CN216069593U - Suspension system of vehicle and vehicle with same - Google Patents

Abstract

The utility model discloses a suspension system of a vehicle and the vehicle with the same, wherein the suspension system comprises an auxiliary frame, a power assembly and a driving shaft assembly, the power assembly comprises a driving motor and a speed reducer device, the driving motor drives the speed reducer device to operate, the left end of the power assembly is connected with the auxiliary frame through a first suspension, the right end of the power assembly is connected with the auxiliary frame through a second suspension, the rear end of the power assembly is connected with the auxiliary frame through a third suspension, the two driving shaft assemblies are arranged at intervals left and right, each driving shaft assembly is suitable for being connected between an output shaft of the power assembly and a driving wheel of the vehicle, the central line of the speed reducer device is superposed with the central line of the auxiliary frame, so that the lengths of the two driving shaft assemblies are equal, and the central line of the speed reducer device and the central line of the auxiliary frame both extend along the front-back direction. The suspension system of the vehicle has the advantages of simple structure, light weight, cost reduction, easiness in assembly and maintenance and improvement of the NVH performance of the whole vehicle.

Description

Suspension system of vehicle and vehicle with same

Technical Field

The utility model relates to the field of vehicles, in particular to a suspension system of a vehicle and the vehicle with the suspension system.

Background

In the new vehicle type arrangement stage, because the driving shaft assemblies on the left side and the right side of the vehicle are unreasonable in arrangement, the arrangement included angles of the driving shaft assemblies on the left side and the right side are unequal, the acceleration deviation of the whole vehicle is adversely affected, and the arrangement included angle of the driving shaft assembly on the single side is too large.

In order to avoid the problems, in the related art, the middle support is additionally arranged on one side, but the arrangement included angles of the two sides are increased, namely the working included angles of the driving shaft assemblies on the two sides are increased, so that the NVH performance of the whole vehicle and the service life of the universal joint are reduced, the limit working included angle of the universal joint is increased, the type selection of the universal joint is influenced, namely the universal joint with a large angle needs to be selected, the size of the universal joint is large, the requirement on the maximum working swing angle is high, and the weight and the cost of the universal joint are increased; on the other hand, in order to increase the middle supporting structure, the design of a bracket and a bearing needs to be increased, so that the product has the disadvantages of heavy weight, high cost and complex structure.

SUMMERY OF THE UTILITY MODEL

The present invention is directed to solving at least one of the problems of the prior art.

Therefore, the utility model provides a suspension system of a vehicle, which has a simple structure and light weight and improves the NVH performance of the whole vehicle.

The utility model also provides a vehicle with the suspension system.

A suspension system of a vehicle according to an embodiment of the present invention includes: an auxiliary frame; the power assembly comprises a driving motor and a speed reducer device, the driving motor is connected with the speed reducer device to drive the speed reducer device to operate, the left end of the power assembly is connected with the auxiliary frame through a first suspension, the right end of the power assembly is connected with the auxiliary frame through a second suspension, and the rear end of the power assembly is connected with the auxiliary frame through a third suspension; the two driving shaft assemblies are arranged at intervals left and right, each driving shaft assembly is suitable for being connected between an output shaft of the power assembly and a driving wheel of the vehicle, the central line of the speed reducer device is overlapped with the central line of the auxiliary frame, so that the two driving shaft assemblies are equal in length, and the central lines of the speed reducer device and the auxiliary frame extend in the front-back direction.

According to the suspension system of the vehicle, the central line of the speed reducer device is superposed with the central line of the auxiliary frame, so that the lengths of the two driving shaft assemblies are equal, the structure is simple, the weight is light, the cost is reduced, the assembly and the maintenance are easy, and the NVH performance of the whole vehicle is improved.

Further, first suspension with be equipped with first linking bridge between the sub vehicle frame, first suspension passes through first linking bridge only installs on the sub vehicle frame, the second suspension with be equipped with second linking bridge between the sub vehicle frame, the second suspension passes through second linking bridge only installs on the sub vehicle frame.

Further, the first connecting bracket is provided with a plurality of installation parts, and each installation part is respectively fixedly connected with the auxiliary frame.

In some embodiments, the third suspension is mounted only on the subframe.

In some embodiments, the drive motor and the decelerator device are arranged in a left-right direction.

Further, driving motor includes first casing and motor body, motor body install in the first casing, decelerator device includes second casing and decelerator body, decelerator body install in the second casing, the second casing with first casing is fixed continuous.

In some embodiments, the compressor of the vehicle is adapted to be provided on the subframe on a side of the retarder unit facing away from the drive motor.

Further, the distance between the power assembly and the compressor is larger than 20 mm.

In some embodiments, the output end of the speed reducer device is provided with two side gears, each side gear is in spline connection with the corresponding driving shaft assembly, and the driving shaft assembly is provided with a clamp spring which is in limit fit with a clamp groove on the side gear so as to limit the movement of the driving shaft assembly in the left-right direction.

A vehicle according to an embodiment of the present invention includes: a vehicle body; the suspension system is the suspension system of the vehicle according to the embodiment, and the auxiliary frame is connected with the vehicle body.

According to the vehicle provided by the embodiment of the utility model, by adopting the suspension system of the embodiment, the structure is simple, the weight is light, the cost is reduced, the assembly and the maintenance are easy, and the NVH performance of the whole vehicle is improved.

Additional aspects and advantages of the utility model 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 utility model.

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 front view of a suspension system of a vehicle according to one embodiment of the present invention;

FIG. 2 is another angular schematic view of a suspension system of a vehicle according to one embodiment of the present invention;

FIG. 3 is a schematic illustration of a powertrain and driveshaft assembly according to one embodiment of the present invention; FIG. 4 is a schematic view of a driveshaft assembly according to one embodiment of this invention;

FIG. 5 is a schematic view of a drive shaft assembly and retarder assembly according to one embodiment of the present invention.

Reference numerals:

a suspension system 100,

An auxiliary frame 1,

A power assembly 2, a driving motor 21, a speed reducer device 22, a side gear 221,

A drive shaft assembly 3, a clamp spring 31,

A first suspension 41, a second suspension 42, a third suspension 5,

A first connecting bracket 6, a mounting part 61,

And a swing arm 7.

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.

The following disclosure provides many different embodiments, or examples, for implementing different features of the utility model. To simplify the disclosure of the present invention, the components and arrangements of specific examples are described below. Of course, they are merely examples and are not intended to limit the present invention. Furthermore, the present invention may repeat reference numerals and/or letters in the various examples. This repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed. In addition, the present invention provides examples of various specific processes and materials, but one of ordinary skill in the art may recognize the applicability of other processes and/or the use of other materials.

A suspension system 100 of a vehicle according to an embodiment of the present invention is described below with reference to the drawings.

According to a suspension system 100 of a vehicle according to an embodiment of the present invention, as shown in fig. 1, the suspension system 100 includes: sub vehicle frame 1, power assembly 2 and drive shaft assembly 3.

The power assembly 2 comprises a driving motor 21 and a speed reducer device 22, wherein the driving motor 21 is connected with the speed reducer device 22 to drive the speed reducer device 22 to operate; for example, the speed reducer device 22 may mainly include a speed reducer housing (e.g., a second housing described later) and a speed reducer body, the speed reducer body may include a differential assembly and its bearings, a plurality of sets of gears and its bearings, a half-shaft oil seal, and the like, and the speed reducer device 22 receives the input torque of the drive motor 1 and transmits the input torque to the drive shaft assembly 3 and the wheels. The speed reducer unit 22 can output the driving force of the driving motor 21 in a plurality of rotation speed ratios to meet the requirements of different vehicle speeds and different road conditions, for example, the speed reducer unit 22 outputs different rotation speeds at low speed and high speed of the vehicle. The left end of the power assembly 2 is connected with the subframe 1 through the first suspension 41, the right end of the power assembly 2 is connected with the subframe 1 through the second suspension 42, the rear end of the power assembly 2 is connected with the subframe 1 through the third suspension 5, for example, the left end of the power assembly 2 is provided with the first suspension 41, the right end of the power assembly 2 is provided with the second suspension 42, the rear end of the power assembly 2 is provided with the third suspension 5, the power assembly 2 can be connected with the subframe 1 through the first suspension 41, the second suspension 42 and the third suspension 5, the first suspension 41, the second suspension 42 and the third suspension 5 are elastic elements, namely, the power assembly 2 is directly and elastically connected with the subframe 1, and vibration and noise transmitted from the power assembly 2 to the subframe 1 can be reduced. When the suspension system 100 is applied to a vehicle, the subframe 1 is mounted on the vehicle body, and vibration and noise transmitted from the powertrain 2 to the vehicle body can be reduced.

The two drive shaft assemblies 3 are arranged at left and right intervals, and each drive shaft assembly 3 is suitable for being connected between the output shaft of the power assembly 2 and the driving wheel of the vehicle, namely, the driving force of the power assembly 2 is transmitted to the two driving wheels through the two drive shaft assemblies 3 respectively.

The center line of the retarder unit 22 coincides with the center line of the subframe 1, and the center line of the retarder unit 22 may be disposed centrally with respect to the subframe 1 such that the lengths of the two drive shaft assemblies 3 are equal, and the center line of the retarder unit 22 and the center line of the subframe 1 extend in the front-rear direction. For example, AA' in fig. 1 is the centerline of the retarder unit 22 and the centerline of the subframe 1. The lengths of the two driving shaft assemblies 3 are equal, the arrangement angle difference of the left driving shaft and the right driving shaft is balanced without adding a middle supporting structure, the structure is simple, the weight is reduced, and the assembly and the maintenance are easy; meanwhile, the phenomenon that the working included angle is too large due to the fact that the length of the unilateral driving shaft assembly 3 is too long is avoided, the requirement of the universal joint is reduced, the universal joint type selection cost is reduced, and the NVH performance of the whole vehicle is improved.

Here, the "working angle" is to be interpreted as the angle between the horizontal line of the output shaft of the speed reducer unit 22 and the center line of the drive shaft assembly 3. Further, in the description of the present application, the "left-right direction" may be understood as the left-right direction of the vehicle when the suspension system 100 is applied to the vehicle, and the "front-rear direction" may be understood as the front-rear direction of the vehicle when the suspension system 100 is applied to the vehicle.

According to the suspension system 100 of the vehicle, the central line of the speed reducer device 22 is overlapped with the central line of the auxiliary frame 1, so that the lengths of the two drive shaft assemblies 3 are equal, the two drive shaft assemblies 3 have certain universal interchangeability, no additional intermediate support is needed, the structure is simple, the weight is light, the cost is reduced, the assembly and the maintenance are easy, the after-sale maintenance convenience is good, the working included angle of the two drive shaft assemblies 3 is reduced, the working included angle of the two drive shaft assemblies 3 is equal, the NVH performance of the whole vehicle is improved, the service life of the vehicle universal joint is ensured, and the type selection of the universal joint is facilitated. Compared with some technologies, the driving motor is arranged on one side due to factors such as the longer motor of the driving motor, so that the central line of the speed reducer device is left or oil-biased after the speed reducer device is matched with the power assembly, the lengths of the two driving shaft assemblies on the left side and the right side are unequal, on one hand, the working included angles of the driving shaft assemblies on the left side and the right side are unequal, the acceleration deviation of the whole vehicle is influenced, and on the other hand, the action included angle of the driving shaft assembly on one side is overlarge; suspension system 100 in this application can avoid the too big work contained angle that leads to this side drive shaft assembly 3 of length of unilateral drive shaft assembly 3 too big to guarantee whole car NVH performance, can reduce the limit operating angle of universal joint simultaneously, reduce the universal joint and select the type cost.

It is understood that the lengths of the two drive shaft assemblies 3 and the working included angles can be equal by adjusting the installation positions of the first suspension 41 and the second suspension 42, for example, adjusting the distance between the connection point of the first suspension 41 and/or the second suspension 42 and the subframe 1 and the connection point of the first suspension 41 and/or the second suspension 42 and the powertrain 2 in the left-right direction, that is, adjusting the length of the first suspension 41 and/or the second suspension 42 in the left-right direction, so that the center line of the retarder unit 22 coincides with the center line of the subframe 1. Where C in fig. 3 is the length of the first suspension 41 in the left-right direction, and D is the length of the second suspension 42 in the left-right direction.

Wherein the center of gravity of the speed reducer unit 22 may be located on the center line of the speed reducer unit 22, or the center of the dimension of the speed reducer unit 22 in the left-right direction may be located on the center line of the speed reducer unit 22; the subframe 1 may be symmetrical about a centerline of the subframe 1.

It can be understood that, the subframe 1 has suspension mounting points, and the first suspension 41, the second suspension 42 and the third suspension 5 are connected to the corresponding suspension mounting points to bear the acting force transmitted by the first suspension 41, the second suspension 42 and the third suspension 5, so that the position of the center line of the retarder unit 22 can be adjusted by adjusting the positions of the suspension mounting points in the left-right direction to achieve the centering of the center line of the retarder unit 2.

As shown in fig. 1 and 2, the subframe 1 is further provided with 2 swing arms 7, the 2 swing arms 7 are respectively disposed at the left and right sides of the subframe 1, and each swing arm 7 is respectively connected with the subframe 1 and a corresponding driving wheel.

According to a further embodiment of the present invention, as shown in fig. 1, a first connecting bracket 6 is provided between the first suspension 41 and the subframe 1, and the first suspension 41 is mounted only on the subframe 1 through the first connecting bracket 6. Specifically, the powertrain 2 is connected to the subframe 1 through the first suspension 41, and the first suspension 41 is not directly connected to the vehicle body, so as to form a centroid type arrangement, which facilitates adjusting the positions of the powertrain 2 in the X direction, the Y direction and the Z direction, and centering the center line of the speed reducer device 22. In addition, the power assembly 2 and the auxiliary frame 1 are assembled in a modularized mode, so that the modularized design of the suspension system 100 can be realized, the assembly process is simplified, and the assembly and the maintenance are easy.

A second connecting bracket is arranged between the second suspension 42 and the subframe 1, and the second suspension 42 is only mounted on the subframe 1 through the second connecting bracket. Specifically, the powertrain 2 is connected to the subframe 1 through the second suspension 42, and the second suspension 42 is not directly connected to the vehicle body, so as to form a centroid type arrangement, which facilitates adjusting the positions of the powertrain 2 in the X direction, the Y direction and the Z direction, and centering the center line of the retarder unit 22. In addition, the power assembly 2 and the auxiliary frame 1 are assembled in a modularized mode, so that the modularized design of the suspension system 100 can be realized, the assembly process is simplified, and the assembly and the maintenance are easy.

Here, it should be explained that "X direction", "Y direction", and "Z direction" are the X direction, i.e., the X direction is the AA 'direction in fig. 1, the Y direction is the left-right direction, i.e., the Y direction is the BB' direction in fig. 1, and the Z direction is the up-down direction.

It can be understood that the central line of the speed reducer 22 is arranged centrally relative to the subframe 1, and the position of the speed reducer 22 in the front-back direction and the up-down direction is adjusted, so that the minimum design of the working included angle of the drive shaft assembly 3 is conveniently realized, the working included angle of the single-side drive shaft assembly 3 is effectively avoided being too large, and the universal joint model selection cost is further reduced. Specifically, the coordinate difference in the X direction and the coordinate difference in the Y direction (i.e., the left-right direction) between the input end of the drive shaft assembly 3 (or the output end of the speed reducer device 22) and the output end of the drive shaft assembly 3 (or the wheel ball pivot point of the vehicle) can be adjusted by adjusting the positions of the speed reducer device 22 in the X direction (i.e., the front-rear direction) and the Z direction (i.e., the up-down direction), for example, as shown in fig. 3, point E is relative to point F and point G is relative to point H, where points E and G are the input ends of the drive shaft assembly 3, and points F and H are the output ends of the drive shaft assembly 3, so that the operating angle of the drive shaft assembly 3 is less than 3.5 ° in a state where the entire vehicle is half full, and the arrangement angle is ensured.

Optionally, the subframe 1 includes a front cross member and two longitudinal members, the two longitudinal members are respectively disposed at two ends of the length of the front cross member, and the first connecting bracket 6 may be fixedly connected to the front cross member or to the corresponding longitudinal member.

According to a further embodiment of the present invention, as shown in fig. 1, the first connecting bracket 6 has a plurality of mounting portions 61, and each mounting portion 61 is fixedly connected to the subframe 1, so as to ensure the firmness of the connection between the first connecting bracket 6 and the subframe 1. The mounting part 61 can be fixedly connected with the auxiliary frame 1 through a connecting piece, preferably, the connecting piece is a bolt, and the bolt connection has the advantages of easiness in disassembly and the like; it is understood, of course, that the connector is not so limited.

For example, in the example of fig. 1, the first connecting bracket 6 may have three mounting portions 61, one of the mounting portions 61 may be provided at an end of the first connecting bracket 6 remote from the first suspension 41, and the remaining two mounting portions 61 may be provided at both front and rear ends of the first connecting bracket 6. Of course, the number and arrangement of the mounting portions 61 are not limited thereto.

According to some embodiments of the present invention, as shown in fig. 1, the third suspension 5 is only installed on the subframe 1, so as to eliminate at least one of the first suspension 41, the second suspension 42 and the third suspension 5 installed on the vehicle body, which causes a limitation difference in the power assembly 2, resulting in a large displacement change of the power assembly 2, and an influence on a working angle of the drive shaft assembly 3, thereby reducing a displacement amount of the power assembly 2, reducing an influence of the power assembly on a working angle of the drive shaft assembly 3, further facilitating a reduction in a working angle of the two drive shaft assemblies 3, improving NVH performance of the entire vehicle, and simultaneously achieving modular assembly of the first suspension 41, the second suspension 42, the third suspension 5, the subframe 1, the swing arm and the knuckle, achieving modular design of the vehicle, optimizing an assembly process, performing split assembly to complete assembly of all components of the suspension system 100, and then the suspension system 100 is assembled with the vehicle body, so that the assembly process of the suspension system 100 and the vehicle body can be simplified, the assembly and maintenance feasibility is improved, and the problems of complex assembly, limited potential difference and the like existing when at least one of the first suspension 41, the second suspension 42 and the third suspension 5 is connected with the auxiliary frame 1 and the vehicle body are solved.

According to some embodiments of the present invention, as shown in fig. 1, the first suspension 41, the second suspension 42 and the third suspension 5 are fixed only on the subframe 1, and form a center-of-mass arrangement structure, which can reduce the variation of the displacement of the powertrain 2 when the vehicle is running, i.e. reduce the working included angle of the drive axle assembly 3, and it should be explained here that the working included angle of the drive axle assembly 3 increases as the displacement of the powertrain 2 increases. The first suspension 41, the second suspension 42 and the third suspension 5 are only fixed on the subframe 1, so that the process assembly complexity caused by that a part of the first suspension and the third suspension is fixed on the vehicle body is eliminated, and when the part of the first suspension and the third suspension is fixed on the vehicle body, the number of mounting points with the vehicle body is increased, such as mounting points of a shock absorber and mounting points of a subframe, and the like, more mounting points can cause the mounting problem when the suspension system is assembled with the vehicle body, for example, the alignment is not easy due to the overlarge accumulated tolerance of multiple parts, so that the process assembly of the suspension system 100 and the vehicle body can be simplified in the application, and the smooth assembly of the suspension system 100 and the vehicle body is ensured.

According to some embodiments of the present invention, as shown in fig. 1, the driving motor 21 and the speed reducer unit 22 are arranged in the left-right direction, so that the relative positions of the motor and the speed reducer unit 22 in the Y direction can be adjusted, thereby centering the center line of the speed reducer unit 22 and further equalizing the lengths of the two driving shaft assemblies 3.

According to a further embodiment of the present invention, as shown in fig. 3, by adjusting the cell length dimension B of the driving motor 21, the Y-direction dimension of the center position of the decelerator assembly 22 with respect to the driving motor 21 can be optimized; the Y-direction position of the mounting point of the first suspension 41 to the powertrain 2 and the subframe 1, the Y-direction position of the mounting point of the second suspension 42 to the powertrain 2 and the subframe 1, that is, the distance in the left-right direction of the mounting point of the first suspension 41 to the powertrain 2 and the subframe 1, the distance in the left-right direction of the mounting point of the second suspension 42 to the mounting point of the powertrain 2 and the subframe 1, and the mounting position of the boundary member can be adjusted in synchronization by adjusting the Y-direction dimension a of the mounting position of the drive motor 21 to the drive motor 21 and the decelerator device 22.

According to a further embodiment of the present invention, the driving motor 21 includes a first housing and a motor body, the motor body is installed in the first housing, and the decelerator assembly 22 includes a second housing and a decelerator body, the decelerator body is installed in the second housing, and the second housing is fixedly connected to the first housing. In particular, the second housing is fixedly connected to the first housing, which makes the connection between the drive motor 21 and the retarder unit 22 more reliable, and at the same time, it is smaller and easier to arrange on the subframe 1.

According to some embodiments of the present invention, the compressor of the vehicle is adapted to be disposed on the subframe 1, and the compressor is located on a side of the decelerator assembly 22 facing away from the driving motor 21. Specifically, the center line of the speed reducer device 22 is centered, and then the driving motor 21 is deviated to one side, so that the center of mass is deviated to one side where the driving motor 21 is located, and the wheel load on one side where the driving motor 21 is located can be balanced by arranging the compressor of the vehicle to one side where the speed reducer device 22 faces away from the driving motor 21, so as to meet the quality requirement. It is of course to be understood that the component arranged to the side of the retarder unit 22 facing away from the drive motor 21 is not limited to a compressor.

According to a further embodiment of the present invention, the distance between the powertrain 2 and the compressor is greater than 20mm, so that interference between the powertrain 2 and the compressor during operation of the suspension system 100 can be avoided, and influence between the powertrain 2 and the compressor during operation can be avoided, thereby achieving feasibility of boundary arrangement of the powertrain 2. Specifically, because the powertrain 2 is connected with the subframe 1 in a suspension manner, the powertrain 2 will displace relative to the subframe 1, that is, the position of the powertrain 2 changes, and by setting the distance between the powertrain 2 and the compressor to be greater than 20mm, the interference between the powertrain 2 and the compressor caused by the change of the position of the powertrain 2 can be avoided.

According to some embodiments of the present invention, as shown in fig. 4 and 5, the output end of the speed reducer unit 22 is provided with two side gears 221, and each side gear 221 is splined to the corresponding drive shaft assembly 3, so that a differential function is achieved, allowing the vehicle to smoothly pass through while turning or passing through a pothole. The snap spring 31 is disposed on the driving shaft assembly 3, and the snap spring 31 is in limit fit with the snap groove on the side gear 221 to limit the movement of the driving shaft assembly 3 in the left-right direction. The half shaft gear 221 is in spline fit with the driving shaft assembly 3, and has the advantages of being even in stress, bearing large load, good in centering performance and the like, and the clamp spring 31 is matched with the clamping groove to axially limit the driving shaft assembly 3, so that the assembly accuracy of the speed reducer device 22 and the driving shaft assembly 3 is guaranteed. For example, the end of the driveshaft assembly 3 may be formed with external splines, the side gear 221 may be formed with internal splines, both the internal splines and the external splines may be involute splines, and the locking grooves may be provided on the internal splines.

It is of course understood that the manner of connection of the speed reducer unit 22 to the drive shaft assembly 3 and the manner of restraining the drive shaft assembly 3 are not limited thereto.

A vehicle according to an embodiment of the present invention includes: a vehicle body and a suspension system 100, the suspension system 100 being the suspension system 100 according to the above-described embodiment of the present invention, the subframe 1 of the suspension system 100 being connected to the vehicle body. For example, the subframe 1 has a body mounting point, and the body is mounted at the body mounting point to realize the fixed connection of the subframe 1 and the body.

According to the vehicle provided by the embodiment of the utility model, by adopting the suspension system 100 of the embodiment, the structure is simple, the weight is light, the cost is reduced, the assembly and the maintenance are easy, and the NVH performance of the whole vehicle is improved.

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 utility model 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 utility model. Furthermore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless otherwise specified.

In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.

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 utility model. 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 utility model 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 utility model, the scope of which is defined by the claims and their equivalents.

Claims (10)

1. A suspension system (100) of a vehicle, comprising:

an auxiliary frame (1);

the power assembly (2) comprises a driving motor (21) and a speed reducer device (22), the driving motor (21) is connected with the speed reducer device (22) to drive the speed reducer device (22) to operate, the left end of the power assembly (2) is connected with the auxiliary frame (1) through a first suspension (41), the right end of the power assembly (2) is connected with the auxiliary frame (1) through a second suspension (42), and the rear end of the power assembly (2) is connected with the auxiliary frame (1) through a third suspension (5);

two drive shaft assemblies (3), the drive shaft assemblies (3) are arranged at intervals left and right, each drive shaft assembly (3) is suitable for being connected between an output shaft of the power assembly (2) and a driving wheel of the vehicle,

wherein the central line of the speed reducer device (22) coincides with the central line of the subframe (1) so that the lengths of the two drive shaft assemblies (3) are equal, and the central line of the speed reducer device (22) and the central line of the subframe (1) both extend in the front-rear direction.

2. The suspension system (100) of a vehicle according to claim 1, characterized in that a first connecting bracket (6) is provided between the first suspension (41) and the subframe (1), the first suspension (41) being mounted only on the subframe (1) through the first connecting bracket (6), a second connecting bracket being provided between the second suspension (42) and the subframe (1), the second suspension (42) being mounted only on the subframe (1) through the second connecting bracket.

3. The suspension system (100) of a vehicle according to claim 2, wherein the first connecting bracket (6) has a plurality of mounting portions (61), each of the mounting portions (61) being fixedly connected to the subframe (1), respectively.

4. The suspension system (100) of a vehicle according to claim 2, characterized in that the third suspension (5) is mounted only on the subframe (1).

5. The suspension system (100) of a vehicle according to any one of claims 1-4, wherein the drive motor (21) and the decelerator assembly (22) are arranged in a left-right direction.

6. The suspension system (100) of the vehicle according to claim 5, wherein the driving motor (21) comprises a first housing and a motor body, the motor body is mounted in the first housing, the retarder device (22) comprises a second housing and a retarder body, the retarder body is mounted in the second housing, and the second housing is fixedly connected with the first housing.

7. The suspension system (100) of a vehicle according to claim 5, characterized in that the compressor of said vehicle is adapted to be provided on said subframe (1) on the side of said retarder unit (22) facing away from said drive motor (21).

8. The suspension system (100) of a vehicle according to claim 7, characterized in that the spacing between the powertrain (2) and the compressor is greater than 20 mm.

9. The suspension system (100) of the vehicle according to claim 1, wherein the output end of the speed reducer device (22) is provided with two side gears (221), each side gear (221) is in spline coupling with the corresponding drive shaft assembly (3), a clamp spring (31) is arranged on the drive shaft assembly (3), and the clamp spring (31) is in limit fit with a clamp groove on the side gears (221) so as to limit the movement of the drive shaft assembly (3) in the left-right direction.

10. A vehicle, characterized by comprising:

a vehicle body;

suspension system (100), the suspension system (100) being a suspension system (100) of a vehicle according to any one of claims 1-9, the subframe (1) being connected to the body.

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