CN115139718A

CN115139718A - Be applied to carry formula suspension of cycle racing

Info

Publication number: CN115139718A
Application number: CN202210960001.5A
Authority: CN
Inventors: 陈洋睿; 刘显贵
Original assignee: Xiamen University of Technology
Current assignee: Xiamen University of Technology
Priority date: 2022-08-11
Filing date: 2022-08-11
Publication date: 2022-10-04

Abstract

The invention discloses a mounted suspension applied to racing cars, which comprises a damping assembly, wherein the damping assembly is connected between wheels and a frame, the lower end connecting point of the damping assembly is an acting point of the wheels for supporting the frame, and the acting point is above the gravity center of a car body. According to the invention, the acting point of the wheel supporting frame is moved to the position above the gravity center of the vehicle body, and the connection mode between the damping assembly and the frame is changed from 'supporting' to 'mounting', so that the problems of the vehicle that the vehicle is easy to have a nod phenomenon and a rollover accident are solved, and the smoothness, the operation stability and the comfort of the vehicle are ensured.

Description

Be applied to carry formula suspension of cycle racing

Technical Field

The invention relates to the technical field of automobiles, in particular to a mounted suspension applied to racing automobiles.

Background

To improve the smoothness and operational stability of the vehicle and accelerate the damping of the frame and body vibrations, a suspension system is usually mounted on the vehicle. The suspension affects the stability, smoothness, handling stability, safety and other properties of the vehicle body. Most of the existing cars and racing cars use independent suspensions, such as macpherson, double wishbone, multi-link or torsion beam structure suspensions, and the wheels support the frame and the car body mainly through the thrust of elastic elements and shock absorbers. The suspension can relieve vibration and impact caused by uneven road surface, so that good stability of the vehicle is ensured; rapidly attenuating the vibration of the vehicle body and the axle; transmitting various forces and moments acting between the wheels and the vehicle body; ensuring the necessary safety and operation stability during driving.

The existing automobile suspension structure can reduce the rigidity of connection between wheels and an automobile body while supporting a frame, the inclination angle of the automobile body can be further increased when the automobile is inclined or steered, and the possibility of side turning is increased, while the racing car has extremely high movement speed, so that the requirement on side turning prevention is higher. Chinese utility model patent CN201821025987.2 discloses an anti-turn side-turn suspension structure of an electric vehicle, which comprises an upper rocker arm, wherein the inner end of the upper rocker arm is hinged with a vehicle frame, and the outer end of the upper rocker arm is hinged with a knuckle of a front wheel; the upper end of the front shock absorber is hinged with the frame, the lower end of the front shock absorber is hinged with the upper rocker arm, and the damping force of the compression stroke of the front shock absorber is larger than that of the extension stroke. The suspension improves the stability of the vehicle in the steering process to a certain extent, but the acting point of the suspension for supporting the frame is below the gravity center of the vehicle body. In fact, when the automobile tilts or turns, the existing automobile suspension structure can further increase the inclination angle of the automobile body and increase the possibility of side turning; on the other hand, when the vehicle is braked, the wheel is subjected to a backward force, the force action point is lower than the gravity center of the vehicle, the vehicle is rotated, the front suspension spring is compressed, the vehicle is nodulated, and the comfort level of passengers is reduced.

Disclosure of Invention

The invention aims to provide a hanging type suspension applied to racing cars, which solves the problem that the prior suspension is easy to cause the vehicle to have nod and rollover accidents because the acting point of a wheel supporting frame is below the gravity center of the vehicle body.

In order to solve the technical problems, the technical solution of the invention is as follows:

a suspension for racing vehicles comprises a damping assembly, wherein the damping assembly is connected between a wheel and a vehicle frame, the lower end connecting point of the damping assembly is an acting point of the wheel for supporting the vehicle frame, and the acting point is above the gravity center of the vehicle body.

Preferably, the vehicle further comprises a support and a first extension supporting arm, wherein the support is directly or indirectly connected with the wheel; the bottom end of the first extension supporting arm is directly or indirectly connected with the support, and the top end of the first extension supporting arm is hinged with the upper end of the damping assembly.

Preferably, the shock absorption device further comprises a second extension supporting arm, one end of the second extension supporting arm is fixed on the frame, and the other end of the second extension supporting arm is hinged with the lower end of the shock absorption assembly.

Preferably, the bicycle further comprises an upper swing arm and a lower swing arm, one end of the upper swing arm and one end of the lower swing arm are respectively connected with the support, and the other ends of the upper swing arm and the lower swing arm are respectively hinged with the bicycle frame.

Preferably, the device further comprises a support, an upper swing arm, a lower swing arm, a first extension supporting arm and a second extension supporting arm; one end of the support is connected with the wheel, and the other end of the support is rotatably connected with the frame through the upper swing arm and the lower swing arm; the first extension supporting arm is fixed on the support or the lower swing arm, the second extension supporting arm is fixed on the frame, and the first extension supporting arm and the second extension supporting arm are respectively hinged to the upper end and the lower end of the shock absorption assembly.

Preferably, the suspension is a rear suspension, one end of a support of the rear suspension is nested with a brake disc, and the brake disc is fixed on a wheel; the other end of the support is provided with a through hole, and the support is connected with a transmission shaft of the racing car through the through hole.

Preferably, the suspension is a front suspension, a support of the front suspension is connected with a steering structure, the steering structure is respectively connected with one end of each of the upper swing arm and the lower swing arm, and the other end of each of the upper swing arm and the lower swing arm is connected with the frame.

Preferably, the first extension supporting arm is provided with a frame body for an axle to pass through, and the bottom of the first extension supporting arm is fixed on the lower swing arm; the second extension supporting wall is replaced by a supporting shaft, the supporting shaft is arranged on the frame and is positioned above the axle, and the lower end of the shock absorption assembly is connected to the supporting shaft in a shaft connection mode.

Preferably, the shock absorbing assembly includes a shock absorber and an elastic element, the elastic element is nested outside the shock absorber, and the damping force generated by the extension stroke of the shock absorber is smaller than the damping force generated by the compression stroke of the shock absorber.

Preferably, the shock absorbing assembly is disposed at an angle toward the first elongate support arm.

After adopting the scheme, the invention at least has the following beneficial effects:

1. according to the invention, the acting point of the wheel supporting frame is moved to the position above the gravity center of the car body, so that the connection mode between the damping assembly and the car frame is changed from 'supporting' to 'mounting', the inclination angle of the car body is reduced when the racing car is tilted or steered under the structure, the possibility of side turning is reduced, and the smoothness and the operation stability of the car are improved; the invention can solve the 'head and tail end tilting' phenomenon of the racing car to a certain extent, and the 'head and tail end tilting' phenomenon can occur to the whole car body when the racing car provided with the suspension is braked.

2. The damping force generated by the extension stroke of the shock absorber can be smaller than that generated by the compression stroke, so that the condition that the stress of the shock absorber is changed from compression force to stretching force by the 'mounting' type suspension is better adapted. Specifically, the damping force of the extension stroke shock absorber is small, so that the elasticity of the elastic element is fully utilized to alleviate the impact; the compression stroke shock absorber has large damping force so as to achieve rapid shock absorption.

3. The suspension part structure of the invention is similar to the conventional Macpherson and double-fork arm suspension, and the suspension has simple structure and convenient processing.

4. The damping assembly can be obliquely arranged towards the direction of the first extension supporting arm, so that the damping assembly is mainly stressed by the force in the stretching direction, the shearing force borne by the side direction is reduced, and the service life of parts is prolonged.

5. By applying the 'mounting' type suspension, the centrifugal force direction and the passenger supporting force direction of the vehicle form a pause angle when the vehicle turns, the centrifugal force required to be overcome by passengers is reduced, and the riding comfort is enhanced. Meanwhile, the gravity center of the vehicle body is lowered, the vehicle body is inclined to the steering position, the possibility of side turning is reduced, and the safety is improved.

6. The suspension can be a rear suspension and also can be a front suspension with a steering function.

Drawings

FIG. 1 is a schematic structural diagram of a first embodiment of the present invention;

FIG. 2 is a schematic view of a support structure according to a first embodiment of the present invention;

FIG. 3 is a schematic structural view of a vehicle frame according to a first embodiment of the present invention;

FIG. 4 is a schematic view of the shock absorbing assembly of the present invention;

FIG. 5 (a) is a normal state diagram of a vehicle suspension according to a first embodiment of the present invention, and (b) is a schematic diagram illustrating the operation of a racing vehicle suspension according to a first embodiment of the present invention;

FIG. 6 is a schematic structural diagram of a third embodiment of the present invention;

fig. 7 (a) is a state where an automobile using a conventional suspension is tilted on a slope, and (b) is a state where a racing car using a suspension of the present invention is tilted on a slope;

FIG. 8 is a schematic representation of the forces experienced during a left turn of a racing vehicle using the suspension of the present invention;

fig. 9 is a schematic structural diagram of a third embodiment of the present invention.

In the figure: 1-brake disc, 2-vehicle frame, 21-connecting element, 3-support, 31-support body, 32-upper support, 33-lower support, 34-through hole, 4-damping assembly, 41-shock absorber, 42-elastic element, 5-upper swing arm, 6-lower swing arm, 7-first extension support arm, 71-frame body, 8-second extension support arm, 8' -support shaft, 9-steering structure, 91-steering knuckle body, 92-tie rod, 93-steering knuckle arm and 94-steering knuckle.

Detailed Description

The invention is described in further detail below with reference to the figures and specific examples. It should be noted that the technical features involved in the embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.

The invention discloses a suspension for racing car, which connects the wheel (not shown) and the frame 2, the suspension can be the rear suspension, also can be the front suspension with steering function, as shown in fig. 1-5, the suspension is the rear suspension, and the suspension of the embodiment shown in fig. 6 and 9 is the front suspension with steering function. The present invention is also directed to an independent suspension in which suspension structures are provided on the left and right wheels, respectively.

Referring to fig. 1-5, the rear suspension of the first embodiment includes a support base 3, a shock absorbing assembly 4, an upper swing arm 5, a lower swing arm 6, a first elongated support arm 7, and a second elongated support arm 8. The support 3 is connected with the wheels, and the frame 2 is connected with the support 3 through a first extension supporting arm 7, a damping assembly 4, a second extension supporting arm 8, an upper swing arm 5 and a lower swing arm 6. Wherein, the upper swing arm 5 and the lower swing arm 6 play the role of activity limit by the stress of the damping assembly 4.

As shown in fig. 2, the holder 3 includes a holder main body 31, and may further include an upper holder 32 and a lower holder 33. The support main body 31 can be a cylinder, one end of the support main body can be nested with the brake disc 1, the brake disc 1 is fixed on a wheel, and the support main body 31 can also be directly fixed on the wheel; the top of the other end of the support main body 31 is provided with the upper bracket 32, and the bottom is provided with the lower bracket 33. The upper support 32 is hinged with the upper swing arm 5, the lower support 33 is hinged with the lower swing arm 6, and meanwhile, the upper swing arm 5 and the lower swing arm 6 are respectively hinged with the frame 1. The first extension support arm 7 is fixed on the top of the support main body 31, and the second extension support arm 8 is fixed on the top of the frame 2 (as shown in fig. 3). The shock absorption assembly 4 is rotatably connected between the second extension supporting arm 8 and the first extension supporting arm 7. The connecting point of the lower end of the shock absorption assembly 4 is the acting point of the wheel supporting frame 2, and the acting point is above the gravity center of the vehicle body, so that the connecting mode between the shock absorption assembly 4 and the frame 2 is changed from the traditional 'supporting' mode to the 'mounting' mode. This kind of structure has reduced the possibility that the cycle racing turned on one's side, and simultaneously, during the cycle racing braking, the power that the wheel received was removed the top through first extension support arm 7, and this force action point is higher than the car center of gravity, makes the cycle racing rotatory the head phenomenon that rises appear, has solved the discomfort that the cycle racing "nod head rises the tail" phenomenon and brought for the passenger to a certain extent.

Further, the first extension supporting arm 7 is J-shaped, and one end of the bent portion thereof is hinged to the top of the damping assembly 4, and the other end thereof is fixed to the top of the support body 31. The second extension supporting arm 8 is V-shaped, one end of the second extension supporting arm is hinged with the bottom of the damping assembly 4, and the other end of the second extension supporting arm is fixed to the top of the frame 2.

The damping assembly 4 may be arranged inclined towards the first elongate support arm 7 such that the force applied to the damping assembly 4 is as parallel as possible to the long arm of the first elongate support arm 7. As shown in fig. 5, the shock absorbing assembly 4 is inclined at an angle such that the force applied to it is parallel to the long arm of the first extension supporting arm 7 as much as possible, and mainly receives the force in the stretching direction, thereby reducing the shearing force applied in the lateral direction and prolonging the service life of the components; if the angle is perpendicular, the damper assembly 4 may break.

Further, the first elongate support arm 7 may be welded to the support base 3 and positioned adjacent to the upper support bracket 32 and extending above the upper support bracket 32 to facilitate moving the point of application of the wheel support frame to the upper side. The upper swing arm 5 is an A-shaped fork arm, the lower swing arm 6 is an A-shaped fork arm without a sharp angle, the lower swing arm 6 is connected in a matching mode, and the lower support 33 can be designed into a V shape. The neutral position in the center of the upper swing arm 5 can realize abdicating the second extension support arm 8, so that the structure is more compact, the occupied space is smaller, and the stretching and compression motions of the suspension are not influenced. The seat 3 may be provided with a through hole 34, and in particular, the through hole 34 is provided at the center of the seat body 31 for inserting a driving shaft (not shown) of a racing car. It should be noted that, in general, a universal joint is connected to the transmission shaft, and therefore, the transmission shaft can be bent, and therefore, even if a vehicle frame is provided between the left and right wheels, the problem of interference between the transmission shaft and the vehicle frame does not occur.

As shown in fig. 3, the second elongate support arm 8 can be welded to the frame 2, and the frame 2 can also be welded with a connecting element 21 for articulation with the upper swing arm 5 and the lower swing arm 6.

As shown in fig. 4, the damper assembly 4 includes a damper 41 and an elastic member 42, the damper 41 may be a double-acting tube type damper, and the elastic member 42 may be a coil spring. The spiral spring is nested outside the double-action barrel type shock absorber and is connected with the double-action barrel type shock absorber in parallel.

Further, the damping force generated by the extension stroke of the conventional double-acting tube shock absorber is larger than that of the compression stroke, but because the stress of the shock absorber 41 is changed from the compression force to the extension force in the present invention, the damping force of the shock absorber 41 should be smaller in the extension stroke of the suspension (the stroke of the axle and the frame moving closer to each other), so as to fully utilize the elasticity of the elastic element 42 to moderate the impact; the damping force of shock absorber 41 should be large during the suspension compression stroke (the stroke in which the axle and frame are moved away from each other) for rapid shock absorption. Traditional double-acting cylinder shock absorber is as disclosed in patent application CN201510668483.7, including the piston rod, the working cylinder, the piston, the valve stretches, the oil storage cylinder, the compression valve, the compensating valve, the flow valve, the guide holder, dust cover and oil blanket, be equipped with the working cylinder in the oil storage cylinder, be equipped with the dust cover in the upper end of oil storage cylinder, the oil storage cylinder is fixed through guide holder and oil blanket with the upper end junction of working cylinder, the piston rod is arranged in the working cylinder, it is fixed with the flow valve to stretch in the working cylinder, the bottom of working cylinder is equipped with compression valve and compensating valve, the damping action of two strokes can compress, stretch this kind of double-acting cylinder shock absorber. The dual action tube shock absorber of the present invention adjusts the spring strength of the compression, extension, flow and makeup valves. In this embodiment, the compression valve and the extension valve are provided as general check valves, the spring elasticity of the check valve is very weak, and when the oil pressure acting force on the valve is in the same direction as the spring force, the valve is in a closed state and is completely free from liquid flow; when the oil pressure acting force and the spring force are opposite, the valve can be opened only by a small oil pressure. The circulation valve and the compensation valve are arranged as unloading valves, the spring elasticity of the unloading valve is stronger, the pretightening force is larger, the valves can be opened only when the oil pressure is increased to a certain degree, and the valves are automatically closed when the oil pressure is reduced to a certain degree. The invention effectively utilizes the principle that the shock absorber and the spring can generate resistance no matter the shock absorber and the spring are compressed or stretched, only the structures of the four valves are adjusted, and the shock absorber realizes smaller damping force of the shock absorber in the stretching stroke and larger damping force of the shock absorber in the compression stroke under the condition of not changing the original parts too much.

Referring to fig. 6, the front suspension shown in the second embodiment of the present invention is different from the rear suspension of the first embodiment in that a steering structure 9 is added, the shapes and/or positions of the support base 3, the upper swing arm 5, the lower swing arm 6 and the first elongated support arm 7 are slightly different, and other structures, shapes and positions are substantially the same as those of the first embodiment. In the second embodiment, one end of the support 3 is connected with a wheel, the other end of the support is connected with a steering structure 9, the steering structure 9 is respectively connected with one end of the upper swing arm 5 and one end of the lower swing arm 6, and the other end of the upper swing arm 5 and the other end of the lower swing arm 6 are connected with the frame 2. Further, the steering structure 9 includes a knuckle main body 91, a tie rod 92, a knuckle arm 93, and a knuckle 94. The knuckle body 91 can be nested on the bearing 3, and the knuckle arm 93 is fixed to the knuckle body 91. One end of the tie rod 92 is connected to a knuckle arm 93, and the other end is connected to a steering wheel through a structure such as a steering column (not shown), so that the vehicle is steered. The upper swing arm 5 can be V-shaped, one end of the upper swing arm is hinged with the top of the steering knuckle main body 91 through a steering knuckle 94, and the other end of the upper swing arm 5 is hinged with the frame 2. The lower swing arm 6 can be in an A shape, one end of the lower swing arm is hinged with the bottom of the steering knuckle main body 91 through a steering knuckle 94, and the other end of the lower swing arm 6 is hinged with the frame 2. The first elongate support arm 7 may be fixed at the bottom to the lower swing arm 6 and at the top through the upper swing arm 5. In the same way as the first embodiment, the first extension supporting arm 7 is connected with the frame 2 through the damping assembly 4 and the second extension supporting arm. Of course, the bottom of the first elongate support arm 7 in the second embodiment can also be fixed to the support 3. The wheels of this embodiment are not connected with each other by an axle, because the front wheels of this embodiment are not driving wheels, and the wheels on both sides do not need to be connected. For embodiments requiring the connection of the wheels on both sides via the axle, the suspension may be rotated sideways to prevent the suspension structure from interfering with the axle. As shown in fig. 9, it is also possible for the embodiment that requires the connection of the wheels on both sides, which is the third embodiment of the present invention, to be a front suspension, and to include the support 3, the shock absorbing assembly 4, the upper swing arm 5, the lower swing arm 6, the first extended support arm 7, the second extended support arm 8, and the steering mechanism 9, which have the same structure and reference numerals as those of the second embodiment, and will not be described in detail. In the present embodiment, in order to prevent interference with the axle, the first elongate support arm 7 is provided with a frame 71 through which the axle (not shown) can pass. The second elongated support wall 8 is replaced by a support shaft 8', the support shaft 8' being arranged on the frame 2 above the axle (not shown), and the lower end of the shock absorbing assembly 4 being journaled on the support shaft 8 '. In the third embodiment, when the axle is connected to the carrier 3, the suspension and the axle can be prevented from interfering with each other.

When the present invention is operated, taking the wheel of the first embodiment as an example, as shown in fig. 5 (b), the wheel is forced to move upwards, which drives the upper and

lower swing arms

5, 6 to rotate, the first extension supporting arm 7 moves upwards, and the shock absorbing assembly 4 is stretched. On the contrary, when the wheels move downwards, the upper swing arm and the lower swing arm are driven to rotate, the first extension supporting arm 7 moves downwards, and the shock absorption assembly 4 is compressed. The operation principle of the second embodiment is the same as that of the first embodiment.

The key technical structure of the invention is that the acting point of the wheel supporting frame is moved to the position above the gravity center of the vehicle body, and the connecting mode between the damping assembly 4 and the vehicle frame 2 is changed from the traditional 'supporting' mode to the 'mounting' mode by adopting the suspension. Under the structure, the inclination angle of the car body is reduced when the racing car inclines or turns, the possibility of side turning is reduced, and the smoothness and the operation stability of the racing car are ensured.

An illustration of the principle of the vehicle when it is rolling is shown in figure 7. Fig. 7 (a) shows the racing car using the conventional suspension in a state of rolling on a slope, the acting point of the wheels supporting the frame of the conventional suspension is below the center of gravity of the car body, the connection between the shock absorbing assembly 4 and the car frame is in a "support" type, and the supporting point is below the car frame, so that when the racing car leans to the left, the center of gravity of the car body moves to the left, the compression amount of the left suspension is larger than that of the right suspension, and the inclination angle of the car body is further increased, and the possibility of rollover is increased. Fig. 7 (b) shows the state that the racing car using the suspension of the invention rolls on the slope, because of the "mounting" type, the suspension point is above the car frame, so that when the racing car rolls to the left, the center of gravity of the car body moves to the right, away from the left suspension and close to the right suspension, the stress on the right suspension is increased, the right suspension is stretched, the left suspension is compressed or unchanged or the stretching amount is smaller than that of the right suspension, thereby balancing the rolling angle of the racing car on the slope, ensuring that the car body tends to maintain the horizontal posture, further reducing the possibility of side turning when the racing car is on the slope, and improving the driving safety.

When the racing car turns, the comfort level of passengers and the driving safety can be improved by using the suspension disclosed by the invention. Referring to fig. 8, when a vehicle using the suspension of the present invention turns left, the passenger experiences a centrifugal force F1 and a gravity G in the right direction, the resultant force is F2, and the passenger experiences a supporting force F3 of the seat. If the suspension is a traditional support suspension, F3 and F1 form an acute angle, but because the suspension is a hanging suspension, the vehicle body is turned towards the left side at the moment, F3 and F1 form an obtuse angle, and partial centrifugal force is offset by the support force of the vehicle seat, so that the shaking of passengers in the vehicle is reduced, and the riding comfort is further enhanced. Meanwhile, the gravity center of the vehicle body is reduced, the vehicle body is inclined to the turning direction, the possibility of side turning is reduced, and the safety is improved.

The above-mentioned embodiments are only preferred embodiments of the present invention, and do not limit the technical scope of the present invention, so that the changes and modifications made by the claims and the specification of the present invention should fall within the scope of the present invention.

Claims

1. The utility model provides a be applied to carry formula suspension of cycle racing, includes the shock attenuation assembly, and this shock attenuation assembly is connected between wheel and frame, its characterized in that: the lower end connecting point of the shock absorption assembly is an acting point of a wheel supporting frame, and the acting point is above the gravity center of the vehicle body.

2. A mount suspension for use in racing vehicles according to claim 1, wherein: the support is directly or indirectly connected with the wheels; the bottom end of the first extension supporting arm is directly or indirectly connected with the support, and the top end of the first extension supporting arm is hinged with the upper end of the damping assembly.

3. A mount suspension for use in racing vehicles according to claim 1, wherein: the shock absorption frame is characterized by further comprising a second extension supporting arm, one end of the second extension supporting arm is fixed on the frame, and the other end of the second extension supporting arm is hinged to the lower end of the shock absorption assembly.

4. A suspension for a racing car according to claim 2, wherein: the bicycle further comprises an upper swing arm and a lower swing arm, wherein one end of the upper swing arm and one end of the lower swing arm are respectively connected with the support, and the other ends of the upper swing arm and the lower swing arm are respectively hinged with the bicycle frame.

5. A suspension for racing vehicles according to claim 1, wherein: the support is arranged on the upper swing arm, the lower swing arm is arranged on the lower swing arm, and the first extending support arm and the second extending support arm are arranged on the lower swing arm; one end of the support is connected with the wheel, and the other end of the support is rotatably connected with the frame through the upper swing arm and the lower swing arm; the first extension supporting arm is fixed on the support or the lower swing arm, the second extension supporting arm is fixed on the frame, and the first extension supporting arm and the second extension supporting arm are respectively hinged to the upper end and the lower end of the shock absorption assembly.

6. An automotive suspension according to claim 5, characterized in that: the suspension is a rear suspension, one end of a support of the suspension is nested with a brake disc, and the brake disc is fixed on a wheel; the other end of the support is provided with a through hole, and the support is connected with a transmission shaft of the racing car through the through hole.

7. A mount suspension for use in racing vehicles according to claim 5, wherein: the suspension is a front suspension, a support of the front suspension is connected with a steering structure, the steering structure is respectively connected with one end of each of an upper swing arm and a lower swing arm, and the other end of each of the upper swing arm and the lower swing arm is connected with the frame.

8. A mount suspension for use in racing vehicles according to claim 5, wherein: the first extension supporting arm is provided with a frame body for an axle to pass through, and the bottom of the first extension supporting arm is fixed on the lower swing arm; the second extension supporting wall is replaced by a supporting shaft, the supporting shaft is arranged on the frame and is positioned above the axle, and the lower end of the shock absorption assembly is connected to the supporting shaft in a shaft connection mode.

9. A mount suspension for use in racing vehicles according to any of claims 1 to 4, wherein: the shock absorption assembly comprises a shock absorber and an elastic element, wherein the elastic element is nested outside the shock absorber, and the damping force generated by the extension stroke of the shock absorber is smaller than the damping force generated by the compression stroke of the shock absorber.

10. A suspension for a racing car according to any one of claims 2 to 8, wherein: the shock absorption assembly is arranged in a manner of leaning against the first extension supporting arm.