CN201665138U - Anti-roll and yaw suspension device - Google Patents

Abstract

The utility model discloses an anti-rolling and yaw suspension device, which comprises a plurality of single-wheel suspension sub-devices arranged under the vehicle body and between the wheels. The buffer component on the vehicle body and the other end is fixed on the steering knuckle of the wheel or on the wheel bracket, and also includes: a transverse arm, which is arranged transversely relative to the vehicle body and one end of which is rotatably connected to the steering knuckle of the wheel or fixed on the wheel on the wheel bracket; and the cross bar, the intersection of which is rotationally connected, the upper end and lower end of one side of the cross bar are respectively rotatably connected to the vehicle body and the cross arm, and the upper end and lower end of the other side are respectively Slidingly connected to the body and the cross arm, and making the connection points of the cross bar on the cross arm and the body form a first rectangular shape when the car is at rest, and when the body and wheels move relative to each other, each connection point forms a A series of rectangular shapes. It can significantly improve the handling stability and ride comfort of the car.

Description

Anti-roll and yaw suspension device

【Technical field】

The utility model relates to a suspension device, in particular to a suspension device capable of effectively preventing roll and yaw of a vehicle body, and belongs to the technical field of automobiles.

【Background technique】

Modern automobile technology is developing at a high speed day by day, and the suspension technology is one of the important technologies that affect the car's handling stability, smoothness, driving comfort, and even driving safety performance. However, in the prior art, when the vehicle is driving on an uneven road surface or in a curved manner, the vehicle body supported by the suspension will roll, and at this time, the suspension guide rod system will cause relative movement and deformation. The rolling and yaw problems of the vehicle body that appear will affect the above-mentioned vehicle handling and safety performance. In this regard, the impact of car body roll and yaw problems on car performance can be specifically explained from the following five aspects, among which:

First, for general independent suspensions (such as wishbone independent suspensions, candle suspensions, McPherson suspensions, multi-link suspensions, etc.), when the suspension deforms, the wheel plane will produce Tilting changes the distance between the wheels on both sides and the contact point of the road surface - the wheel base, which will cause the tires to slide laterally relative to the ground, thereby destroying the normal adhesion between the tires and the ground. In addition, when this type of suspension is applied to the steering wheel, the positioning angle of the kingpin and the camber angle of the wheel will change to varying degrees, which will have a certain impact on the steering manipulation.

Second, the suspension of modern cars is generally very soft. When turning at high speed or driving on uneven roads, the body will produce large lateral tilt and lateral angular vibration, and the body will roll around the side under the action of lateral force. The tilt axis produces a rotation angle, that is, the body roll angle (the roll angle is an important indicator for evaluating the stability and ride comfort of a car). For handling stability, an excessively large roll angle will make the driver feel unstable and unsafe; for ride comfort, a car with excessive roll will make passengers feel uncomfortable. However, if the roll angle is too small and the roll angle stiffness of the suspension is large, when one wheel of the car encounters a bump or a pit, the cabin will feel an impact, so the ride comfort is poor. The yaw motion of the car body will affect the directional stability of the car, and more seriously, if the yaw rate of the car cannot converge, it will cause the car to slide sideways or roll over.

Third, when a roll occurs, the vertical load will be redistributed on the left and right wheels of the car and affect the steady-state response of the car. Under normal working conditions, the vertical loads of the left and right wheels of the car are roughly equal. However, when the car is driving in a curve, the vertical load is not equal on the left and right wheels due to the rolling moment. This affects the tire's cornering characteristics, causing changes in the car's steady-state response. At this point, some vehicles may even go from understeer to oversteer.

Fourth, when a roll occurs, the camber angle of the wheel will change. At this time, due to the different suspension forms, there are three situations for the change of the wheel camber: remain unchanged, tilt along the direction of the lateral reaction force of the ground, and tilt along the opposite direction of the direction of the lateral reaction force of the ground. When the body rolls, the non-independent suspension wheels remain vertical. The double-wishbone independent suspension with short upper wishbone and long lower wishbone can generally keep its outer wheel perpendicular to the ground, but it also has a little roll. The upper and lower cross arms are equal in length and parallel to the double wishbone, and the wheel inclination direction of the single trailing arm independent suspension is opposite to the direction of the lateral force on the ground, which has the effect of increasing the side slip angle (absolute value). When the single-wishbone independent suspension has a small lateral acceleration, the wheel's inclination direction is the same as the ground lateral force, which has the effect of reducing the side slip angle. However, when the lateral acceleration is large, the body equipped with single-wishbone independent suspension may be significantly raised, the inner wheel is off the ground, the outer wheel is inclined against the direction of the lateral force on the ground, the side slip angle increases, and the vehicle handling stability It suddenly became bad, so few single-wishbone independent suspensions are used now. Therefore, when the car is running straight on the uneven ground, due to the roll camber angle, the up and down jump of the wheel will cause the wheel camber angle to change continuously, which will produce a corresponding change in the camber lateral force and affect the straight line driving stability of the car.

Fifth, when a roll occurs, the wheel steering angle will change. Under the action of lateral force, the body rolls, and the roll of the body will cause the front steering wheel to rotate around the kingpin, and the rear wheel to rotate around the axis perpendicular to the ground, that is, the change of the wheel steering angle, which is called "roll steering" , also known as "roll interference steering". Depending on the direction and amount of front and rear roll steer, the amount of understeer of the car may increase or decrease. Moreover, when a car with a roll steering effect is running straight, the wheels will also have a certain steering angle due to the beating of the wheels relative to the body caused by the uneven road surface, which will affect the straight-line driving stability of the car, so modern cars tend to be reduced. Roll vector.

To sum up, it can be seen that the existing automobile suspension mechanism cannot fundamentally solve the roll and yaw motion of the automobile body, which will have a great impact on the handling stability, ride comfort, and even driving safety performance of the automobile. , so there is an urgent need for an improved new suspension device to solve this problem.

【Content of utility model】

In view of this, the purpose of this utility model is to provide an improved suspension device, which can effectively suppress the roll and yaw phenomena of the automobile body, and can overcome the existing suspension technology that cannot fully and effectively control the side of the vehicle body. The defects of tilting and yaw motion can be eliminated, so as to improve the vehicle handling stability, ride comfort and safety performance.

For realizing above-mentioned utility model purpose, the technical scheme that the utility model adopts is as follows:

An anti-roll and yaw suspension device, which includes a plurality of single-wheel suspension sub-devices installed under the vehicle body and between the wheels, the single-wheel suspension sub-devices include buffer components, and the buffer One end of the component is hinged on the vehicle body, and the other end is fixed on the steering knuckle or the wheel bracket of the wheel. The single wheel suspension sub-device also includes:

a cross arm, which is arranged laterally relative to the vehicle body, and one end of which is rotatably connected to the steering knuckle of the wheel or fixedly mounted on the wheel bracket of the wheel; and

A cross bar, the intersection of which is rotationally connected, the upper end and lower end of one side of the cross bar are respectively rotatably connected to the vehicle body and the cross arm, and the upper end and lower end of the other side are respectively Slidingly connected on the vehicle body and the cross arm, and making the connection points of the cross bar on the cross arm and the vehicle body form a first rectangular shape when the car is in a stationary state, and in the When the vehicle body and the wheels move relative to each other, the connecting points form a series of rectangular shapes.

Preferably, the cross arm is located on the steering knuckle of the wheel or the connection point on the wheel bracket, the buffer component is located on the steering knuckle of the wheel or the connection point on the wheel bracket, and the buffer component is located on the vehicle The connecting points on the body are all on the same straight line, and said straight line is perpendicular to the horizontal ground when the car is at rest.

Preferably, the connection point of the cross bar on the cross arm can be connected to form a straight line parallel to the horizontal ground when the vehicle is in a stationary state.

Preferably, the cross bar is composed of two connecting rods having equal lengths and crossing symmetrically in the center.

Preferably, the series of rectangles includes a rectangle having the same size as the first rectangle.

Preferably, at least one of the joints is provided with a rubber bushing.

Preferably, the buffer component is composed of a shock absorber and a coil spring assembly.

Preferably, the vehicle body comprises a monocoque body, a frame, a subframe and chassis components connected to the frame.

Preferably, the single-wheel suspension sub-assemblies are installed on the wheels in pairs and symmetrically transversely relative to the vehicle body.

Preferably, the suspension device includes four single-wheel suspension sub-assemblies, which are symmetrically installed on the two front wheels and the two rear wheels of the car; or, the suspension device includes two The single-wheel suspension sub-device is respectively symmetrically installed on the two front wheels or the two rear wheels of the automobile.

Specifically, the idea of the utility model to solve the aforementioned technical problems is: according to the basic geometric theory of "a quadrilateral whose diagonals bisect each other is a parallelogram" and "a parallelogram whose diagonals are equal is a rectangle", it can be seen that in the above In the listed embodiment, two connecting rods of equal length cross symmetrically to form a cross member, and its two connecting points on the cross arm and two connecting points on the vehicle body jointly form a rectangle. Moreover, during the process of relative motion between the body and the wheels, the transverse lines between the two connection points on the body and the two connection points on the cross arm are always parallel to each other, and the two rotational connections on the body and cross arm respectively The respective longitudinal lines of the point and the two sliding connection points are also perpendicular to the aforementioned two pairs of horizontal lines, that is, during the movement, the above four connecting points still form a series of rectangular shapes of different sizes. In this way, when the car is running in a curve, the car body will have a tendency to tilt and swing laterally. However, due to the above-mentioned structural characteristics of the improved suspension, the cross arm and the body are immediately restrained parallel to the body, so the suspension will reduce the sideways movement that has already occurred. The lateral force is converted into the vertical force, that is, the roll of the vehicle body is converted into the vertical motion of the vehicle body, and the vertical motion can also be effectively controlled as long as the damping force of the buffer component is increased. In addition, since a fixed rotating joint is provided on the one-side vehicle body and the cross arm to realize the rotational connection, the connecting line of these two rotating joints is also constrained to be always perpendicular to the vehicle body, thereby effectively controlling the relative movement of the vehicle body. The lateral swing of the wheels can significantly improve the handling stability and smoothness of the car. When the car is running on an uneven road surface (for example, the wheel encounters a boss or a pit), the above-mentioned wheel and cross arm will move up and down along the direction perpendicular to the vehicle body, so that the wheel will not produce a change in track, and The kingpin positioning angle and wheel camber will not change greatly, so the adhesion between the car tire and the ground is improved, and the influence on steering manipulation is minimized, and the wheel camber and wheel steering angle are smaller The changes also further reduce the impact on the car's straight-line stability.

The beneficial effect of the utility model is that: compared with the existing suspension device, the anti-roll and yaw suspension device can effectively restrain the car body from appearing when the car is running on a curve or on an uneven road surface. Roll and yaw phenomenon, reduce the degree of lateral roll and lateral angular vibration of the car, so that not only the wheels of non-independent suspension maintain the vertical state when rolling, but also have the advantage of independent suspension when driving on uneven roads The advantage of being able to reduce road impact. Adopting the utility model can significantly improve the stability and smoothness of the automobile handling, and improve the safety and stability of the automobile running under various working conditions.

【Description of drawings】

The technical solutions of the present utility model will be further described in detail below in conjunction with the accompanying drawings and embodiments. in:

Fig. 1 is a structural schematic diagram of a preferred embodiment of the present utility model installed on the front axle of an automobile;

Fig. 2 is a structural schematic view of a preferred embodiment of the present invention installed on the rear axle of an automobile;

Fig. 3 is another preferred embodiment of the present invention is installed in the structural representation of automobile front axle; With

Fig. 4 is a structural schematic view of another preferred embodiment of the present invention installed on the rear axle of a car.

Explanation of reference signs:

1 The first connecting rod 2 The second connecting rod

3 Cross arm 4 Buffer component

5 1st revolving pair 6 2nd sliding pair

7 The second rotating pair 8 The first sliding pair

9 Cross revolving joint 10 Ball joint

11 Fixed pair of buffer parts and wheel steering knuckles

11’ fixed pair of cushioning parts and wheel brackets

12 Body 13 Front Wheel

13’ rear wheel 14 steering knuckle

14’ wheel bracket 15 slide rail

16 Rotary joint of cross arm and wheel steering knuckle 16' fixed joint of cross arm and wheel bracket

【Detailed ways】

The suspension device of the present utility model is composed of a plurality of single-wheel suspension sub-devices that are flexibly configured for a single automobile wheel according to actual needs. Preferably, a single-wheel suspension sub-device can be configured for each wheel. Therefore, the best effect of suppressing the roll and yaw of the vehicle body can be achieved. Please refer to Fig. 1, it is a structural schematic diagram that a preferred embodiment of the suspension device of the present utility model is installed on the automobile front axle. As shown in this figure, at this time, two single-wheel suspension sub-assemblies are arranged laterally symmetrically corresponding to the two front wheels of the automobile. Between the wheels 13, each single-wheel suspension sub-assembly specifically includes a buffer component 4, a cross arm 3 and a cross bar. The following will describe in detail the structural features, arrangement positions and connection relationship with other surrounding components of these components.

In a single-wheel suspension sub-device, the buffer component 4 is used to eliminate the impact caused by vibration and shock as much as possible through damping and buffering, and it can be realized by using any known prior art. Of course, the most common buffer component is a shock absorber and a coil spring assembly, which not only has a simple structure, stable and reliable performance, but also has very low manufacturing and maintenance costs. One end of the buffer component 4 is connected to the vehicle body 12 through a ball joint 10, and its other end is fixed on the steering knuckle 14 of the front wheel 13 by the fixed pair 11 of the buffer component and the wheel steering knuckle. The cross arm 3 is horizontally arranged below the vehicle body 12, and one end of the cross arm 3 is rotatably connected to the steering knuckle 14 of the front wheel 13 by the turning pair 16 of the cross arm and the wheel steering knuckle. In this preferred embodiment, the cross bar is composed of a first connecting rod 1 and a second connecting rod 2 that are completely equal in length and symmetrically intersected in the center. The intersections are connected by the cross rotating pair 9 to realize the rotation between them. Referring to Fig. 1 again, in the cross bar that the first connecting rod 1 and the second connecting rod 2 constitute, the upper end (that is, the upper end of the first connecting rod 1) and the lower end (that is, the upper end of the first connecting rod 1) on one side of the cross bar The lower end of the second connecting rod 2) is rotatably connected to the vehicle body 12 and the cross arm 3 through the first swivel pair 5 and the second swivel pair 7 respectively, while the upper end of the other side of the cross bar (i.e. the second connection The upper end of the rod 2), the lower end (that is, the lower end of the first connecting rod 1) are slidably connected to the vehicle body 12 through the second sliding pair 6 and the first sliding pair 8 respectively (cooperating with the slide rail 15 on the vehicle body) , on the cross arm 3; through the above-mentioned structural arrangement, when the automobile is in a stationary state, the connection line between the first rotating pair 5 and the first sliding pair 6, and the connecting line between the second rotating pair 7 and the second sliding pair 8 are mutually Parallel and equal, and the connecting line between the first rotating pair 5 and the second rotating pair 7 is perpendicular to the connecting line between the second rotating pair 7 and the second sliding pair 8, so the above-mentioned four connecting pairs (that is, cross The rods are located at four connection points on the cross arm 3 and the vehicle body 12) to form an initial first rectangular shape. Moreover, when the automobile is at rest, the connecting line between the rotating pair 7 and the sliding pair 8 is parallel to the horizontal ground, but it is not necessarily required for the ball joint 10 that it must be connected with the first rotating pair 5 and the second sliding pair. Vice 6 is on a straight line. In addition, when the vehicle body 12 and the front wheels 13 move relative to each other, the above four connection points of the cross bar on the transverse arm 3 and the vehicle body 12 will form a series of rectangular shapes. Due to the relative movement between the vehicle body 12 and the front wheel 13 and the amount of relative movement is constantly changing, the size of the above-mentioned series of rectangles is also constantly changing. Rectangles of the same size.

Therefore, under certain operating conditions of the vehicle, when the vehicle body tends to tilt and swing laterally, based on the above-mentioned improved suspension structure characteristics, parallel constraints are generated between the cross arm 3 and the vehicle body 12, and the suspension The frame device will convert the generated lateral force into a vertical force, that is, the roll of the vehicle body will be converted into a vertical motion of the vehicle body, so that the damping and buffering effects of the buffer component 4 can be fully exerted and directly affect the vertical direction. The direction of movement is effectively controlled.

It is worth noting that, in order to further optimize the technical effect of the suspension device, it is also preferable to connect the rotating joint 16 or the fixed joint 16' (that is, the cross arm 3 is located on the steering knuckle 14 of the wheel or the wheel bracket 14 '). point), the ball joint 10 (that is, the connection point where the buffer component 4 is located on the vehicle body 12), and the fixed pair 11 or 11' (that is, the connection point between the buffer component 4 and the wheel steering knuckle 14 or wheel bracket 14') are arranged so that they The connection line of the car is on the same straight line, and the straight line is perpendicular to the horizontal ground when the car is at rest, so that the handling stability and smoothness of the car can be better improved.

In this embodiment, the body 12 can be a load-bearing body, or a frame, a sub-frame or a chassis component connected to the frame. In addition, for the above-mentioned joints between the vehicle body, cross arms, cross bars and buffer components, rubber bushings can be added to some of the joints or all of the joints to protect the parts. , and reduce component vibration and noise.

Fig. 2 is a structural schematic diagram of installing the above-mentioned preferred embodiment of the present invention on the rear axle of a car. As shown in Figure 2, the structure and arrangement of the anti-rolling and yaw suspension device at this time are basically the same as those described above, the difference is that at this time, the fixed pair 11' of the buffer component and the wheel bracket The buffer component 4 is fixed on the wheel bracket 14' of the rear wheel 13', and one end of the cross arm 3 is fixed on the wheel bracket 14' of the rear wheel 13' through the fixed pair 16' of the cross arm and the wheel bracket.

As shown in Fig. 1 and Fig. 2, a complete anti-roll and yaw suspension device can be formed by adopting four single-wheel suspension sub-assemblies, and these single-wheel suspension sub-assemblies are horizontally mounted one by one It is installed symmetrically on the two front wheels and the two rear wheels of the car. Of course, only two single-wheel suspension sub-assemblies can also be used, and they are symmetrically installed on the two front wheels or the two rear wheels at the same time. In addition, if intermediate wheels are also provided on the vehicle, it is also conceivable to equip these wheels with the above-mentioned single-wheel suspension sub-assembly. Generally speaking, adopting a completely symmetrical arrangement can optimally carry or decompose the force, which is most conducive to preventing and eliminating the roll and yaw phenomenon of the car body, thereby improving the car's handling stability, ride comfort and safety performance. Of course, since the actual conditions of specific vehicles may vary widely, it is not excluded that in some cases an asymmetrical method may be considered to be more helpful to achieve the above-mentioned purpose.

Fig. 3 and Fig. 4 show the structural schematic diagrams of another preferred embodiment of the present invention installed on the front axle and the rear axle of the automobile respectively. In this embodiment, the first connecting rod 1 and its constraint pair (comprising the first rotating pair 5 and the first sliding pair 8), the second connecting rod 2 and its constraining pair (including the second rotating pair 7 and The position of the second sliding pair 6) has been exchanged, but the constraint relationship between the two remains unchanged, so the effect that the suspension device after the exchange and the suspension device of the above-mentioned embodiment before the exchange can achieve is identical. In this embodiment, since the construction and arrangement of other components are completely similar to those described above, they will not be repeated here.

In yet another preferred embodiment of the present utility model (not shown), it is also possible to add a third connecting rod on the aforesaid cross bar as required, and make the third connecting rod also pass through the first connecting rod. The cross rotation pair between the rod and the second connecting rod is sandwiched between these two connecting rods, and the upper end and lower end of the third connecting rod are respectively slidably connected to the vehicle body bottom and the cross arm respectively and will not It affects the aforementioned first rectangular shape formed when the automobile is at rest and the rectangular shape formed when the vehicle body and the front wheels move relative to each other. Through the above structural improvements and changes, the rigidity and durability of the cross bar as a key component can be enhanced.

In yet another preferred embodiment of the present utility model (not shown), the first connecting rod 1 and the second connecting rod 2 are all repurposed as hollow rods or side hollow rods under the premise of ensuring strength, so as to Minimize the weight of the entire suspension device to avoid extra daily fuel consumption due to its overweight.

In yet another preferred embodiment of the present utility model (not shown), it is also possible to change the first connecting rod or the second connecting rod or these two connecting rods into a fork structure at the same time, such as an "A-arm", That is to say, one connection point between the connecting rod and the vehicle body or the cross arm is changed to two connection points, so as to increase the driving stability of the vehicle, and the cross arm can also be changed into a fork-shaped or multi-branch structure.

In summary, the anti-rolling and yaw suspension device has a simple structure, stable and reliable performance, and compared with the existing suspension device, it can effectively suppress the roll and roll of the vehicle body by improving the design of the structure. The yaw phenomenon, reducing the degree of lateral roll and lateral angular vibration of the car, can significantly improve the stability and ride comfort of the car, and then improve the safety performance of the car.

A number of specific examples have been listed above to illustrate the anti-rolling and yaw suspension device of the present invention in detail. These examples are only for explaining the principle of the present invention and its implementation, rather than limiting the present invention. Without departing from the spirit and scope of the present invention, those skilled in the art can also make various deformations and improvements, for example, the cross bar disclosed herein can be in the form of a non-straight bar; In practice, the rotating connection methods between the components and the vehicle body, between the connecting rod and the vehicle body and the cross arm, and between the connecting rods may include but not limited to traditional spherical hinges, hemispherical hinges, rotary joints, bushings, etc. Any type of flexible connection in the form of other forms, the above-mentioned movable connection method can also be used between the buffer component and the steering knuckle of the wheel or the wheel bracket if the requirements are met, and the buffer component is connected to one end of the steering knuckle of the wheel or the wheel bracket It can also be connected to the cross arm or connecting rod. The shock absorber and coil spring in the buffer part can also be installed separately. In the aforementioned sliding connection method, not only the sliding pair can be used, but also the Adopt the method of cylindrical pair connection; in some specific cases, the single-wheel suspension sub-device is only installed on one side of the vehicle body instead of the horizontal symmetrical installation as mentioned above, etc., so all equivalent technical solutions should belong to The scope of the utility model is not limited by the claims of the utility model.

Claims (10)

1. A suspension device for anti-rolling and yaw, which comprises a plurality of single-wheel suspension sub-devices installed between the vehicle body below and between the wheels, said single-wheel suspension sub-devices comprise buffer components, so One end of the buffer component is hinged on the vehicle body, and the other end is fixed on the steering knuckle or the wheel bracket of the wheel. It is characterized in that the single wheel suspension sub-device also includes: a cross arm, which is arranged laterally relative to the vehicle body, and one end of which is rotatably connected to the steering knuckle of the wheel or fixedly mounted on the wheel bracket of the wheel; and A cross bar, the intersection of which is rotationally connected, the upper end and lower end of one side of the cross bar are respectively rotatably connected to the vehicle body and the cross arm, and the upper end and lower end of the other side are respectively Slidingly connected on the vehicle body and the cross arm, and making the connection points of the cross bar on the cross arm and the vehicle body form a first rectangular shape when the car is in a stationary state, and in the When the vehicle body and the wheels move relative to each other, the connecting points form a series of rectangular shapes. 2. The anti-rolling and yaw suspension device according to claim 1, characterized in that, the cross arm is located at the steering knuckle of the wheel or the connection point on the wheel bracket, and the buffer member is located at the The steering knuckle of the wheel or the connection point on the wheel bracket and the connection point of the buffer component on the vehicle body are all on the same straight line, and the straight line is perpendicular to the horizontal ground when the vehicle is in a stationary state. 3. The anti-rolling and yaw suspension device according to claim 1, characterized in that, the connection point of the cross bar on the cross arm can be connected to a horizontal axis when the vehicle is at rest. Straight lines on the ground. 4 . The anti-rolling and yaw suspension device according to claim 1 , characterized in that, the cross bar is composed of two connecting rods with equal lengths and symmetrically intersecting in the center. 5. The anti-roll and yaw suspension device according to claim 1, wherein said series of rectangles includes a rectangle having the same size as said first rectangle. 6 . The anti-roll and yaw suspension device according to claim 1 , wherein at least one of the joints is provided with a rubber bushing. 7 . 7. The anti-roll and yaw suspension device according to claim 1, wherein the buffer member is composed of a shock absorber and a coil spring assembly. 8. The anti-roll and yaw suspension device of claim 1, wherein the vehicle body comprises a monocoque body, a frame, a subframe, and chassis components connected to the frame. 9. The anti-roll and yaw suspension device according to any one of claims 1-8, characterized in that, the single-wheel suspension sub-device is arranged symmetrically in pairs relative to the vehicle body laterally on the wheels. 10. The anti-rolling and yaw suspension device according to claim 9, characterized in that, the suspension device comprises four single-wheel suspension sub-devices, which are symmetrically installed on the two sides of the automobile respectively. or, the suspension device includes two single-wheel suspension sub-devices, which are respectively symmetrically installed on the two front wheels or the two rear wheels of the vehicle.

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