Suspension structure, chassis and vehicle

Abstract

The application provides a suspension structure, a chassis and a vehicle. The suspension structure comprises a knuckle, an upper swing arm, a lower swing arm, a shock absorber and a leaf spring; the lower swing arm comprises a bracket, an obliquely arranged connecting rod and at least part of the leaf spring, the obliquely arranged connecting rod is arranged to extend from the bracket towards a direction away from the bracket and away from the knuckle; the leaf spring is arranged to extend along the width direction of the vehicle, and the end of the leaf spring is connected with the bracket. The leaf spring is arranged transversely and connected with the bracket, so that the leaf spring replaces a connecting rod, and the stress direction of the lower swing arm is changed during use; the bracket extends obliquely to form the obliquely arranged connecting rod, the connecting rod formed by the leaf spring and the obliquely arranged connecting rod are decoupled in dynamic performance, the flexibility of the suspension structure in the longitudinal direction is improved, and the controllability and comfort of the vehicle using the suspension structure are improved. In addition, the leaf spring is arranged to save the spring arranged on the shock absorber, so that the height of the shock absorber and the shock tower can be reduced, and the decoupling of the chassis and the vehicle body is facilitated.

Description

Technical Field

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

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

[0003] Currently, some suspension structures typically use upper and lower control arms in conjunction with shock absorbers for support, with leaf springs connected to the lower control arms instead of simply mounting springs on the shock absorbers to cushion road impacts. However, the lower control arms in this type of suspension structure are generally V-shaped or A-shaped, which makes it difficult to functionally decouple the two connection points between the lower control arm and the vehicle frame, resulting in poor longitudinal flexibility of the suspension structure. Utility Model Content

[0004] The purpose of this application is to provide a suspension structure, chassis, and vehicle to improve the problem in the related art where the two connection points between the lower control arm of the suspension structure and the frame are difficult to decouple functionally, resulting in poor longitudinal flexibility of the suspension structure.

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

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

[0007] The upper control arm is connected to the upper side of the steering knuckle;

[0008] Leaf springs are installed extending along the width direction of the vehicle;

[0009] The lower control arm includes at least a portion of a bracket, an inclined link, and a leaf spring. The bracket is connected to the lower side of the steering knuckle, the inclined link is connected to the bracket, and the inclined link extends from the bracket in a direction away from the bracket and away from the steering knuckle. The end of the leaf spring is connected to the bracket.

[0010] The shock absorber is connected to the bracket at its lower end.

[0011] In the technical solution of this application embodiment, a leaf spring extending along the width direction is provided to eliminate the need for a spring on the shock absorber. This allows for a smaller outer diameter of the shock absorber, thereby reducing the space occupied by the shock absorber and facilitating its layout and installation. Furthermore, it eliminates the need for a threaded spring on the shock absorber, simplifying its structure, reducing costs, and lowering its height. This allows for a reduction in the height of the shock absorber tower on the vehicle frame, and consequently, the overall chassis height, which is beneficial for decoupling the chassis from the vehicle body. Additionally, the leaf spring can replace a stabilizer bar. The structure is simplified to reduce the number of parts and lower costs. The lower control arm uses a bracket and a slanted link, with a leaf spring replacing a link. One end of the leaf spring is connected to the bracket, and the slanted link is also connected to the bracket to simplify the structure. In addition, the leaf spring extends along the width direction, and the slanted link is set at an angle. After the leaf spring and the slanted link are connected to the frame, the direction of force can be changed, thereby decoupling the link formed by the leaf spring and the slanted link in terms of dynamic performance. This improves the longitudinal flexibility and lateral stiffness of the suspension structure, thereby improving the handling and comfort of the vehicle using this suspension structure.

[0012] In some embodiments, one end of the bracket is connected to the steering knuckle, the other end of the bracket is connected to the leaf spring, the inclined connecting rod is connected to one side of the bracket, and the shock absorber is connected to the bracket.

[0013] The above technical solution has a simple structure, high precision, and is easy to manufacture.

[0014] In some embodiments, the extension direction of the bracket is consistent with the extension direction of the leaf spring.

[0015] The above technical solution facilitates the layout of the support and the connection and fixation between the support and the leaf spring, and also reduces the space occupied by the lower swing arm in the length direction.

[0016] In some embodiments, the shock absorber and the inclined connecting rod are respectively connected to opposite sides of the bracket.

[0017] The above technical solution facilitates the placement of the shock absorber and the inclined connecting rod, as well as the connection between the shock absorber, the inclined connecting rod, and the bracket.

[0018] In some embodiments, the bracket and the steering knuckle are rotatably connected via a first rotating shaft that extends along the height direction.

[0019] The above technical solution uses a first rotating shaft to connect the bracket and the steering knuckle, which is convenient to connect and allows the bracket to rotate forward or backward relative to the steering knuckle, facilitating the steering swing of the steering knuckle.

[0020] In some embodiments, the first pivot is mounted on a bracket.

[0021] The above technical solution allows the first rotating shaft to be mounted on a support, simplifying the structure and facilitating manufacturing.

[0022] In some embodiments, the inclined connecting rod and the bracket are rotatably connected by a second rotating shaft, which extends along the height direction.

[0023] The above technical solution uses a second rotating shaft to connect the inclined connecting rod and the bracket, which is convenient to connect and allows the inclined connecting rod to rotate relative to the bracket, so that the vehicle has good freedom of movement during application.

[0024] In some embodiments, the side of the bracket protrudes and is provided with support plates that are respectively connected to both ends of the second rotating shaft, and the support plates are provided with first mounting holes for the ends of the second rotating shaft to be inserted.

[0025] The above technical solution involves setting a support plate on the bracket and setting a first mounting hole on the support plate to connect the second rotating shaft.

[0026] In some embodiments, a second mounting hole for connecting a shock absorber is provided on the side of the bracket.

[0027] The above technical solution involves setting a second mounting hole on the bracket to facilitate the connection of the shock absorber.

[0028] In some embodiments, the bracket is provided with a connection hole for connecting the leaf spring.

[0029] The above technical solution provides a second mounting hole on the bracket to facilitate the connection of the leaf spring.

[0030] In some embodiments, the suspension structure includes a half-shaft rotatably connected to the steering knuckle, and the half-shaft is located on the side of the shock absorber near the oblique link.

[0031] The above technical solution allows for the setting of a half-shaft to drive the wheels to rotate, thus enabling the suspension structure to be applied to the vehicle's drive shaft. Placing the half-shaft on the side of the shock absorber close to the inclined connecting rod facilitates the layout of the half-shaft and the shock absorber, reducing the risk of mutual interference between the shock absorber and the half-shaft.

[0032] In some embodiments, the suspension structure includes a steering tie rod, one end of which is connected to a steering knuckle.

[0033] The above technical solution involves setting a steering tie rod to transmit steering force and achieve synchronous steering of the left and right wheels.

[0034] In some embodiments, the steering tie rod and the diagonal link are located on opposite sides of the bracket.

[0035] The above technical solution facilitates the placement of the steering tie rod and reduces the risk of interference between the steering tie rod and the diagonally mounted connecting rod.

[0036] In some embodiments, the suspension structure is used to support the front wheels of the vehicle, and the steering tie rod is located on the rear side of the axle hole of the steering knuckle.

[0037] The above technical solution can provide better steering trapezoidal characteristics, allowing the wheels to rotate at a larger angle, which facilitates steering.

[0038] In some embodiments, the suspension structure includes a toe bar, one end of which is connected to the steering knuckle.

[0039] By using the above technical solution, a toe-in lever is installed to precisely control the toe-in value, ensuring straight-line driving stability and uniform tire wear.

[0040] In some embodiments, the upper control arm includes two upper arms, one end of each upper arm being connected to the steering knuckle.

[0041] The above technical solution uses two upper side arms as upper swing arms, which has a simple structure and is easy to manufacture and install.

[0042] In some embodiments, one end of the two upper arms is connected, and the connected end of the two upper arms is connected to the steering knuckle.

[0043] The above technical solution connects one end of the two upper arms to facilitate assembly and connection with the steering knuckle, and reduces the size and volume of the steering knuckle for easier connection with the wheel.

[0044] In some embodiments, the two upper side arms are integrally formed.

[0045] The above technical solution allows the two upper arms to be integrally formed, which facilitates processing and manufacturing and also improves the structural strength of the upper swing arm.

[0046] Secondly, embodiments of this application provide a chassis including the suspension structure described in the above embodiments.

[0047] In some embodiments, the chassis includes a wheel connected to a steering knuckle, and the height of the upper control arm is located in the area corresponding to the rim of the wheel; or, the height of the upper control arm is greater than or equal to the height of the wheel's tire; or, the upper control arm is located at a position corresponding to the side of the vehicle's tire.

[0048] The above technical solution facilitates the layout of the suspension structure and wheels on the chassis.

[0049] Thirdly, embodiments of this application provide a vehicle, including a suspension structure as described in the above embodiments or a chassis as described in the above embodiments.

[0050] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0051] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or exemplary technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0052] Figure 1 This is a schematic diagram of the vehicle structure according to some embodiments of this application;

[0053] Figure 2 This is an exploded structural diagram of the chassis of some embodiments of this application;

[0054] Figure 3 This is a schematic diagram of the structure of two suspension structures according to some embodiments of this application;

[0055] Figure 4 for Figure 3 Enlarged view of some parts of the central suspension structure;

[0056] Figure 5 for Figure 4 Enlarged view of the mid-bracket;

[0057] Figure 6 for Figure 3 A front view schematic diagram of the two suspension structures in the middle;

[0058] Figure 7 for Figure 6 Enlarged view of some parts of the central suspension structure;

[0059] Figure 8 for Figure 3 A top view of the two suspension structures.

[0060] Figure 9 for Figure 8 Enlarged view of some parts of the central suspension structure;

[0061] Figure 10 This is a schematic diagram of the suspension structure of some other embodiments of this application;

[0062] Figure 11 This is a partial structural schematic diagram of a suspension structure according to some embodiments of this application.

[0063] The main markings in the attached figures are as follows:

[0064] 100. Vehicle; 110. Body; 120. Chassis; 121. Battery unit; 122. Motor; 123. Controller; 20. Frame; 21. Longitudinal beam; 22. Crossbeam; 30. Wheel; 31. Front wheel; 32. Rear wheel;

[0065] 40. Suspension structure;

[0066] 41. Steering knuckle; 410. Shaft hole; 42. Lower control arm; 421. Bracket; 4211. Connecting hole; 4212. First pivot; 4213. Support plate; 4214. First mounting hole; 4215. Second mounting hole; 422. Diagonal connecting rod; 423. Second pivot; 424. Second bushing; 43. Upper control arm; 430. Upper side arm; 431. First arm; 4311. First end; 432. Second arm; 4321. Second end; 433. First bushing; 44. Shock absorber; 45. Leaf spring; 451. Inner bushing; 452. Pad; 46. Steering tie rod; 47. Toe-up tie rod; 48. Half shaft;

[0067] X, length direction; F, front; B, back; Y, width direction; R, right; L, left; Z, height direction; U, top; D, bottom; M, middle plane. Detailed Implementation

[0068] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0069] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0070] In the description of the embodiments of this application, technical terms such as "first" and "second" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include one or more of that feature.

[0071] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments in any suitable manner.

[0072] Unless otherwise specified, all embodiments and optional embodiments of this application can be combined to form new technical solutions.

[0073] Unless otherwise specified, all technical features and optional technical features of this application may be combined to form new technical solutions.

[0074] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0075] In the description of the embodiments of this application, the term "multiple" refers to two or more (including two), similarly, "multiple sets" refers to two or more (including two sets), and "multiple pieces" refers to two or more (including two pieces). "Several" means one or more, unless otherwise explicitly specified.

[0076] In the description of the embodiments of this application, the technical terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0077] In the description of the embodiments of this application, unless otherwise expressly specified and limited, the technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. For those skilled in the art, the specific meaning of the above terms in the embodiments of this application can be understood according to the specific circumstances.

[0078] In the description of the embodiments of this application, unless otherwise expressly specified and limited, when an element is referred to as "fixed to" or "set on" another element, it may be directly on or indirectly on the other element. When an element is referred to as "connected to" another element, it may be directly connected to or indirectly connected to the other element.

[0079] In the description of the embodiments in this application, unless otherwise expressly specified and limited, the technical term "proximity" refers to being close in location. For example, among three components A1, A2, and B, the distance between A1 and B is greater than the distance between A2 and B. Therefore, A2 is closer to B than A1, meaning A2 is adjacent to B, or B is adjacent to A2. Similarly, when there are multiple components C, namely C1, C2, ..., C... N If one of the C components, such as C2, is closer to the B component than the other C components, then B is adjacent to C2, or C2 is adjacent to B.

[0080] As vehicles have evolved, users have increasingly higher demands for stability and comfort. A vehicle generally consists of a chassis and a body. The body is mounted on the chassis, which supports the body. The chassis includes the drivetrain, running gear, steering system, and braking system. It supports and mounts the car's engine or electric motor and its various components and assemblies, forming the overall shape of the vehicle and bearing the power of the engine or electric motor to enable normal vehicle operation.

[0081] The transmission system mainly consists of a clutch, gearbox, driveshaft, and drive axle. The clutch smoothly engages or temporarily disengages the engine's power from the transmission, facilitating the driver's operations such as starting, stopping, and shifting gears. The gearbox is the component in a car used to change speed and output torque. The driveshaft is the shaft used to transmit rotational power. The drive axle is located at the end of the transmission system and changes the speed and torque from the gearbox, transmitting them to the drive wheels.

[0082] The running system consists of the frame, axles, suspension structure, and wheels, supporting the vehicle's weight and enabling it to ride smoothly. The running system also includes shock-absorbing structures, such as leaf springs and shock absorbers. The function of leaf springs is to maintain an elastic connection between the frame / body and the wheels or axles. The function of shock absorbers is to dampen vibrations when the vehicle is subjected to shocks. When the running system includes shock absorbers and leaf springs, they are generally used in parallel. The frame is a frame structure spanning the front and rear axles of the vehicle, also called a beam, and is the base of the vehicle. It is generally assembled from two longitudinal beams and several crossbeams, supported on the wheels via the suspension system, front axle, and rear axle.

[0083] The chassis possesses sufficient strength and rigidity to withstand the loads of the vehicle and the impacts transmitted from the wheels. The function of the chassis is to support and connect the various assemblies of the vehicle, maintaining their relatively correct positions and bearing various loads from both inside and outside the vehicle. The suspension system is the device by which the body of a locomotive or rolling stock is elastically supported on axle boxes, side frames, or equalizer beams; it is also known as the spring system or suspension system.

[0084] The axle (also called the vehicle axle) is connected to the vehicle frame through the suspension, and wheels are mounted at both ends. The vertical load on the vehicle frame is transmitted to the wheels through the axle; the rolling resistance, driving force, braking force, and lateral force on the wheels, as well as their bending moment and torque, are transmitted to the suspension structure and vehicle frame through the axle. Therefore, the function of the axle is to transmit the forces in all directions between the vehicle frame and the wheels and the bending moment and torque they generate.

[0085] The front axle is usually a driven axle, also known as the steering axle. It is generally located at the front of the vehicle, hence the name front axle. It is connected to the steering system via steering knuckles. It enables the steering force output from the steering gear to be transmitted to the wheels to achieve vehicle steering. It not only supports the sprung mass at the front of the vehicle and bears vertical loads, but also bears various longitudinal forces, lateral forces, and related moments.

[0086] The rear axle refers to the rear drive shaft component that transmits power in a vehicle. It typically includes two half-axles to enable differential movement. The rear axle is used to support and connect the rear wheels. In a front-wheel-drive vehicle, the rear axle is a follow-up axle, serving only a load-bearing function. If the front axle is not a drive axle, then the rear axle is the drive axle, in which case it serves not only a load-bearing function but also driving, deceleration, and differential functions. In four-wheel drive vehicles, a transfer case is usually located in front of the rear axle. The transfer case is a gear transmission system; its input shaft is directly or via a universal joint connected to the second shaft of the transmission, while its output shaft has several shafts, each connected to one of the drive axles via a universal joint.

[0087] The suspension structure is the general term for all force transmission connection devices between the car frame (or monocoque body) and the axle (or wheels). Its function is to transmit the force and torque acting between the wheels and the frame, and to buffer the impact force transmitted from uneven road surfaces to the frame or body, and reduce the vibration caused thereby, so that the car can drive smoothly.

[0088] The steering system consists of a steering wheel, steering gear, steering knuckle, steering knuckle arm, tie rod (also called steering tie rod), and toe rod (also called toe rod), and its function is to steer. The steering wheel is a wheel-shaped device that controls the direction of travel of a car. The steering gear's function is to appropriately transform the steering torque and steering angle from the steering wheel (such as by reducing speed and increasing torque) and then output it to the steering tie rod, thereby turning the car. Therefore, the steering gear is essentially a speed reduction transmission device. The steering knuckle is the hinge for wheel steering and is generally fork-shaped. The middle of the steering knuckle is connected to the wheel, and the periphery is generally connected to the suspension. The steering knuckle arm, also called a trapezoidal arm, is the final stage of force transmission in the steering transmission system. The steering knuckle arm is mounted on the left and right steering knuckles, and the other end is connected to the tie rod by a ball joint.

[0089] The tie rod is a connector linking the two rear wheels of a car, connecting the left and right steering arms. It not only synchronizes the two wheels but also adjusts the toe-in / toe-out, and is a crucial component ensuring safe driving. The tie rod and lateral tie rod are two main components of a car's steering system. The tie rod connects the steering arm and the left arm of the steering knuckle, transmitting steering power to the steering knuckle to control the wheels. The tie rod connects the left and right steering arms.

[0090] The braking system refers to the structure of the braking components of a vehicle. The braking performance of a motor vehicle refers to its effectiveness in forcing the vehicle to stop in the shortest possible time.

[0091] Some vehicle chassis frames include a subframe and a mainframe. The subframe is connected to the mainframe, which supports the vehicle body, while the subframe supports the suspension structure. The subframe is not a complete frame; it's merely a support structure for the front and rear axles and suspension, allowing the axles and suspension to connect to the mainframe. It's conventionally called a "subframe." Some vehicle chassis may also forgo a subframe, allowing the suspension structure to be directly connected to the mainframe.

[0092] Current suspension structures come in various forms, such as double wishbone and multi-link. A double wishbone suspension typically includes a steering knuckle, upper control arm, lower control arm, shock absorber, stabilizer bar, and coil spring. The coil spring is mounted on the shock absorber, the lower end of which is connected to the steering knuckle. The upper control arm is connected to the upper side of the steering knuckle, and the lower control arm is connected to the lower side of the steering knuckle. The stabilizer bar (also called the stabilizer bar assembly) is hinged to the shock absorber. In application, the upper and lower control arms, stabilizer bar, and shock absorber are connected to the vehicle frame, and the steering knuckle is connected to the wheel, allowing the wheel to be supported by the suspension structure. The lower control arm typically uses a three-point linkage or at least two links, which form the arm connecting the lower control arm to the vehicle frame. However, in order to simplify the structure, some suspension structures use leaf springs instead of coil springs on the shock absorbers. The lower control arm of this structure is often designed in a V-shape or A-shape. It is mostly designed to extend inward from the steering knuckle and spread out towards both sides of the steering knuckle along the length direction. Its two connection points with the frame are functionally highly correlated. In other words, the two connection points of the lower control arm with the frame are difficult to decouple functionally, which makes the suspension structure less flexible in the longitudinal direction, thus affecting the user experience.

[0093] Based on the above considerations, in order to improve the problem of poor longitudinal flexibility of the suspension structure due to the functional difficulty in decoupling the two connection points between the lower control arm and the vehicle frame, this application provides a suspension structure that eliminates the need for springs on the shock absorber by using leaf springs. This allows for a smaller outer diameter of the shock absorber, reducing its space requirements and facilitating its placement. Furthermore, the leaf springs eliminate the need for threaded springs on the shock absorber, simplifying its structure, reducing costs, and lowering its height. This, in turn, reduces the height of the shock absorber tower on the vehicle frame, thereby lowering the overall chassis height and promoting decoupling between the chassis and the body. The leaf springs extend along the width direction, replacing the stabilizer bar structure to simplify the structure, reduce the number of parts, and lower costs. The lower control arm uses a bracket and an inclined link, with the bracket connected to the leaf spring. This allows the leaf spring to replace a link, simplifying the structure. In addition, the leaf spring extends along the width direction, and the inclined link is set at an angle. After the leaf spring and the inclined link are connected to the frame, the direction of force can be changed, thereby achieving functional decoupling at the connection between the leaf spring and the inclined link and the frame. This improves the longitudinal flexibility of the suspension structure, thereby improving the handling and comfort of the vehicle using this suspension structure.

[0094] Please refer to Figure 1 , Figure 1This is a structural schematic diagram of a vehicle 100 provided in some embodiments of this application. The vehicle 100 can be a gasoline-powered vehicle, a natural gas-powered vehicle, or a new energy vehicle. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, or extended-range electric vehicles, etc. The vehicle 100 includes a body 110 and a chassis 120. The body 110 is connected to the chassis 120 and is mounted on the chassis 120, providing driving and passenger space, and protecting power components, electrical components, etc., on the chassis 120. Furthermore, the body 110 and chassis 120 can be manufactured separately to facilitate processing and manufacturing, reduce the manufacturing difficulty of the vehicle 100, and facilitate assembly, improving assembly efficiency. The chassis 120 includes a frame 20, which supports the body 110.

[0095] The vehicle 100 has a battery device 121 installed inside, which may be located at the bottom, front, or rear of the vehicle 100. The battery device 121 can be used to power the vehicle 100; for example, it can serve as the vehicle 100's operating power source. The vehicle 100 may also include a controller 123 and a motor 122. The controller 123 controls the battery device 121 to supply power to the motor 122, for example, to meet the power needs of the vehicle 100 during starting, navigation, and driving.

[0096] In some embodiments, the battery device 121 can not only serve as the operating power source for the vehicle 100, but also as the driving power source for the vehicle 100, replacing or partially replacing fuel or natural gas to provide driving power for the vehicle 100.

[0097] Please see Figure 2 , Figure 2 This is a schematic diagram of the chassis 120 provided in some embodiments of this application. The chassis 120 includes a frame 20, a suspension structure 40, and wheels 30. The two ends of the suspension structure 40 are respectively connected to the frame 20 and the wheels 30, so that the wheels 30 are connected to the frame 20 through the suspension structure 40, and thus support the frame 20 through the wheels 30. The wheels 30 are rigid wheels that fix the inner edge of the tire, support the tire, and share the load with the tire. They are usually circular. They are key components of the vehicle 100's running gear, enabling the vehicle 100 to move by rolling and travel on various road surfaces.

[0098] The wheels 30 typically include front wheels 31 and rear wheels 32. The front wheels 31 are generally located at the front of the chassis 120 of the vehicle 100; the rear wheels 32 are generally located at the rear of the chassis 120 of the vehicle 100. Generally, the front wheels 31 of the vehicle 100 also serve a steering function; that is, the steering system of the vehicle 100 is connected to the front wheels 31 to drive the front wheels 31 to rotate, thereby achieving steering. In some embodiments, the steering system may also be connected to the rear wheels 32 to drive the rear wheels 32 to rotate, thereby achieving steering. The wheels 30 in the vehicle 100 connected to the drive system are drive wheels, while the wheels 30 not connected to the drive system are non-drive wheels.

[0099] In some embodiments, the front wheel 31 is connected to the drive system of the vehicle 100, such as to the engine or drive motor of the vehicle 100, so as to drive the front wheel 31 to rotate, thereby driving the vehicle 100 to drive. That is, the front wheel 31 is the drive wheel, while the rear wheel 32 is not connected to the engine or drive motor and is a driven wheel, also known as a non-drive wheel. The corresponding vehicle 100 is a front-wheel drive structure.

[0100] In some embodiments, the rear wheel 32 is connected to the drive system of the vehicle 100, such as to the engine or drive motor of the vehicle 100, so as to drive the rear wheel 32 to rotate, thereby driving the vehicle 100 to drive. That is, the rear wheel 32 is the drive wheel, while the front wheel 31 is not connected to the engine or drive motor and is a driven wheel, also known as a non-drive wheel. The corresponding vehicle 100 is a rear-wheel drive structure.

[0101] In some embodiments, the front wheel 31 and the rear wheel 32 are respectively connected to the drive system of the vehicle 100, such as to the engine or drive motor of the vehicle 100, so as to drive the front wheel 31 and the rear wheel 32 to rotate, thereby driving the vehicle 100 to drive. That is, both the front wheel 31 and the rear wheel 32 can be used as drive wheels, and the vehicle 100 is a four-wheel drive structure.

[0102] In some embodiments, the battery device 121 may be integrated into the chassis 120 to improve the integration of the chassis 120. In some embodiments, the battery device 121 is mounted on the frame 20, and the frame 20 supports the battery device 121.

[0103] In some embodiments, the battery device 121 may also be installed in the vehicle body 110.

[0104] In some embodiments, the motor 122 may be integrated into the chassis 120 to improve the integration of the chassis 120. In some embodiments, the motor 122 is mounted on the frame 20, which supports the battery device 121.

[0105] In some embodiments, the controller 123 may be integrated into the chassis 120 to improve the integration of the chassis 120. In some embodiments, the controller 123 is mounted on the frame 20, and the frame 20 supports the controller 123.

[0106] In some embodiments, the controller 123 may also be installed in the vehicle body 110.

[0107] Please see Figure 1 , Figure 2 and Figure 3 In some embodiments, the vehicle 100 and chassis 120 have multiple orientations, including: up, down, front, rear, left, and right, all based on the orientation of the vehicle 100. That is, the direction from the front to the rear of the vehicle is from front to back, the direction from the roof to the bottom of the vehicle is from top to bottom, and the driver's seat and passenger seat are arranged in a left-right direction. For example, the front-rear direction of the vehicle 100 is also called the length direction X, the front-rear direction of the vehicle 100 is called the width direction Y, the left-right direction of the vehicle 100 is called the height direction Z, and the height direction of the vehicle 100 is also called the vertical direction Z. Correspondingly, in the longitudinal direction (length direction X) of vehicle 100, the forward direction refers to the direction vehicle 100 faces forward, i.e., the front is the F direction; the rearward direction refers to the direction vehicle 100 faces backward, i.e., the rear is the B direction. In the lateral direction (width direction Y) of vehicle 100, the rightward direction refers to the direction vehicle 100 faces to the right, i.e., the right is the R direction; the leftward direction refers to the direction vehicle 100 faces to the left, i.e., the left is the L direction. In the height direction Z of vehicle 100, the upward direction refers to the direction vehicle 100 faces upward, i.e., the top is the U direction; the downward direction refers to the direction vehicle 100 faces downward, i.e., the bottom is the D direction. The up, down, forward, backward, left, and right positions of the frame 20 are consistent with the corresponding up, down, forward, backward, left, and right positions of vehicle 100. Furthermore, for the frame 20, the longitudinal direction is along the length direction X, which allows for a certain degree of error or small angular deviation, such as a deviation within 10 degrees; the lateral direction is along the width direction Y, which also allows for a certain degree of error or small angular deviation, such as a deviation within 10 degrees. The directions of the chassis 120 are consistent with those of the vehicle 100.

[0108] In some embodiments, please refer to Figure 2 The frame 20 includes two longitudinal beams 21 and a crossbeam 22, with the two longitudinal beams 21 spaced apart; the crossbeam 22 connects the two longitudinal beams 21. The main structure of the frame 20 is formed by connecting the two longitudinal beams 21 through the crossbeam 22, which is simple in structure and easy to process and manufacture.

[0109] A beam is a structural member of a certain length that bears external forces, such as forces perpendicular to its length, with bending as its primary deformation. Under load, beams mainly bear bending moment and shear force, and sometimes torque as well.

[0110] Longitudinal beam 21 refers to a beam structure that is set along or substantially along the longitudinal direction X. Of course, longitudinal beam 21 needs to be set along the longitudinal direction X in its overall length, but it is allowed to be inclined at some positions along the longitudinal direction X, rather than longitudinal beam 21 being straight in shape over its entire length.

[0111] The beam 22 refers to a beam structure that is set along or substantially along the transverse Y direction. Of course, the beam 22 needs to be set along the transverse Y direction along its overall length, although it is permissible to tilt to the transverse Y direction in some parts, rather than the beam 22 being straight along its entire length.

[0112] Please see Figures 1 to 11 According to some embodiments of this application, an embodiment of this application provides a suspension structure 40, including a steering knuckle 41, an upper control arm 43, a lower control arm 42, a shock absorber 44, and a leaf spring 45; the steering knuckle 41 is used to connect the wheel 30 of the vehicle 100; the upper control arm 43 is connected to the upper side of the steering knuckle 41; the lower control arm 42 includes at least a portion of a bracket 421, an inclined link 422, and a leaf spring 45, the bracket 421 is connected to the lower side of the steering knuckle 41, the inclined link 422 is connected to the bracket 421, and the inclined link 422 extends from the bracket 421 in a direction away from the bracket 421 and away from the steering knuckle 41; the lower end of the shock absorber 44 is connected to the bracket 421; the leaf spring 45 extends along the width direction Y of the vehicle 100, and the end of the leaf spring 45 is connected to the bracket 421.

[0113] The steering knuckle 41, also known as the "steering knuckle," is a key component of the steering axle of vehicle 100. Its main function is to transmit and bear the front load of vehicle 100, supporting and driving the front wheels 31 to rotate around the kingpin to achieve steering. The steering knuckle 41 is typically fork-shaped, and its shape varies. It generally has a journal for mounting the wheel 30. The journal is the axle structure used to connect the wheel 30, supporting it and allowing it to rotate relative to the steering knuckle 41. When the steering knuckle 41 connects to a non-drive wheel, the journal is generally stepped to support it. When the steering knuckle 41 connects to a drive wheel, the journal is generally ring-shaped to support it. The steering knuckle 41 has a through-hole 410 in the journal, allowing the drive shaft to pass through and connect the drive wheel and the half-shaft, thereby driving the drive shaft to rotate and ultimately the drive wheel. Of course, when the steering knuckle 41 connects to a non-drive wheel, a shaft hole 410 can also be provided to install a kingpin therein, thereby connecting the non-drive wheel to the front axle. During operation, the steering knuckle 41 must withstand not only vertical forces, driving forces, braking forces, and lateral forces from the road surface, but also bending moments and torques caused by these forces. The steering knuckle 41 is generally forged or cast from materials such as steel or aluminum alloy. Therefore, when the steering knuckle 41 is used to connect the wheel 30 of the vehicle 100, it means that a journal is provided on the steering knuckle 41, and the journal is connected to the wheel 30 so that the wheel 30 can rotate relative to the steering knuckle 41, and the steering knuckle 41 can drive the wheel 30 to steer.

[0114] The upper control arm 43, also known as the upper control arm, is the component connecting the vehicle frame 20 of the vehicle 100 to the upper side of the steering knuckle 41, and further connecting to the wheel 30. Its main function is to transmit force and motion. During vehicle 100 operation, the upper control arm 43 can withstand the torques caused by vertical forces, lateral forces, driving forces, and braking forces from the road surface. Furthermore, the upper control arm 43 can maintain the correct positioning angle of the wheel 30, improving the vehicle 100's driving stability, handling, and ride comfort. The upper control arm 43 is typically rod-shaped, U-shaped, Y-shaped, V-shaped, or A-shaped. The upper control arm 43 is generally made of high-strength steel, aluminum alloy, or other materials to provide sufficient strength and rigidity to cope with complex stress conditions. To reduce wear and noise, bushings or ball joints are usually used at the connection points between the upper control arm 43 and other components.

[0115] The lower control arm 42, also known as the lower control arm, is the component connecting the vehicle frame 20 of the vehicle 100 to the lower side of the steering knuckle 41. The lower control arm 42 primarily bears various forces transmitted from the road surface to the vehicle body 110 during vehicle operation, including vertical forces, driving forces, braking forces, and lateral forces, ensuring the normal driving and handling stability of the vehicle 100. For example, when the vehicle 100 accelerates, the lower control arm 42 must withstand the rearward driving force and transmit it to the appropriate position for smooth acceleration. Furthermore, the lower control arm 42 significantly influences the alignment parameters of the wheel 30, maintaining the correct posture of the wheel 30 during driving, such as the camber angle and toe angle. This reduces tire wear and improves the straight-line stability and steering performance of the vehicle 100. The lower control arm 42 is typically made of high-strength steel, aluminum alloy, or similar materials to provide sufficient strength and rigidity to handle complex stress conditions. The lower control arm 42 is generally connected to the steering knuckle 41 via a ball joint. To reduce wear and noise, the upper swing arm 43 is usually equipped with bushings or ball joints at the connection points with other components.

[0116] The bracket 421 refers to the main connecting and supporting structure in the lower control arm 42. It mainly connects the steering knuckle 41, the leaf spring 45, and the inclined connecting rod 422 in the lower control arm 42. The bracket 421 can be a structural component formed by connecting block-shaped parts, plate-shaped parts, multiple rods, or beams.

[0117] A connecting rod is a rod-shaped or strip-shaped structural component used to connect two objects.

[0118] The inclined link 422 refers to a link structure that extends inclinedly in the width direction Y of the vehicle 100. The inclined link 422 can be made of materials such as steel and aluminum alloy.

[0119] The bracket 421 is connected to the lower side of the steering knuckle 41, meaning that one end of the bracket 421 is hinged to the lower side of the steering knuckle 41 so that the bracket 421 can rotate relative to the steering knuckle 41. The inclined connecting rod 422 is connected to the bracket 421, meaning that one end of the inclined connecting rod 422 is connected to the bracket 421 so that the inclined connecting rod 422 is connected to the steering knuckle 41. As an example, the inclined connecting rod 422 can be hinged to the bracket 421 so that the inclined connecting rod 422 can rotate relative to the bracket 421, thereby reducing the lateral force of the inclined connecting rod 422 on the leaf spring 45, so that the leaf spring 45 can stably support the bracket 421 to a certain extent.

[0120] The oblique link 422 extends from the bracket 421 in a direction away from the bracket 421 and away from the steering knuckle 41, meaning that the extension direction of the oblique link 422 is inclined to the width direction Y of the vehicle 100.

[0121] A shock absorber 44 is a device used to reduce or suppress the vibration and impact of an object. During vehicle 100 operation, uneven road surfaces cause the wheels 30 to bounce up and down. If this bouncing is directly transmitted to the vehicle body 110, it not only reduces the comfort of the occupants but may also affect the handling stability of the vehicle 100 and the service life of its components. The shock absorber 44, through its internal piston, valves, and damping fluid, converts the kinetic energy generated by road bumps into heat energy, dissipating it into the surrounding environment, thereby effectively reducing the vibration of the vehicle body 110. For example, when the vehicle 100 drives over a bump, the shock absorber 44 compresses rapidly, and the internal damping force hinders the rapid movement of the piston, absorbing most of the impact energy. When the vehicle 100 leaves the bump and the shock absorber 44 extends, the extension speed is also controlled by the damping force to prevent excessive rebound of the vehicle body 110. In application, the upper end of the shock absorber 44 is connected to the frame 20 to support the frame 20.

[0122] The lower end of the shock absorber 44 is connected to the bracket 421, meaning that the lower end of the shock absorber 44 is connected to the bracket 421 to support the shock absorber 44, thereby connecting the shock absorber 44 to the steering knuckle 41. As an example, the shock absorber 44 can be connected to the bracket 421 via a ball joint or universal joint, allowing the shock absorber 44 to rotate relative to the bracket 421, thereby reducing the lateral force exerted by the bracket 421 on the shock absorber 44 and extending its service life. As an example, the shock absorber 44 can also be fixedly connected to the bracket 421 for positioning.

[0123] A hinge is a type of connection that, from a structural perspective, allows relative rotation between two or more components. The connection is achieved through components such as pins and hinges. For example, the hinges of doors and windows are a typical hinge structure, allowing the doors and windows to rotate freely around the hinge axis, thus enabling opening and closing.

[0124] Bushings are fitted components installed on structural parts to provide wear protection; they act as padding. In moving parts, long-term friction causes wear. When the clearance between shafts and holes wears to a certain extent, the parts must be replaced. Therefore, designers choose materials with low hardness and good wear resistance for bushings or bushings to reduce wear on shafts and seats. Replacing the bushing or bushing when it wears to a certain degree saves on the cost of replacing shafts or seats. Bushings connecting rods or beams can include an inner sleeve, an outer sleeve, and a flexible sleeve. The flexible sleeve is located between the inner and outer sleeves to connect them. In use, the inner sleeve is installed on the rod or beam, while the outer sleeve is installed on the supporting medium to provide support and wear protection. The flexible sleeve connects the outer and inner sleeves to provide elastic shock absorption. The flexible sleeve can be made of materials such as rubber or silicone.

[0125] A ball joint is a spherical connection structure designed to allow for multi-directional movement and rotation, thereby improving the flexibility and stability of the connection. A ball joint typically consists of a ball head and a socket; the ball head is embedded in the socket to allow for rotation and oscillation within the socket, and lubrication reduces friction, ensuring reliable long-term use.

[0126] A leaf spring 45, also known as a leaf spring or leaf spring, is an elastic beam formed by a long plate made of a material that can elastically deform. Leaf spring 45 can be made of materials such as steel or carbon fiber. When the vehicle 100 is traveling, the vertical force from the road surface is transmitted to the leaf spring 45 through the axle. The leaf spring 45 deforms, absorbing and buffering vibration energy, thus ensuring the smoothness of the vehicle 100's ride. When the vehicle 100 is turning or braking, the leaf spring 45 can also transmit lateral forces and braking forces, and withstand the bending moments caused by these forces.

[0127] The leaf spring 45 is extended along the width direction Y of the vehicle 100, which means that the length of the leaf spring 45 is in the same direction as the width direction Y of the vehicle 100.

[0128] The end of the leaf spring 45 is connected to the bracket 421, and the leaf spring 45 can absorb and buffer the vibration energy transmitted by the lower control arm 42. In use, the middle part of the leaf spring 45 is connected to the frame 20 to support the leaf spring 45.

[0129] The outer side of the suspension structure 40 refers to the side of the suspension structure 40 closest to the wheel 30 when in use.

[0130] The bracket 421 is connected to the lower side of the steering knuckle 41, and the inclined connecting rod 422 is connected to the bracket 421. The inclined connecting rod 422 extends from the bracket 421 in a direction away from the bracket 421 and away from the steering knuckle 41. The leaf spring 45 extends along the width direction Y of the vehicle 100, and the end of the leaf spring 45 is connected to the bracket 421. The leaf spring 45, the bracket 421, and the inclined connecting rod 422 can form a three-point linkage structure. That is, at least a portion of the leaf spring 45, the bracket 421, and the inclined connecting rod 422 form a lower control arm 42, thereby... The leaf spring 45 replaces one link of the lower control arm 42, thereby simplifying the structure of the lower control arm 42. Moreover, the leaf spring 45 extends along the width direction Y, and the inclined link 422 is set at an angle. After the leaf spring 45 and the inclined link 422 are connected to the frame 20, the force direction of the lower control arm 42 can be changed, thereby achieving decoupling of the link formed by the leaf spring 45 and the inclined link 422 in terms of dynamic performance, improving the longitudinal flexibility and lateral rigidity of the suspension structure 40, and thus improving the handling and comfort of the vehicle 100 using the suspension structure 40.

[0131] Using leaf springs 45 offers advantages such as simple structure, low cost, and reliable operation. Since leaf springs 45 can transmit lateral forces and braking forces, they can replace stabilizer bars, simplifying the structure, reducing the number of parts, and lowering costs. Because leaf springs 45 can absorb and buffer vibration energy, there is no need to mount springs on the shock absorber 44. Therefore, the structure supporting the spring on the shock absorber 44 can be eliminated, simplifying its structure and allowing for a smaller overall outer diameter, reducing space requirements and facilitating its placement. Furthermore, eliminating the supporting spring structure on the shock absorber 44 reduces its height, allowing for a lower tower height in the suspension structure 40, and consequently, a lower overall chassis height, facilitating decoupling between the chassis 120 and the body 110.

[0132] A shock absorber tower refers to a structure on the frame 20 used to adapt to and connect the end of the shock absorber 44 away from the steering knuckle 41.

[0133] In the technical solution of this application embodiment, a leaf spring 45 extending along the width direction Y is provided to eliminate the need for a spring on the shock absorber 44. This allows for a smaller overall outer diameter of the shock absorber 44, thereby reducing the space occupied by the shock absorber 44 and facilitating its layout and installation. Furthermore, it eliminates the need for a threaded spring on the shock absorber 44, simplifying its structure, reducing costs, and lowering its height. This allows for a reduction in the height of the shock absorber tower on the frame 20, and consequently, the overall height of the chassis 120, which facilitates decoupling between the chassis 120 and the body 110. Additionally, the leaf spring 45 can replace the stabilizer bar structure, simplifying the design. The structure reduces the number of parts and lowers costs. The lower control arm 42 uses a bracket 421 and an inclined connecting rod 422. A leaf spring 45 replaces a connecting rod. One end of the leaf spring 45 is connected to the bracket 421, and the inclined connecting rod 422 is also connected to the bracket 421 to simplify the structure. In addition, the leaf spring 45 extends along the width direction Y, and the inclined connecting rod 422 is set at an angle. After the leaf spring 45 and the inclined connecting rod 422 are connected to the frame 20, the direction of force can be changed, thereby achieving decoupling of the connecting rod formed by the leaf spring 45 and the inclined connecting rod 422 in terms of dynamic performance. This improves the longitudinal flexibility and lateral rigidity of the suspension structure 40, thereby improving the handling and comfort of the vehicle 100 using the suspension structure 40.

[0134] In some embodiments, the height of the upper control arm 43 is located in the area corresponding to the rim of the wheel 30. That is, the suspension structure 40 can be well used for a low-profile double wishbone suspension. A low-profile double wishbone suspension means that the height of the upper control arm 43 is located in the area corresponding to the rim of the wheel 30. The low-profile double wishbone design of the suspension structure 40 allows the suspension structure 40 to be applied to the rear wheel 32.

[0135] In some embodiments, the suspension structure 40 can also be applied to a high-mounted double wishbone suspension, thereby increasing the versatility of the suspension structure 40. A high-mounted double wishbone suspension refers to a suspension where the height of the upper control arm 43 is greater than or equal to the height of the tire of the wheel 30.

[0136] In some embodiments, the suspension structure 40 can also be applied to a center double wishbone configuration, thereby increasing the versatility of the suspension structure 40. A center double wishbone configuration refers to the upper control arm 43 being positioned at the side of the tire.

[0137] In some embodiments, please refer to Figure 3 The two ends of the leaf spring 45 can be connected to the brackets 421 of the lower control arms 42 of the two suspension structures 40, respectively. For example, if the brackets 421 of the lower control arms 42 of the two suspension structures 40 are connected to the two ends of the leaf spring 45, then the lower control arm 42 of such a suspension structure 40 only includes a portion of the leaf spring 45. In some embodiments, when the leaf spring 45 is connected to two suspension structures 40, the two suspension structures 40 are the left and right side suspension structures 40 of the vehicle 100, and their structures are roughly mirror-symmetrical to accommodate the connection of the left and right wheels 30. Of course, the left and right side suspension structures 40 can be adaptively adjusted to better accommodate the connection and positioning of the corresponding wheel 30.

[0138] In some embodiments, one end of the leaf spring 45 is connected to the bracket 421 of the lower control arm 42, and the other end is fixed to the vehicle frame 20. In this case, the lower control arm 42 of the suspension structure 40 includes the entire leaf spring 45.

[0139] In some embodiments, the inclined connecting rod 422 is hinged to the bracket 421, which can further improve the force on the lower control arm 42 and better decouple the functions of the leaf spring 45 and the connection between the inclined connecting rod 422 and the frame 20.

[0140] In some embodiments, please refer to Figures 2 to 5 One end of bracket 421 is connected to steering knuckle 41, the other end of bracket 421 is connected to leaf spring 45, oblique connecting rod 422 is connected to one side of bracket 421, and shock absorber 44 is connected to bracket 421.

[0141] One end of the bracket 421 is connected to the steering knuckle 41 so that the bracket 421 and the steering knuckle 41 can transmit forces to each other, thereby achieving the connection between the bracket 421 and the steering knuckle 41. As an example, the bracket 421 and the steering knuckle 41 are typically connected by a ball joint. For instance, the bracket 421 has a ball joint, and the steering knuckle 41 has a ball socket; the ball joint is inserted into the ball socket to achieve the connection between the bracket 421 and the steering knuckle 41. Alternatively, the bracket 421 has a ball socket, and the steering knuckle 41 has a ball joint; the ball joint is inserted into the ball socket to achieve the connection between the bracket 421 and the steering knuckle 41. As an example, the bracket 421 and the steering knuckle 41 can be rotatably connected by a shaft. For instance, a shaft is provided on one of the bracket 421 and the steering knuckle 41, and a corresponding hole structure is provided on the other; the shaft is installed in the hole structure to achieve the rotatable connection between the bracket 421 and the steering knuckle 41. The other end of the bracket 421 refers to the end of the bracket 421 that is away from the steering knuckle 41. The other end of the bracket 421 is connected to the leaf spring 45 so as to facilitate the connection and fixation of the leaf spring 45 and the lower swing arm 42.

[0142] The connection between the inclined connecting rod 422 and one side of the bracket 421 means that the inclined connecting rod 422 is connected to one side of the bracket 421 in the length direction X. Thus, the inclined connecting rod 422 is located on one side of the bracket 421, which facilitates the connection between the inclined connecting rod 422 and the bracket 421, and also facilitates the extension of the inclined connecting rod 422.

[0143] The connection between the shock absorber 44 and the bracket 421 means that the lower end of the shock absorber 44 is connected to the bracket 421, so that the bracket 421 supports the shock absorber 44, thereby achieving the connection between the bracket 421 and the shock absorber 44. As an example, the bracket 421 and the shock absorber 44 are typically connected by a ball joint. For example, the shock absorber 44 has a ball joint, and the bracket 421 has a ball socket; the ball joint is inserted into the ball socket to achieve the connection between the bracket 421 and the shock absorber 44. As an example, the bracket 421 and the shock absorber 44 can be rotatably connected by a shaft. For example, a shaft can be provided on one of the bracket 421 and the shock absorber 44, and a corresponding hole structure can be provided on the other, with the shaft installed in the hole structure to achieve the rotatable connection between the bracket 421 and the shock absorber 44. As an example, the shock absorber 44 can be connected to the side of the bracket 421 to facilitate the positional layout of the shock absorber 44. As an example, the shock absorber 44 can also be supported on the upper surface of the bracket 421, that is, the lower end of the shock absorber 44 is connected to the upper surface of the bracket 421. The upper surface of the bracket 421 refers to the upper surface of the bracket 421 along the height direction Z.

[0144] The above technical solution has a simple structure, high precision, and is easy to manufacture.

[0145] In some embodiments, please refer to Figures 3 to 10 The extension direction of the bracket 421 is consistent with the extension direction of the leaf spring 45.

[0146] The extension direction of the bracket 421 refers to the direction in which the length of the bracket 421 lies, and it is also the direction parallel to the length of the bracket 421.

[0147] The extension direction of the leaf spring 45 refers to the direction in which the length of the leaf spring 45 lies, and it is also the direction parallel to the length of the leaf spring 45.

[0148] The extension direction of the bracket 421 is consistent with the extension direction of the leaf spring 45. That is to say, the direction of the length of the bracket 421 is parallel or coincident with the direction of the length of the leaf spring 45.

[0149] The above technical solution facilitates the layout of the bracket 421 and the connection and fixation between the bracket 421 and the leaf spring 45. It also reduces the space occupied by the lower control arm 42 in the length direction X. In addition, it can further improve the stress on the lower control arm 42 and better decouple the functions of the leaf spring 45 and the inclined connecting rod 422 from the frame 20.

[0150] In some embodiments, please refer to Figure 4 , Figures 8 to 11 The shock absorber 44 and the inclined connecting rod 422 are respectively connected to the opposite sides of the bracket 421.

[0151] The opposite sides of the bracket 421 refer to the two sides along the length of the bracket 421. In other words, the direction from one side of the bracket 421 to the other side is perpendicular to the length of the bracket 421.

[0152] The fact that the shock absorber 44 and the inclined connecting rod 422 are respectively connected to the opposite sides of the bracket 421 means that the shock absorber 44 is connected to one side of the bracket 421, while the inclined connecting rod 422 is connected to the other side of the bracket 421. This facilitates the connection between the shock absorber 44 and the inclined connecting rod 422 and the bracket 421, and also facilitates the positional layout of the shock absorber 44 and the inclined connecting rod 422, reducing the risk of mutual interference between the shock absorber 44 and the inclined connecting rod 422.

[0153] The above technical solution facilitates the positional arrangement of the shock absorber 44 and the inclined connecting rod 422, and also facilitates the connection between the shock absorber 44, the inclined connecting rod 422 and the bracket 421.

[0154] In some embodiments, please refer to Figure 4 , Figure 5 , Figures 9 to 11 The bracket 421 and the steering knuckle 41 are rotatably connected by a first rotating shaft 4212, which extends along the height direction Z.

[0155] A pivot is a shaft that connects two components and allows the two components to rotate relative to each other, with the two components rotating around the pivot.

[0156] The first rotating shaft 4212 refers to the shaft that connects the bracket 421 and the steering knuckle 41 so that the bracket 421 and the steering knuckle 41 can rotate relative to each other.

[0157] The rotatable connection between bracket 421 and steering knuckle 41 via first rotating shaft 4212 means that the first rotating shaft 4212 is provided on one of bracket 421 and steering knuckle 41, and a hole structure is provided on the other of bracket 421 and steering knuckle 41. The first rotating shaft 4212 is placed in the hole structure to realize the rotatable connection between bracket 421 and steering knuckle 41.

[0158] The first pivot 4212 extending along the height direction Z means that the axial direction of the first pivot 4212 is set along the height direction Z. In other words, when the suspension structure 40 is applied to the vehicle 100, the first pivot 4212 is parallel to the height direction Z of the vehicle 100. In this way, the bracket 421 can rotate relative to the steering knuckle 41 about an axis parallel to the height direction Z, that is, the bracket 421 can swing back and forth relative to the steering knuckle 41.

[0159] The above technical solution uses the first rotating shaft 4212 to connect the bracket 421 and the steering knuckle 41, which is convenient and allows the bracket 421 to rotate forward or backward relative to the steering knuckle 41, facilitating the steering swing of the steering knuckle 41.

[0160] In some embodiments, please refer to Figure 4 , Figure 5 and Figure 11 The first rotating shaft 4212 is mounted on the bracket 421.

[0161] The first rotating shaft 4212 being mounted on the bracket 421 means that the first rotating shaft 4212 is fixed to the bracket 421, or that the bracket 421 has the first rotating shaft 4212 mounted on it. As an example, the first rotating shaft 4212 and the bracket 421 can be integrally formed for ease of manufacturing. As an example, the first rotating shaft 4212 can also be manufactured separately and then fixed to the bracket 421 by welding, fasteners, or other methods.

[0162] The above technical solution allows the first rotating shaft 4212 to be mounted on the bracket 421, simplifying the structure and facilitating processing and manufacturing.

[0163] In some embodiments, a first rotating shaft 4212 may be provided on the steering knuckle 41, and a hole structure may be provided on the bracket 421 to connect the first rotating shaft 4212, thereby realizing the connection between the bracket 421 and the steering knuckle 41.

[0164] In some embodiments, please refer to Figures 4 to 7 and Figure 11The inclined connecting rod 422 and the bracket 421 are rotatably connected by the second rotating shaft 423, which extends along the height direction Z.

[0165] The second pivot 423 refers to the pivot that connects the bracket 421 and the inclined connecting rod 422, so that the bracket 421 and the inclined connecting rod 422 can rotate relative to each other.

[0166] The rotatable connection between the bracket 421 and the inclined connecting rod 422 via the second rotating shaft 423 means that the second rotating shaft 423 is provided on one of the bracket 421 and the inclined connecting rod 422, and a hole structure is provided on the other of the bracket 421 and the inclined connecting rod 422. The second rotating shaft 423 is placed in the hole structure to realize the rotatable connection between the bracket 421 and the inclined connecting rod 422.

[0167] The second pivot 423 extending along the height direction Z means that the axis of the second pivot 423 is set along the height direction Z. In other words, when the suspension structure 40 is applied to the vehicle 100, the second pivot 423 is parallel to the height direction Z of the vehicle 100. In this way, the inclined link 422 can rotate relative to the bracket 421 about an axis parallel to the height direction Z, that is, the inclined link 422 can swing back and forth relative to the bracket 421.

[0168] Through the above technical solution, the second rotating shaft 423 is used to connect the inclined connecting rod 422 and the bracket 421. The connection is convenient and the inclined connecting rod 422 can rotate relative to the bracket 421 so that the vehicle 100 has good freedom of movement during application. It can also further improve the force on the lower control arm 42 and better decouple the functions of the leaf spring 45 and the inclined connecting rod 422 from the frame 20.

[0169] In some embodiments, please refer to Figures 4 to 7 and Figure 11 The side of the bracket 421 protrudes and is provided with support plates 4213 that are respectively connected to the two ends of the second rotating shaft 423. The support plates 4213 are provided with first mounting holes 4214 for the end of the second rotating shaft 423 to be inserted.

[0170] Support plate 4213 refers to the plate-shaped structure provided on bracket 421. As an example, support plate 4213 can be integrally formed with bracket 421 for easy processing and manufacturing, and to ensure a stable connection between bracket 421 and support plate 4213. As an example, support plate 4213 and bracket 421 can also be manufactured separately, and then support plate 4213 can be fixed to bracket 421 by welding, fasteners, or other means.

[0171] The side of the bracket 421 has protruding support plates 4213 that are respectively connected to the two ends of the second rotating shaft 423. This means that on the side of the bracket 421 that is connected to the inclined connecting rod 422, support plates 4213 are respectively provided at the positions corresponding to the two ends of the second rotating shaft 423 in the height direction Z. That is to say, there are two or more support plates 4213, and each end of the second rotating shaft 423 has at least one support plate 4213. In this way, during assembly, the two ends of the second rotating shaft 423 can be stably supported so that the second rotating shaft 423 can rotate smoothly and flexibly relative to the support plates 4213.

[0172] The first mounting hole 4214 refers to an opening structure provided on the support plate 4213 that can be adapted to connect with the second rotating shaft 423. As an example, if the end of the second rotating shaft 423 is threaded, the first mounting hole 4214 can be a threaded hole for threaded connection with the second rotating shaft 423, while the inclined connecting rod 422 is provided with a shaft mounting hole to fit onto the second rotating shaft 423, thereby allowing the inclined connecting rod 422 to rotate around the second rotating shaft 423. As an example, the first mounting hole 4214 can also be a through hole, through which the second rotating shaft 423 can pass, and its end can be fixed by a pin or nut to prevent the second rotating shaft 423 from detaching from the first mounting hole 4214.

[0173] In some embodiments, when the second rotating shaft 423 can rotate relative to the support plate 4213, the inclined connecting rod 422 and the second rotating shaft 423 can be fixedly connected, or the inclined connecting rod 422 and the second rotating shaft 423 can be integrally formed. Of course, a shaft mounting hole can also be provided on the inclined connecting rod 422 to fit onto the second rotating shaft 423, so that the inclined connecting rod 422 can rotate relative to the second rotating shaft 423.

[0174] In some embodiments, when the second rotating shaft 423 is fixedly connected to the support plate 4213, the inclined connecting rod 422 needs to be provided with a shaft mounting hole to fit onto the second rotating shaft 423, so that the inclined connecting rod 422 can rotate relative to the second rotating shaft 423.

[0175] Through the above technical solution, a support plate 4213 is provided on the bracket 421, and a first mounting hole 4214 is provided on the support plate 4213 to connect the second rotating shaft 423.

[0176] In some embodiments, please refer to Figure 4 , Figure 5 and Figure 11 The side of the bracket 421 has a second mounting hole 4215 for connecting the shock absorber 44.

[0177] The second mounting hole 4215 refers to the hole structure provided on the side of the bracket 421. The second mounting hole 4215 can be a blind hole, a through hole, or other structures. As an example, when the shock absorber 44 is connected to the bracket 421 via a ball joint, the second mounting hole 4215 can be a ball socket. As an example, when the shock absorber 44 is connected to the bracket 421 via a rotating shaft, the second mounting hole 4215 can be a blind hole or a through hole to fix the rotating shaft in the second mounting hole 4215.

[0178] Through the above technical solution, a second mounting hole 4215 is provided on the bracket 421 to facilitate the connection of the shock absorber 44.

[0179] In some embodiments, please refer to Figure 4 , Figure 5 and Figure 11 The bracket 421 is provided with a connecting hole 4211 for connecting the leaf spring 45.

[0180] The connecting hole 4211 refers to the hole structure provided on the arm for connecting the leaf spring 45. As an example, when the leaf spring 45 and the bracket 421 are connected by a rotating shaft, the connecting hole 4211 can be a shaft mounting hole for mounting the rotating shaft, or a through hole for the rotating shaft to pass through. As an example, when the leaf spring 45 and the bracket 421 are connected by fasteners such as bolts, the connecting hole 4211 can be a threaded hole or a through hole.

[0181] Through the above technical solution, a second mounting hole 4215 is provided on the bracket 421 to facilitate the connection of the leaf spring 45.

[0182] In some embodiments, a connector may be installed at the end of the leaf spring 45 to connect with the bracket 421, facilitating connection and improving installation efficiency. The connector may be a shaft, ball joint, or other connection structure that can be fixed to the bracket 421.

[0183] In some embodiments, a shim 452 may be provided between the leaf spring 45 and the bracket 421 to reduce wear between the leaf spring 45 and the bracket 421. The shim 452 refers to a gasket structure with a certain degree of elasticity disposed between the two components. As an example, the shim 452 may be made of rubber material. As an example, the shim 452 may also be made of steel sheet, copper sheet, etc. As an example, the shim 452 may also be made using multi-layer gaskets or a composite of plates.

[0184] In some embodiments, please refer to Figures 1 to 9 The suspension structure 40 includes a half shaft 48, which is rotatably connected to the steering knuckle 41. The half shaft 48 is located on the side of the shock absorber 44 near the oblique connecting rod 422.

[0185] Half-shaft 48 refers to the drive shaft connecting the drive wheels of vehicle 100 to the differential. The function of half-shaft 48 is to transmit the torque from the differential half-shaft 48 gear to the drive wheels, enabling vehicle 100 to move. Half-shaft 48 generally consists of splines, a shaft tube, and a flange disc. The splined part matches the internal splines of the differential half-shaft 48 gear, transmitting torque through spline engagement. The shaft tube is the main body of half-shaft 48, providing support and transmitting torque. The flange disc is bolted to the wheel hub, forming a single unit between half-shaft 48 and the wheel hub, thus transmitting torque to the wheel 30.

[0186] The rotatable connection between the half-shaft 48 and the steering knuckle 41 means that the half-shaft 48 is connected to the drive shaft installed in the shaft hole 410 of the steering knuckle 41, so that the half-shaft 48 is connected to the wheel 30 via the drive shaft, and the half-shaft 48 can rotate relative to the steering knuckle 41. In other words, the half-shaft 48 and the steering knuckle 41 are indirectly connected. Generally, the half-shaft 48 is connected to the universal joint in the steering knuckle 41, and the universal joint is connected to the wheel hub of the wheel 30 via the drive shaft, so that the half-shaft 48 transmits driving force to the wheel 30.

[0187] The half-shaft 48 is located on the side of the shock absorber 44 near the inclined link 422. This means that the position of the half-shaft 48 along the length direction X is on the side of the shock absorber 44 near the inclined link 422. Since the inclined link 422 is part of the lower control arm 42, and the lower control arm 42 is connected to the lower side of the steering knuckle 41, the half-shaft 48 is located above the inclined link 422 along the height direction Z. However, since the inclined link 422 is inclined in the width direction Y, it occupies a relatively large space in the length direction X. Accordingly, placing the half-shaft 48 on the side of the shock absorber 44 near the inclined link 422 can better utilize the corresponding space above the inclined link, making the overall suspension structure 40 more compact and facilitating the position layout of the half-shaft 48.

[0188] Through the above technical solution, a half-shaft 48 is set so that the wheel 30 can be driven to rotate, thereby allowing the suspension structure 40 to be applied to the drive shaft of the vehicle 100; placing the half-shaft 48 on the side of the shock absorber 44 close to the inclined connecting rod 422 facilitates the layout of the half-shaft 48 and the shock absorber 44, and reduces the risk of mutual interference between the shock absorber 44 and the half-shaft 48.

[0189] In some embodiments, when the shock absorber 44 and the inclined connecting rod 422 are respectively connected to opposite sides of the bracket 421, the half shaft 48 is positioned on the side of the shock absorber 44 near the inclined connecting rod 422, so that the half shaft 48 can be closer to the position corresponding to the shaft hole 410 of the steering knuckle 41, so that the half shaft 48 drives the wheel 30 to rotate via the journal.

[0190] In some embodiments, the suspension structure 40 may not have a half-shaft 48, and correspondingly, the suspension structure 40 is applied to the non-drive axle. Applying the suspension structure 40 to the non-drive axle means that, in use, the suspension structure 40 supports the non-drive wheels of the vehicle 100.

[0191] In some embodiments, please refer to Figures 2 to 10 The suspension structure 40 includes a steering tie rod 46, one end of which is connected to the steering knuckle 41.

[0192] The steering tie rod 46 is the rod connecting the steering knuckle 41 to the steering gear of the vehicle 100. The steering tie rod 46 primarily connects the steering trapezoidal arm to the steering gear, transmitting steering force and enabling the vehicle 100 to turn. The steering tie rod 46 typically consists of a tie rod body, ball joints, and other components. The tie rod body is generally a rod-shaped structure, often made of steel or aluminum alloy to ensure sufficient strength and rigidity to withstand the various forces generated by the vehicle 100 during steering. The ball joints are installed at both ends of the tie rod body; their special spherical structure allows the tie rod to rotate flexibly within a certain range, thus enabling the steering wheels to accurately steer according to the driver's intentions.

[0193] When the driver turns the steering wheel, the steering gear converts the rotational motion of the steering wheel into linear motion, which is transmitted to the steering trapezoidal arm via the steering tie rod 46, thereby driving the steering knuckle 41 to rotate. The steering tie rod 46, based on the force transmitted from the steering gear, drives the steering trapezoidal arm to move, thus causing the left and right steering wheels 30 to deflect at a certain angle, achieving the steering operation of the vehicle 100.

[0194] The above technical solution involves setting a steering tie rod 46 to transmit steering force and achieve synchronous steering of the left and right wheels 30.

[0195] In some embodiments, please refer to Figure 4 , Figure 8 and Figure 9 The steering tie rod 46 and the diagonal connecting rod 422 are located on opposite sides of the bracket 421.

[0196] The opposite sides of the bracket 421 refer to the two sides along the length of the bracket 421. In other words, the direction from one side of the bracket 421 to the other side is perpendicular to the length of the bracket 421.

[0197] The fact that the steering tie rod 46 and the diagonal connecting rod 422 are located on opposite sides of the bracket 421 means that, along the length direction X, the steering tie rod 46 is located on one side of the bracket 421 and the diagonal connecting rod 422 is located on the other side of the bracket 421, so as to facilitate the positional layout of the steering tie rod 46 and the diagonal connecting rod 422.

[0198] The above technical solution facilitates the positional layout of the steering tie rod 46 and reduces the risk of interference between the steering tie rod 46 and the diagonal connecting rod 422.

[0199] In some embodiments, the shock absorber 44 is located on the side of the steering tie rod 46 near the inclined link 422 to effectively utilize the space between the steering tie rod 46 and the inclined link 422, making the suspension structure 40 more compact. Additionally, this structure allows the steering tie rod 46 to be further away from the centerline of the shaft hole 410 of the steering knuckle 41, facilitating the steering tie rod 46 to push the steering knuckle 41 to rotate.

[0200] In some embodiments, please refer to Figures 2 to 9 The suspension structure 40 is used to support the front wheel 31 of the vehicle 100, and the steering tie rod 46 is located on the rear side of the shaft hole 410 of the steering knuckle 41.

[0201] The suspension structure 40 is used to support the front wheels 31 of the vehicle 100, meaning that when the suspension structure 40 is applied to the vehicle 100 or chassis 120, the suspension structure 40 is connected to the front wheels 31.

[0202] The wheel center refers to the center position of the wheel 30.

[0203] "Behind the wheel center" refers to the area behind the wheel center of the corresponding wheel 30. Conversely, "in front of the wheel center" refers to the area in front of the wheel center of the corresponding wheel 30.

[0204] The shaft hole 410 of the steering knuckle 41 refers to the hole structure in the steering knuckle 41 for mounting the journal structure.

[0205] The rear side of the shaft hole 410 of the steering knuckle 41 refers to the side of the steering knuckle 41 located near the rear of the shaft hole 410 in the longitudinal direction when the steering knuckle 41 is applied to the vehicle 100 or chassis 120.

[0206] The steering tie rod 46 is located behind the shaft hole 410 of the steering knuckle 41, meaning that along the front-rear direction, the steering tie rod 46 is located behind the shaft hole 410 of the steering knuckle 41. Correspondingly, the steering tie rod 46 is located behind the wheel center.

[0207] The above technical solution can provide better steering trapezoidal characteristics, allowing the wheel 30 to rotate at a larger angle.

[0208] In some embodiments, the suspension structure 40 is used to support the front wheel 31 of the vehicle 100. While taking into account characteristics such as the steering trapezoid, the steering tie rod 46 may also be provided on the front side of the shaft hole 410 of the steering knuckle 41. Accordingly, the steering tie rod 46 is located in front of the wheel center.

[0209] The steering trapezoid is an important component of the steering system of vehicle 100. It is composed of the steering tie rod 46, left and right trapezoidal arms, and the front axle, and its shape is approximately trapezoidal. Its main function is to enable the wheels 30 on both sides to deflect according to a certain pattern when vehicle 100 is turning, thus achieving smooth steering of vehicle 100. For example, when vehicle 100 turns, the turning radii of the wheels 30 inside and outside the turning radius are different. Through geometric design, the steering trapezoid can maintain an appropriate relationship between the deflection angles of the inner and outer turning wheels 30, so that each wheel 30 rolls as much as possible during the turning process, avoiding wheel slippage or drag, thereby reducing tire wear and improving the steering handling and driving stability of vehicle 100.

[0210] In some embodiments, the suspension structure 40 supports the front wheels 31 of the vehicle 100, and the oblique link 422 can be arranged in front of the wheel center. This reduces the space occupied by the oblique link 422 in the length direction X, making the chassis 120 more compact in the length direction X. In some embodiments, the oblique link 422 and the steering tie rod 46 are located on opposite sides of the bracket 421, with the oblique link 422 in front of the wheel center and the steering tie rod 46 behind the wheel center to facilitate steering.

[0211] In some embodiments, the suspension structure 40 is used to support the front wheel 31 of the vehicle 100, and the oblique link 422 may also be arranged behind the wheel center.

[0212] In some embodiments, please refer to Figure 1 , Figure 2 and Figure 11 The suspension structure 40 includes a toe-in rod 47, one end of which is connected to the steering knuckle 41.

[0213] The toe-in lever 47 is a component used to adjust the toe-in value of the wheel 30. By adjusting the length of the toe-in lever 47, the toe-in value of the wheel 30 is changed, thereby optimizing driving stability and tire wear. One end of the toe-in lever 47 is fixed to the frame 20, and the other end is connected to the steering knuckle 41. By adjusting the length of the toe-in lever 47, the toe-in value of the wheel 30 is precisely controlled.

[0214] Toe-in refers to the difference between the distance between the front edges and the rear edges of the two front wheels 31 of vehicle 100 after installation. If the front distance is less than the rear distance, it is called toe-in; if the front distance is greater than the rear distance, it is called negative toe-in. Therefore, toe-in is also the amount by which the front of the wheel 30 is offset inward or outward. Adjusting the toe-in ensures that the wheels 30 are parallel, reduces lateral slippage during driving, and improves handling and tire life. When vehicle 100 is moving, due to factors such as the rolling of the wheels 30 and the forces exerted by the road surface, the wheels 30 tend to roll outward. By setting an appropriate toe-in, this tendency can be counteracted, allowing the wheels 30 to roll as parallel as possible.

[0215] The above technical solution involves setting a toe-in lever 47 to precisely control the toe-in value, ensuring straight-line driving stability and uniform tire wear.

[0216] In some embodiments, when the suspension structure 40 is applied to the rear wheel 32, a steering tie rod 46 can be connected to the steering knuckle 41. When the vehicle 100 is turning, the rear wheel 32 can be actively steered by the steering tie rod 46 to cooperate with the front wheel 31 in steering, thereby improving steering flexibility.

[0217] In some embodiments, when the suspension structure 40 is applied to the rear wheel 32, the toe rod 47 can be used instead of the steering tie rod 46 to stabilize the rear wheel 32 via the toe rod 47.

[0218] In some embodiments, please refer to Figures 2 to 11 The upper control arm 43 includes two upper side arms 430, one end of each upper side arm 430 being connected to the steering knuckle 41.

[0219] The upper arm 430 refers to the rod, beam, or column that forms part of the upper swing arm 43. The upper arm 430 can also be a connecting rod. The upper arm 430 can be made of materials such as steel or aluminum alloy.

[0220] The upper swing arm 43 includes two upper side arms 430, that is, the upper swing arm 43 has two arms.

[0221] The connection of one end of each upper arm 430 to the steering knuckle 41 means that one end of each upper arm 430 is connected to the steering knuckle 41, allowing the upper arm 430 to rotate relative to the steering knuckle 41. The other end of each upper arm 430 is used to connect to the vehicle frame 20. That is, when the suspension structure 40 is in use, the end of each upper arm 430 away from the steering knuckle 41 is connected to the vehicle frame 20 of the vehicle 100. Thus, when the suspension structure 40 is in use, the upper control arm 43 connects the vehicle frame 20 and the steering knuckle 41.

[0222] The above technical solution uses two upper side arms 430 as the upper swing arms 43, which has a simple structure and is easy to manufacture and install.

[0223] In some embodiments, please refer to Figures 2 to 11 One end of each of the two upper side arms 430 is connected, and the connected end of the two upper side arms 430 is connected to the steering knuckle 41.

[0224] The connection of one end of the two upper side arms 430 means that the two upper side arms 430 are connected at the ends near the steering knuckle 41 to form a V-shaped, Y-shaped or U-shaped structure, thereby forming an upper control arm 43 in the shape of a three-point upper side arm 430.

[0225] One end of the two upper side arms 430 is connected to the steering knuckle 41. That is to say, the two upper side arms 430 are connected at the end near the steering knuckle 41 and are connected to the steering knuckle 41, which is convenient.

[0226] The above technical solution connects one end of the two upper side arms 430 to facilitate assembly and connection with the steering knuckle 41, and reduces the size and volume of the steering knuckle 41 to facilitate connection with the wheel 30.

[0227] In some embodiments, please refer to Figures 2 to 11 The two upper side arms 430 are integrally molded structures.

[0228] The two upper side arms 430 are integrally formed, meaning that the two upper side arms 430 are integrally formed, that is, the upper swing arm 43 is integrally formed, so as to facilitate the processing and manufacturing of the upper swing arm 43.

[0229] The above technical solution allows the two upper side arms 430 to be integrally formed, which facilitates processing and manufacturing and also improves the structural strength of the upper swing arm 43.

[0230] In some embodiments, please refer to Figures 2 to 11 The two upper side arms 430 can be manufactured separately and then connected together. As an example, the two upper side arms 430 can be fixedly connected to fix their positions. As an example, the two upper side arms 430 can also be hinged, such as one end of one upper side arm 430 being hinged to the end or near the end of the other upper side arm 430.

[0231] In some embodiments, please refer to Figures 2 to 11 The two upper arms 430 can also be hinged to the steering knuckle 41 respectively. If the positions where the two upper arms 430 are connected to the steering knuckle 41 are spaced apart, this structure makes the two upper arms 430 form two connecting rods.

[0232] In some embodiments, please refer to Figures 2 to 11 Each upper arm 430 has a first bushing 433 connected to the other end of its upper arm 430.

[0233] The first bushing 433 refers to the bushing connected to the other end of the upper arm 430.

[0234] Through the above technical solution, a first bushing 433 is provided at the other end of the upper arm 430 so as to hinge the frame 20 of the vehicle 100, which is convenient to connect, flexible to rotate, and reduces wear.

[0235] In some embodiments, the end of the inclined connecting rod 422 away from the bracket 421 is connected to a second bushing 424.

[0236] The second bushing 424 refers to the bushing installed on the inclined connecting rod 422.

[0237] Through the above technical solution, a second bushing 424 is provided at the end of the inclined connecting rod 422 away from the bracket 421 so as to hinge the frame 20 of the vehicle 100, which is convenient to connect, flexible to rotate, and reduces wear.

[0238] In some embodiments, please refer to Figures 2 to 9 The two upper arms 430 include a first arm 431 and a second arm 432. The first arm 431 has a first end 4311 away from the steering knuckle 41, and the second arm 432 has a second end 4321 away from the steering knuckle 41. The first end 4311 and the second end 4321 are located on opposite sides of the shock absorber 44 along the length direction X of the vehicle 100. The distance from the first end 4311 to the intermediate plane M is less than the distance from the second end 4321 to the intermediate plane M. The intermediate plane M is set along the height direction Z, and the intermediate plane M is the plane where the axis of the shaft hole 410 of the steering knuckle 41 is located.

[0239] The first arm 431 refers to an arm that forms the upper swing arm 43, and the first arm 431 is a connecting rod located on the side of the shock absorber 44 away from the inclined connecting rod 422.

[0240] The second arm 432 refers to the fact that there is another arm forming the upper swing arm 43, and the second arm 432 is the link located on the side of the shock absorber 44 near the inclined link 422.

[0241] The two upper arms 430, including the first arm 431 and the second arm 432, refer to the two upper arms 430 being the first arm 431 and the second arm 432, respectively.

[0242] The first end 4311 refers to the end of the first arm 431 that is away from the steering knuckle 41. In application, the first end 4311 is connected to the frame 20.

[0243] The second end 4321 refers to the end of the second arm 432 that is away from the steering knuckle 41. In application, the second end 4321 is connected to the frame 20.

[0244] The first end 4311 and the second end 4321 are located on opposite sides of the shock absorber 44 along the length direction X of the vehicle 100, meaning that along the length direction X of the vehicle 100, the first end 4311 and the second end 4321 are located on opposite sides of the shock absorber 44.

[0245] Setting the intermediate plane M along the height direction Z means that the intermediate plane M is parallel to the height direction Z of the vehicle 100.

[0246] The intermediate plane M is the plane where the axis of the shaft hole 410 of the steering knuckle 41 is located, meaning that the axis of the shaft hole 410 of the steering knuckle 41 is located in the intermediate plane M.

[0247] The intermediate plane M is set along the height direction Z, and the intermediate plane M is the plane where the axis of the shaft hole 410 of the steering knuckle 41 is located. That is to say, the height direction Z of the vehicle 100 and the axis of the shaft hole 410 of the steering knuckle 41 determine the intermediate plane M.

[0248] The distance from the first end 4311 to the intermediate plane M is less than the distance from the second end 4321 to the intermediate plane M. This makes the second end 4321 farther away from the axis of the shaft hole 410 of the steering knuckle 41 in the length direction X, and also makes it easier to arrange the shock absorber 44 in the space between the first arm 431 and the second arm 432.

[0249] The above technical solution facilitates the positional arrangement of the shock absorber 44 and the upper swing arm 43, and allows the two upper side arms 430 to share the lateral forces on both sides of the shock absorber 44, thereby improving the service life of the shock absorber 44.

[0250] In some embodiments, one end of the first arm 431 is connected to one end of the second arm 432. The first arm 431 extends from the steering knuckle 41 toward the side where the inclined connecting rod 422 is located and bends away from the steering knuckle 41 to facilitate the arrangement and layout of the first arm 431. The second arm 432 extends from the steering knuckle 41 toward the side where the shock absorber 44 is located and bends away from the steering knuckle 41 to facilitate the arrangement and layout of the second arm 432. The curvature of the second arm 432 is greater, thereby increasing the distance the second arm 432 extends in the length direction X, and consequently increasing the distance from the second end 4321 to the intermediate plane M.

[0251] In some embodiments, please refer to Figure 2 , Figure 3 and Figure 10 The leaf spring 45 is provided with an inner bushing 451 for connecting the frame 20 of the vehicle 100.

[0252] The inner bushing 451 refers to the bushing structure provided on the leaf spring 45.

[0253] Through the above technical solution, an inner bushing 451 is provided on the leaf spring 45 to connect the frame 20, and the wear between the leaf spring 45 and the frame 20 can be reduced, and the leaf spring 45 can bend elastically.

[0254] According to some embodiments of this application, an embodiment of this application provides a suspension structure 40, including a steering knuckle 41, an upper control arm 43, a lower control arm 42, a shock absorber 44, and a leaf spring 45; the steering knuckle 41 is used to connect the wheel 30 of the vehicle 100; the upper control arm 43 is connected to the upper side of the steering knuckle 41; the lower control arm 42 includes a bracket 421 and an inclined connecting rod 422, the bracket 421 is connected to the lower side of the steering knuckle 41, the inclined connecting rod 422 is connected to the bracket 421, the bracket 421 includes a bracket 421, one end of the bracket 421 is connected to the steering knuckle 41, and the other end of the bracket 421 is connected to the leaf spring 45, the leaf spring 45 extends along the width direction Y of the vehicle 100, the extension direction of the bracket 421 is consistent with the extension direction of the leaf spring 45, the shock absorber 44 and the inclined connecting rod 422 are respectively connected to the opposite sides of the bracket 421, and the inclined connecting rod 422 extends from one side of the bracket 421 in a direction away from the bracket 421 and away from the steering knuckle 41.

[0255] By providing a leaf spring 45 extending along the width direction Y, the need for a spring on the shock absorber 44 is eliminated. This allows for a smaller outer diameter of the shock absorber 44, reducing the space occupied by the shock absorber 44 and facilitating its layout and installation. Furthermore, the need for a threaded spring on the shock absorber 44 is eliminated, simplifying its structure, reducing costs, and lowering its height. This allows for a reduction in the height of the shock absorber tower on the frame 20, thereby lowering the overall height of the chassis 120. This facilitates decoupling between the chassis 120 and the body 110, improves the longitudinal flexibility of the suspension structure 40, and ultimately enhances the handling and comfort of the vehicle 100 using the suspension structure 40.

[0256] According to some embodiments of this application, this application also provides a chassis 120, including a suspension structure 40 as described in the above embodiments.

[0257] In some embodiments, the chassis 120 includes a wheel 30 connected to a steering knuckle 41. The height of the upper control arm 43 is located in the area corresponding to the rim of the wheel 30. Through the above technical solution, the suspension structure 40 can be well-suited for use with a low-profile double wishbone suspension.

[0258] In some embodiments, the chassis 120 includes a wheel 30 connected to a steering knuckle 41. The height of the upper control arm 43 is greater than or equal to the height of the tire of the wheel 30. Through the above technical solution, the suspension structure 40 can be applied to a high-mounted double wishbone suspension, thereby increasing the applicability of the suspension structure 40.

[0259] In some embodiments, the chassis 120 includes a wheel 30 connected to a steering knuckle 41. The upper control arm 43 is positioned corresponding to the side of the tire. Through the above technical solution, the suspension structure 40 can be applied to a double wishbone suspension, thereby increasing the versatility of the suspension structure 40.

[0260] The above technical solution facilitates the positional layout of the suspension structure 40 and the wheel 30 on the chassis 120.

[0261] According to some embodiments of this application, this application also provides a vehicle 100, including a suspension structure 40 as described above or a chassis 120 as described above.

[0262] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and not to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application, and they should all be covered within the scope of the claims and specification of this application. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A suspension structure, characterized in that, include: Steering knuckles are used to connect the wheels of a vehicle; The upper control arm is connected to the upper side of the steering knuckle; A leaf spring is provided, extending along the width direction of the vehicle; The lower control arm includes a bracket, an inclined connecting rod, and at least a portion of the leaf spring. The bracket is connected to the lower side of the steering knuckle, the inclined connecting rod is connected to the bracket, and the inclined connecting rod extends from the bracket in a direction away from the bracket and away from the steering knuckle. The end of the leaf spring is connected to the bracket. A shock absorber, the lower end of which is connected to the bracket.

2. The suspension structure as described in claim 1, characterized in that, One end of the bracket is connected to the steering knuckle, the other end of the bracket is connected to the leaf spring, the inclined connecting rod is connected to one side of the bracket, and the shock absorber is connected to the bracket.

3. The suspension structure as described in claim 2, characterized in that, The extension direction of the bracket is consistent with the extension direction of the leaf spring.

4. The suspension structure as described in claim 2 or 3, characterized in that, The shock absorber and the inclined connecting rod are respectively connected to the opposite sides of the bracket.

5. The suspension structure as described in claim 2 or 3, characterized in that, The bracket and the steering knuckle are rotatably connected via a first rotating shaft, which extends along the height direction.

6. The suspension structure as described in claim 5, characterized in that, The first rotating shaft is mounted on the bracket.

7. The suspension structure as described in any one of claims 2, 3, and 6, characterized in that, The inclined connecting rod is rotatably connected to the bracket via a second rotating shaft, which extends along the height direction.

8. The suspension structure as described in claim 7, characterized in that, The side of the bracket has protruding support plates that are respectively connected to both ends of the second rotating shaft. The support plates have first mounting holes for the ends of the second rotating shaft to be inserted.

9. The suspension structure as described in any one of claims 2-3, 6, and 8, characterized in that, The side of the bracket has a second mounting hole for connecting the shock absorber.

10. The suspension structure as described in any one of claims 2-3, 6, and 8, characterized in that, The bracket is provided with a connection hole for connecting the blade spring.

11. The suspension structure as described in any one of claims 1-3, 6 and 8, characterized in that, The suspension structure includes a half-shaft, which is rotatably connected to the steering knuckle and is located on the side of the shock absorber near the inclined connecting rod.

12. The suspension structure as described in any one of claims 1-3, 6 and 8, characterized in that, The suspension structure includes a steering tie rod, one end of which is connected to the steering knuckle.

13. The suspension structure as described in claim 12, characterized in that, The steering tie rod and the inclined connecting rod are located on opposite sides of the bracket.

14. The suspension structure as described in claim 12, characterized in that, The suspension structure is used to support the front wheels of the vehicle, and the steering tie rod is located on the rear side of the shaft hole of the steering knuckle.

15. The suspension structure as described in any one of claims 1-3, 6, 8, 13, and 14, characterized in that, The suspension structure includes a toe-in link, one end of which is connected to the steering knuckle.

16. The suspension structure as described in any one of claims 1-3, 6, 8, 13, and 14, characterized in that, The upper control arm includes two upper side arms, one end of each upper side arm being connected to the steering knuckle.

17. The suspension structure as described in claim 16, characterized in that, One end of each of the two upper arms is connected, and the connected end of the two upper arms is connected to the steering knuckle.

18. The suspension structure as described in claim 17, characterized in that, The two upper side arms are integrally formed.

19. A chassis, characterized in that, Includes the suspension structure as described in any one of claims 1-18.

20. The chassis as described in claim 19, characterized in that, The chassis includes wheels connected to the steering knuckles, and the height of the upper control arm is located in the area corresponding to the rim of the wheel; or, the height of the upper control arm is greater than or equal to the height of the tire of the wheel; or, the upper control arm is located at the position corresponding to the side of the tire of the vehicle.

21. A vehicle, characterized in that, Includes the suspension structure as described in any one of claims 1-18 or the chassis as described in claim 19 or 20.

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