CN223520566U - Vehicle suspension system and vehicle - Google Patents

Abstract

The utility model provides a vehicle suspension system and a vehicle, wherein the vehicle suspension system comprises an upper swing arm, a lower swing arm, a vibration reduction assembly and a knuckle for mounting an in-wheel motor, the knuckle is rotatably connected between the upper swing arm and the lower swing arm, one end of the upper swing arm, which is far away from the knuckle, and one end of the lower swing arm, which is far away from the knuckle, are both connected with an auxiliary frame, the upper end of the vibration reduction assembly is connected with the auxiliary frame, and the lower end of the vibration reduction assembly is rotatably mounted on the lower swing arm. The utility model reduces the vertical height and the whole installation volume of the vehicle suspension system, simultaneously reduces the unsprung mass, reduces the whole weight and the impact load of the vehicle suspension system, and improves the stability of the vehicle during running.

Description

Vehicle suspension system and vehicle

Technical Field

The utility model belongs to the technical field of vehicles, and particularly relates to a vehicle suspension system and a vehicle.

Background

Vehicle suspension systems are important components located in the vehicle between the subframe and the wheels for ensuring ride comfort. In the prior art, the lower end of the shock absorber is arranged above a driving half shaft for transmitting driving force to wheels, and part of the structure of the lower swing arm is required to extend upwards, and the design height of the shock absorber passes through the driving half shaft and is used for installing a support piece of the shock absorber, so that the unsprung mass of a vehicle suspension system is large, the occupied space is large, and the vertical height is large, so that the stability of the vehicle during running is influenced.

Disclosure of Invention

The utility model provides a vehicle suspension system and a vehicle, aiming at the technical problems that a vehicle suspension system in the prior art influences stability and the like when a vehicle runs.

In view of the above technical problems, an embodiment of the present utility model provides a vehicle suspension system, including an upper swing arm, a lower swing arm, a vibration damping assembly, a vibration damping bracket, and a knuckle for mounting an in-wheel motor;

The steering knuckle is rotatably connected between the upper swing arm and the lower swing arm, one end of the upper swing arm, which is far away from the steering knuckle, and one end of the lower swing arm, which is far away from the steering knuckle, are both connected with the auxiliary frame, the upper end of the vibration reduction assembly is connected with the auxiliary frame, and the lower end of the vibration reduction assembly is rotatably installed on the lower swing arm.

Optionally, the vibration damping assembly includes vibration damping body and vibration damping support, the vibration damping body connect between sub vehicle frame with vibration damping support, vibration damping support keep away from vibration damping body's one end is rotated and is installed down on the swing arm.

Optionally, a first mounting hole is formed in the lower swing arm, the lower swing arm further comprises a rotating shaft, the upper end of the vibration reduction support is fixedly connected with the lower end of the vibration reduction body, and the lower end of the vibration reduction support is rotatably mounted on the lower swing arm through the rotating shaft penetrating through the first mounting hole.

Optionally, the vibration reduction bracket comprises a connection clamp and a first connecting rod and a second connecting rod which are both connected to the lower end of the connection clamp;

The connecting clamp is clamped with the lower end of the vibration reduction body, one end of the first connecting rod, which is far away from the connecting clamp, and one end of the second connecting rod, which is far away from the connecting clamp, are respectively connected with the opposite ends of the rotating shaft.

Optionally, the lower swing arm further comprises a first bushing sleeved on the rotating shaft, and the rotating shaft is rotatably installed in the first installation hole through the first bushing.

Optionally, a first ball pin is arranged on the lower swing arm, and the lower swing arm is rotationally connected with the steering knuckle through the first ball pin.

Optionally, one end of the lower swing arm, which is far away from the knuckle, is provided with at least one second mounting hole, and the lower swing arm further comprises at least one second bushing which is correspondingly arranged in the second mounting hole one by one and is used for connecting with the auxiliary frame.

Optionally, a mounting bracket is arranged on the lower swing arm, the vehicle suspension system further comprises a stabilizer bar, the stabilizer bar comprises a boom, a bar body and a second ball pin rotatably connected between the boom and the bar body, and one end of the boom, which is far away from the bar body, is mounted on the mounting bracket.

Optionally, the vehicle suspension system further comprises a steering tie rod rotatably connected with the knuckle and used for driving the knuckle to rotate relative to the lower swing arm.

Optionally, one end of the upper swing arm, which is far away from the knuckle, is provided with at least one third mounting hole, and the upper swing arm further comprises at least one third bushing which is arranged in the third mounting hole in a one-to-one correspondence manner and is used for connecting with the auxiliary frame.

A vehicle includes the vehicle suspension system.

The vehicle suspension system comprises an upper swing arm, a lower swing arm and a vibration reduction assembly, wherein the steering knuckle is used for installing an in-wheel motor, the steering knuckle is rotatably connected between the upper swing arm and the lower swing arm, one end of the upper swing arm, which is far away from the steering knuckle, and one end of the lower swing arm, which is far away from the steering knuckle, are both connected with an auxiliary frame, the upper end of the vibration reduction assembly is connected with the auxiliary frame, and the lower end of the vibration reduction assembly is rotatably installed on the lower swing arm.

In the vehicle suspension system, the steering knuckle is arranged between the upper swing arm and the lower swing arm, and the hub motor for driving the wheels is arranged on the steering knuckle, so that an intermediate transmission part for transmitting the driving force of the wheels is not required to be arranged on a vehicle body, and therefore, enough installation space can be reserved on the vehicle body, the lower end of the vibration reduction assembly is allowed to be directly rotatably arranged on the lower swing arm at a lower installation point, and a supporting piece which passes over a driving half shaft is not required to be arranged on the lower swing arm, so that the vertical height and the integral installation volume of the vehicle suspension system are reduced on the premise of meeting the vibration reduction requirement of the vehicle, the unsprung mass is reduced, the integral weight and the impact load of the vehicle suspension system are reduced, and the stability of the vehicle during running is improved.

Drawings

The utility model will be further described with reference to the drawings and examples.

Fig. 1 is a schematic structural view of a vehicle suspension system according to an embodiment of the present utility model.

Fig. 2 is a schematic structural view of a lower swing arm of a vehicle suspension system according to an embodiment of the present utility model.

Fig. 3 is a schematic structural view of a vibration damping bracket of a vehicle suspension system according to an embodiment of the present utility model.

Fig. 4 is a schematic view showing a part of the structure of a stabilizer bar of a vehicle suspension system according to an embodiment of the present utility model.

Fig. 5 is a schematic structural view of an upper swing arm of a vehicle suspension system according to an embodiment of the present utility model.

Reference numerals in the specification are as follows:

100. The upper swing arm, 110, the third mounting hole, 120, the third bushing, 200, the lower swing arm, 210, the first mounting hole, 220, the rotating shaft, 230, the first bushing, 240, the first ball pin, 250, the second mounting hole, 260, the second bushing, 270, the mounting bracket, 300, the vibration reduction assembly, 310, the vibration reduction body, 400, the vibration reduction bracket, 410, the connecting clamp, 420, the first connecting rod, 430, the second connecting rod, 500, the knuckle, 600, the stabilizer bar, 610, the suspender, 620, the rod body, 630, the second ball pin, 700, the steering rod.

Detailed Description

In order to make the technical problems, technical schemes and beneficial effects solved by the utility model more clear, the utility model is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the utility model.

It is to be understood that the directions or positional relationships indicated by the terms "upper", "lower", "left", "right", "front", "rear", "middle", etc., are based on the directions or positional relationships shown in the drawings, are merely for convenience of description and simplification of the description, and do not indicate or imply that the apparatus or element in question must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as limiting the utility model.

In the description of the present utility model, unless explicitly specified and limited otherwise, the terms "mounted," "configured to," "engaged with," "connected to," and the like are to be construed broadly, and include, for example, "connected to," whether fixedly connected to, detachably connected to, or integrally connected to, mechanically connected to, electrically connected to, directly connected to, indirectly connected to, and in communication with each other via an intermediate medium. The specific meaning of the above terms in the present utility model will be understood in specific cases by those of ordinary skill in the art.

As shown in fig. 1, an embodiment of the present utility model provides a vehicle suspension system, which includes an upper swing arm 100, a lower swing arm 200, a damper assembly 300, and a knuckle 500 for mounting an in-wheel motor, wherein the knuckle 500 is rotatably connected between the upper swing arm 100 and the lower swing arm 200, one end of the upper swing arm 100 away from the knuckle 500 and one end of the lower swing arm 200 away from the knuckle 500 are both connected to a sub-frame, an upper end of the damper assembly 300 is connected to the sub-frame, and a lower end of the damper assembly 300 is rotatably mounted on the lower swing arm 200.

In this embodiment, the vehicle suspension system may be applied to a vehicle. The upper swing arm 100 is far away from one end of the knuckle 500, the lower swing arm 200 is far away from one end of the knuckle 500, and the upper end of the vibration damping assembly 300 is connected with a subframe, and the knuckle 500 is connected with and drives wheels through a hub motor after the hub motor is mounted.

As can be appreciated, the rotation axis between the knuckle 500 and the upper swing arm 100, and the rotation axis between the knuckle 500 and the lower swing arm 200 are disposed substantially coaxially, so that the knuckle 500 can rotate relative to the upper swing arm 100 and the lower swing arm 200, and further, the wheel is driven to rotate by the connection between the hub motor and the wheel, so as to realize the steering function of the vehicle. The upper swing arm 100 may be integrally cast. The shape of the upper swing arm 100 may be set according to practical situations, so long as the upper swing arm is connected between the knuckle 500 and the subframe in the above connection manner and does not interfere with the vibration reduction assembly 300.

In one embodiment, the upper swing arm 100 has a U-shaped structure. The upper swing arm 100 is rotatably connected with the knuckle 500 at an arc-shaped middle position of the U-shaped structure. The vibration reduction assembly 300 may be positioned in the U-shaped gap, thereby saving space for installation. The upper swing arm 100 may be rotatably coupled to the knuckle 500 by a ball pin so that the knuckle 500 may swing with respect to the upper swing arm 100. The vibration damping assembly 300 may be an active damping vibration damper or a passive damping vibration damper. The in-wheel motor is directly mounted on the knuckle 500 and connected to the wheel, so that the wheel can be directly driven by the in-wheel motor without providing an intermediate transmission member for transmitting a driving force to the wheel on the vehicle body, thereby reducing the weight of the vehicle chassis system. Furthermore, since there is no need to provide an intermediate transmission component occupying the installation space on the vehicle body, there is enough space on the vehicle body to allow the vibration damping assembly 300 to be directly rotatably installed on the lower swing arm 200 at a lower installation point (without providing a support member that passes over the driving half shaft), so that the vehicle body height is reduced on the premise of meeting the vibration damping requirement of the vehicle (that is, the vibration damping length of the vibration damping assembly 300 is met), and the stability of the vehicle during running is improved. Further, the knuckle 500 may be a cast structural member. Two brake caliper mounting points can be arranged on the knuckle 500, so that braking is realized by adopting a double-brake system, the braking distance is reduced, the braking performance is improved, the front and back pitching of a vehicle is prevented, and the smoothness is improved. The connection between the knuckle 500 and the in-wheel motor may include, but is not limited to, one or more of screw connection, snap connection, or welding, as long as a stable connection can be formed between the knuckle 500 and the in-wheel motor.

In the vehicle suspension system of the above embodiment of the present utility model, the knuckle 500 is provided between the upper swing arm 100 and the lower swing arm 200, and the in-wheel motor for driving the wheels is mounted on the knuckle 500 without providing an intermediate transmission member for transmitting the driving force of the wheels on the vehicle body, so that a sufficient mounting space can be reserved on the vehicle body, allowing the lower end of the vibration damping assembly 300 to be directly rotatably mounted on the lower swing arm 200 at a lower mounting point without providing a support member on the lower swing arm 200 that passes over the driving half shaft, and thus, the vertical height and the overall mounting volume of the vehicle suspension system can be reduced while satisfying the vibration damping requirement of the vehicle, while the unsprung mass is reduced, the overall weight and impact load of the vehicle suspension system are reduced, and the stability of the vehicle during running is improved.

In an embodiment, the vibration damping assembly 300 includes a vibration damping body 310 and a vibration damping bracket 400, the vibration damping body 310 is connected between the subframe and the vibration damping bracket 400, and an end of the vibration damping bracket 400 remote from the vibration damping body 310 is rotatably mounted on the lower swing arm 200. Since the vibration damping body 310 is configured with reference to the shape of a conventional vibration damper, in order to fit the vibration damping body 310 on the lower swing arm 200 and reduce the height of the vehicle body, the vibration damping bracket 400 may be connected to the lower swing arm, and the size and shape of the vibration damping bracket 400 may be set as required as long as the vibration damping body 310 can be fit on the lower swing arm 200. Understandably, the vibration reduction bracket 400 may be a cast molded structure.

As shown in fig. 2 and 3, in an embodiment, the lower swing arm 200 is provided with a first mounting hole 210, the lower swing arm 200 further includes a rotation shaft 220, the upper end of the vibration-damping bracket 400 is fixedly connected to the lower end of the vibration-damping body 310, and the lower end of the vibration-damping bracket 400 is rotatably mounted on the lower swing arm 200 through the rotation shaft 220 passing through the first mounting hole 210. It will be appreciated that the first mounting hole 210 is directly formed in the lower swing arm 200, so that the overall height of the vibration damping assembly 300 can be reduced. The lower end of the vibration-damping bracket 400 may be rotatably connected to the rotation shaft 220, or may be fixedly connected to the rotation shaft 220, so long as the rotation shaft 220 is rotatably connected to the first mounting hole 210, or one of the rotation shaft 220 and the lower end of the vibration-damping bracket 400. The rotation shaft 220 is substantially perpendicular to the longitudinal direction (i.e., the vehicle width direction) of the lower swing arm 200 and to the longitudinal direction (i.e., the vehicle height direction) of the damper assembly 300, so that the damper assembly 300 can rotate along the lower swing arm 200.

In one embodiment, as shown in fig. 3, the vibration damping bracket 400 includes a connector clip 410, and a first connecting rod 420 and a second connecting rod 430 both connected to the lower end of the connector clip 410, wherein the connector clip 410 is engaged with the lower end of the vibration damping body 310, one end of the first connecting rod 420 remote from the connector clip 410, and one end of the second connecting rod 430 remote from the connector clip 410 are respectively connected to opposite ends of the rotation shaft. It should be appreciated that the connector clip 410 may be a cylindrical structure with an opening, and after the lower end of the vibration-damping body 310 is inserted into the connector clip 410, the opening of the connector clip 410 may be tightened by a bolt, so that the lower end of the vibration-damping body 310 is clamped on the connector clip 410, thereby realizing the fixed connection between the vibration-damping body 310 and the vibration-damping bracket 400. The first connecting rod 420 and the second connecting rod 430 are respectively positioned at two opposite ends of the first mounting hole 210, the rotation shaft 220 passes through the first mounting hole 210, and two ends of the rotation shaft are respectively connected to the first connecting rod 420 and the second connecting rod 430, so that the vibration reduction bracket 400 is rotatably mounted on the lower swing arm 200.

As shown in fig. 2, in an embodiment, the lower swing arm 200 further includes a first bushing 230 sleeved on the rotation shaft 220, and the rotation shaft 220 is rotatably installed in the first installation hole 210 through the first bushing 230. It will be appreciated that the first bushing 230 may be a rubber bushing, thereby having a vibration damping effect. The rotation shaft 220 may be a bolt passing through the first bushing 230, and at this time, the first connection rod 420 and the second connection rod 430 may be rotatably installed in the first installation hole 210 by the bolt. The first bushing 230 is coaxially disposed with the first mounting hole 210, thereby facilitating reduction of shock load of up-down runout on the vehicle suspension system while improving comfort and roll performance of the vehicle.

As shown in fig. 2, in an embodiment, the lower swing arm 200 is provided with a first ball pin 240, and the lower swing arm 200 is rotatably connected to the knuckle 500 through the first ball pin 240. It will be appreciated that the first ball pin 240 is disposed on the end of the lower swing arm 200 remote from the subframe. As can be appreciated, the lower swing arm 200 is rotatably coupled to the knuckle 500 by the first ball pin 240, such that the knuckle 500 can swing with respect to the lower swing arm 200.

As shown in FIG. 2, in one embodiment, the end of the lower swing arm 200 remote from the knuckle 500 is provided with at least one second mounting hole 250, and the lower swing arm 200 further includes at least one second bushing 260 mounted in the second mounting hole 250 in a one-to-one correspondence for connecting to a subframe. It can be appreciated that the central axis of the second mounting hole 250 may be substantially disposed along the length direction of the vehicle, so as to reduce the swing stiffness of the second bushing 260 disposed in the second mounting hole 250, further reduce the acting force of wheel up-down runout on the subframe, reduce the transmission of external excitation such as road surface or wheel to the subframe, effectively improve road noise and tire noise, improve the NVH performance of the vehicle, increase the travel of the vehicle suspension system, and ensure the roll performance and stability of the vehicle.

As shown in fig. 1, 2 and 4, in one embodiment, the lower swing arm 200 is provided with a mounting bracket 270, the vehicle suspension system further includes a stabilizer bar 600, the stabilizer bar 600 includes a boom 610, a bar body 620, and a second ball pin 630 rotatably connected between the boom 610 and the bar body 620, and an end of the boom 610 remote from the bar body 620 is mounted on the mounting bracket 270. It will be appreciated that the boom 610 may be disposed generally in the vehicle height direction and the stick 620 may be disposed generally in the vehicle width direction. The suspension rod 610 is connected with the rod body 620 through the second ball pin 630, so that the wire diameter of the rod body 620 and the stress at the mounting bracket 270 are reduced, the size and the weight of the mounting bracket 270 are also reduced, the vertical height of the vehicle suspension system is relatively reduced, the arrangement space of the vehicle suspension system is reduced, the cost of the vehicle suspension system is reduced, the performance of the vehicle suspension system is ensured, and the dual effects of weight reduction and cost reduction are achieved.

As shown in fig. 1, in an embodiment, the vehicle suspension system further includes a steering rod 700, and the steering rod 700 is rotatably connected to the knuckle 500 and is configured to rotate the knuckle 500 relative to the lower swing arm 200. It should be appreciated that the steering rod 700 may be rotatably coupled to the knuckle 500 at different positions according to actual situations, as long as the knuckle 500 is rotatable relative to the lower swing arm 200. In an embodiment, the steering rod 700 is rotatably connected to the end of the knuckle 500 away from the rotation axis of the knuckle 500 and the lower swing arm 200, so that the arm of force of the steering rod 700 driving the knuckle 500 to rotate can be increased, and the steering rod 700 can more conveniently drive the knuckle 500 to rotate.

In one embodiment, as shown in fig. 5, at least one third mounting hole 110 is provided at an end of the upper swing arm 100 away from the knuckle 500, and the upper swing arm 100 further includes at least one third bushing 120 mounted in the third mounting hole 110 in a one-to-one correspondence for connecting with a subframe. It will be appreciated that the upper swing arm 100 may have a U-shaped configuration, such that the damper assembly 300 is positioned in the U-shaped gap, thereby saving space. The center axis of the third bushing 120 may be disposed substantially along the length direction of the vehicle, so that the stroke of the vehicle suspension system may be increased, ensuring the roll performance of the vehicle.

An embodiment of the utility model also provides a vehicle, comprising the vehicle suspension system. The specific structure of the vehicle suspension system may be described with reference to the above embodiments, and will not be described herein.

In the vehicle of the above embodiment of the present utility model, the knuckle 500 is disposed between the upper swing arm 100 and the lower swing arm 200, and the in-wheel motor for driving the wheels is mounted on the knuckle 500 without providing an intermediate transmission member for transmitting the driving force of the wheels on the vehicle body, so that a sufficient mounting space can be reserved on the vehicle body, allowing the lower end of the vibration damping assembly 300 to be directly rotatably mounted on the lower swing arm 200 at a lower mounting point without providing a support member on the lower swing arm 200 over the driving half shaft, and thus, the vertical height and the overall mounting volume of the vehicle suspension system can be reduced while satisfying the vibration damping requirement of the vehicle, while the unsprung mass is reduced, the overall weight and impact load of the vehicle suspension system are reduced, and the stability of the vehicle during running is improved.

The above embodiments of the vehicle suspension system and the vehicle of the present utility model are merely examples, and are not intended to limit the present utility model, and any modifications, equivalent substitutions and improvements made within the spirit and principle of the present utility model should be included in the scope of the present utility model.

Claims (10)

1. The vehicle suspension system is characterized by comprising an upper swing arm, a lower swing arm, a vibration reduction assembly and a knuckle for mounting an in-wheel motor;

The steering knuckle is rotatably connected between the upper swing arm and the lower swing arm, one end of the upper swing arm, which is far away from the steering knuckle, and one end of the lower swing arm, which is far away from the steering knuckle, are both connected with the auxiliary frame, the upper end of the vibration reduction assembly is connected with the auxiliary frame, and the lower end of the vibration reduction assembly is rotatably installed on the lower swing arm.

2. The vehicle suspension system of claim 1, wherein the shock absorbing assembly includes a shock absorbing body and a shock absorbing bracket, the shock absorbing body being connected between the subframe and the shock absorbing bracket, the shock absorbing bracket being rotatably mounted on the lower swing arm at an end thereof remote from the shock absorbing body.

3. The vehicle suspension system according to claim 2, wherein the lower swing arm is provided with a first mounting hole, the lower swing arm further includes a rotation shaft, an upper end of the vibration-damping bracket is fixedly connected to a lower end of the vibration-damping body, and a lower end of the vibration-damping bracket is rotatably mounted on the lower swing arm through the rotation shaft passing through the first mounting hole.

4. A vehicle suspension system according to claim 3, wherein the shock mount includes a connector clip and first and second connecting rods each connected to a lower end of the connector clip;

The connecting clamp is clamped with the lower end of the vibration reduction body, one end of the first connecting rod, which is far away from the connecting clamp, and one end of the second connecting rod, which is far away from the connecting clamp, are respectively connected with the opposite ends of the rotating shaft.

5. The vehicle suspension system of claim 3 wherein said lower swing arm further comprises a first bushing journalled on said rotating shaft, said rotating shaft rotatably mounted in said first mounting hole through said first bushing.

6. A vehicle suspension system according to claim 1, wherein the lower swing arm is provided with a first ball pin, the lower swing arm being rotatably connected to the knuckle by the first ball pin, and/or

The lower swing arm is provided with at least one second mounting hole at one end far away from the steering knuckle, and the lower swing arm further comprises at least one second bushing which is correspondingly arranged in the second mounting holes one by one and is used for being connected with the auxiliary frame.

7. The vehicle suspension system of claim 1, wherein a mounting bracket is provided on the lower swing arm, the vehicle suspension system further comprising a stabilizer bar comprising a boom, a lever body, and a second ball pin rotatably coupled between the boom and the lever body, an end of the boom remote from the lever body being mounted on the mounting bracket.

8. The vehicle suspension system of claim 1, further comprising a steering tie rod rotatably coupled to the knuckle and configured to rotate the knuckle relative to the lower swing arm.

9. The vehicle suspension system of claim 1 wherein said upper swing arm has at least one third mounting hole at an end thereof remote from said knuckle, said upper swing arm further including at least one third bushing mounted in one-to-one correspondence with said third mounting hole for connecting a subframe.

10. A vehicle comprising a vehicle suspension system as claimed in any one of claims 1 to 9.