CN111891217A

CN111891217A - Suspension structure of vehicle and vehicle

Info

Publication number: CN111891217A
Application number: CN202010641582.7A
Authority: CN
Inventors: 王庚川; 李波; 张�浩; 李鹏飞; 田常浩; 李若松
Original assignee: Beijing Electric Vehicle Co Ltd
Current assignee: Beijing Electric Vehicle Co Ltd
Priority date: 2020-07-06
Filing date: 2020-07-06
Publication date: 2020-11-06
Anticipated expiration: 2040-07-06
Also published as: CN111891217B

Abstract

The invention discloses a suspension structure of a vehicle and the vehicle, the suspension structure comprises: turn to the assembly, turn to the assembly and be suitable for the front wheel that drives the vehicle and turn to, turn to the assembly and include: the steering gear is arranged on the steering pull rod, and an outer spherical hinge point and an inner spherical hinge point of the steering pull rod are both positioned on the front side of the wheel center of a front wheel of the vehicle; a power assembly, the power assembly comprising: a first drive shaft, a second drive shaft and an intermediate connecting shaft; the steering assembly is characterized in that a steering pull rod of the steering assembly is located on the front side of a driving shaft of the power assembly, a first driving shaft is arranged on one side of a differential mechanism of the vehicle, a second driving shaft is arranged on the other side of the differential mechanism of the vehicle, an intermediate connecting shaft is arranged between the first driving shaft and the differential mechanism, so that the steering assembly and the power assembly do not generate interference in space, and the second driving shaft and the intermediate connecting shaft are respectively in power connection with the differential mechanism of the vehicle. Therefore, the suspension structure is lower in cost, better in NVH performance and higher in working stability.

Description

Suspension structure of vehicle and vehicle

Technical Field

The invention relates to the technical field of vehicles, in particular to a suspension structure of a vehicle and the vehicle.

Background

In the related technology, in the current double-ball-hinged front suspension structure, a general power assembly is arranged on the left side in the arrangement process, and because the outer envelope of the power assembly and the arrangement constraint and limitation of the boundary space and the steering assembly are in the front arrangement design, the arrangement design has the following problems:

(1) on the premise that the arrangement of a suspension and a steering hard point is determined, the problem of small gaps related to local interference occurs between the outer ball cage of the movable joint of the left driving shaft and a steering column as well as between the steering column and an auxiliary frame body;

(2) the steering torque fluctuation value and the limit swing angles of a driving shaft fixed joint and a driving shaft movable joint are increased, so that the NVH problem and the design feasibility of the whole vehicle transmission and steering system are reduced;

(3) in the steering process, the virtual main pin changes greatly, so that the expansion amount of the driving shaft is large, and the expansion distance caused by the vertical jumping of the wheels can cause the sliding stroke of the movable joint to be overlarge, so that the working stability of the power assembly is reduced.

Disclosure of Invention

The present invention is directed to solving at least one of the problems of the prior art. Therefore, an object of the present invention is to provide a suspension structure for a vehicle, which has lower cost, better NVH performance, and higher operational stability of a power train and a transmission train.

The invention further provides a vehicle with the suspension structure.

A suspension structure of a vehicle according to an embodiment of a first aspect of the invention includes: a steering assembly adapted to steer the front wheels of the vehicle, the steering assembly comprising: the steering gear is arranged on the steering pull rod, and an outer spherical hinge point and an inner spherical hinge point of the steering pull rod are both positioned on the front side of the wheel center of a front wheel of the vehicle; a powertrain, comprising: a first drive shaft, a second drive shaft and an intermediate connecting shaft; the steering assembly is characterized in that a steering pull rod of the steering assembly is located on the front side of a driving shaft of the power assembly, the first driving shaft is arranged on one side of a differential mechanism of the vehicle, the second driving shaft is arranged on the other side of the differential mechanism of the vehicle, the intermediate connecting shaft is arranged between the first driving shaft and the differential mechanism, so that the steering assembly and the power assembly do not generate interference in space, and the second driving shaft and the intermediate connecting shaft are respectively in power connection with the differential mechanism of the vehicle.

According to the vehicle provided by the embodiment of the invention, on one hand, the first driving shaft and the second driving shaft can be set to be the same in length by arranging the intermediate connecting shaft, and the second driving shaft is supported by the supporting piece, so that the natural frequencies of the first driving shaft and the second driving shaft can be reduced preliminarily, the NVH performance of the power assembly is improved, and the weight reduction and the cost reduction of the power assembly are realized; on the other hand, the steering column of the steering assembly and the steering gear are spaced from the movable joint of the first driving shaft, so that interference between the steering column and the movable joint of the first driving shaft can be avoided, the arrangement included angle and the limit working swing angle of the power assembly can be adaptively adjusted, the space arrangement gap and the torque fluctuation between the steering assembly and the boundary component can meet the use requirements, and the NVH performance of the vehicle and the transmission efficiency of the steering assembly are further improved.

According to some embodiments of the invention, the first drive shaft comprises: the first movable joint is connected with the middle connecting shaft, and the first fixed joint is connected with wheels of the vehicle.

According to some embodiments of the invention, the second drive shaft comprises: the differential mechanism comprises a second shaft rod, a second fixed joint and a second movable joint, wherein the second fixed joint and the second movable joint are positioned at two ends of the second shaft rod, the second movable joint is connected with the differential mechanism, and the second fixed joint is connected with the other wheel of the vehicle.

In some embodiments, the first housing of the first movable joint is in powered connection with the intermediate connecting shaft, which is in powered connection with one of the side gears of the differential, and the second housing of the second movable joint is secured to the housing of the differential by the support, which is in powered connection with the other side gear of the differential.

Further, the first shell is in power connection with the intermediate connecting shaft through a first spline; the second case is in powered connection with the other side gear of the differential through a second spline.

In some embodiments, a first clamp spring is arranged on the first shell, a first clamp spring groove matched with the first clamp spring is arranged on the intermediate connecting shaft, a sealing element is arranged at the hole diameter matching position of the first shell and the intermediate connecting shaft, a second clamp spring is arranged on the second shell, and a second clamp spring groove matched with the second clamp spring is arranged on the other half axle gear.

According to some embodiments of the invention, the intermediate connecting shaft is dynamically connected with one of the side gears of the differential through a third spline, a third snap spring groove is formed in the one side gear, and a third snap spring matched with the third snap spring groove is arranged on the intermediate connecting shaft.

In some embodiments, an oil seal is provided where the housing of the differential mates with the bore of the intermediate connecting shaft.

In some embodiments, the steering assembly comprises: the steering device comprises a steering input shaft, a steering output shaft, a steering intermediate shaft and a steering gear, wherein the steering intermediate shaft is arranged between the steering input shaft and the steering output shaft, and the steering gear is connected with the steering output shaft; wherein an included angle between the steering input shaft and the steering intermediate shaft is beta 1, an included angle between the steering intermediate shaft and the steering output shaft is beta 2, and ≦ 0 ≦ beta 1-beta 2 | ≦ 3.3.

Further, β 1 and β 2 are both less than 30 °.

In some embodiments, the steering input shaft is at an angle of less than 30 ° to the XY plane of the vehicle.

A vehicle according to an embodiment of the second aspect of the invention includes: the suspension structure of a vehicle described in the above embodiment.

Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.

Drawings

The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:

FIG. 1 is a schematic illustration of a powertrain according to an embodiment of the present invention;

FIG. 2 is another schematic illustration of a powertrain according to an embodiment of the present invention;

FIG. 3 is a schematic illustration of the engagement of the intermediate connecting shaft with the differential, the intermediate connecting shaft with the first drive shaft of the powertrain according to an embodiment of the present invention;

FIG. 4 is a schematic illustration of the engagement of the intermediate connecting shaft with the first driveshaft of the powertrain according to an embodiment of the present invention;

FIG. 5 is a schematic illustration of a second driveshaft of the powertrain in cooperation with a support member in accordance with an embodiment of the present invention;

FIG. 6 is a schematic view of an angle of a steering assembly and a drive assembly according to an embodiment of the present invention;

FIG. 7 is a diagrammatic, schematic illustration of the included angle of a steering assembly according to an embodiment of the present invention.

Reference numerals:

the power assembly (100) is provided with a power assembly,

first drive shaft 110, first shaft 111, first fixed link 112, first movable link 113, first housing 1131,

a second driving shaft 120, a second shaft rod 121, a second fixed joint 122, a second moving joint 123, a second housing 1231,

an intermediate connecting shaft 130 is connected to the rear end of the body,

a differential 140, a motor 150, a transmission 160, a seal 170, an oil seal 180,

a support member 190, a support member body 191, a fixing portion 192,

the direction-changing assembly (200) is provided,

a steering input shaft 210, a steering output shaft 220, a steering intermediate shaft 230, a steering gear 240 and a steering tie rod 250.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.

A suspension structure of a vehicle and the vehicle according to an embodiment of the invention are described below with reference to fig. 1 to 7.

As shown in fig. 1, 2, and 6, a vehicle according to an embodiment of the present invention includes: a powertrain 100 and a steering assembly 200.

Wherein, turn to assembly 200 and be suitable for the front wheel steering that drives the vehicle, turn to assembly 200 and include: the steering gear 240 and the steering pull rod 250, the steering gear 240 is arranged on the steering pull rod 250, and the outer spherical hinge point and the inner spherical hinge point of the steering pull rod 250 are both positioned on the front side of the wheel center of the front wheel of the vehicle.

As shown in fig. 6 and 7, the steering assembly 200 is adapted to steer the front wheels of the vehicle, and the steering rod 250 is located at the front side of the driving shaft of the power assembly 100, so that the steering assembly 200 does not spatially interfere with the power assembly 100.

Specifically, by providing the intermediate connecting shaft 130, the steering rod 250 of the steering assembly 200 is spaced apart from the first movable joint 113 of the first driving shaft 110, so as to avoid interference between the power assembly 100 and the steering assembly 200, and the arrangement included angle and the limit pivot angle between the movable joint and the fixed joint of the first driving shaft 110 and the movable joint and the fixed joint of the second driving shaft 120 can be adaptively adjusted, so that the fixed joint and the movable joint with large angles can be selected.

Meanwhile, the movable joint of the first driving shaft 110 does not interfere with the steering column of the steering assembly 200, the steering rod 250 or the steering gear 240, so that the space arrangement gap and the moment fluctuation of the steering column with the front trapezoid can meet the use requirements;

the relative position of the powertrain 100 and the wheel center is ensured, so that the arrangement included angle of the movable joint of the first driving shaft 110 and the movable joint of the second driving shaft 120 is reduced, and the NVH performance and the transmission efficiency of the vehicle are further improved.

The powertrain 100 includes: a first drive shaft 110, a second drive shaft 120 and an intermediate connecting shaft 130, the first drive shaft 110 being arranged on one side of a differential 140 of the vehicle, the second drive shaft 120 being arranged on the other side of the differential 140 of the vehicle, the intermediate connecting shaft 130 being arranged between the first drive shaft 110 and the differential 140, the second drive shaft 120 and the intermediate connecting shaft 130 being in power connection with the differential 140 of the vehicle, respectively (see fig. 4 and 5).

Specifically, the length of the first drive shaft 110 can be reduced by providing the intermediate connecting shaft 130, and the lateral (Y-direction) position of the motor 150, the transmission 160 and the integrated housing of the differential 140 can be properly adjusted on the vehicle, so that the lengths of the first drive shaft 110 and the second drive shaft 120 are lower and more reasonable, the first drive shaft 110 and the second drive shaft 120 are prevented from being too long, the natural frequencies of the first drive shaft 110 and the second drive shaft 120 can be increased, and the NVH performance of the powertrain 100 can be improved.

Furthermore, the lengths of the first and second driving

axles

110 and 120 located at both sides of the differential 140 may be optimized to be the shortest, the sliding distance of the moving joints of the two driving axles under different working conditions of the vehicle may be shortened, the lengths of the first housing 1131 of the first driving axle 110 and the second housing 1231 of the second driving axle 120 may be reduced, so as to achieve the purposes of weight reduction and cost reduction, and the limit pivot angles of the fixed joints and the moving joints may be reduced.

The first driving shaft 110 is dynamically connected with the differential 140 through the intermediate connecting shaft 130, the first driving shaft 110 is fixed through the intermediate connecting shaft 130, the technical problem that the arrangement of the power assembly 100 is difficult due to the fact that no mounting point exists in the area where the first driving shaft 110 is located is solved, the second driving shaft 120 is fixed on a shell (namely an integrated shell) of the differential 140 through a support piece 190, the position of the support piece 190 can be properly adjusted according to the transverse position of the integrated shell on a vehicle, and the transverse position of the support piece 190 and the intermediate connecting shaft 130 is balanced.

It should be noted that, shortening the sliding distance of the moving joints of the two driving shafts under different working conditions of the vehicle means: the sliding distance of the moving joint in the processes of wheel steering and up-down jumping is shortened.

Therefore, on one hand, by providing the intermediate connecting shaft 130, the lengths of the first drive shaft 110 and the second drive shaft 120 are more reasonable, the first drive shaft 110 and the second drive shaft 120 can be set to be equal in length, the maximum distance of sliding of the movable joint is reduced, and thus the lengths of the first housing 1131 of the first drive shaft 110 and the second housing 1231 of the second drive shaft 120 can be reduced, so as to achieve the purposes of weight reduction and cost reduction, and the natural frequencies of the first drive shaft 110 and the second drive shaft 120 can be reduced, so as to improve the NVH performance of the power assembly 100; on the other hand, by providing the support 190 such that the first driving shaft 110 and the second driving shaft 120 are supported by the intermediate connection shaft 130, the support 190, respectively, the arrangement of both the first driving shaft 110 and the second driving shaft 120 is made simpler.

In summary, according to the vehicle of the embodiment of the invention, on one hand, by providing the intermediate connecting shaft 130, the first driving shaft 110 and the second driving shaft 120 can be set to have the same length, and the second driving shaft 120 is supported by the supporting member 190, so that the natural frequencies of the first driving shaft 110 and the second driving shaft 120 can be initially reduced, the NVH performance of the powertrain 100 can be improved, and weight reduction and cost reduction of the powertrain 100 can be realized; on the other hand, the steering column of the steering assembly 200 and the steering gear 240 are spaced from the moving joint of the first driving shaft 110, so that interference between the steering column and the moving joint of the first driving shaft 110 can be avoided, the arrangement included angle and the limit working swing angle of the power assembly 100 can be adaptively adjusted, the space arrangement gap and the moment fluctuation between the steering assembly 200 and the boundary component can meet the use requirements, and the NVH performance of the vehicle and the transmission efficiency of the steering assembly 200 are further improved.

The first driving shaft 110 and the second driving shaft 120 are respectively supported by the intermediate connecting shaft 130 and the supporting member 190, so that the first shaft rod 111 and the second shaft rod 121 can be arranged in equal length, the natural frequencies of the first driving shaft 110 and the second driving shaft 120 are improved, and the problem of coupling vibration of boundary parts caused by too low natural frequencies is avoided.

As shown in fig. 5, according to some embodiments of the present invention, the support 190 comprises: the differential gear comprises a support body 191 and a fixing part 192 connected with the support body 191, an avoiding part is defined between the fixing part 192 and the support body 191, the second driving shaft 120 penetrates through the avoiding part to be in power connection with the differential gear 140, and the support body 191 is fixed with a shell of the differential gear.

Specifically, the support body 191 and the fixing portion 192 define a circular through hole through which the second driving shaft 120 can pass to cooperate with the differential 140, so that the fixing effect of the support 190 to the second driving shaft 120 is more stable, and the relative position of the support 190 on the second driving shaft 120 is adjustable to balance the lateral position of the support 190 and the intermediate connecting shaft 130.

It is understood that a first bearing is provided in the escape portion, an outer race of the first bearing is connected to the fixed portion 192, and an inner race of the first bearing is connected to the second drive shaft 120. In this way, on the premise that the second driving shaft 120 is fixed by the support 190, the rotational stability of the second driving shaft 120 can be ensured, so that the power transmission between the differential 140 and the second driving shaft 120 is more stable and reliable.

As shown in fig. 4 and 5, according to some embodiments of the present invention, the first driving shaft 110 includes: the first shaft lever 111, the first fixed joint 112 and the first movable joint 113 which are positioned at two ends of the first shaft lever 111, the first movable joint 113 is connected with the middle connecting shaft 130, and the first fixed joint 112 is connected with the wheel of the vehicle; the second driving shaft 120 includes: the second shaft rod 121, the second fixed joint 122 and the second movable joint 123 are located at two ends of the second shaft rod 121, the second movable joint 123 is connected with the differential 140, and the second fixed joint 122 is connected with another wheel of the vehicle.

That is, the intermediate connecting shaft 130 is disposed between the first driving shaft 110 and the differential 140 to effectively reduce the length of the first shaft 111 of the first driving shaft 110, and the intermediate connecting shaft 130 has a certain length to allow the integrated housing to be properly laterally moved, so that the lengths of the first shaft 111 and the second shaft 121 are more reasonable, thereby increasing the natural frequencies of the first driving shaft 110 and the second driving shaft 120.

Meanwhile, the lengths of the first shaft rod 111 and the second shaft rod 121 can be optimized to be the shortest, and the sliding distances of the first movable joint 113 and the second movable joint 123 under different working conditions of the vehicle can be shortened, so that the lengths of the first shell 1131 and the second shell 1231 are reduced, and the purposes of reducing weight and reducing cost are achieved.

In some embodiments, the first shaft 111 is the same length as the second shaft 121. In other words, on the premise of considering the feasibility of the integrated shell in the transverse arrangement space, the lengths of the first shaft rod 111 and the second shaft rod 121 are the same, so that the acceleration deviation in the acceleration process of the power assembly 100 can be eliminated, and the adverse effect of the acceleration deviation on the power assembly 100 is avoided.

Preferably, dust covers are disposed outside the first fixed joint 112, the first movable joint 113, the second fixed joint 122 and the second movable joint 123. Therefore, dust and foreign matters can be prevented from entering the first driving shaft 110 or the second driving shaft 120, and the working stability of the power assembly 100 can be improved.

As shown in fig. 3, the first housing 1131 of the first movable joint 113 is in power connection with the intermediate connecting shaft 130, the intermediate connecting shaft 130 is in power connection with one of the side gears of the differential 140, the second housing 1231 of the second movable joint 123 is fixed to the housing of the differential 140 by the support 190, and the second housing 1231 is in power connection with the other of the side gears of the differential 140.

Specifically, the first housing 1131 is power-connected to the intermediate connecting shaft 130 through first splines, and the second housing 1231 is power-connected to the other side gear of the differential 140 through second splines.

In a specific embodiment, the first casing 1131 is provided with a first internal spline, the intermediate connecting shaft 130 is provided with a first external spline matched with the first internal spline, and the first internal spline and the first external spline are matched to realize the power connection between the first driving shaft 110 and the intermediate connecting shaft 130; the second housing 1231 is provided with a second external spline, and the other side gear of the differential 140 is provided with a second internal spline which is matched with the second external spline, and the second external spline and the second internal spline are matched to realize the power connection between the differential 140 and the second driving shaft 120.

Thus, the first housing 1131 and the intermediate connecting shaft 130 are engaged with each other through the first inner spline and the first outer spline to realize power transmission and connection, and the second housing 1231 and one of the other side gears are engaged with each other through the second inner spline and the second outer spline to realize power transmission and connection, so that the power transmission and connection between the first driving shaft 110 and the second driving shaft 120 and the differential gear 140 are more stable and reliable, and the working stability of the power assembly 100 is improved.

It can be understood that a first clamp spring is arranged on the first casing 1131, a first clamp spring groove matched with the first clamp spring is arranged on the intermediate connecting shaft 130, a second clamp spring is arranged on the second casing 1231, a second clamp spring groove matched with the second clamp spring is arranged on the other half axle gear, a third clamp spring groove is arranged on one half axle gear, and a third clamp spring matched with the third clamp spring groove is arranged on the intermediate connecting shaft 130. This effectively increases the stability of the connection between the first casing 1131 and the intermediate connecting shaft 130, between the second casing 1231 and one of the side gears, and between the intermediate connection and one of the side gears, and thus increases the structural stability of the power unit 100.

As shown in fig. 3, the intermediate connecting shaft 130 is power-connected to one of the side gears of the differential 140 through a third spline.

In other words, the end of the intermediate connecting shaft 130 connected to the differential 140 is provided with third external splines, and one of the side gears of the differential 140 is provided with third internal splines that are engaged with the third external splines. In this way, the intermediate connecting shaft 130 and one of the side gears of the differential 140 are connected and power-transmitted by the key-fit of the third inner spline and the third outer spline, and the power transmission effect between the differential 140 and the intermediate connecting shaft 130 can be further improved.

It should be noted that one of the side gears is a left side gear, and the other side gear is a right side gear; one of the side gears is a right side gear, and the other side gear is a left side gear.

Further, an oil seal 180 is provided at the fitting of the housing of the differential 140 and the bore of the intermediate connecting shaft 130.

It can be understood that, the intermediate connecting shaft 130 is directly press-fitted to the speed reducer, the integration level is high, and the oil seal 180 is arranged at the hole-diameter matching position of the shell of the speed reducer and the intermediate connecting shaft 130, so that the sealing performance between the speed reducer and the intermediate connecting shaft 130 is improved, in the assembling process of the power assembly 100, the intermediate connecting shaft 130 does not need to be disassembled, the oil leakage of the speed reducer and the abrasion damage of the oil seal 180 can be avoided, the dismounting convenience of the power assembly 100 is higher, and the cost is lower.

Further, a seal 170 is provided at the hole of the first housing 1131, which is fitted to the intermediate connection shaft 130. First removal festival 113 sets up to detachably with intermediate junction axle 130 to cooperate spacingly through jump ring and draw-in groove cooperation, improve the leakproofness through sealing member 170, can realize dustproof, waterproof, in order to improve the cooperation stability of first drive shaft 110 with intermediate junction axle 130.

As shown in fig. 6, the steering assembly 200 includes: a steering input shaft 210, a steering output shaft 220, a steering intermediate shaft 230, and a steering gear 240.

A steering intermediate shaft 230 is arranged between the steering input shaft 210 and the steering output shaft 220, and a steering gear 240 is connected with the steering output shaft 220; wherein the included angle between the steering input shaft 210 and the steering intermediate shaft 230 is beta 1, the included angle between the steering intermediate shaft 230 and the steering output shaft 220 is beta 2, and ≦ 0 ≦ beta 1-beta 2 | ≦ 3.3.

Referring to fig. 7, it can be understood that an included angle between the axis of the steering input shaft 210 and the axis of the steering intermediate shaft 230 is β 1, an included angle between the axis of the steering intermediate shaft 230 and the axis of the steering output shaft 220 is β 2, and further, a difference value between β 1 and β 2 is within the above range, so that the difference value between β 1 and β 2 is as small as possible, the unilateral torque fluctuation rate of the steering assembly 200 can be effectively reduced, the unilateral torque fluctuation rate is less than or equal to 5%, the steering torque fluctuation is reduced, and the use experience is improved.

According to the steering assembly 200 for the vehicle, provided by the embodiment of the invention, the difference value between the included angles β 1 and β 2 is more reasonable, so that the fluctuation of the steering torque can be effectively reduced, and the transmission efficiency between the steering input shaft 210 and the steering intermediate shaft 230 of the steering assembly 200 and between the steering intermediate shaft 230 and the steering output shaft 220 can be improved, so that the use experience of the steering assembly 200 can be improved.

According to some embodiments of the present invention, β 1 and β 2 are both less than 30 °, a first universal joint is provided between the steering input shaft 210 and the steering intermediate shaft 230, and a second universal joint is provided between the steering intermediate shaft 230 and the steering output shaft 220.

It can be understood that based on the influence of factors such as the transmission efficiency of the steering column and the steering intermediate shaft 230 and the service life of the universal joint, the angle between beta 1 and beta 2 is acute, so that the use requirement can be met, further, the angle between beta 1 and beta 2 is smaller than 30 degrees in the application, the transmission efficiency of the steering assembly 200 can be improved, and the service life of the universal joint can be prolonged.

As shown in fig. 7, the connection point of the steering assembly 200 to the subframe of the vehicle is located on the front side of the wheel center of the vehicle.

The steering assembly 200 of the present application is configured in a front steering trapezoidal arrangement, that is, the connection point of the steering gear 240 and the subframe is located at the front side of the wheel center (in the X direction of the vehicle), so that the boundary gap between the steering assembly 200 and the powertrain 100 is larger, the boundary gap requirement is met, and the interference between the steering assembly 200 and the powertrain 100 can be avoided.

According to some embodiments of the invention, the steering input shaft 210 is angled less than 30 ° from the XY plane of the vehicle. This can improve the operational stability of the steering assembly 200.

As shown in fig. 1, 2 and 6, a vehicle according to an embodiment of the second aspect of the invention includes: the suspension structure in the above embodiment.

According to the vehicle provided by the embodiment of the invention, the suspension structure has the technical effect consistent with that of the suspension structure, and the description is omitted.

In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are not to be considered limiting of the invention.

In the description of the present invention, "the first feature" and "the second feature" may include one or more of the features.

In the description of the present invention, "a plurality" means two or more.

In the description of the present invention, the first feature being "on" or "under" the second feature may include the first and second features being in direct contact, and may also include the first and second features being in contact with each other not directly but through another feature therebetween.

In the description of the invention, "above", "over" and "above" a first feature in a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is higher in level than the second feature.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A suspension structure of a vehicle, characterized by comprising:

a steering assembly (200), the steering assembly (200) being adapted to steer front wheels of the vehicle, the steering assembly (200) comprising: the steering gear comprises a steering gear (240) and a steering pull rod (250), wherein the steering gear (240) is arranged on the steering pull rod (250), and an outer spherical hinge point and an inner spherical hinge point of the steering pull rod (250) are both positioned on the front side of the wheel center of a front wheel of the vehicle;

a powertrain (100), the powertrain (100) comprising: a first drive shaft (110), a second drive shaft (120) and an intermediate connecting shaft (130); wherein

The steering linkage (250) of the steering assembly (200) is located on the front side of the drive shaft of the drive assembly (100), the first drive shaft (110) is arranged on one side of the differential (140) of the vehicle, the second drive shaft (120) is arranged on the other side of the differential (140) of the vehicle, the intermediate connecting shaft (130) is arranged between the first drive shaft (110) and the differential (140) so that the steering assembly (200) and the drive assembly (100) do not interfere spatially, and the second drive shaft (120) and the intermediate connecting shaft (130) are respectively in power connection with the differential (140) of the vehicle.

2. The suspension structure of a vehicle according to claim 1,

the first drive shaft (110) comprises: the first shaft lever (111), the first fixed joints (112) and the first movable joints (113) are located at two ends of the first shaft lever (111), the first movable joints (113) are connected with the middle connecting shaft (130), and the first fixed joints (112) are connected with wheels of the vehicle.

3. The suspension structure of a vehicle according to claim 1, wherein the second drive shaft (120) includes: the differential mechanism comprises a second shaft rod (121), a second fixed joint (122) and a second movable joint (123), wherein the second fixed joint (122) and the second movable joint (123) are positioned at two ends of the second shaft rod (121), the second movable joint (123) is connected with the differential mechanism (140), and the second fixed joint (122) is connected with the other wheel of the vehicle.

4. The suspension arrangement of a vehicle according to claim 2 or 3, characterized in that the first housing (1131) of the first mobile joint (113) is in power connection with the intermediate connecting shaft (130), the intermediate connecting shaft (130) being in power connection with one of the side gears of the differential (140), the second housing (1231) of the second mobile joint (123) being fixed to the housing of the differential (140) by means of a support (190), the second housing (1231) being in power connection with the other of the side gears of the differential (140).

5. The suspension structure of a vehicle according to claim 4, wherein the first housing (1131) is dynamically connected with the intermediate connecting shaft (130) by a first spline; the second housing (1231) is dynamically connected to the other side gear of the differential (140) through a second spline.

6. The suspension structure of a vehicle according to claim 5, wherein a first clamp spring is arranged on the first housing (1131), a first clamp spring groove matched with the first clamp spring is arranged on the intermediate connecting shaft (130), a sealing member (170) is arranged at the position where the first housing (1131) is matched with the hole diameter of the intermediate connecting shaft (130), a second clamp spring is arranged on the second housing (1231), and a second clamp spring groove matched with the second clamp spring is arranged on the other side gear.

7. The suspension structure of a vehicle according to claim 5, wherein the intermediate connecting shaft (130) is dynamically connected to one of the side gears of the differential (140) through a third spline, the one side gear is provided with a third snap spring groove, and the intermediate connecting shaft (130) is provided with a third snap spring engaged with the third snap spring groove.

8. The suspension structure of a vehicle according to claim 7, wherein an oil seal (180) is provided where a housing of the differential (140) is fitted to a bore of the intermediate connecting shaft (130).

9. The suspension structure of a vehicle according to claim 1, wherein the steering assembly (200) further comprises: the steering mechanism comprises a steering input shaft (210), a steering output shaft (220) and a steering intermediate shaft (230), wherein the steering intermediate shaft (230) is arranged between the steering input shaft (210) and the steering output shaft (220), and a steering gear (240) is connected with the steering output shaft (220); wherein the content of the first and second substances,

the included angle between the steering input shaft (210) and the steering intermediate shaft (230) is beta 1, the included angle between the steering intermediate shaft (230) and the steering output shaft (220) is beta 2, and ≦ 0 ≦ beta 1-beta 2 | ≦ 3.3.

10. The suspension structure of a vehicle according to claim 9, characterized in that both of β 1 and β 2 are less than 30 °.

11. The suspension arrangement of a vehicle according to claim 9, characterized in that the angle between the steering input shaft (210) and the XY-plane of the vehicle is less than 30 °.

12. A vehicle, characterized by comprising: the suspension structure of a vehicle according to any one of claims 1 to 11.