudinal force transmission. In this exemplary embodiment, by using a lower stiffness bushing at the inner point of the front lower control arm 4, the longitudinal flexibility of the suspension system can be increased, more effectively filtering and absorbing impact vibrations from the road surface, thereby improving vehicle comfort performance.

[0063] For example, the stiffness of the connecting bushings between the front upper control arm 2, the rear upper control arm 3, and the vehicle body structure can be no less than 2000 N / mm; the stiffness of the connecting bushing between the rear lower control arm 5 and the vehicle body structure can be no less than 13000 N / mm; and the stiffness of the connecting bushing between the front lower control arm 4 and the vehicle body structure can be no greater than 1000 N / mm, thereby improving the vehicle's ride comfort. For example, the stiffness of the connecting bushing between the front lower control arm 4 and the vehicle body structure can be 550~950 N / mm, and a hydraulic bushing can be used to provide better high-frequency vibration isolation performance.

[0064] This disclosure also provides a vehicle including the suspension device described in any of the foregoing embodiments or possible combinations thereof. A vehicle equipped with this suspension device has a more stable kingpin inclination angle and tire wear radius variation during steering, thereby reducing steering resistance torque and steering rack load during steering, especially in large steering angle conditions and / or when the front axle weight is high, thus achieving both large steering angles and easy steering.

[0065] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the utility models disclosed herein. This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the appended claims.

Claims

1. A suspension device, characterized in that, It includes a steering knuckle (1), a front upper control arm (2), a rear upper control arm (3), a front lower control arm (4), a rear lower control arm (5), and a toe control arm (6); one end of each of the front upper control arm (2), the rear upper control arm (3), the front lower control arm (4), the rear lower control arm (5), and the toe control arm (6) is connected to the steering knuckle (1), and the other end is connected to the vehicle body structure; In the vehicle's top-view projection, in the vehicle's width direction, the connection point between the front upper control arm (2) and the steering knuckle (1) is farther from the wheel center of the wheel (7) on the steering knuckle (1) than the connection point between the rear upper control arm (3) and the steering knuckle (1).

2. The suspension device according to claim 1, characterized in that, In the top-view projection of the vehicle, in the width direction of the vehicle, the connection point between the front lower control arm (4) and the steering knuckle (1) is closer to the wheel center of the wheel (7) on the steering knuckle (1) than the connection point between the rear lower control arm (5) and the steering knuckle (1).

3. The suspension device according to claim 1 or 2, characterized in that, The angle between the toe control arm (6) and the vehicle width direction in the top view projection of the vehicle is in the range of -2° to 2°.

4. The suspension device according to claim 1, characterized in that, The length of the rear upper control arm (3) is greater than the length of the front upper control arm (2).

5. The suspension device according to claim 4, characterized in that, The length difference between the rear upper control arm (3) and the front upper control arm (2) is not less than 30mm.

6. The suspension device according to claim 4 or 5, characterized in that, The angle between the front upper control arm (2) and the vehicle width direction in the top view projection of the vehicle is -28° to -24°, and the angle between the rear upper control arm (3) and the vehicle width direction in the top view projection of the vehicle is 22° to 26°.

7. The suspension device according to claim 2, characterized in that, The length of the front lower control arm (4) is greater than the length of the rear lower control arm (5).

8. The suspension device according to claim 7, characterized in that, The length of the front lower control arm (4) ranges from 420mm to 460mm, and the length of the rear lower control arm (5) ranges from 365mm to 395mm.

9. The suspension device according to claim 7 or 8, characterized in that, The angle between the front lower control arm (4) and the vehicle width direction in the top view projection of the vehicle is -36° to -40°, and the angle between the rear lower control arm (5) and the vehicle width direction in the top view projection of the vehicle is 1.5° to 3°.

10. The suspension device according to claim 1, characterized in that, In the side view projection of the vehicle, the connection point between the front upper control arm (2) and the vehicle body structure is higher than the connection point between the rear upper control arm (3) and the vehicle body structure; the height difference between the connection point between the front upper control arm (2) and the vehicle body structure and the connection point between the rear upper control arm (3) and the vehicle body structure is 30mm to 40mm; the connection point between the front lower control arm (4) and the vehicle body structure is higher than the connection point between the rear lower control arm (5) and the vehicle body structure; the height difference between the connection point between the front lower control arm (4) and the vehicle body structure and the connection point between the rear lower control arm (5) and the vehicle body structure is 15mm to 35mm.

11. The suspension device according to claim 10, characterized in that, In the side view projection of the vehicle, the height difference between the connection point of the front upper control arm (2) and the body structure and the wheel center (7) is 425mm to 435mm; the height difference between the connection point of the rear upper control arm (3) and the body structure and the wheel center (7) is 395mm to 405mm; the height difference between the connection point of the front lower control arm (4) and the body structure and the wheel center (7) is 80mm to 120mm; and the height difference between the connection point of the rear lower control arm (5) and the body structure and the wheel center (7) is 115mm to 135mm.

12. The suspension device according to claim 1, characterized in that, In the forward-view projection of the vehicle, the angle between the front upper control arm (2) and the horizontal plane is -6° to -4°; the angle between the rear upper control arm (3) and the horizontal plane is -13° to -11°; the angle between the front lower control arm (4) and the horizontal plane is -2° to 1°; and the angle between the rear lower control arm (5) and the horizontal plane is -1° to 3°.

13. The suspension device according to claim 1, characterized in that, In the top-view projection of the vehicle, the distance between the connection point of the toe control arm (6) and the body structure and the wheel center (7) in the length direction of the vehicle is 140mm to 155mm.

14. The suspension device according to claim 1, characterized in that, In the side view projection of the vehicle, the connection point between the toe control arm (6) and the vehicle body structure is lower than the wheel center (7); the height difference between the connection point between the toe control arm (6) and the vehicle body structure and the wheel center (7) is 20mm to 100mm.

15. The suspension device according to claim 1, characterized in that, The stiffness of the connecting bushing between the front lower control arm (4) and the vehicle body structure is lower than that of the connecting bushing between the front upper control arm (2) and the vehicle body structure, the connecting bushing between the rear upper control arm (3) and the vehicle body structure, and the connecting bushing between the rear lower control arm (5) and the vehicle body structure.

16. A vehicle, characterized in that, Includes the suspension device according to any one of claims 1 to 15.

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