CN218948865U - Suspension system and vehicle structure - Google Patents

Abstract

The utility model provides a suspension system and a vehicle structure. The hub is provided with a first mounting seat, a second mounting seat and a third mounting seat; the auxiliary frame is provided with a fourth mounting seat and a fifth mounting seat. The first mounting seat, the second mounting seat, the fourth mounting seat and the fifth mounting seat form four vertexes of a first parallelogram when observed along the horizontal direction; the suspension assembly comprises a first cross arm, a second cross arm and a first push rod, and the second end, the fourth mounting seat, the first mounting seat and the third mounting seat of the first push rod form four vertexes of a second parallelogram when observed along the horizontal direction. The suspension system and the vehicle structure provided by the utility model realize decoupling of suspension movement and tire steering in geometric principle, are in modularized design, have the capability of four-wheel independent driving and independent braking, can realize accurate high-frequency force control function, and can meet the requirement of high maneuverability while ensuring low cost.

Description

Suspension system and vehicle structure

Technical Field

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

Background

In recent years, the field of unmanned automobiles has been rapidly developed, and unmanned automobiles of various large enterprises have been able to realize autonomous traveling on normal roads. However, the current test is mostly performed under the condition of good road conditions, and the complexity of traffic conditions in real life is far higher than that. In order to realize safe driving under the condition of complete unmanned interference, the unmanned automobile also needs to face the test of extreme driving environment. It is counted that more than 70% of global safety accidents are caused by extreme working conditions and conditions. The extreme driving conditions mainly include: pre-crash braking, maneuvering at high speeds, and rough road conditions (rainy and snowy weather, muddy road, etc.). In addition, changes in the surrounding environment (surrounding vehicle movement, pedestrians, etc.) are unpredictable during the travel of the vehicle. It is therefore important to develop research and testing for various disorders.

Therefore, the development of a scaled-down real vehicle model capable of simulating real vehicles in various aspects to complete related experiments has great practical value. Foreign bureau, georgia, university of california, berkeley and the like are subjected to intelligent modification based on remote control trolleys in sequence, but are limited by platforms, and most of the devices belong to rear drive vehicles, and accurate driving force and braking force control cannot be realized. The four-wheel independent driving trolley platform capable of realizing high-frequency force control is urgently needed. Although a certain degree of independent driving control can be realized by using a vehicle of Rong jun technology by using an iDLab (intelligent driving subject group) of the university of Qinghai, a series of problems still exist on the platform of the vehicle, the whole vehicle is overweight (full load is more than 65 kg), accidents and vehicle body damage often occur in the test, and the problem of incapability of completing a violent driving action is solved. Meanwhile, a trolley platform which is close to the weight of an adult is not provided with a mechanical/hydraulic brake, so that the trolley platform has a certain danger.

In modern vehicles and in common model vehicles, the common implementation of ackerman steering mechanisms is ackerman trapezium mechanisms. The ackerman trapezoid is a four-bar mechanism conforming to the ackerman principle, has a simple structure, and can be well matched with an ideal contrast curve of an inner wheel and an outer wheel of the ackerman and a trapezoid characteristic curve when the steering angle of a vehicle is not very large (within 40 ℃). The steering mechanism on current RC model vehicles actually turns the wheels when the suspension moves even though the steering (motor driving the steering of the wheels) is locked. The design of the existing steering mechanism causes bearing errors to be accumulated mutually, the terminal rigidity of each connecting rod is insufficient, and even if the steering machine is locked, the steering action of the wheel still occurs actually when the steering machine is subjected to external force, namely, the wheel hub can rotate unnecessarily in the process of swinging up and down along with the suspension assembly.

Disclosure of Invention

The present utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, the utility model provides a suspension system and a vehicle structure, which realize decoupling of suspension movement and tire steering in geometric principle, namely, avoid rotation of a hub in the steering process.

According to an embodiment of the first aspect of the utility model, the suspension system of the utility model comprises a hub, a subframe and a suspension assembly. The outer side of the hub is provided with a first mounting seat, a second mounting seat and a third mounting seat, the first mounting seat and the second mounting seat are oppositely arranged along the direction perpendicular to the rotating shaft of the hub, and the first mounting seat is positioned right above the second mounting seat; the auxiliary frame is provided with a fourth installation seat and a fifth installation seat, the fourth installation seat is positioned above the fifth installation seat, and the first installation seat, the second installation seat, the fourth installation seat and the fifth installation seat form four vertexes of a first parallelogram when observed along the horizontal direction; the suspension assembly comprises a first cross arm, a second cross arm and a first push rod, wherein one end of the first cross arm is connected with a first mounting seat, the other end of the first cross arm is connected with a fourth mounting seat, one end of the second cross arm is connected with a second mounting seat, the other end of the second cross arm is connected with a fifth mounting seat, the first push rod is oppositely provided with a first end and a second end, the first end of the first push rod is connected with a third mounting seat, the second end of the first push rod, the fourth mounting seat, the first mounting seat and the third mounting seat form four vertexes of a second parallelogram, and the third end of the first push rod is connected with the third mounting seat in the horizontal direction.

According to an embodiment of the first aspect of the utility model, the first cross arm protrudes to a side facing away from the hub and the second cross arm protrudes to a side facing away from the associated hub.

According to an embodiment of the first aspect of the present utility model, the first cross arm is symmetrical about a plane formed by the connection line of the first mount and the second mount extending in a direction parallel to the hub rotation axis, and the second cross arm is symmetrical about a plane formed by the connection line of the first mount and the second mount extending in a direction parallel to the hub rotation axis.

According to an embodiment of the first aspect of the present utility model, the first cross arm is hinged to the first mount and the fourth mount, respectively, and the second cross arm is hinged to the second mount and the fifth mount, respectively.

According to an embodiment of the first aspect of the utility model, the suspension system further comprises a steering gear comprising a driving member, a driven member and a second push rod, the centre line of the driving member, the centre line of the driven member and the centre line of the second push rod constituting three sides of a third parallelogram, seen in vertical direction.

According to an embodiment of the first aspect of the present utility model, a sixth mounting seat is provided at an end of the second push rod, which is close to the hub, in a direction parallel to the rotational axis of the hub, and the second end of the first push rod is mounted on the sixth mounting seat.

According to an embodiment of the first aspect of the utility model, the first push rod protrudes to a side facing away from the hub.

According to an embodiment of the first aspect of the utility model, the hub comprises a hub motor, the hub motor being located within the hub.

According to an embodiment of the second aspect of the utility model, the inventive vehicle structure comprises four tires and the suspension system of the above-described embodiment.

According to an embodiment of the second aspect of the utility model, the vehicle structure further comprises a connector comprising a daughter board and a mother board, the mother board is provided with a bolt and a current connector, the daughter board is provided with a nut and a current connecting groove, the mother board is arranged on the vehicle body, the connector can complete mechanical and circuit connection, and the suspension system is matched with the connector to form the vehicle structure.

The suspension system and the vehicle structure have the following advantages:

the suspension system and the vehicle structure mainly regulate the movement of the tire according to the coordination of the suspension assembly and the steering gear, thereby controlling the movement of the whole vehicle body. The first mounting seat, the second mounting seat, the fifth mounting seat and the fourth mounting seat are respectively positioned at four vertexes of the first parallelogram when observed along the horizontal direction. The first mount pad and the second mount pad are seen to be L1 along the horizontal direction, the second mount pad and the fifth mount pad are seen to be L2, the fifth mount pad and the fourth mount pad are seen to be L3, the fourth mount pad and the first mount pad are seen to be L4, and L1, L2, L3 and L4 form four sides of the first parallelogram. The first mounting seat, the third mounting seat, the sixth mounting seat and the fourth mounting seat are respectively positioned at four vertexes of the second parallelogram when seen along the horizontal direction. The first mount pad and the third mount pad are connected with each other in the horizontal direction to form L5, the third mount pad and the sixth mount pad are connected with each other to form L6, the sixth mount pad and the fourth mount pad are connected with each other to form L7, the fourth mount pad and the first mount pad are connected with each other to form L4, and the L5, the L6, the L7 and the L4 form four sides of a second parallelogram. When the suspension assembly acts, the first cross arm and the second cross arm swing up and down due to the structure of the first parallelogram, namely L4 and L2 incline up and down at the same time, but the parallelogram state of the first parallelogram is always maintained when the suspension assembly acts, so that L1 is always vertical to a vehicle body, and the binding feet of the hub cannot change when the suspension assembly acts. The second parallelogram structure is introduced to control the rotation of the hub in view of the location of the first mount and the second mount and their mating relationship with the suspension assembly and not to limit the rotation of the hub. In the second parallelogram structure, L4 and L6 are always parallel, namely L6 can swing up and down along with L4, L5 and L7 swing simultaneously to cause rotation of the hub, and if L7 is fixed, L5 is also fixed along with the hub, so that the aim of controlling rotation of the hub is achieved. According to the design, when the hub moves up and down, the limiting L7 can avoid the rotation of the hub, and because the fourth mounting seat is fixed in position, the limiting L7 limits the position of the sixth mounting seat, so that the purpose of limiting the rotation of the hub can be achieved by limiting the position of the sixth mounting seat, and the effect of ensuring the unchanged steering angle while the suspension system and the vehicle structure suspension move is achieved.

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 foregoing and/or additional aspects and advantages of the utility model will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:

FIG. 1 is a schematic view of a suspension system of the present utility model;

FIG. 2 is a schematic view of the suspension system of FIG. 1 viewed in a horizontal orientation;

FIG. 3 is a schematic view of the suspension system of FIG. 1, as viewed in a vertical direction;

FIG. 4 is a schematic view of the suspension system of FIG. 1 from the other side;

FIG. 5 is a schematic illustration of the suspension system geometry of FIG. 1;

FIG. 6 is a schematic illustration of the steering engine of the suspension system of FIG. 1;

FIG. 7 is a cross-sectional view of the steering engine shown in FIG. 6;

FIG. 8 is a schematic illustration of the configuration of the suspension hub of FIG. 1;

FIG. 9 is a cross-sectional view of the hub illustrated in FIG. 8;

FIG. 10 is a schematic illustration of a motion profile of the suspension system of FIG. 1 during a steering process;

FIG. 11 is a schematic view of a motion profile of the suspension system of FIG. 1 during an up-and-down swing;

FIG. 12 is a schematic structural view of the connector;

FIG. 13 is a schematic diagram of the power architecture of the vehicle structure of the present utility model;

FIG. 14 is a schematic illustration of a vehicle structural single turn in accordance with some embodiments of the present utility model;

fig. 15 is a schematic view of a dual steering structure of a vehicle structure according to some embodiments of the utility model.

In the drawings, each reference numeral denotes:

a hub 100; a first mount 110; a second mount 120; a third mount 130; a hub motor 140; a dust-proof case 141;

a sub-frame 200; a fourth mount 210; a fifth mount 220;

a suspension assembly 300; a first cross arm 310; a second cross arm 320; a first push rod 330; a damper 340;

a steering gear 400; a driving member 410; a follower 420; a second push rod 430; a sixth mount 431;

a tire 500;

a connector 600; a motherboard 610; a bolt 611; a current connector 612; a sub-board 620; a nut 621; a current connection groove 622;

the bump guard 700.

Detailed Description

Embodiments of the present utility model are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the utility model.

In the description of the present utility model, it should be understood that the direction or positional relationship indicated with respect to the description of the orientation, such as up, down, left, right, front, rear, etc., is based on the direction or positional relationship shown in the drawings, is merely for convenience of describing the present utility model and simplifying the description, and does not indicate or imply that the apparatus or element to be referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present utility model. In the description of the present utility model, the description of the first and second is only for the purpose of distinguishing technical features, and should not be construed as indicating or implying relative importance or implying the number of technical features indicated or the precedence of the technical features indicated.

In the description of the present utility model, unless explicitly defined otherwise, terms such as arrangement, installation, connection, etc. should be construed broadly and the specific meaning of the terms in the present utility model can be reasonably determined by a person skilled in the art in combination with the specific contents of the technical scheme.

It will be appreciated that in the related art, the steering mechanism on the current RC model vehicle actually performs steering action of the wheels when the suspension moves even though the steering gear (motor driving the steering of the wheels) is locked. The design of the existing steering mechanism causes bearing errors to be accumulated mutually, the terminal rigidity of each connecting rod is insufficient, and even if the steering machine is locked, the steering action of the wheels still occurs actually when the external force is applied.

A suspension system and a vehicle structure according to an embodiment of the present utility model are described below with reference to fig. 1 to 15.

For convenience of description herein, it is noted that a line connecting the first mount 110 and the second mount 120 is L1, a line connecting the second mount 120 and the fifth mount 220 is L2, a line connecting the fifth mount 220 and the fourth mount 210 is L3, and a line connecting the fourth mount 210 and the first mount 110 is L4, where L1, L2, L3, and L4 constitute four sides of the first parallelogram. Note that, seen in the horizontal direction, the connection line between the first mount 110 and the third mount 130 is L5, the connection line between the third mount 130 and the sixth mount 431 is L6, the connection line between the sixth mount 431 and the fourth mount 210 is L7, and the connection line between the fourth mount 210 and the first mount 110 is L4, where L5, L6, L7 and L4 constitute four sides of the second parallelogram.

A suspension system and vehicle structure of the present utility model includes a hub 100, a subframe 200, and a suspension assembly 300. The hub 100 is used for mounting the tire 500, the suspension assembly 300 is used for performing shock absorption and steering, and the sub-frame 200 is used for connecting the vehicle body and the suspension assembly 300.

Referring to fig. 2, 3, 8 and 9, the hub 100 includes a hub 100 motor and a dust-proof case 141. The hub 100 is provided with a first mount 110, a second mount 120 and a third mount 130. The first mounting seat 110 and the second mounting seat 120 are oppositely arranged along the direction perpendicular to the rotating shaft of the hub 100, the first mounting seat 110 is used for mounting the first cross arm 310, the second mounting seat 120 is used for mounting the second cross arm 320, the opposite arrangement enables the mounting positions of the first cross arm 310 and the second cross arm 320 to be farthest, and the best buffering effect can be achieved when the vehicle receives vibration. In addition, the first mounting seat 110 is located right above the second mounting group, and the positions of the first mounting seat 110 and the second mounting seat 120 arranged in this way enable the hub 100 to rotate around the straight line where the first mounting seat 110 and the second mounting seat 120 are located, so that conditions are provided for rotation of the hub 100.

The hub 100 is further provided with a third mounting seat 130, and the third mounting seat 130 is mounted on a side portion of the hub 100 and connected to the first push rod 330. The structure thus provided allows the hub 100 to rotate under the pushing of the first push rod 330.

It can be appreciated that the third mounting seat 130 can be disposed on the same plane as the first mounting seat 110 and the second mounting seat 120, and the third mounting seat 130 can be disposed on the same plane as the first mounting seat 110 and the second mounting seat 120 to facilitate calculation of the rotation angle of the hub 100 under the action of the push rod.

It is understood that the third mount 130 may be disposed in a plane other than the first mount 110 and the second mount 120. When the third mounting seat 130 is disposed on a side close to the vehicle body, if the hub 100 is rotated by the same angle, the moving distance of the first push rod 330 is shorter, so that space is saved.

It will be understood, of course, that the third mount 130 may be disposed at an upper portion of the hub 100, a lower portion of the hub 100, or a middle portion of the hub 100. In some embodiments, the third mounting seat 130 is disposed at the middle portion of the hub 100 and is located in the same plane with the first mounting seat 110 and the second mounting seat 120, so as to more conveniently calculate the rotation angle of the hub 100 under the action of the push rod.

The dust cover 141 of the hub 100 serves to reduce the accumulation of dust in the hub 100, ensure that the respective structures of the hub 100 are not worn or blocked by the sand, and improve the service lives of the suspension system and the vehicle structure.

The hub 100 motor is used for providing power, the driving hub 100 rotates along the shaft, and the direct driving mode of the hub 100 motor is adopted, so that the transmission gap is reduced, the integration level is high, and the structure is compact. The tire 500 is locked on the motor output shaft by using a threaded connection.

Referring to fig. 1 to 5 and fig. 10 and 11, when the suspension assembly is in operation, the first and second cross arms 310 and 320 swing up and down, i.e., L4 and L2 are inclined up and down at the same time, but when the suspension assembly is in operation, the parallelogram state of the first parallelogram is always maintained, so L1 is always vertical to the vehicle body, and thus the toe of the hub 100 will not change when the suspension assembly is in operation. The second parallelogram structure is introduced to control the rotation of hub 100 in view of the fact that the positions of first mount 110 and second mount 120 and their mating relationship with suspension assembly 300 do not limit the rotation of hub 100. In the second parallelogram structure, L4 and L6 are always parallel, i.e. L6 can swing up and down along with L4, and simultaneous swinging of L5 and L7 can cause rotation of hub 100, and if L7 is fixed, L5 is also fixed along with the hub, so as to achieve the purpose of controlling rotation of hub 100. According to the above design, when the hub 100 moves up and down, the limiting L7 can avoid the rotation of the hub 100, and because the fourth mounting seat 210 is fixed in position, the limiting L7 limits the position of the sixth mounting seat 431, so that the limiting of the position of the sixth mounting seat 431 can achieve the purpose of limiting the rotation of the hub 100, and the effect of ensuring the unchanged steering angle while the suspension system and the vehicle structure suspension move is achieved.

When the hub 100 needs to rotate, the first parallelogram structure keeps the original state, that is, the hub 100 cannot move up and down, at the moment, the rotation of the hub 100 is completed by swinging L5 through swinging L7, and the rotation of the hub 100 can be realized by changing the position of the sixth mounting seat 431 due to the fixed position of the fourth mounting seat 210, so that the suspension system and the suspension frame of the vehicle structure can move while the steering angle is unchanged, the suspension frame can have no moving effect when the steering angle is changed, that is, the decoupling of the suspension frame movement and the wheel steering is completed, and meanwhile, the support is provided through the closed chain and the parallelogram, so that the rigidity problem of the suspension system is solved. In addition, the steering of the wheels is controlled by the sixth mounting seat 431, and the sixth mounting seat 431 is located outside the wheels, so that the steering gear 400 can be arranged outside the wheel hub 100, so that the steering gear 400 has a larger space for installation, and the design and maintenance are convenient.

Referring to fig. 1 to 4 and 13, the first and second cross arms 310 and 320 protrude to a side away from the hub 100, and the first and second cross arms 310 and 320 protruding to a side away from the hub 100 are provided, so that rigidity of the first and second cross arms 310 and 320 can be improved, and deformation of the first and second cross arms 310 and 320 in a vertical swinging process can be reduced.

Of course, it is understood that the first cross arm 310 and the second cross arm 320 may be disposed on two sides of a plane formed by extending the connecting line of the first mount 110 and the second mount 120 along a direction parallel to the rotation axis of the hub 100, and the first cross arm 310 and the second cross arm 320 disposed on the same side have better rigidity when swinging up and down.

Of course, it is understood that the rigidity of the first cross arm 310 may be ensured by increasing the thickness of the first cross arm 310 and the second cross arm 320, or providing reinforcing ribs on the first cross arm 310 and the second cross arm 320.

Referring to fig. 1 to 4 and 13, the first cross arm 310 is symmetrical about a plane formed by extending the line of the first mount 110 and the second mount 120 in a direction parallel to the rotational axis of the hub 100, and the second cross arm 320 is symmetrical about a plane formed by extending the line of the first mount 110 and the second mount 120 in a direction parallel to the rotational axis of the hub 100. The first cross arm 310 with the symmetrical structure and the second cross arm 320 with the symmetrical structure are arranged, so that the rigidity of the first cross arm 310 and the rigidity of the second cross arm 320 in the vertical swinging process of the suspension assembly are further enhanced, and the rigidity is greatly improved by combining the structure that the first cross arm 310 and the second cross arm 320 are protruded in the direction away from the hub 100, and the first cross arm 310 and the second cross arm 320 form a parallel double-fork arm suspension.

It can be appreciated that the two fourth connecting seats and the first connecting seat disposed on the subframe 200 form three vertexes of a triangle, and the first cross arm 310 is disposed to connect the three vertexes, so that the stability of the first cross arm 310 is increased by the arrangement of the triangle structure. The two fifth connecting seats and the second connecting seat arranged on the subframe 200 form three vertexes of a triangle, the second cross arm 320 is arranged to connect the three vertexes, and the stability of the second cross arm 320 is increased through the arrangement of the triangle structure.

It will be appreciated that the suspension system is also provided with a shock absorber 340, the shock absorber 340 serving to dampen vibrations of a vehicle in which the suspension system is employed and to return the suspension structure to its original position.

Referring to fig. 2, 3, 4, 10 and 11, the first cross arm 310 is hinged with the first mount 110 and the fourth mount 210, respectively, and the second cross arm 320 is hinged with the second mount 120 and the fifth mount 220, respectively. Specifically, the first mount 110, the second mount 120, the fourth mount 210 and the fifth mount 220 are all pin structures, the ends of the first cross arm 310 connected to the first mount 110 and the fourth mount 210 are provided with ring structures, and the ends of the second cross arm 320 connected to the second mount 120 and the fifth mount 220 are provided with ring structures. The circular ring structure is sleeved on the pin shaft, and the diameter of the circular ring is larger than that of the pin shaft, so that the circular ring can rotate around the axis of the pin shaft, and meanwhile the circular ring can swing towards the axis direction of the pin shaft. Of course, the fitting structure on the mounting seat may also be a structure such as an end knuckle bearing or a universal ball, and the like, and will not be described herein.

Referring to fig. 1 to 4 and fig. 6 and 7, the suspension system further includes a steering gear 400, and the steering gear 400 includes a driving member 410, a driven member 420, and a second push rod 430. The driving member 410 generates a driving force to drive the second push rod 430 to rotate, and when the second push rod 430 rotates, the driven member 420 rotates along with the second push rod 430, and the cooperation between the driven member 420 and the second push rod 430 is used for limiting the movement track of the second push rod 430. The end of the second push rod 430, which is close to the hub 100, is provided with a sixth mounting seat 431 along a direction parallel to the rotation axis of the hub 100, wherein the sixth mounting seat 431 is used for mounting the other end of the first push rod 330, and the mating relationship between the sixth mounting seat 431 and the first push rod 330 is the mating relationship between the first cross arm 310 and the hub 100. Therefore, the second push rod 430 pushes the first push rod 330 under the action of the driving member 410, so that the hub 100 rotates, as shown in fig. 10, to complete the steering. When the first rod 330 swings up and down along with the first arm 310 and the second arm 320, as shown in fig. 11, so as to complete the movement of the suspension structure.

The midline of the driving member 410, the midline of the driven member 420, and the midline of the second push rod 430 form three sides of a third parallelogram, as viewed in the vertical direction. Since the first push rod 330 is directly acted upon by the second push rod 430, the rotational angle of the hub 100 is controlled by the first push rod 330 only, so that the distance the second push rod 430 moves is proportional to the rotational angle of the hub 100, thus providing convenience in calculation and control. Meanwhile, the steering gear 400 can be arranged outside the hub 100 by the arrangement, so that the space for arranging the steering gear 400 under the structure is larger, and the layout of the vehicle structure is more reasonable.

It will be appreciated that the driving member 410, the driven member 420 and the second push rod 430 are disposed above the vehicle body, and the intermediate position of the second push rod 430 is suddenly lowered so that the rear section of the second push rod 430 is lowered from the upper portion of the vehicle body to the middle portion of the vehicle body. Because the rear end of the second push rod 430 is provided with the sixth mounting seat 431, one end of the first push rod 330 is connected to the sixth mounting seat 431, and the other end of the first push rod 330 is connected to the third mounting seat 130. Because the third mounting seat 130 is disposed in the middle of the hub 100 and is in the same plane with the first mounting seat 110 and the second mounting seat 120, the dip structure of the second push rod 430 is beneficial to the installation of the first push rod 330 and the second push rod 430, and the displacement of the first push rod 330 and the displacement of the second push rod 430 are disposed in the same plane, so that the calculation and control are convenient, and the rotation angle of the second push rod 430 pushing the tire 500 and the displacement of the first push rod 330 driven by the driving member 410 are in a 1:1 proportional relationship.

Referring to fig. 1, 3 and 10, the first push rod 330 protrudes to a side facing away from the hub 100, and the first push rod 330 thus configured is advantageous for pushing the steering of the tire 500 and has a stronger rigidity for the steering process.

It will be appreciated that in other embodiments, particularly, to increase the stiffness of the second pushrod 430, the second pushrod 430 may be provided with a stiffener.

In summary, the suspension system and the vehicle structure of the utility model achieve decoupling of suspension movement and wheel steering in geometric principle. The rigidity problem is solved by providing support by the closed chain and parallelogram. The ackerman steering is guaranteed in geometric principle, and incomplete constraint is met.

It will of course be appreciated that in other embodiments, in particular, groups of parallelogram structures may be provided to engage the suspension system.

The utility model also provides a vehicle structure adopting the suspension system with the structure, the vehicle structure is provided with four tires 500, and at least two of the four tires 500 are connected with a vehicle body by adopting the suspension system.

Referring to fig. 12, the car structure further includes a connector 600, the connector 600 includes a sub-board 620 and a motherboard 610, the motherboard 610 is provided with a bolt 611 and a current connector 612, the sub-board 620 is provided with a nut 621 and a current connection groove 622, the motherboard 610 is connected and arranged on the car structure, the sub-board 620 is connected with the suspension system, and the pairing of the sub-board 620 and the motherboard 610 is completed by the cooperation of the bolt 611 and the nut 621, thereby mounting the suspension system on the car body. The connector 600 is provided with the current connection groove 622 and the current connection head 612 so that the connector 600 can simultaneously accomplish mechanical and electrical connection, through which connector 600 the vehicle body is connected to the suspension system and controls the suspension system.

The car structure that so set up, suspension and automobile body separate setting, each subassembly independent processing of suspension, each subassembly independent processing of automobile body have realized car structure's modularization, are convenient for maintain and equipment update, are convenient for the derivative design of multiple vehicle type.

Referring to fig. 1, fig. 1 is a schematic view of a suspension system of a vehicle structure, under the action of which a vehicle employing the vehicle structure can perform shock absorption and steering.

It will be appreciated that when the suspension system is used, the steering gear 400 may be disposed on the vehicle structure one above the other, and the positions of the first push rod 330 and the third mounting seat 130 may be symmetrically changed when the steering gear 400 is disposed one above the other. More space can be vacated by arranging the steering gear 400 one above the other, so that the space of the vehicle structure is more reasonable and more compact, and the space is efficiently utilized.

Referring to fig. 13, fig. 13 is a schematic view of the power structure of the present vehicle structure in which the steering gear 400 is removed to provide more space. Since the hub 100 of the power structure does not need to be turned, the first push rod 330 is arranged in a straight line shape, and cost is saved.

It can be appreciated that the power structure and the steering structure are provided with the anti-collision device 700 on the outer side, so that the safety of the vehicle is ensured.

The vehicle structure of the utility model realizes the decoupling of suspension movement and rotation of the tire 500, has the capability of four-wheel independent driving and independent braking, can realize accurate high-frequency force control function, and meets the requirement of high maneuverability while ensuring low cost.

Referring to fig. 14, fig. 14 is a schematic structural diagram of a single steering structure of a vehicle structure according to some embodiments of the present utility model, where the single steering structure can meet the needs of most users, and is more universal and low in cost.

Referring to fig. 15, fig. 15 is a schematic structural diagram of a dual steering structure of a vehicle structure according to some embodiments of the present utility model, in which the dual steering structure has finer and richer steering control, and has higher steering accuracy, so that the requirements of special users can be met.

The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.

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

Claims (10)

1. A suspension system, comprising,

the hub is provided with a first mounting seat, a second mounting seat and a third mounting seat at the outer side, the first mounting seat and the second mounting seat are oppositely arranged along the direction perpendicular to the rotating shaft of the hub, and the first mounting seat is positioned right above the second mounting seat;

the auxiliary frame is provided with a fourth installation seat and a fifth installation seat, the fourth installation seat is positioned above the fifth installation seat, and the first installation seat, the second installation seat, the fourth installation seat and the fifth installation seat form four vertexes of a first parallelogram when being observed along the horizontal direction;

the suspension assembly comprises a first cross arm, a second cross arm and a first push rod, one end of the first cross arm is connected with the first installation seat, the other end of the first cross arm is connected with the fourth installation seat, one end of the second cross arm is connected with the second installation seat, the other end of the second cross arm is connected with the fifth installation seat, the first push rod is relatively provided with a first end and a second end, the first end of the first push rod is connected with the third installation seat, the second end of the first push rod is observed along the horizontal direction, the fourth installation seat, the first installation seat and the third installation seat form four vertexes of a second parallelogram.

2. A suspension system according to claim 1, wherein the first cross arm projects to a side facing away from the hub and the second cross arm projects to a side facing away from the associated hub.

3. A suspension system according to claim 1, wherein the first cross arm is symmetrical about a plane formed by the first mount and the second mount extending in a direction parallel to the hub axis of rotation, and the second cross arm is symmetrical about a plane formed by the first mount and the second mount extending in a direction parallel to the hub axis of rotation.

4. The suspension system of claim 1, wherein the first cross arm is hinged to the first mount and the fourth mount, respectively, and the second cross arm is hinged to the second mount and the fifth mount, respectively.

5. A suspension system according to claim 1, further comprising a steering gear comprising a driving member, a driven member and a second push rod, the midline of the driving member, the midline of the driven member and the midline of the second push rod forming three sides of a third parallelogram as seen in a vertical direction.

6. The suspension system of claim 5 wherein a sixth mounting is provided at an end of the second pushrod adjacent the hub in a direction parallel to the axis of rotation of the hub, the second end of the first pushrod being mounted to the sixth mounting.

7. A suspension system according to claim 1, wherein the first pushrod projects to a side facing away from the hub.

8. A suspension system according to claim 1, wherein the hub includes a hub motor, the hub motor being located within the hub.

9. A vehicle structure comprising four tires and a suspension system according to any one of claims 1 to 8.

10. The vehicle structure of claim 9, further comprising a connector comprising a daughter board and a motherboard, the motherboard having a bolt and a current connector, the daughter board having a nut and a current connector, the motherboard having a body, the connector being configured to mechanically and electrically connect to the vehicle, the suspension system cooperating with the connector to form the vehicle structure.

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