CN210881580U - Suspension system, chassis and vehicle - Google Patents

Abstract

The utility model discloses a suspension system, a chassis and a vehicle, which comprises a suspension guide mechanism, a lever and a shock absorber; and a drive mechanism. When the suspension system works, when the driving mechanism runs in the first direction, the power output end of the driving mechanism upwards pushes the driving end, the driven end pushes the shock absorber to move downwards, and the distance between the wheel hub and the frame is increased, so that the distance between the frame and the ground is increased; when the driving mechanism runs in the second direction, the power output end of the driving mechanism pulls the driving end downwards, and the driven end drives the shock absorber to move upwards; wherein, the first direction is opposite to the second direction, and the distance of wheel hub relative to the frame diminishes to the distance of frame and ground has been reduced. To sum up, adopt the utility model discloses a suspension system can the active adjustment frame with the distance on ground, consequently, can be according to the adjustment suspension system that the road surface condition of difference corresponds to suspension system has been extended through the suitability on different road surfaces.

Description

Suspension system, chassis and vehicle

Technical Field

The utility model relates to the field of vehicle technology, more specifically say, relate to a suspension system, chassis and vehicle.

Background

The suspension system is used for transmitting torque between wheels and a vehicle frame, buffering impact force transmitted to the vehicle frame or a vehicle body from an uneven road surface, and attenuating vibration caused by the impact force so as to ensure that the vehicle runs smoothly and stably. When a vehicle encounters a complex bumpy and bumpy road surface in the running process, the trafficability and the adaptability to the complex road surface environment have certain defects.

If the height of the chassis from the ground is low, the vehicle is only suitable for running on a flat road at a high speed, because the chassis is too low and is easy to collide and rub with various raised obstacles on the ground, the capability of bumping the uneven road is poor; if the chassis design is too high, the vehicle passes through the complicated road surface of unevenness easily, and trafficability characteristic is strong, but the too high vehicle focus leads to the driving stability not good, and windward resistance is big moreover, and whole car energy consumption is high. In addition, when the vehicle encounters an inclined slope, if the angle of the inclined slope is too large, the higher gravity center leads to the fact that the angle of inclination between the vehicle body and the road surface is too large, and the vehicle is prone to overturn. When the vehicle runs at high speed and needs emergency steering, the vehicle usually needs to be decelerated properly, and the overturning and rolling accidents are easy to happen due to the high center of gravity.

The height between the axis of the wheel and the chassis can only be passively adjusted within a stroke range through the shock absorber or the shock absorption spring, and the relative height between the axis of the wheel and the chassis cannot be actively controlled.

Therefore, how to expand the applicability of the suspension system through different road surfaces is a problem to be solved urgently by those skilled in the art.

SUMMERY OF THE UTILITY MODEL

In view of this, the utility model aims to solve the technical problem how to extend the suitability of suspension system through different road surfaces, for this reason, the utility model provides a suspension system, chassis and vehicle.

In order to achieve the above object, the utility model provides a following technical scheme:

a suspension system for connection between a vehicle frame and a wheel train, comprising:

one end of the suspension guide mechanism is hinged with the frame, and the other end of the suspension guide mechanism is hinged with a wheel hub of the wheel train;

the middle part of the lever is hinged with the frame;

the shock absorber is hinged to the suspension guide mechanism at one end and hinged to the driven end of the lever at the other end;

the driving mechanism is used for driving the driving end of the lever, when the driving mechanism moves in a first direction, the power output end of the driving mechanism pushes the driving end upwards, and the driven end pushes the shock absorber to move downwards; when the driving mechanism moves in a second direction, the power output end of the driving mechanism pulls the driving end downwards, and the driven end drives the shock absorber to move upwards; wherein the first direction and the second direction are opposite.

In one embodiment, the suspension guide mechanism comprises a first cross arm and a second cross arm, the first cross arm and the second cross arm are respectively hinged between the frame and the wheel hub of the wheel system, the first cross arm and the second cross arm are arranged on the frame and the wheel hub of the wheel system, the hinge points are different, and the first cross arm, the second cross arm, the frame and the wheel hub of the wheel system form a four-bar linkage mechanism.

In one embodiment of the present invention, the driving mechanism includes a servo steering engine, a rocker arm and a connecting rod, one end of the rocker arm is connected to the output shaft of the servo steering engine, the other end of the rocker arm is hinged to one end of the connecting rod, and the other end of the connecting rod is hinged to the lever.

In one embodiment of the present invention, the number of the servo steering engines and the number of the rocker arms are two, the number of the connecting rods is one, each of the servo steering engines drives one corresponding to the rocker arm, two, and the rocker arm is hinged to one connecting rod through a joint bearing.

A chassis comprising a frame, a wheel train and a suspension system as claimed in any one of the preceding claims connected between the frame and a hub of the wheel train.

The utility model discloses in one of them embodiment, including at least two wheels in the train, every wheel includes a wheel hub, every the wheel correspondence has a actuating system, every the wheel hub of wheel corresponds has a suspension system.

The utility model discloses in one of them embodiment, actuating mechanism in the suspension system that all wheels in the train correspond all can the independent operation, perhaps two at least synchronous operation.

In one embodiment of the present invention, the chassis includes at least four wheels, and the wheels are symmetrically arranged on two sides of the frame; the drive mechanism and the lever in each of the two opposing suspension systems are disposed together on the same mounting bracket.

The utility model discloses in one of them embodiment, still including setting up two at symmetrical arrangement on the chassis differential mechanism between the wheel, two wheels of symmetry pass through differential mechanism rotates with different rotational speeds to the realization turns to.

The utility model discloses in one of them embodiment, still include automatic monitoring system and control system, the road surface information in direction of travel the place ahead is detected to the automatic detection system, control system basis the height of the corresponding wheel of the corresponding suspension system automatically regulated of road surface information control.

The utility model discloses in one of them embodiment, automatic monitoring system includes:

the image collector is used for collecting road surface image information;

and the image processing equipment is in communication connection with each image collector and determines the road surface information through analysis.

A vehicle comprising a chassis as claimed in any one of the preceding claims.

According to the technical scheme, when the suspension system works, when the driving mechanism runs in the first direction, the power output end of the driving mechanism upwards pushes the driving end, the driven end pushes the shock absorber to move downwards, and the distance between the wheel hub and the frame is increased, so that the distance between the frame and the ground is increased; when the driving mechanism runs in the second direction, the power output end of the driving mechanism pulls the driving end downwards, and the driven end drives the shock absorber to move upwards; wherein, the first direction is opposite to the second direction, and the distance of wheel hub relative to the frame diminishes to the distance of frame and ground has been reduced. To sum up, adopt the utility model discloses a suspension system can the active adjustment frame with the distance on ground, consequently, can be according to the adjustment suspension system that the road surface condition of difference corresponds to suspension system has been extended through the suitability on different road surfaces.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.

Fig. 1 and fig. 2 are schematic views of an outline three-dimensional structure of a chassis at an initial position according to an embodiment of the present invention;

fig. 3, 4, and 5 are schematic perspective views of a left front wheel lifted by a driving mechanism according to an embodiment of the present invention;

fig. 6 and 7 are schematic perspective views illustrating a three-dimensional structure of the left suspension and the right suspension in an initial position according to the embodiment of the present invention;

fig. 8, 9 and 10 are a schematic perspective view, a side view and a front view of the left and right suspensions of the embodiment of the present invention in the highest lifted position;

fig. 11, 12, 13 and 14 are schematic perspective views of the suspension on one side of the suspension provided by the embodiment of the present invention in the highest lifting position and the suspension on the other side in the lowest pressing position;

fig. 15 is a schematic perspective view of a driving mechanism according to an embodiment of the present invention for pushing a left front wheel to a maximum stroke;

fig. 16 and 17 are a schematic perspective view and a front view of a driving mechanism controlling the wheels of the whole suspension to be fully pressed down to the maximum stroke according to an embodiment of the present invention;

fig. 18 and 19 are schematic side and perspective views illustrating a front wheel being lifted up to a maximum stroke by the front driving mechanism and a rear wheel being pushed down to a maximum stroke by the rear driving mechanism according to an embodiment of the present invention;

fig. 20 and 21 are schematic side and perspective views illustrating the front driving mechanism controlling the suspension to be pressed down to the maximum stroke and the rear driving mechanism controlling the suspension to be lifted up to the maximum stroke according to the embodiment of the present invention;

fig. 22 is a structural outline view of two sets of driving mechanisms located at the front of the frame according to the embodiment of the present invention;

fig. 23 is a schematic view showing a connection relationship between a driving rocker arm of a driving mechanism, a connecting rod and a lever of a control suspension according to an embodiment of the present invention;

fig. 24 is an outline structural view of a driving mechanism according to an embodiment of the present invention.

In the figure, 100 is a vehicle frame, 200 is a gear train, 300 is a suspension system, 101 is a half shaft, 201 is a wheel, 202 is a wheel hub, 301 is a suspension guide mechanism, 302 is a lever, 303 is a shock absorber, 304 is a driving mechanism, 305 is a mounting bracket, 306 is an elastic mechanism, 301-1 is a first cross arm, 301-2 is a second cross arm, 304-1 is a rocker arm, 304-2 is a connecting rod, 304-3 is a joint bearing, 304-4 is a pin shaft, and 304-5 is a servo steering engine.

Detailed Description

The core of the utility model lies in providing a suspension system, chassis and vehicle to extend the suitability of suspension system through different road surfaces.

The embodiments described below do not limit the scope of the invention described in the claims. Further, the entire contents of the configurations shown in the following embodiments are not limited to those necessary as a solution of the invention described in the claims.

Referring to fig. 1 to 24, a suspension system 300 according to an embodiment of the present invention is configured to be connected between a frame and a wheel train, and includes:

a suspension guide mechanism 301, one end of which is hinged to the frame 100 and the other end of which is hinged to the hub 202 of the wheel train 200;

a lever 302, the middle of which is hinged with the frame 100;

a damper 303 having one end hinged to the suspension guide 301 and the other end hinged to the driven end of the lever 302; and

a driving mechanism 304 for driving the driving end of the lever 302 when the driving mechanism 304 operates in the first direction, the power output end of the driving mechanism 304 pushes the driving end upwards, and the driven end pushes the damper 303 to move downwards; when the driving mechanism 304 operates in the second direction, the driving mechanism 304 pulls the driving end downwards, and the driven end drives the shock absorber 303 to move upwards; wherein the first direction and the second direction are opposite.

When the suspension system 300 of the present invention works, when the driving mechanism operates in the first direction, the power output end of the driving mechanism 304 pushes the driving end upwards, and under the lever principle, the driven end pushes the damper 303 to move downwards, so that the distance between the wheel hub 202 and the frame 100 is increased, thereby increasing the distance between the frame 100 and the ground; when the driving mechanism 304 operates in the second direction, the power output end of the driving mechanism 304 pulls the driving end downwards, and the driven end drives the shock absorber 303 to move upwards; the distance of the hub 202 relative to the frame 100 is reduced, thereby reducing the distance of the frame 100 from the ground. To sum up, adopt the utility model discloses a suspension system 300 can the initiative adjust the distance of frame 100 and ground, consequently, can be according to the adjustment suspension system 300 that the road surface condition of difference corresponds to suspension system 300 has been extended through the suitability on different road surfaces.

It should be noted that, in the embodiment of the present invention, the driving mechanism 304 and the lever 302 actively adjust the position of the shock absorber 303 relative to the frame 100 to adjust the distance of the hub 202 relative to the frame 100, rather than passively adjust the shock absorber according to the magnitude of the shock force.

Use the utility model discloses one of them embodiment suspension guiding mechanism 301's one end articulates on frame 100, and the other end articulates on wheel hub 202, so, through shock absorber 303 in absorbing process, reach the purpose of change angle, and can not influence the normal operating of frame 100 and wheel hub 202.

The suspension guide mechanism 301 in the embodiment of the present invention is used to limit the adjustment of the wheel within the limited range. Typically, the suspension steering mechanism 301 includes a cross arm, wherein the number, location, and configuration of the cross arm varies from vehicle to vehicle.

In an embodiment of the present invention, it is preferable that the number of the cross arms is one or two. When the number of the cross arms is two, the suspension guide mechanism 301 comprises a first cross arm 301-1 and a second cross arm 301-2, the first cross arm 301-1 and the second cross arm 301-2 are respectively hinged between the frame 100 and the hub 202 of the gear train 200, the hinge points of the first cross arm 301-1 and the second cross arm 301-2 which are respectively hinged on the frame 100 and the hub 202 of the gear train 200 are different, and the first cross arm 301-1, the second cross arm 301-2, the frame 100 and the hub 202 of the gear train 200 form a four-bar linkage mechanism. By forming a four-bar linkage mechanism, the first cross arm 301-1 and the second cross arm 301-2 can be ensured to follow up when the lever 302 pushes the shock absorber 303 to move up and down. Further, the four-bar linkage mechanism is a parallel four-bar linkage mechanism, so that the main body of the hub 202 and the main body of the frame 100 can be always in a parallel state, and the riding experience is not influenced as much as possible in the adjusting process. When the vehicle inclines to a certain side as shown in fig. 6, 11 and 13, the suspension guide mechanisms 301 on the left and right sides are asymmetrically deformed to complete the change of the included angle between the frame 100 and the wheels 201, so as to adjust the gravity center position of the chassis to adapt to road conditions.

Preferably, one end of the shock absorber 303 is hinged to the driven end of the lever 302, and the other end of the shock absorber 303 is hinged to the middle of the first cross arm 301-1 or the second cross arm 301-2. The shock absorber 303 causes the distance in the vertical direction of the vehicle frame 100 with respect to the hub 202 to be larger or smaller by pushing or bringing the middle portion of the first cross arm 301-1 or the second cross arm 301-2. Further, a first cross arm 301-1 and a second cross arm 301-2 are disposed above and below the half shaft 101, respectively, wherein both ends of the half shaft 101 are hinged to the frame 100 and the hub 202, respectively.

Further, the suspension system 300 further includes an elastic mechanism 306, the elastic mechanism 306 acts on the buffer pressure, and typically, the elastic mechanism 306 is a coil spring, and the coil spring is sleeved on the outer side of the shock absorber 303.

The utility model discloses in, change the direction of moment when changing the size of moment through lever 302 design principle. The driving mechanism 304 only comprises a servo mechanism, and an output shaft of the servo mechanism is a power output end of the whole driving mechanism; or

The driving mechanism 304 includes a servo mechanism and a transmission mechanism, wherein the servo mechanism provides power support for the transmission mechanism, the output end of the transmission mechanism is used as the power output end of the whole driving mechanism, and the servo mechanism can provide reciprocating rotary motion or linear reciprocating motion, wherein the servo mechanism can be an electric motor, a hydraulic motor and the like. The motor can be a linear motor, a stepping motor or a servo motor, and preferably, the servo mechanism of the utility model adopts a servo steering engine; the transmission mechanism converts the power of the servo mechanism into the rotary motion of the lever 302, and the transmission mechanism can be a crank-link mechanism, a piston cylinder structure or a lead screw nut structure.

For example, the present invention provides a specific structure of a transmission mechanism, which includes a rocker arm 304-1 and a connecting rod 304-2, wherein one end of the rocker arm 304-1 is connected to an output shaft of a servo mechanism, the other end of the rocker arm 304-1 is hinged to one end of the connecting rod 304-2, and the other end of the connecting rod 304-2 is hinged to the lever 302. When the servo mechanism rotates in the first direction, the rocker arm 304-1 is driven to rotate in the first direction, meanwhile, the rocker arm 304-1 drives the connecting rod 304-2 to jack up the power end of the lever 302 upwards, under the action of the principle of the lever 302, the driven end of the lever 302 runs downwards, the damper 303 is driven to run downwards, meanwhile, the damper 303 pushes the first cross arm 301-1 or the second cross arm 301-2 to move downwards, the hubs 202 approach each other relative to the frame 100, and the distance between the frame 100 and the hubs 202 is increased. When the servo is rotated in the second direction, the hubs 202 are separated from each other with respect to the frame 100, so that the distance between the frame 100 and the hubs 202 is reduced, and the distance between the frame 100 and the ground is reduced. For improved stability, rocker arm 304-1 and link 304-2 are articulated by knuckle bearing 304-3.

The servo mechanism, the lever 302, and the like may be separately provided on the vehicle body frame 100, and the vehicle body frame 100 may be directly provided with a connection structure for mounting the above components. Alternatively, the servo mechanism, lever 302, is integrally mounted to a mounting bracket 305, and the suspension system 300 is integrally mounted to the frame 100 via the mounting bracket 305, such that the suspension function is decoupled from the other functions for ease of maintenance and modification.

When the servo mechanism comprises two servo steering engines 304-5, the transmission mechanism comprises two rocker arms 304-1 and a connecting rod 304-2, each servo steering engine 304-5 correspondingly drives one rocker arm 304-1, and the two rocker arms 304-1 are hinged on one connecting rod 304-2 through joint bearings 304-3. Specifically, two servo steering engines 304-5 are oppositely installed inside a frame structure of the mounting bracket 305 (the frame structure is equivalent to a housing for modularly placing the servo steering engines). The rocker arms 304-1 connected with the two servo steering engines 304-5 are horizontally opposite, the tail ends of the rocker arms 304-1 are provided with joint bearings 304-3, one ends of connecting rods 304-2 connected with the rocker arms are also provided with the joint bearings 304-3, the joint bearings 304-3 on the two rocker arms 304-1 are respectively connected with two ends of the joint bearings 304-3, and the three joint bearings 304-3 are connected together by a pin shaft 304-4, so that when the servo steering engines 304-5 opposite to each other on two sides simultaneously rotate upwards or downwards, the two rocker arms 304-1 can drive the driving end of the lever 302 to rotate through the connecting rod 304-2, and the driven end of the lever 302 drives the wheel 201 to lift up or press down. Meanwhile, when the two servo steering engines 304-5 at the two sides of the connecting rod 304-2 slightly differ in motion, speed and stroke due to various reasons, the swing arms at the two sides do not move synchronously, and the two servo steering engines cannot drag and interfere with each other due to the action of the joint bearing 304-3.

Referring to fig. 1 to 24, the present invention further discloses a chassis, which comprises a frame 100, a wheel train 200, and a suspension system 300 of any one of the above, wherein the suspension system 300 is disposed between the frame 100 and the wheel hub 202 of the wheel train 200. Since the suspension system 300 has the above effects, the chassis including the suspension system 300 also has corresponding effects, and the detailed description thereof is omitted.

The utility model discloses well train includes two wheels at least, and every wheel includes a wheel hub, every the wheel correspondence has a actuating system, and the wheel hub correspondence of every wheel has a suspension system. Wherein the drive system is used for driving the hub to rotate. The function of the suspension system is to adjust the relative height of the hub with respect to the frame.

The drive mechanisms in the suspension system for all wheels in the train can be operated independently or at least two can be operated in synchronism. The suspension system corresponding to each wheel can independently adjust the relative height of the corresponding hub relative to the frame when two wheels exist, and the two suspension systems do not interfere with each other; synchronous operation, i.e. at least two can be operated synchronously to adjust the height of the corresponding wheel hub relative to the frame synchronously, taking four wheels as an example: the front two wheels can synchronously run to synchronously adjust the height of the front two wheels relative to the frame; the left two wheels can synchronously run to synchronously adjust the heights of the front two wheels relative to the frame; the two wheels on the right side can synchronously run so as to synchronously adjust the height of the two wheels on the right side relative to the frame; the rear two wheels can synchronously run to synchronously adjust the height of the rear two wheels relative to the frame; the left front wheel, the left rear wheel and the right front wheel can synchronously run; the left front wheel, the left rear wheel and the right rear wheel can synchronously run; the left front wheel, the right rear wheel and the right front wheel can synchronously run; the left rear wheel, the right rear wheel and the right front wheel can synchronously run; the left front wheel, the left rear wheel, the right front wheel and the right rear wheel can run synchronously.

For example: the utility model provides an including four wheels 201 in the train 200, wheel 201 symmetrical arrangement is in the both sides of frame 100, and actuating mechanism 304 and the lever in every two relative suspension systems 300 set up on same installing support 305 jointly. So set up, easily carry out the modularization processing, convenient equipment.

Furthermore, each wheel 201 in the chassis is provided with an independent suspension system 300, so that the height of each wheel 201 relative to the frame 100 can be independently adjusted, and the whole chassis can adjust the height of the frame 100 from the ground and the inclination angle of the frame 100 and the ground according to the road condition, thereby improving the trafficability in a complex road environment and ensuring the stability in the driving process. 305

When each suspension system 300 includes two servo steering engines, the chassis of the present embodiment corresponds to eight independent large-torque servo steering engines, each two servo steering engines are used as a group to respectively control the corresponding suspension system 300, taking the two groups of servo steering engines positioned in the front as an example, please refer to fig. 22 and fig. 23, the two groups of servo steering engines positioned in the front are respectively arranged on the left and right sides of the mounting bracket 305, and two steering engines in each group of servo steering engines are relatively installed inside the frame structure of the mounting bracket 305 (the frame structure is equivalent to a housing where the servo steering engines are modularly placed). The rocker arms 304-1 connected with the two servo steering engines in each group are horizontally opposite, the tail ends of the rocker arms 304-1 are provided with joint bearings 304-3, one ends of connecting rods 304-2 connected with the rocker arms are also provided with the joint bearings 304-3, the joint bearings 304-3 on the two rocker arms 304-1 are respectively connected with two ends of the joint bearings 304-3, and the three joint bearings 304-3 are connected together by a pin shaft 304-4, so that when the two opposite servo steering engines on two sides rotate upwards or downwards simultaneously, the two groups of rocker arms 304-1 can drive the driving end of the lever 302 to rotate through the connecting rods 304-2, and the driven end of the lever 302 drives the wheel 201 to lift up or press down. Meanwhile, when the two servo steering engines on the two sides of the connecting rod 304-2 slightly differ in action, speed and stroke due to various reasons, the swing arms on the two sides do not move synchronously, and the two servo steering engines cannot drag and interfere with each other due to the action of the joint bearing 304-3.

The chassis is steered by arranging a steering mechanism; or the chassis also comprises a differential mechanism arranged between the two symmetrically arranged wheels, and the two symmetrical wheels rotate at different rotating speeds through the differential mechanism so as to realize steering.

In order to judge road surface information in advance, the utility model provides a chassis still includes automatic monitoring system and control system, and automatic monitoring system detects the road surface information in direction the place ahead of traveling, control system basis the height of the corresponding wheel of suspension system automatically regulated of road surface information control. Wherein, automatic monitoring system carries out signal transmission through wireless network, bluetooth, infrared ray etc. with control system, perhaps passes through the optical cable, and wired signal transmission is carried out to plug etc. as long as the form that can transmit data information is all the utility model discloses a within range. The control system is an engine control system on the vehicle or a control system of the vehicle itself. The automatic monitoring system judges the road surface information in real time by collecting distance information, road surface images and the like.

For example: the utility model discloses an automatic monitoring system, this automatic monitoring system includes:

the image collector is used for collecting road surface image information;

and the image processing equipment is in communication connection with each image collector and determines the road surface information through analysis.

After the image collector collects road surface image information, corresponding processing is carried out by image processing equipment to finally determine the road surface information, for example, the road surface information can be that the road surface where the front wheel on the left side is located is convex, and the road surface where the front wheel on the right side is located is convex; the road surface where the left rear wheel is positioned is convex; the road surface where the right rear wheel is positioned is convex; the left wheel is inclined on the road surface; the road surface where the right wheel is positioned inclines; a barrier is arranged on the road surface corresponding to the lower part of the frame; the pavement has a larger front rake angle; the road surface has a larger rear dip angle; the vehicle is on a downhill stretch, etc. And the control system automatically selects a suspension system which is correspondingly adjusted according to the pre-stored state.

As shown in fig. 1 and 2, the chassis is in a normal loading mode, defined as an initial position, in which the chassis is in a neutral position with right-left symmetry and appropriate height (the center of gravity is not too high or too low), and the wheels 201 on the left side are symmetrical to the wheels 201 on the right side.

As shown in fig. 3 to 5, when the left front wheel is located on a convex section, the driving mechanism corresponding to the left front wheel is operated, and the left front wheel is controlled to be lifted.

As shown in fig. 6 and 7, when positioned on an inclined road surface, the left side of the chassis is positioned high and the right side of the chassis is positioned low. The suspension system 300 corresponding to the two wheels 201 on the left side operates to lift the two wheels 201 on the left side, and the suspension system 300 corresponding to the wheels 201 on the right side is at the initial position.

As shown in fig. 8 to 10, when the driving mechanisms corresponding to the four wheels 201 control the wheels 201 of the suspension system 300 to move all the way up to the maximum stroke position, the left and right wheels 201 are finally at the highest lifted positions, and the vehicle has low chassis height and gravity center position, and is suitable for running on a flat road at high speed. Specifically, the driving mechanisms corresponding to the four wheels 201 all drive the corresponding rocker arms 304-1 and the connecting rods 304-2 to rotate in the second direction, the power end of the lever 302 moves downwards, the driven end of the lever 302 drives the other end of the shock absorber 303 to lift upwards, the suspension guide mechanism 301 is pulled to move close to the frame 100, the chassis layout is compact, and equivalently, the wheels 201 move upwards relative to the frame 100,

as shown in fig. 11 to 14, when the wheel 201 on one side is controlled by the corresponding driving mechanism to position the corresponding wheel 201 at the highest lifted position and the wheel 201 on the other side is controlled by the corresponding driving mechanism to position the corresponding wheel 201 at the lowest pushed position by the corresponding suspension system 300, the chassis has a large roll angle, which is suitable for driving on a slope road and keeping the vehicle body stable, and is also suitable for moving the gravity center of the whole vehicle to the side opposite to the turning side-slipping direction to prevent the vehicle body from rolling over when turning at a high speed and a large angle.

As shown in fig. 15 and 17, when the driving mechanisms corresponding to the four wheels 201 control the wheels 201 of the corresponding suspension system 300 to be fully pressed down to the maximum stroke position, the vehicle has a larger chassis height, and is suitable for running on a complex road with uneven bumps and has higher obstacle crossing capability. Specifically, the driving mechanism controls the rocker arm 304-1 and the connecting rod 304-2 to move and rotate in a first direction, the power end of the lever 302 moves upwards, the driven end of the lever 302 drives the other end of the shock absorber 303 to press downwards, and the suspension guide mechanism 301 is pushed to be far away from the vehicle frame 100, so that the chassis layout is expanded, which is equivalent to the situation that the wheel 201 moves downwards relative to the vehicle frame 100. As shown in fig. 15, a partial schematic view of the left front wheel depressed to the maximum stroke.

As shown in fig. 18 and 19, the driving mechanisms corresponding to the front two wheels 201 control the vehicle frame 100 to be lifted to the maximum stroke, and the driving mechanisms corresponding to the rear two wheels 201 control the vehicle frame 100 to be pressed down to the maximum stroke, so that the vehicle has a large front rake angle and is suitable for keeping the vehicle body stable when the vehicle climbs a slope. The other end of the lever 302 corresponding to the front wheel 201 and the other end of the lever 302 corresponding to the rear wheel 201 have different directions of action, so that the suspension guide mechanism 301 is relatively far away from or close to the vehicle frame 100, the spacing distance between the vehicle frame 100 and the wheels 201 is changed, and the height of the center of gravity of the chassis is adjusted.

As shown in fig. 20 and 21, the driving mechanisms corresponding to the front two wheels 201 control the frame 100 to be pressed down to the maximum stroke, and the driving mechanisms corresponding to the rear two wheels 201 control the frame 100 to be lifted up to the maximum stroke, so that the vehicle has a larger rear elevation angle, and is suitable for keeping the vehicle body stable when the vehicle runs downhill.

The utility model also discloses a vehicle, include the chassis as above-mentioned arbitrary. Since the above chassis has the above effects, the vehicle including the chassis also has corresponding effects, and the description thereof is omitted.

The vehicle in this embodiment is an automobile or an unmanned vehicle, and is not equipped with a body for carrying passengers, and a cab or a cabin may be mounted on the vehicle frame 100 according to actual conditions. The transmission system can also be provided with a steering system, and when steering is needed, the left and right wheels 201 are at different rotating speeds through a differential mechanism, so that the turning action is realized.

The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (12)

1. A suspension system for connection between a vehicle frame and a wheel train, comprising:

one end of the suspension guide mechanism is hinged with the frame, and the other end of the suspension guide mechanism is hinged with a wheel hub of the wheel train;

the middle part of the lever is hinged with the frame;

the shock absorber is hinged to the suspension guide mechanism at one end and hinged to the driven end of the lever at the other end; and

the driving mechanism is used for driving the driving end of the lever, when the driving mechanism moves in a first direction, the power output end of the driving mechanism pushes the driving end upwards, and the driven end pushes the shock absorber to move downwards; when the driving mechanism moves in a second direction, the power output end of the driving mechanism pulls the driving end downwards, and the driven end drives the shock absorber to move upwards; wherein the first direction and the second direction are opposite.

2. The suspension system of claim 1 wherein said suspension steering mechanism includes first and second cross arms hingedly connected between said frame and a wheel hub of said wheel train, respectively, said first and second cross arms being hingedly connected at different points to said frame and said wheel hub of said wheel train, said first and second cross arms, said frame and said wheel hub of said wheel train forming a four bar linkage.

3. The suspension system according to claim 1, wherein the driving mechanism comprises a servo steering engine, a rocker arm and a connecting rod, one end of the rocker arm is connected with an output shaft of the servo steering engine, the other end of the rocker arm is hinged with one end of the connecting rod, and the other end of the connecting rod is hinged with the lever.

4. The suspension system according to claim 3, wherein the number of the servo steering engines and the number of the rocker arms are two, the number of the connecting rods is one, each servo steering engine correspondingly drives one rocker arm, and the two rocker arms are hinged to one connecting rod through a joint bearing.

5. A chassis comprising a frame, a train of wheels and a suspension system as claimed in any one of claims 1 to 4 connected between the frame and the hub of the train of wheels.

6. The chassis of claim 5, wherein said train includes at least two wheels, each wheel including a hub, a drive system associated with each said wheel, and a suspension system associated with the hub of each said wheel.

7. A chassis according to claim 6 wherein the drive mechanisms in the suspension systems for all of the wheels in the train are capable of operating independently or at least two of them are capable of operating in synchronism.

8. The chassis of claim 6, wherein the chassis includes at least four wheels, the wheels being symmetrically disposed on either side of the frame; the drive mechanism and the lever in each of the two opposing suspension systems are disposed together on the same mounting bracket.

9. The chassis of claim 6, further comprising a differential disposed between two of said symmetrically disposed wheels, wherein said two symmetrical wheels are rotated at different rotational speeds by said differential to effect steering.

10. The chassis of claim 5, further comprising an automatic monitoring system that detects road information ahead in the direction of travel and a control system that controls the respective suspension system to automatically adjust the height of the corresponding wheel based on the road information.

11. The chassis of claim 10, wherein the automated monitoring system comprises:

the image collector is used for collecting road surface image information;

and the image processing equipment is in communication connection with each image collector and determines the road surface information through analysis.

12. A vehicle comprising a body, characterized in that the vehicle further comprises a chassis according to any of claims 7-11.

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