Vehicle suspension system and vehicle

Abstract

A vehicle suspension system, comprising a suspension (10). The suspension (10) comprises a crossmember (11), the crossmember (11) being located behind a wheel center (L) of a vehicle in the driving direction of the vehicle. Further disclosed is a vehicle comprising a vehicle suspension system. Such layout allows the front space of the suspension (10) to be released for arrangement of related important components, such as a driving device (30) and an energy storage device (40), of the vehicle, increasing the utilization rate of a vehicle rear axle space, and relieving problems that the vehicle rear axle space is limited and is difficult to effectively utilize.

Description

Vehicle suspension system and vehicle CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims priority to Chinese patent application No. 202410190680.1, filed on February 21, 2024, entitled “Vehicle Suspension System and Vehicle,” the entire contents of which are incorporated herein by reference. Technical Field

[0002] The present application relates to the field of vehicle technology, and in particular to a vehicle suspension system and a vehicle. Background Art

[0003] In some related technologies, the space around the rear axle of a vehicle is limited and irregularly shaped, making it difficult to effectively utilize this space for installing relevant vehicle components. The vehicle's suspension system bears the entire vehicle load, posing strength risks. Summary of the Invention

[0004] The present application provides a vehicle suspension system, comprising:

[0005] The suspension includes a crossbeam, which is located behind the wheel center of the vehicle along the forward travel direction of the vehicle.

[0006] In the above embodiment, the crossbeam is located on the rear side of the wheel center of the vehicle. Correspondingly, the shear center of the suspension is also located on the rear side of the wheel center. Such a layout can free up the space in front of the suspension, which can be used to arrange relevant important components of the vehicle such as the drive device and the energy storage device, thereby improving the utilization rate of the vehicle's rear axle space and alleviating the problem of limited and difficult to effectively utilize the vehicle's rear axle space.

[0007] In some embodiments, the vehicle suspension system further comprises:

[0008] a driving device, arranged in front of the crossbeam along the forward direction of the vehicle; and / or,

[0009] The energy storage device is arranged in front of the crossbeam along the forward direction of the vehicle.

[0010] In the above embodiment, the drive device is arranged in front of the crossbeam along the forward direction of the vehicle, which can provide power to the axle to realize the rear-wheel drive or all-wheel drive mode of the vehicle, and the crossbeam is arranged behind the wheel center, which can release the front side space of the suspension, provide space for the arrangement of the drive device, and realize the arrangement of the drive device.

[0011] In the above embodiment, the crossbeam is arranged behind the axle, which can release the front space of the suspension, provide space for arranging the energy storage device, and realize the arrangement of the energy storage device.

[0012] In some embodiments, the suspension also includes two first cantilevers, which are located in front of the wheel center along the forward direction of the vehicle, and the driving device is arranged between the two first cantilevers, and / or the energy storage device is arranged between the two first cantilevers, or, is arranged in front of the two first cantilevers along the forward direction of the vehicle.

[0013] In the above embodiment, the suspension includes two first cantilevers, which are connected to the vehicle body or frame through the two first cantilevers, so that force transmission between the vehicle frame or body and the wheels can be achieved, and the driving device is arranged in the space between the two first cantilevers, so that the arrangement of the driving device can be achieved.

[0014] In the above embodiment, the suspension includes two first cantilevers, which are connected to the body or frame of the vehicle through the two first cantilevers, so that force transmission between the frame or body of the vehicle and the wheels can be achieved, and the energy storage device can be arranged in the space between or in front of the two first cantilevers, so that the arrangement of the energy storage device can be achieved to improve the vehicle's endurance.

[0015] In some embodiments, the suspension further includes two second cantilevers for connecting to the vehicle body, the two second cantilevers are located behind the wheel center along the forward direction of the vehicle, and the crossbeam connects the two second cantilevers.

[0016] In the above embodiment, the crossbeam connects the two second cantilevers, and the two second cantilevers are located behind the wheel center along the forward direction of the vehicle. The crossbeam connects the two second cantilevers, which can release the front space of the suspension, so that it can be used to arrange important components such as and energy storage devices, thereby improving the utilization rate of the vehicle's rear axle space.

[0017] In some embodiments, the suspension includes a first cantilever, a second cantilever and a steering knuckle on both sides of the vehicle body, the steering knuckle is rotatably connected to the first cantilever and the second cantilever respectively, and the crossbeam connects the second cantilever on both sides of the vehicle body.

[0018] In the above embodiment, the steering knuckle is rotatably connected to the first cantilever and the second cantilever respectively. The two first cantilevers located in front of the wheel center cooperate with the second cantilever located behind the wheel center, which can better realize the force transmission between the vehicle frame or body and the wheel, and improve the overall stiffness and stability of the suspension. The steering knuckle serves as a hinge for wheel steering and can be used to transmit force and torque and also play a guiding role.

[0019] In some embodiments, the suspension further includes a shock absorber connected to the steering knuckle or the first suspension arm or the cross beam or the second suspension arm.

[0020] In the above embodiment, installing the shock absorber on the steering knuckle can reduce the swing amplitude of the wheel and steering mechanism caused by uneven road surface, enhance the directional stability of the vehicle when moving forward, and the shock absorber can effectively absorb and attenuate the vibration and impact force transmitted from the tire to the steering knuckle and further to the steering wheel, thereby improving driving comfort.

[0021] In the above embodiment, the shock absorber is arranged on the first cantilever, located on both sides of the vehicle body, which can release the space between the two steering knuckles and provide front space in front of the crossbeam for installing important components such as the drive device or energy storage device.

[0022] In the above embodiment, the shock absorber is installed on the crossbeam, which can effectively absorb and attenuate the vibration and impact force transmitted from the crossbeam to the steering knuckle and further to the steering wheel, thereby improving driving comfort.

[0023] In the above embodiment, the shock absorber is arranged on the second cantilever, which is located behind the axle in the forward direction of the vehicle, which can free up the space in front of the wheel center and leave more front space for other important components such as the drive device or the energy storage device, thereby facilitating integrated design and optimizing the overall layout.

[0024] In some embodiments, the suspension further comprises an elastic element connected to the cross beam and / or the second cantilever.

[0025] In the above embodiments, the crossbeam and / or the second cantilever serve as the supporting points of the elastic element, so that when the elastic element and other components are subjected to force, the force can be more evenly transferred to the vehicle body through the crossbeam and / or the second cantilever, so that the suspension can effectively absorb and disperse the impact force of the road surface during operation, thereby optimizing the load transfer.

[0026] In some embodiments, the elastic element is located between the cross beam and the wheel center.

[0027] In the above embodiment, the elastic element is arranged behind the wheel center along the forward direction of the vehicle. When the vehicle passes through an uneven road, the impact force exerted on the axle can be absorbed and alleviated by the elastic element, reducing the impact transmitted to the interior of the vehicle and the impact on the vehicle body structure.

[0028] In some embodiments, the vehicle suspension system further comprises:

[0029] An axle is connected to the suspension, and the axle is located in front of the cross beam along the forward direction of the vehicle.

[0030] In the above embodiment, the axle is used to transmit power to the wheels, and the crossbeam is arranged behind the wheel center, which can free up the front space and facilitate the arrangement of the axle.

[0031] In some embodiments, the suspension further includes two first suspension arms, and the two first suspension arms do not exceed the tire envelope of the wheel in the forward direction of the vehicle.

[0032] In the above embodiment, the two first cantilevers do not exceed the tire envelope of the wheel in the forward direction of the vehicle, which can free up space in front of the first cantilever and provide space for arranging regularly shaped components such as energy storage devices.

[0033] The present application provides a vehicle suspension system, which includes: a suspension, wherein the suspension includes a first cantilever, a second cantilever and a steering knuckle on both sides of a vehicle body, and the steering knuckle is rotatably connected to the first cantilever and the second cantilever respectively.

[0034] In the above embodiment, the first and second suspension arms are connected to the steering knuckle, forming a connection structure. The first and second suspension arms, along with the steering knuckle, replace one of the links in the linkage structure and become a key component of the suspension system. The linkage structure formed by the steering knuckle, the first and second suspension arms balances lateral forces on the vehicle, limits lateral displacement of the axle, reduces excessive vehicle body tilt, and transmits lateral loads, transferring lateral forces acting on the wheels to the vehicle frame.

[0035] In some embodiments, the suspension includes a crossbeam, which is located behind the wheel center of the vehicle along the forward travel direction of the vehicle, and the crossbeam connects the second cantilevers on both sides of the vehicle body.

[0036] In the above embodiment, the crossbeam connects the two second cantilevers, and the two second cantilevers are located behind the wheel center along the forward direction of the vehicle, which can free up the space in front of the suspension, so that it can be used to arrange important components such as the drive device and the energy storage device, thereby improving the utilization rate of the vehicle's rear axle space.

[0037] In some embodiments, the steering knuckle is provided with a shaft interface and a connecting hole, the shaft interface is configured to connect to the axle, and the connecting hole is configured to connect to the wheel hub bearing.

[0038] In the above embodiment, the shaft interface is used to pass through the axle, the axle includes the rear axle of the vehicle, the connecting hole is configured to connect the hub bearing, the hub bearing is used to connect the wheels, the wheels include the rear wheels, and therefore, the steering knuckle has the function of bearing vertical loads.

[0039] In some embodiments, it is characterized in that the steering knuckle is provided with two first mounting portions, and the two first mounting portions are respectively connected to the first cantilever and the second cantilever.

[0040] In the above embodiment, the two first mounting portions on the steering knuckle are directly connected to the first cantilever or the second cantilever respectively, eliminating the need for components such as connecting joints, thereby simplifying the structure.

[0041] In some embodiments, the vehicle suspension system further includes a bushing and a pin, wherein the bushing is provided on the first mounting portion, and the pin connects the bushing and the first cantilever or the second cantilever.

[0042] In the above embodiment, the bushing is the fixed part of the kinematic pair, and the pin is the movable part of the kinematic pair. The fixed part of the kinematic pair is arranged on the steering knuckle. Therefore, the lateral force is mainly borne by the steering knuckle. The steering knuckle has high strength and strong load-bearing capacity, and can provide sufficient rigidity support, thereby improving the lateral load-bearing capacity of the suspension and reducing strength risks.

[0043] Some embodiments of the present application also provide a vehicle comprising the above-mentioned vehicle suspension system.

[0044] In the above embodiment, the vehicle includes the vehicle suspension system provided by the embodiment of the present disclosure, and accordingly has the beneficial effects of the vehicle suspension system.

[0045] Based on the above technical solution, this application has at least the following beneficial effects:

[0046] In some embodiments, the crossbeam of the suspension is located on the rear side of the wheel center of the vehicle. Correspondingly, the shear center of the suspension is also located on the rear side of the wheel center. Such a layout can free up the space in front of the suspension, which can be used to arrange important components such as the rear drive device and energy storage device, thereby improving the utilization rate of the rear axle space and alleviating the problem of limited rear axle space and difficulty in effective utilization. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments of the present application. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the drawings without creative work.

[0048] FIG1 is a schematic structural diagram of a vehicle disclosed in some embodiments of the present application;

[0049] FIG2 is a schematic diagram of a vehicle suspension system disclosed in some embodiments of the present application;

[0050] FIG3 is a side view schematic diagram of a suspension of a vehicle suspension system disclosed in some embodiments of the present application;

[0051] FIG4 is a schematic diagram of a suspension of a vehicle suspension system disclosed in the first embodiment of the present application;

[0052] FIG5 is a schematic diagram of a suspension of a vehicle suspension system disclosed in a second embodiment of the present application;

[0053] FIG6 is a schematic diagram of a suspension of a vehicle suspension system disclosed in a third embodiment of the present application;

[0054] Figure 7a is a schematic diagram of the instantaneous center of velocity at the rear;

[0055] FIG7 b is a schematic diagram of a suspension disclosed in some embodiments of the present application in which a connecting rod mechanism is used and the instantaneous center of the rear suspension is at the front;

[0056] FIG8 is a schematic diagram of a suspension disclosed in some embodiments of the present application;

[0057] FIG9 is a schematic side view of FIG8;

[0058] FIG10 is a schematic diagram of a steering knuckle disclosed in some embodiments of the present application.

[0059] In the drawings, the drawings are not drawn to scale.

[0060] Marking instructions: 10-suspension; 11-crossbeam; 12-first cantilever; 121-first connecting part; 13-second cantilever; 131-second connecting part; 14-steering knuckle; 141-axle interface; 142-connecting hole; 143-first mounting part; 144-second mounting part; 15-shock absorber; 16-elastic element; 161-mounting seat; 20-axle; 30-drive device; 40-energy storage device; 50-wheel; 60-sill beam; 100-vehicle; 200-vehicle suspension system; L-wheel center. DETAILED DESCRIPTION

[0061] The following detailed description of the embodiments of the present application is provided in conjunction with the accompanying drawings and examples. The following detailed description of the embodiments and the accompanying drawings are used to illustrate the principles of the present application, but are not intended to limit the scope of the present application, that is, the present application is not limited to the described embodiments.

[0062] In the description of this application, it should be noted that, unless otherwise specified, "multiple" means more than two; the terms "upper", "lower", "left", "right", "inside", "outside", etc., indicating directions or positional relationships, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation on this application. In addition, the terms "first", "second", "third", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance. "Vertical" is not strictly perpendicular, but is within the allowable error range. "Parallel" is not strictly parallel, but is within the allowable error range.

[0063] The directional words appearing in the following description are all directions shown in the figures, and do not limit the specific structure of this application. In the description of this application, it should also be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be directly connected or indirectly connected through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0064] Currently, with the changing dynamics of market development, the application scenarios and market demands of vehicles are becoming increasingly diversified. In order to actively respond to and match these diverse application scenarios and market demands, vehicles are undergoing in-depth innovation in multiple key technical aspects, including power systems, suspension structures, and body structures. Among them, the suspension structure, as a core element of vehicle technology, is an integrated combination of force-transmitting components connecting the vehicle frame and wheels. It is not only responsible for transmitting force and torque between the two, but also bears the responsibility of absorbing impact loads transmitted to the frame by uneven road surfaces, and can significantly reduce body vibrations caused by road bumps, thereby ensuring the stability and comfort of the vehicle during forward movement. Therefore, technical improvements to the suspension structure are a hot topic in the field of vehicle research and development.

[0065] At the same time, considering the spatial limitations and complex, irregular shape of the vehicle's rear axle area after the suspension is configured, how to effectively utilize this special space is a technical difficulty, especially the rational placement of core components such as the drive unit and energy storage device in such a compact and diverse space.

[0066] In view of this, some embodiments of the present application provide a vehicle suspension system and a vehicle, for alleviating the problem that the rear axle space of the vehicle is difficult to be effectively utilized.

[0067] 1 , the vehicle 100 in the embodiment of the present application may be a fuel vehicle, a gas vehicle, a new energy vehicle, a motorcycle, etc. The new energy vehicle may be a pure electric vehicle, a hybrid vehicle, or an extended-range vehicle, etc. The embodiment of the present application does not impose any particular restrictions on the above-mentioned vehicles.

[0068] The vehicle 100 includes a vehicle suspension system 200. The vehicle suspension system 200 may be provided in a rear axle area of ​​the vehicle 100.

[0069] 2 , in some embodiments, a vehicle suspension system 200 includes the suspension 10 .

[0070] The suspension 10 includes a crossbeam 11 , which is located behind a wheel center L of the vehicle in the forward direction of the vehicle.

[0071] In the above embodiment, the crossbeam 11 is located on the rear side of the wheel center L of the wheel 50. Correspondingly, the shear center of the suspension 10 is also located on the rear side of the wheel center. Such a layout can release the space in front of the suspension 10, which can be used to arrange relevant important components of the vehicle such as the drive device 30 and the energy storage device 40, thereby improving the utilization rate of the vehicle's rear axle space and alleviating the problem of limited and difficult to effectively utilize the vehicle's rear axle space.

[0072] The forward direction of the vehicle in the embodiment of the present application refers to the direction in which the vehicle normally moves forward, and the forward direction of the vehicle is the same as the first direction X shown in Figure 2. The line connecting the two oppositely disposed wheels 50 of the vehicle is parallel to the second direction Y.

[0073] The wheel center L in the embodiment of the present application is the center of the wheel, which is a point on the central axis of the wheel.

[0074] The vehicle suspension system in the embodiment of the present application may be provided in the rear axle area of ​​the vehicle 100. The wheel center L may be the center of the rear wheel of the vehicle.

[0075] In some embodiments, the suspension 10 is used to connect the vehicle body or frame and wheels. It is a device for transmitting force between the vehicle frame or body and wheels. It is used to transmit force and torque between the vehicle body or frame and wheels, and to buffer the impact load transmitted to the frame or body due to uneven road surface, and attenuate the body vibration caused by road impact, which is conducive to the smooth movement of the vehicle.

[0076] In some embodiments, the setting of the crossbeam 11 can improve the safety of the vehicle body in a collision, improve torsional strength and crash resistance, and is one of the key components for the stable and efficient operation of the suspension 10, and plays an important role in the vehicle's forward performance and safety.

[0077] In some embodiments, the vehicle suspension system further comprises:

[0078] The axle 20 is connected to the suspension 10 and is located in front of the cross beam 11 along the forward direction of the vehicle.

[0079] In the above embodiment, the axle 20 is used to connect the wheel 50 and transmit power to the wheel 50. The crossbeam 11 is located at the rear side of the wheel center L, which can free up space in front of the suspension 10 and facilitate the arrangement of the axle 20.

[0080] In some embodiments, the axle 20 can be a unitary structure, with each end of the axle 20 connected to a wheel 50. Alternatively, to improve vehicle stability, the axle 20 can be a two-section structure with a differential structure disposed between the two axle sections. This allows the two axle sections to rotate at different speeds, and allows the wheels on both sides of the suspension 10 to cope with different wheel speeds.

[0081] In some embodiments, the vehicle suspension system further comprises:

[0082] The driving device 30 is provided in front of the cross beam 11 along the forward direction of the vehicle; and / or,

[0083] The energy storage device 40 is disposed in front of the cross beam 11 along the forward direction of the vehicle.

[0084] In the above embodiment, the drive device 30 is arranged in front of the crossbeam 11 along the forward direction of the vehicle, and can provide power for the rear wheels to realize the rear-wheel drive or all-wheel drive mode of the vehicle. The crossbeam 11 is arranged behind the wheel center, which can release the front side space of the suspension 10, provide space for the arrangement of the drive device 30, and realize the arrangement of the drive device 30.

[0085] In some embodiments, the driving device 30 includes a motor and a transmission mechanism.

[0086] In the above embodiment, the crossbeam 11 is arranged behind the wheel center, which can release the front space of the suspension 10 and provide space for arranging the energy storage device 40, thereby realizing the arrangement of the energy storage device 40.

[0087] In some embodiments, the energy storage device 40 includes a battery or a capacitor.

[0088] In some embodiments, the suspension 10 also includes two first cantilevers 12, which are located in front of the wheel center L along the forward direction of the vehicle. The drive device 30 is arranged between the two first cantilevers 12, and / or the energy storage device 40 is arranged between the two first cantilevers 12, or, is arranged in front of the two first cantilevers 12 along the forward direction of the vehicle.

[0089] In the above embodiment, the suspension 10 includes two first cantilevers 12, which are connected to the vehicle body or frame through the two first cantilevers 12, so that force transmission between the vehicle frame or body and the wheels can be achieved, and the drive device 30 is arranged in the space between the two first cantilevers 12, so that the arrangement of the drive device can be achieved.

[0090] In the above embodiment, the suspension 10 includes two first cantilevers 12, which are connected to the body or frame of the vehicle through the two first cantilevers 12, so that force transmission between the frame or body of the vehicle and the wheels can be achieved, and the energy storage device 40 is arranged in the space between or in front of the two first cantilevers 12, so that the arrangement of the energy storage device 40 can be achieved to improve the vehicle's endurance.

[0091] Since energy storage devices generally cannot be designed into special-shaped structures, the energy storage device 40 is arranged in the space in front of the two first cantilevers 12, which can achieve a regular arrangement of the energy storage device 40, increase the power, and improve the vehicle's endurance.

[0092] In some embodiments, the suspension 10 further includes two first suspension arms 12 , and the two first suspension arms 12 do not exceed the tire envelope of the wheel 50 in the vehicle forward direction.

[0093] In the above embodiment, the two first cantilevers 12 do not exceed the tire envelope of the wheel 50 in the forward direction of the vehicle, which can free up space in front of the first cantilever 12 to provide space for regularly shaped components such as energy storage devices.

[0094] 2 and 3 , in some embodiments, the suspension 10 further includes two second cantilevers 13 for connecting to the vehicle body. The two second cantilevers 13 are located behind the wheel center L along the forward direction of the vehicle, and the crossbeam 11 connects the two second cantilevers 13 .

[0095] In the above embodiment, the suspension 10 includes two second cantilevers 13, which are connected to the vehicle body or frame, and can realize the force transmission connection between the vehicle frame or body and the wheels, and the crossbeam 11 connects the two second cantilevers 13. The two second cantilevers 13 are located behind the wheel center L along the forward direction of the vehicle, which can release the front space of the suspension 10, so that it can be used to arrange important components such as the drive device 30 and the energy storage device 40, thereby improving the utilization rate of the vehicle's rear axle space.

[0096] In some embodiments, a second connecting portion 131 is provided at the end of the second cantilever 13 , and the second connecting portion 131 is used to connect to the body or frame of the vehicle.

[0097] In some embodiments, the suspension 10 further includes two first cantilevers 12 for connecting to a vehicle body. The two first cantilevers 12 are located in front of the wheel center along the forward travel direction of the vehicle.

[0098] In the above embodiment, the suspension 10 includes two first cantilevers 12, which are connected to the vehicle body or frame. The two first cantilevers 12 located in front of the wheel center L cooperate with the second cantilever 13 located behind the wheel center L, which can better realize the force transmission between the vehicle frame or body and the wheel, and improve the overall stiffness and stability of the suspension 10.

[0099] In some embodiments, a first connecting portion 121 is provided at the end of the first cantilever 12 , and the first connecting portion 121 is used to connect to the body or frame of the vehicle.

[0100] In some embodiments, the first cantilever 12 is rotatably connected to the second cantilever 13 .

[0101] 4 and 8 , in some embodiments, the suspension 10 includes a first cantilever 12 , a second cantilever 13 and a steering knuckle 14 on both sides of the vehicle body, and the steering knuckle 14 is rotatably connected to the first cantilever 12 and the second cantilever 13 .

[0102] In conventional technology, the steering knuckle is a key component that carries vertical loads. The connecting rod structure is used to constrain the relative movement between the axle and the vehicle body and balance lateral forces. The steering knuckle and the connecting rod structure are independent components.

[0103] In the present application, the first cantilever 12 and the second cantilever 13 of the suspension 10 are respectively connected to the steering knuckle 14. The first cantilever 12, the second cantilever 13, and the steering knuckle 14 form a connecting rod structure. The steering knuckle 14 replaces one of the connecting rods in the traditional connecting rod structure and becomes an important component of the suspension 10. The connecting rod structure formed by the steering knuckle 14, the first cantilever 12, and the second cantilever 13 can balance the lateral force of the vehicle, limit the lateral displacement of the axle, reduce excessive tilt of the vehicle body, and can also transmit lateral loads, transferring the lateral force exerted on the wheel to the vehicle frame.

[0104] In some embodiments, the suspension 10 includes a crossbeam 11 , which is located behind a wheel center L of the vehicle along the forward direction of the vehicle. The crossbeam 11 connects second cantilevers 13 on both sides of the vehicle body.

[0105] In the above embodiment, the crossbeam 11 connects the two second cantilevers 13, and the two second cantilevers 13 are located behind the wheel center L along the forward direction of the vehicle, which can release the front space of the suspension 10, so that it can be used to arrange important components such as the drive device 30 and the energy storage device 40, thereby improving the utilization rate of the vehicle's rear axle space.

[0106] 9 and 10 , in some embodiments, the steering knuckle 14 is provided with a shaft interface 141 and a connecting hole 142 . The shaft interface 141 is configured to connect to the axle 20 , and the connecting hole 142 is configured to connect to the wheel hub bearing.

[0107] In some embodiments, a connection hole 142 is provided on the steering knuckle 14 around the shaft interface 141 . The connection hole 142 is configured to connect to a wheel hub bearing, which is used to connect to the wheel 50 .

[0108] In the above embodiment, the axle interface 141 is used to pass through the axle 20, which comprises the vehicle's rear axle, including the left and right half-axles. The connection hole 142 is configured to connect to the hub bearing, which is used to connect to the wheel 50, including the rear wheel. Therefore, the steering knuckle 14 integrates multiple key mounting points, capable of transmitting not only vertical loads but also lateral loads, balancing the vehicle's lateral forces.

[0109] In the embodiment of the present application, the steering knuckle 14 is reconstructed as an important component of the connecting rod structure, so that the steering knuckle 14 can simultaneously bear the vertical load and balance the lateral force; and the steering knuckle 14 replaces a rod in the connecting rod structure, simplifying the structure.

[0110] Since the suspension 10 directly bears the load of the entire vehicle, the kinematic pair bears large longitudinal and lateral forces, and the kinematic pair mounting points need to provide large rigidity support to ensure strength and handling stability.

[0111] Based on this, the present application connects the first cantilever 12 and the second cantilever 13 to the steering knuckle 14. Since the steering knuckle 14 is generally a high-strength casting or forging with strong load-bearing capacity, it can provide sufficient rigidity support, thereby improving the lateral load-bearing capacity of the suspension 10 and reducing strength risks.

[0112] In some embodiments, the steering knuckle 14 is provided with two first mounting portions 143 , and the two first mounting portions 143 are respectively connected to the first cantilever 12 and the second cantilever 13 .

[0113] In the above embodiment, the two first mounting portions 143 on the steering knuckle 14 are directly connected to the first cantilever 12 or the second cantilever 13 respectively, eliminating the need for connecting joints and other components, thereby simplifying the structure.

[0114] In some embodiments, the steering knuckle 14 is connected to the first cantilever 12 and the second cantilever 13 through two kinematic pairs. In some embodiments, the fixed part of the kinematic pair is disposed on the steering knuckle 14, and the movable part of the kinematic pair connects the cantilever (the first cantilever 12 or the second cantilever 13) and the fixed part.

[0115] In the above embodiment, the steering knuckle 14 is connected to the first cantilever 12 and the second cantilever 13 respectively through two kinematic pairs. Since the fixing parts of the kinematic pairs are installed to the steering knuckle 14, the steering knuckle 14 is mainly used to provide stiffness support for the kinematic pairs to meet the requirements of strength and handling stability.

[0116] In some embodiments, the first mounting portion 143 is used to mount a fixing member of the kinematic pair. A fixing member of the kinematic pair is mounted on each of the two first mounting portions 143 .

[0117] In some embodiments, the kinematic pair includes a bushing and a pin. The bushing is disposed on the first mounting portion 143 , and the pin connects the bushing and the first cantilever 12 or the second cantilever 13 .

[0118] In the above embodiment, the bushing is the fixed part of the kinematic pair, and the pin is the movable part of the kinematic pair. The fixed part of the kinematic pair is arranged on the steering knuckle 14. Therefore, the lateral force is mainly borne by the steering knuckle 14. The steering knuckle 14 has high strength and strong load-bearing capacity, and can provide sufficient rigidity support, thereby improving the lateral load-bearing capacity of the suspension 10 and reducing strength risks.

[0119] Based on the above embodiments, the steering knuckle 14 integrates multiple key installation points, including: the first installation part 143 of the two kinematic pairs, the connecting hole 142 of the wheel hub bearing, the shaft interface 141 for installing the half shaft, etc., integrating multiple functions into one, simplifying components, improving load-bearing strength, and meeting the requirements of high stiffness and high strength.

[0120] In the above embodiment, a first cantilever 12, a second cantilever 13 and a steering knuckle 14 are provided on one side of the vehicle body, and the steering knuckle 14 is rotatably connected to the first cantilever 12 and the second cantilever 13 respectively. A first cantilever 12, a second cantilever 13 and a steering knuckle 14 are also provided on the other side of the vehicle body, and the steering knuckle 14 is rotatably connected to the first cantilever 12 and the second cantilever 13 respectively.

[0121] In the above embodiment, the suspension 10 includes two first cantilevers 12, two second cantilevers 13, and two steering knuckles 14. Each steering knuckle 14 is rotatably connected to a first cantilever 12 and a second cantilever 13, respectively. The two second cantilevers 13 and the two first cantilevers 12 are all connected to the vehicle body or frame. The two first cantilevers 12 located in front of the wheel center L cooperate with the second cantilevers 13 located behind the wheel center L to better transmit force between the vehicle frame or body and the wheels, thereby improving the overall stiffness and stability of the suspension 10. The steering knuckles 14 are rotatably connected to the first cantilever 12 and the second cantilever 13, respectively. The design of the two second cantilevers 13, the two first cantilevers 12, and the two steering knuckles 14 forms an effective connection mechanism for the torsion beam rear axle in the longitudinal and / or vertical directions of the vehicle, meeting the structural strength requirements of the wheel support area and improving the overall stiffness and stability of the suspension 10.

[0122] The steering knuckle 14, as a wheel support component, transmits force and torque and also provides guidance. It is required to possess high mechanical strength and fatigue durability. When the vehicle is moving forward, it must withstand wheel loads, road impacts, and random loads such as braking to ensure safe vehicle movement.

[0123] In some embodiments, the steering knuckle 14 is a guide mechanism in the suspension 10 , and a steering knuckle 14 is provided on each side of the suspension 10 .

[0124] In some embodiments, a shaft interface 141 is provided at the center of the steering knuckle 14 , and the shaft interface 141 is used to pass the axle 20 .

[0125] In some embodiments, the steering knuckle 14 is configured to be triangular in structure, wherein one corner point of the steering knuckle 14 is hinged to the second cantilever 13 , and another corner point of the steering knuckle 14 is hinged to the first cantilever 12 .

[0126] 4 to 6 , in some embodiments, the suspension 10 further includes a shock absorber 15 , which is connected to the steering knuckle 14 , the first suspension arm 12 , the crossbeam 11 , or the second suspension arm 13 .

[0127] In the above embodiment, the provision of the shock absorber 15 can accelerate the attenuation of the vibration of the vehicle frame and the vehicle body, thereby improving the stability of the vehicle's forward movement.

[0128] 4 and 8 , in some embodiments, a shock absorber 15 is connected to the steering knuckle 14 .

[0129] In the above embodiment, referring to FIG4 , the shock absorber 15 is installed on the steering knuckle 14, which can reduce the swing amplitude of the wheel and steering mechanism caused by uneven road surface, enhance the directional stability of the vehicle when moving forward, and the shock absorber 15 can effectively absorb and attenuate the vibration and impact force transmitted from the tire to the steering knuckle 14 and further transmitted to the passenger compartment, thereby improving driving comfort.

[0130] 10 , in some embodiments, a second mounting portion 144 is provided on the steering knuckle 14 , and the second mounting portion 144 is connected to the shock absorber 15 .

[0131] Based on the above embodiments, the steering knuckle 14 integrates multiple key installation points, including: the first installation part 143 of the kinematic pair, the connecting hole 142 of the wheel hub bearing, the shaft interface 141 of the mounting shaft, the second installation part 144 of the shock absorber 15, etc. Therefore, it can provide greater rigidity support for the kinematic pair, meet the strength and handling stability requirements, and can also realize the arrangement of the rear drive shaft and rear drive motor, and can also realize the arrangement of the shock absorber and spring under the torsion beam rear axle, etc.

[0132] In some embodiments, the vibration absorber 15 is connected to the first cantilever 12 .

[0133] In the above embodiment, referring to Figure 5, the shock absorber 15 is installed on the first cantilever 12, located on both sides of the vehicle body, which can release the space between the two steering knuckles 14 and provide front space in front of the crossbeam 11 for installing important components of the drive device (differential or electric motor) or energy storage device (battery, etc.).

[0134] The shock absorber 15 is provided on the first cantilever 12, in front of the wheel center along the forward direction of the vehicle. It can cooperate with the elastic element 16 provided at the rear to better control the compression and rebound of the elastic element 16, which helps to maintain good contact between the wheel and the road surface, reduce changes in the vehicle body posture, and enhance driving stability; it can also absorb and suppress the bumps and impacts from the rear wheels during the vehicle's forward movement, reduce the transmission of these vibrations to the vehicle body, especially the cabin, thereby improving ride comfort.

[0135] In some embodiments, the vibration damper 15 is connected to the crossbeam 11 .

[0136] In the above embodiment, referring to FIG. 6 , the shock absorber 15 is mounted on the crossbeam 11 , which can effectively absorb and attenuate the vibration and impact force transmitted from the crossbeam 11 to the steering knuckle 14 and further to the steering wheel, thereby improving driving comfort.

[0137] In some embodiments, the vibration absorber 15 is connected to the second cantilever 13 .

[0138] In the above embodiment, the shock absorber 15 is arranged on the second cantilever 13 (not shown in the figure), which is located behind the wheel center along the forward direction of the vehicle. It can free up the space in front of the wheel center and leave more front space for other important components such as the drive device 30 or the energy storage device 40, which is convenient for integrated design and optimization of the overall layout; and the shock absorber 15 is arranged behind the wheel center along the forward direction of the vehicle, which can absorb and suppress the bumps and impacts from the rear wheels during the forward movement of the vehicle, reduce the transmission of these vibrations to the vehicle body, especially the cabin, thereby improving ride comfort.

[0139] In some embodiments, the shock absorber 15 comprises a hydraulic shock absorber or a pneumatic shock absorber.

[0140] In some embodiments, the bottom of the shock absorber 15 is connected to the steering knuckle 14 , the first suspension arm 12 , the cross member 11 or the second suspension arm 13 , and the top of the shock absorber 15 is connected to the vehicle frame or body.

[0141] 4 to 6 , in some embodiments, the suspension 10 further includes an elastic element 16 , and the elastic element 16 is connected to the crossbeam 11 and / or the second cantilever 13 (not shown in the figures).

[0142] In the above embodiment, the crossbeam 11 and / or the second cantilever 13 serve as the support points of the elastic element 16, so that the elastic element 16 and other components can be more evenly transferred to the vehicle body through the crossbeam 11 and / or the second cantilever 13 when subjected to force, so that the suspension can effectively absorb and disperse the impact force of the road surface during operation, thereby optimizing the load transfer.

[0143] In some embodiments, one end of the elastic element 16 is connected to the cross beam 11 and / or the second cantilever 13 , and the other end of the elastic element 16 is connected to the body or frame of the wheel.

[0144] In some embodiments, the elastic element 16 includes a spring.

[0145] In some embodiments, the suspension 10 further includes a mounting seat 161 , which is disposed on the crossbeam 11 or the second cantilever 13 . The lower end of the elastic element 16 is disposed in the mounting seat 161 .

[0146] In some embodiments, the elastic element 16 is located between the cross beam 11 and the wheel center L.

[0147] In the above embodiment, the elastic element 16 is arranged behind the wheel center L along the forward direction of the vehicle. When the vehicle passes through an uneven road surface, the impact force exerted on the wheel center L can be buffered by the elastic element 16, thereby reducing the impact transmitted to the interior of the vehicle and the impact on the vehicle body structure.

[0148] In some embodiments, the elastic element 16 may also be located on a side of the crossbeam 11 away from the wheel center.

[0149] Some specific embodiments of the vehicle suspension system 200 are described in detail below with reference to FIG. 2 to FIG. 7 .

[0150] As shown in Figures 2 and 3, vehicle suspension system 200 includes a suspension 10. Both sides of suspension 10 include a connection mechanism formed by a first cantilever 12, a second cantilever 13, and a steering knuckle 14. These connections are connected by a crossbeam 11. Specifically, crossbeam 11 connects the two second cantilever arms 13, and steering knuckle 14 connects the axle 20. The shear center of suspension 10 and crossbeam 11 are both located behind the wheel center, forming the main structure of a torsion beam rear axle.

[0151] One end of the first cantilever 12 is hinged to the steering knuckle 14, and the other end of the first cantilever 12 is provided with a first connecting portion 121. One end of the second cantilever 13 is hinged to the steering knuckle 14, and the other end of the second cantilever 13 is provided with a second connecting portion 131. The first connecting portion 121 and the second connecting portion 131 are both connected to the vehicle body at the front and rear vehicle body mounting points through bushings and mounting brackets.

[0152] In some embodiments, the vehicle suspension system further includes an axle 20, which is connected to the suspension 10 and is located in front of the crossbeam 11 along the forward direction of the vehicle. Specifically, the axle 20 connects to the steering knuckles 14 on both sides of the vehicle body.

[0153] In some embodiments, the axle 20 can be a unitary structure, with each end of the axle 20 connected to a wheel 50. Alternatively, to improve vehicle stability, the axle 20 can be a two-section structure with a differential disposed between the two axle sections. This allows the two axle sections to rotate at different speeds, and allows the wheels on both sides of the suspension 10 to cope with different wheel speeds.

[0154] The first cantilever 12 of the suspension 10 does not extend beyond the tire envelope of the wheel 50 in the first vehicle direction X. A sill beam 60 is positioned in front of the wheel 50. The sill beam 60 is a longitudinal beam provided on either side of the vehicle body. An energy storage device 40 is positioned between the sill beams 60 on either side of the vehicle body. The sill beam 60 serves as a housing for the energy storage device 40.

[0155] The boundary of the sill beam 60 has a significant impact on the layout of the energy storage device 40. The position of the torsion beam body mounting point in the related art often exceeds the tire envelope, encroaching on the layout space of the energy storage device in the first direction X.

[0156] In this embodiment, the energy storage device 40 is maximized in the first direction X, increasing power consumption and improving range. Furthermore, the crossbeam 11 is positioned behind the wheel hub, allowing the space between the first cantilever 12 and the steering knuckle 14 on the left and right sides of the torsion beam to be used for arranging the drive device 30. The structure of the steering knuckle 14 on both sides also facilitates the placement of the rear drive axle 20.

[0157] As shown in Figures 4 to 6, a mounting seat 161 is provided on the crossbeam 11, the lower end of the elastic element 16 is disposed in the mounting seat 161, and the upper end of the elastic element 16 is connected to the vehicle body or frame. Optionally, the mounting seat 161 is welded to the crossbeam 11.

[0158] As shown in Figure 4, in the first embodiment, the lower end of the shock absorber 15 is mounted on the steering knuckle 14. The upper end of the shock absorber 15 is connected to the body or frame of the vehicle.

[0159] As shown in Figure 5, in the second embodiment, the lower end mounting position of the shock absorber 15 can also be arranged on the first suspension arm 12. The upper end of the shock absorber 15 is connected to the vehicle body or frame.

[0160] As shown in Figure 6, in the third embodiment, the lower end of the shock absorber 15 can also be mounted on a shock absorber bracket, which is welded to the second cantilever 13 or the mounting base 161 of the elastic element 16. The upper end of the shock absorber 15 is connected to the vehicle body or frame. Since the load decomposition process revealed that the rear torsion beam could become unstable under certain operating conditions, adjusting the lower point of the shock absorber to the rear torsion beam and transferring the load through the shock absorber structure can address potential instability under certain operating conditions.

[0161] According to the description of the above embodiments, the position of the shock absorber 15 can be flexibly adjusted according to the requirements of the suspension.

[0162] Optionally, the shock absorber 15 is arranged on the front side of the wheel center and the drive shaft, and the elastic element 16 is arranged on the rear side of the wheel center and the drive shaft.

[0163] Referring to Figure 7a, during the research and development process, this applicant discovered that if only crossbeam 11 is positioned behind the wheel center, crossbeam 11 and the shear center are positioned behind the wheel center, and the suspension's instantaneous center of motion is located at the vehicle body connection point, therefore also shifting the suspension's instantaneous center of motion behind the wheel center. When the vehicle brakes, this results in negative braking support, and the suspension has an upward movement tendency, exacerbating the vehicle's pitch and affecting stability and comfort. Therefore, the position of the suspension's instantaneous center of motion is crucial to the stability of vehicle motion.

[0164] To solve this problem, as shown in Figure 7b, the suspension 10 provided in the embodiment of the present application, its first cantilever 12, the second cantilever 13, and the virtual cantilever formed by the line connecting the two hinge points on the steering knuckle 14 (the two hinge points are the hinge points between the steering knuckle 14 and the first cantilever 12, and the hinge points between the steering knuckle 14 and the second cantilever 13), together constitute a connecting rod mechanism.

[0165] When the suspension 10 is equipped with the aforementioned linkage mechanism, the suspension's instantaneous center of motion is located at the intersection of the line connecting the first cantilever arm 12 and the second cantilever arm 13. This allows the suspension's instantaneous center of motion to be adjusted back in front of the wheel center. This position in front of the wheel center ensures a downward movement of the suspension during braking, alleviating vehicle pitch and improving stability and comfort.

[0166] Therefore, the present application adjusts the instantaneous center of motion back to the front of the wheel center through a connecting rod mechanism, which can avoid the situation in which the vehicle pitch degree is aggravated during braking, improve comfort and eliminate corresponding safety hazards.

[0167] According to the preliminary load decomposition, the structure connected to the wheel center requires a higher structural strength, so the structural strength can be improved by increasing the strength of the steering knuckle.

[0168] As for the materials used in each structure: the crossbeam 11 is a closed beam made of high-strength steel and hydraulically formed by high-frequency welded pipes or laser welded pipes, or an open beam formed by stamping plates; the second cantilever 13 is hydraulically formed by a steel pipe with a grade of 420MPa or above, or is stamped and welded by plates with a grade of 420MPa or above; the first cantilever 12 is hydraulically formed by a steel pipe with a grade of 420Ma or above, or welded by welding a sleeve and a plate stamping with a grade of 420MPa or above, or machined by steel or aluminum, or cast by steel or aluminum; the steering knuckle 14 is cast by AlSi7Mg material or other common steering knuckle materials; the mounting seat 161 of the elastic element is stamped by a steel plate with a grade of 420Mpa or above.

[0169] This application arranges the crossbeam 11 behind the wheel center, freeing up the space in front of the wheel center, increasing the installation space of the chassis energy storage device 40, thereby increasing the power, realizing the arrangement of the axle 20 and the drive device 30, and realizing the arrangement of the shock absorber 15 and the elastic element 16 under the torsion beam rear axle structure.

[0170] Some embodiments of the present application further provide a vehicle 100 , which includes the above-mentioned vehicle suspension system 200 .

[0171] In some embodiments, the vehicle 100 further includes a wheel 50, which is disposed on the axle 20. The wheel center L refers to the center of the wheel 50.

[0172] In some embodiments, the vehicle 100 further includes a rocker beam 60 , which is disposed in front of the wheel 50 .

[0173] Although the present application has been described with reference to preferred embodiments, various modifications may be made thereto and components may be substituted with equivalents without departing from the scope of the present application. In particular, the various technical features described in the various embodiments may be combined in any manner as long as there are no structural conflicts. The present application is not limited to the specific embodiments disclosed herein, but encompasses all technical solutions within the scope of the claims.

Claims

1. A vehicle suspension system, characterized in that: include: The suspension (10) comprises a crossbeam (11), wherein the crossbeam (11) is located behind a wheel center (L) of the vehicle along the forward direction of the vehicle.

2. The vehicle suspension system according to claim 1, wherein: Also includes: A driving device (30) is provided in front of the crossbeam (11) along the forward direction of the vehicle; and / or, The energy storage device (40) is arranged in front of the crossbeam (11) along the forward direction of the vehicle.

3. The vehicle suspension system according to claim 2, wherein: The suspension (10) further comprises two first cantilevers (12), the two first cantilevers (12) being located in front of the wheel center (L) along the forward direction of the vehicle, the drive device (30) being arranged between the two first cantilevers (12), and / or the energy storage device (40) being arranged between the two first cantilevers (12), or being arranged in front of the two first cantilevers (12) along the forward direction of the vehicle.

4. The vehicle suspension system according to any one of claims 1 to 3, characterized in that: The suspension (10) further comprises two second cantilevers (13) for connecting to the vehicle body, the two second cantilevers (13) being located behind the wheel center (L) along the forward direction of the vehicle, and the crossbeam (11) connecting the two second cantilevers (13).

5. The vehicle suspension system according to any one of claims 1 to 4, characterized in that: The suspension (10) comprises a first cantilever (12), a second cantilever (13) and a steering knuckle (14) on both sides of the vehicle body, the steering knuckle (14) is rotatably connected to the first cantilever (12) and the second cantilever (13), respectively, and the crossbeam (11) is connected to the second cantilever (13) on both sides of the vehicle body.

6. The vehicle suspension system according to claim 5, characterized in that The suspension (10) further comprises a shock absorber (15), wherein the shock absorber (15) is connected to the steering knuckle (14) or the first cantilever (12) or the crossbeam (11) or the second cantilever (13).

7. The vehicle suspension system according to claim 5 or 6, characterized in that: The suspension (10) further comprises an elastic element (16), wherein the elastic element (16) is connected to the crossbeam (11) and / or the second cantilever (13).

8. The vehicle suspension system according to claim 7, wherein: The elastic element (16) is located between the crossbeam (11) and the wheel center (L).

9. The vehicle suspension system according to any one of claims 1 to 8, characterized in that: Also includes: An axle (20) is connected to the suspension (10), and the axle (20) is located in front of the crossbeam (11) along the forward direction of the vehicle.

10. The vehicle suspension system according to any one of claims 1 to 9, characterized in that: The suspension (10) further comprises two first suspension arms (12), wherein the two first suspension arms (12) do not exceed the tire envelope of the wheel (50) in the forward direction of the vehicle.

11. A vehicle suspension system, characterized in that: The invention comprises a suspension (10), wherein the suspension (10) comprises a first cantilever (12), a second cantilever (13) and a steering knuckle (14) on both sides of a vehicle body, and the steering knuckle (14) is rotatably connected to the first cantilever (12) and the second cantilever (13).

12. The vehicle suspension system according to claim 11, wherein: The suspension (10) comprises a crossbeam (11), the crossbeam (11) being located behind the wheel center (L) of the vehicle in the forward direction of the vehicle, and the crossbeam (11) connecting the second cantilevers (13) on both sides of the vehicle body.

13. The vehicle suspension system according to claim 12, wherein: The steering knuckle (14) is provided with a shaft interface (141) and a connecting hole (142); the shaft interface (141) is configured to be connected to an axle (20); and the connecting hole (142) is configured to be connected to a wheel hub bearing.

14. The vehicle suspension system according to any one of claims 11 to 13, characterized in that: The steering knuckle (14) is provided with two first mounting portions (143), and the two first mounting portions (143) are respectively connected to the first cantilever (12) and the second cantilever (13).

15. The vehicle suspension system according to claim 14, wherein: It also includes a bushing and a pin, wherein the bushing is arranged on the first mounting portion (143), and the pin connects the bushing and the first cantilever (12) or the second cantilever (13).

16. A vehicle, characterized in that: Comprising a vehicle suspension system according to any one of claims 1 to 15.

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