CN216545620U

CN216545620U - Floated linkage and vehicle

Info

Publication number: CN216545620U
Application number: CN202122661041.3U
Authority: CN
Inventors: 周旭亮
Original assignee: Individual
Current assignee: Individual
Priority date: 2021-11-02
Filing date: 2021-11-02
Publication date: 2022-05-17
Anticipated expiration: 2031-11-02

Abstract

The utility model relates to the technical field of vehicle suspension, in particular to a suspension type suspension device and a vehicle. The suspension type suspension device comprises an upper swing arm, a lower swing arm, a main pin, a shock absorber and a spring; the upper swing arm is arranged above the lower swing arm; the main pin and the shock absorber are arranged between the upper swing arm and the lower swing arm, the upper end of the main pin is connected with the upper swing arm, and the lower end of the main pin is connected with the lower swing arm; the spring is connected with the shock absorber in parallel; the upper swing arm is rotationally connected with the vehicle body, and the lower swing arm is rotationally connected with the auxiliary frame; the main pin can drive the lower swing arm to rotate relative to the auxiliary frame, so that the shock absorber drives the spring to move along the axial direction of the shock absorber, and the upper swing arm is driven to rotate relative to the vehicle body. When the suspension device is impacted by the ground, the impact is not directly transmitted to the vehicle body through the spring, so that certain buffering is realized, and the comfort of the vehicle can be further improved. When the spring of the utility model is compressed, the elastic coefficient of the whole suspension device is linearly improved, thereby improving the operation stability of the vehicle.

Description

Floated linkage and vehicle

Technical Field

The utility model relates to the technical field of vehicle suspension, in particular to a suspension type suspension device and a vehicle.

Background

Vehicle suspension systems, also known as suspension systems, are a general term for all the force-transmitting connections between the frame (or the load-bearing body) and the axles (or wheels) of a vehicle. Typical suspension structures are composed of elastic elements, guide mechanisms, shock absorbers, and the like, and individual structures also include a cushion block, a stabilizer bar, and the like. The suspension system is used for transmitting force and torque acting between the wheels and the frame, so that the control and braking of the vehicle are in accordance with good dynamic safety and driving pleasure, the impact force transmitted to the frame or the vehicle body from an uneven road surface is buffered, and proper road noise, bounce and vibration are isolated, so that the vehicle can run smoothly.

The types of suspensions commonly used in the prior art include macpherson suspensions, multi-link suspensions, and double-wishbone suspensions, in which the springs are mounted in the same manner, i.e., the lower ends of the springs are mounted on a lower spring tray of the suspended moving part and the upper ends are mounted directly on the frame or the body of the vehicle.

The spring mounting of current suspension often can not compromise the steering stability and the travelling comfort of vehicle simultaneously. In order to obtain good comfort, the vibration of the vehicle needs to be greatly buffered, and the spring needs to be designed to be soft, but the soft spring easily causes the vehicle to have the unfavorable tendencies of braking, accelerating and rolling seriously, is not beneficial to the steering of the vehicle, and easily causes the unstable operation of the vehicle.

SUMMERY OF THE UTILITY MODEL

In view of the above disadvantages and shortcomings of the prior art, the present invention provides a suspension type suspension device and a vehicle, which solves the technical problem that the prior suspension device cannot give consideration to both the steering stability and the comfort of the vehicle.

In order to achieve the purpose, the utility model adopts the main technical scheme that:

in one aspect, the utility model provides a suspension type suspension device, which comprises an upper swing arm, a lower swing arm, a main pin, a shock absorber and a spring; the upper swing arm is arranged above the lower swing arm; the main pin and the shock absorber are arranged between the upper swing arm and the lower swing arm, the upper end of the main pin is connected with the upper swing arm, and the lower end of the main pin is connected with the lower swing arm; the spring is connected with the shock absorber in parallel; the upper swing arm is rotationally connected with the vehicle body, and the lower swing arm is rotationally connected with the auxiliary frame; the main pin can drive the lower swing arm to rotate relative to the auxiliary frame, so that the shock absorber drives the spring to move along the axial direction of the shock absorber, and the upper swing arm is driven to rotate relative to the vehicle body.

Furthermore, one end of the lower swing arm is connected with the lower end of the main pin to form a first connecting point; the lower end of the shock absorber is connected with the lower swing arm to form a sixth connecting point; the other end of the lower swing arm is connected with the auxiliary frame to form a second connection point; when the main pin drives the lower swing arm to rotate, the first connecting point rotates around the second connecting point.

Furthermore, one end of the upper swing arm is connected with the upper end of the main pin to form a third connection point; the other end of the upper swing arm is connected with the vehicle body to form a fourth connection point; the upper swing arm is also connected with the upper end of the shock absorber to form a fifth connection point; when the shock absorber drives the upper swing arm to rotate, the third connecting point and the fifth connecting point rotate around the fourth connecting point.

Further, a sixth connection point is disposed proximate to the first connection point.

Further, the third connection point, the fourth connection point and the fifth connection point are connected to form a triangle; the fifth connection point is located above and between the third connection point and the fourth connection point.

Further, the spring is sleeved on the upper part of the shock absorber.

The shock absorber comprises a shock absorbing barrel, a piston rod, an upper spring seat and a lower spring seat, wherein the lower end of the shock absorbing barrel is hinged with the lower swing arm, the lower spring seat is arranged at the upper part of the shock absorbing barrel, the extending end of the piston rod is provided with the upper spring seat hinged with the upper swing arm, and the spring is arranged between the upper spring seat and the lower spring seat; the shock-absorbing barrel is sleeved outside the piston rod, and the piston rod moves up and down relative to the shock-absorbing barrel to compress or stretch the spring.

Further, when the shock absorber drives the upper swing arm to rotate, the piston rod is gradually close to the fourth connecting point along with the compression of the spring so as to improve the elastic coefficient of the suspension device.

Furthermore, the upper swing arm is a triangular plate, and a hollow structure is arranged in the middle of the triangular plate.

In another aspect, the utility model provides a vehicle including the suspension device.

The utility model has the beneficial effects that: the utility model provides a suspension type suspension device and a vehicle. In addition, the more the spring of the present invention is compressed, the more the spring coefficient of the entire suspension device is linearly increased, and thus the steering stability of the vehicle can be improved.

Drawings

Figure 1 is a schematic diagram of a suspension of the present invention with springs in tension;

figure 2 is a schematic diagram of a suspension of the present invention with springs in a compressed state;

fig. 3 is a motion circuit diagram of the upper swing arm and the lower swing arm of the present invention.

Description of reference numerals:

1. an upper swing arm; 2. a lower swing arm; 3. a kingpin; 31. a ball head is arranged; 32. a ball head is arranged; 4. a shock absorber; 41. a shock-absorbing barrel; 42. a piston rod; 43. an upper spring seat; 44. a lower spring seat; 5. a spring; 6. a first connection point; 7. a second connection point; 8. a third connection point; 9. a fourth connection point; 10. a fifth connection point; 11. a sixth connection point; 12. a flange sleeve; 13. the axis of the spring.

Detailed Description

For the purpose of better explaining the present invention and to facilitate understanding, the present invention will be described in detail by way of specific embodiments with reference to the accompanying drawings.

Example 1:

referring to fig. 1 and 2, the present embodiment provides a levitation type suspension apparatus. The suspension type suspension device comprises an upper swing arm 1, a lower swing arm 2, a main pin 3, a shock absorber 4 and a spring 5.

Wherein, go up swing arm 1 and set up in the top of swing arm 2 down, swizzle 3 and shock absorber 4 all set up between last swing arm 1 and swing arm 2 down, and the upper end is connected with last swing arm 1, and the lower extreme is connected with swing arm 2 down. The spring 5 is disposed in parallel with the shock absorber 4. The upper and lower ends of the kingpin 3 are provided with an upper ball head 32 and a lower ball head 31, respectively, in order to achieve a ball joint connection.

Specifically, the spring 5 is fitted over the upper portion of the shock absorber 4. The shock absorber 4 includes a shock barrel 41, a piston rod 42, an upper spring seat 43, and a lower spring seat 44. Wherein, the lower end of the shock-absorbing barrel 41 is hinged with the lower swing arm 2, the upper part of the shock-absorbing barrel 41 is provided with a lower spring seat 44, the extending end of the piston rod 42 is provided with an upper spring seat 43, and the spring 5 is arranged between the upper spring seat 43 and the lower spring seat 44. The shock absorbing barrel 41 is sleeved outside the piston rod 42, and the piston rod 42 can move up and down relative to the shock absorbing barrel 41 to compress or stretch the spring 5.

One end of the lower swing arm 2 is connected with a lower ball head 31 of the main pin 3 to form a first connecting point 6. The lower end of the shock absorber 4 is connected to the lower swing arm 2 to form a sixth connection point 11. The sixth connecting point 11 is disposed close to the first connecting point 6 to increase the compression amount of the spring, thereby obtaining a better shock-absorbing effect. The other end of the lower swing arm 2 is connected with the sub-frame to form a second connection point 7. The sub-frame is fixedly connected with the vehicle body, and the second connecting point 7 is fixedly kept relative to the vehicle body during the running process of the vehicle, so that the rotating center of the lower swing arm 2 is formed. The lower part of the kingpin 3 is provided with a flange bushing 12 connected to the flange of the hub. When the vehicle tire produces vibrations because of uneven road surface, this vibrations pass through wheel hub and flange cover 12 and transmit to the swizzle 3 on, swizzle 3 drives down swing arm 2 and rotates to make first tie point 6 rotate around second tie point 7, and then swing arm 2 drives the upwards compression spring 5 of shock absorber 4 down, with the vibrations of buffering vehicle.

Specifically, the upper swing arm 1 is a triangular plate, and a hollow structure is arranged in the middle of the triangular plate, so that the weight of the vehicle body can be reduced.

One end of the upper swing arm 1 is connected with an upper ball head 32 of the main pin 3 to form a third connecting point 8. The other end of the upper swing arm 1 is connected with the vehicle body to form a fourth connecting point 9. The fourth connecting point 9 remains stationary relative to the vehicle body during vehicle travel, constituting the center of rotation of the upper swing arm 1. The upper swing arm 1 is further connected to the upper end of the shock absorber 4. preferably, the shock absorber 4 is hinged to the upper swing arm 1 through an upper spring seat 43 to form a fifth connection point 10. The third connection point 8, the fourth connection point 9 and the fifth connection point 10 are connected to form a triangle, and the fifth connection point 10 is located above and close to the fourth connection point 9 between the third connection point 8 and the fourth connection point 9. When the vehicle tire shakes because of uneven road surface production, this vibrations pass through wheel hub and flange cover 12 and transmit to the swizzle 3 on, swizzle 3 drives down swing arm 2 and rotates, and lower swing arm 2 drives shock absorber 4 and spring 5 flexible to it rotates around fourth tie point 9 to make third tie point 8 and fifth tie point 10. The present invention utilizes the expansion and contraction of the shock absorber 4 and the spring 5 and the slight circumferential rotation of the fifth connecting point 10 about the fourth connecting point 9 to dampen the vibration of the vehicle.

It should be noted that during the running of the vehicle, the upward shock transmitted from the road surface to the wheels is mainly absorbed by the elastic elements in the suspension device, and the road impact received by the running vehicle is only in an upward direction, i.e. the spring is compressed. The present invention considers only the case where the upward shock of the wheel compresses the spring 5 through the lower swing arm 2. The force of the compression of the spring 5 is derived from the upward swing of the lower swing arm 2.

The working process of the present invention is described in detail below with reference to fig. 1-3:

the suspension type suspension device provided by the utility model has the function of buffering the vibration of the road surface by the shock absorption spring and the shock absorption barrel which are commonly arranged in the conventional shock absorber, and further absorbs the vibration by utilizing the circumferential swing of the upper spring seat 43 aiming at the motion of the suspension device. In the suspension device, the directions, sizes, changes and mutual influence effects of the forces are complex, and the stress situations and the operation mechanisms of various components are explained in detail below.

When the vehicle is in a static state, the force of the whole suspension type suspension device is balanced, namely the mass of the vehicle body is equal to the elastic supporting force of the suspension device. The attachment points of the suspension on the vehicle body are a second attachment point 7 and a fourth attachment point 9, via which the weight force of the vehicle body is transmitted to the suspension. The following description refers to the vehicle body in either the upward or downward direction. The wheel shaft is arranged in the flange sleeve 12, the reaction force provided by the wheel relative to the gravity of the vehicle body is firstly transmitted to the lower swing arm 2 through the flange sleeve 12, and the lower swing arm 2 swings upwards around the second connecting point 7 to push the shock absorbing barrel 41 arranged on the lower swing arm 2 to compress the spring 5 upwards. The upper spring seat 43 of the spring 5 is mounted on the fifth connection point 10 of the triangular upper swing arm 1, so that the spring 5 pushes the fifth connection point 10 of the upper swing arm 1 to move in the direction of upward pushing force of the spring 5, and because the upper swing arm 1 rotates around the fourth connection point 9, the axis of the spring 5 is located on the left side of the fourth connection point 9, so that the spring 5 actually pushes the upper swing arm 1 to rotate clockwise around the fourth connection point 9. The upper swing arm 1 rotates clockwise around the fourth connecting point 9, the position of the fourth connecting point 9 is fixed on the vehicle body, the third connecting point 8 on the upper swing arm 1 is pushed upwards around the fourth connecting point 9, the main pin 3 connected with the third connecting point 8 bears upward pulling force, and the main pin 3 is simultaneously subjected to upward pushing force from the ground transmitted by the flange sleeve 12.

At first sight the entire suspension appears to collapse, since the kingpin 3 is subjected to all upward forces and no downward forces to support the weight of the vehicle body. In fact, as with other conventional suspensions, the downward force supporting the suspension is also the tension from spring 5, but this suspension requires a higher K value for spring 5 than the conventional suspension. Referring to fig. 3, when the lower swing arm 2 receives a pushing force from the ground surface and is pushed upward by the flange 12, the lower swing arm 2 swings upward around the second connection point 7, and the spring 5 and the shock absorber 4 rise to the position of the new sixth connection point 11' at the sixth connection point 11 on the lower swing arm 2, and the distance covered is L. The fifth connection point 10 of the shock absorber 4 and the upper spring seat 43 has been rotated about the fourth connection point 9 to the position of the new fifth connection point 10', over a longitudinal distance M (i.e., the axial distance of the spring). L is much larger than M with respect to the axial direction of the spring, so the spring 5 is compressed by a length equal to L minus M. The spring 5 is compressed and there is a tension on the shock absorber 4 at the sixth point of attachment 11 of the lower swing arm 2 which is large enough to support the weight of the vehicle body. The higher the K value of the spring 5 is, the lower the position of the third connecting point 8 on the upper swing arm 1 is, the farther the axes of the spring 5 and the shock absorber 4 are from the fourth connecting point 9, the smaller the K value of the spring 5 is, the higher the position of the third connecting point 8 is, the closer the axes of the spring 5 and the shock absorber 4 are to the fourth connecting point 9, and even the right side of the axes are from the fourth connecting point 9.

When the vehicle is in a running state, the wheels and the shock absorption system are impacted from uneven ground, each impact forces the lower swing arm 2 to swing upwards, the spring 5 and the shock absorber 4 are compressed, and then the balance state is restored under the tension of the spring 5. Assuming that the initial position of the connection point of the lower swing arm 2 and the main pin 3 in fig. 3 is at the first connection point 6, the first connection point 6 swings to a new position of the first connection point 6' after the suspension device is impacted by the road surface, and all the elements and connection points of the whole suspension device correspondingly move from the initial position to the new position, except for the second connection point 7 and the fourth connection point 9 which are fixed on the vehicle body. The first connecting point 6 of the main pin 3 and the lower swing arm 2 moves to a new first connecting point 6 ', the sixth connecting point 11 of the lower swing arm 2 and the shock absorber 4 moves to a new sixth connecting point 11', the displacement distance is L, the spring 5 and the shock absorber 4 are pushed upwards by the sixth connecting point 11, the upper swing arm 1 rotates clockwise around the fourth connecting point 9 under the pushing of the spring 5, the main pin 3 is pulled to move upwards, the main pin 3 is restrained by the upward force and the position from the flange sleeve 12, the third connecting point 8 moves to a new third connecting point 8 'under the restraint of the main pin 3, the fifth connecting point 10 of the connecting point of the upper swing arm 1 and the upper spring seat 43 rotates to a new fifth connecting point 10', the longitudinal displacement distance of the fifth connecting point 10 is M, the compressed distance of the two ends of the spring 5 and the shock absorber 4 is L minus M, the lower swing arm 2 is pushed downwards by the spring 5, the spring 5 is supported between the lower swing arm 2 and the upper swing arm 1, so that the stress condition of the whole system forms an annular rotation and is restrained and restricted.

According to the existing suspension structure, the upper spring seat is directly mounted on the vehicle body, when the vehicle runs and is impacted by the road surface, most of vibration can be absorbed by the spring, but part of vibration can be transmitted to the vehicle body through the upper spring seat. The upper spring seat 43 of the suspension device is mounted above the upper swing arm 1 near the fourth connection point 9. When the vehicle body is impacted by the road surface, after the spring 5 absorbs most of the vibration, part of the rest vibration is not directly transmitted to the vehicle body, but is transmitted to the upper swing arm 1 through the upper spring seat 43, the upper swing arm 1 rotates around the fourth connecting point 9 under the pushing of the main pin 3 while being vibrated, the circular motion of the upper swing arm 1 can be regarded as the upward slight displacement with the distance M in the horizontal and vertical directions by the fifth connecting point 10 in an active and restrained mode, and meanwhile, the displacement with the distance N exists in the transverse direction (namely the direction perpendicular to the axis of the spring). The displacement which is the same as the impact force propagation direction plays a good role in buffering, most energy of residual shock impact is absorbed, the buffering effect of backward retraction of a gun barrel is achieved like the buffering effect of the cannon ammunition during launching, and the impact force is buffered by actively bending the body backward like the boxer suffers heavy impact. As can be seen from fig. 3, when the fifth connecting point 10 on the upper swing arm 1 rotates around the fourth connecting point 9, the displacement in the horizontal direction is greater than the displacement in the vertical direction, so the upper spring seat 43 of the spring 5 converts most of the vibration caused by the longitudinal displacement L into the transverse displacement N, thereby reducing the residual impact from the vertical direction and improving the riding comfort. It follows that the distance and position setting between the three points of attachment of the upper swing arm 1, the third point of attachment 8, the fourth point of attachment 9 and the fifth point of attachment 10, is of great importance.

When the vehicle turns at a high speed, the weight of the vehicle body is transferred to the outer side of the turning track by the force opposite to the centripetal force, and the vehicle body is inclined to the outer side, so that the outer suspension device is required to provide stronger support, and the suspension device is required to be hardened. When the vehicle is subjected to large bumps and impacts during travel, the suspension is too soft and is easily compressed to the limit to "shoot through", which also requires the suspension to provide greater support.

The suspension type suspension special structure can provide progressive elastic coefficient, and the suspension type suspension becomes soft when meeting small-amplitude vibration and becomes hard when meeting turning vehicle body inclination or large impact. As shown in fig. 3, assuming that the vehicle is in a straight-line driving state, the first connection point 6 on the lower swing arm 2 is an original position, and when the vehicle is turning, the first connection point 6 moves to a new position of the first connection point 6 ', the sixth connection point 11 moves to a new position of the sixth connection point 11 ', the spring 5 is compressed upward, the upper spring seat 43 of the spring 5 receives an upward force, and the fifth connection point 10 is pushed to rotate clockwise around the fourth connection point 9 to a new fifth connection point 10 ', so that the fifth connection point 10 drives the upper swing arm 1 to rotate clockwise.

By observing fig. 3, it can be seen that the upper swing arm 1 swings clockwise as the lower swing arm 2 compresses the spring 5 upward, and the axis of the spring damper cylinder in which the fifth connection point 10 is located approaches the position of the fourth connection point 9. The closer the axial lead of the spring damper cylinder is to the fourth connection point 9, the smaller the vertical displacement M (i.e., the spring axis direction) of the fifth connection point 10 when the fifth connection point 10 rotates clockwise around the fourth connection point 9 under the condition that the lower swing arm 2 swings to the same amplitude, the larger the horizontal displacement N, and when the spring axis coincides with the fourth connection point 9, the vertical displacement M is 0 when the fifth connection point 10 rotates around the fourth connection point 9. Therefore, when the lower swing arm 2 drives the spring 5 to compress upwards, the compression is more severe, the upward displacement length M of the upper spring seat 43 on the upper swing arm 1 is smaller, and the actual length of the compressed spring 5 is L minus M, wherein M is smaller and L is unchanged, the actual compression amount of the compressed spring 5 is increased, the swing amplitude of the lower swing arm 2 is unchanged, the spring 5 is compressed more, so that the force required by overcoming the spring force is increased, and the K value of the whole shock absorption system is increased. Suppose that the swing arm 2 further compresses the spring 5 upward until the axis of the spring 5 exceeds the position of the fourth connection point 9 in the clockwise direction, the fifth connection point 10 will rotate around the fourth connection point 9 downward, M becomes a negative value, the upper spring seat 43 connected to the fifth connection point 10 starts to change the movement direction to further compress the spring 5 downward, M becomes a negative value under the condition that L is not changed, the compressed length of the spring 5 becomes L + M, the compression amount becomes larger, and the elasticity of the system becomes stronger. The spring curve of the system is a segment close to a sine curve, simply from the point that the upper swing arm 1 rotates around the fourth point of attachment 9, causing the spring of the system to change, but there are other factors affecting this curve.

The two ends of the spring 5 are arranged between the sixth connecting point 11 of the lower swing arm 2 and the fifth connecting point 10 of the upper swing arm 1, the lower swing arm 2 and the upper swing arm 1 are expanded outwards by the elastic force of the spring 5, namely the lower swing arm 2 is downward, the upper swing arm 1 is upward, the main pin 3 is in a state of being stretched outwards by the two swing arms, and the upward force borne by the main pin is required to be subtracted from the force exerted by the spring in the system according to the lever proportion. When the suspension device is in the original state, the distance from the third connecting point 8 to the axis 13 of the spring 5 is 8a, and the distance from the fourth connecting point 9 of the upper swing arm 1 on the vehicle body to the axis 13 of the spring 5 is 9 b. When the lower end of the spring 5 is compressed from the original position to the position of the sixth connecting point 11 'and the upper end of the spring 5 is rotated from the original position to the position of the fifth connecting point 10' around the fourth connecting point 9, the distance from the position of the new third connecting point 8 'on the kingpin 3 to the position of the new spring 5' is 8 'a' and the distance from the fourth connecting point 9 of the upper swing arm 1 on the vehicle body to the spring axis 13 'is 9 b'. The axis 13' of the new spring is closer to the fourth point of attachment 9 of the upper swing arm than the axis 13 of the original position spring. It is clear that the ratio of 9b:8a is much larger than 9b ': 8 ' a '. The spring 5 pushes the third connecting point 8 to rotate around the fourth connecting point 9, 9b is a driving force arm, 8a is a driven force arm, and according to the lever principle, the closer the spring axis 13 is to the fourth connecting point 9, the smaller the upward force ratio of the upper swing arm 1 for pulling the main pin 3 is. When the spring axis 13 coincides with the fourth connection point 9, the length of the main power arm 9b is 0, the ratio of the tension of the spring 5 to the main pin 3 through the upper swing arm 1 is 0, and the tension of the spring 5 completely acts on the upper connection point and the lower connection point. The force applied by the spring 5 to the upper swing arm 1 is proportionally less than the force pulling the king pin 3 upward, as the spring 5 is compressed upward by the lower swing arm 2 with the upper swing arm 1 simultaneously upward, the amount of compression being less than the axial displacement of the upper swing arm 1. The more the spring 5 is compressed, the smaller the proportion of upward tension experienced by the kingpin 3, the smaller the spring 5 needs to be scaled to subtract the same directional force, and the larger the actual spring rate the spring 5 produces in the system. The force in this respect also increases progressively with the degree of compression of the spring, the reason for this increase being that the force to be subtracted becomes smaller.

Combining the reasons mentioned above, the elastic coefficient K of the whole suspension type suspension system is gradually changed, and the suspension system shows a softer characteristic when the vehicle is slightly vibrated, because the upper swing arm also participates in absorbing residual vibration in addition to absorbing vibration by the spring, thereby improving the comfort level of the vehicle. When the vehicle turns at a high speed or meets large impact on a road surface, the suspension type suspension system can gradually increase the elasticity coefficient of the whole suspension system, so that the suspension can provide support and improve the toughness of the shock absorbing system, the impact is eliminated, and the limit of breakdown of the suspension is prevented.

Example 2:

the utility model provides a vehicle which comprises the suspension type suspension device in the embodiment. The suspension device is described in detail in embodiment 1, and will not be repeated here. Other structures of the vehicle are of existing design.

In the description of the present invention, it is to be understood that the terms "first", "second" and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implying any number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium; either as communication within the two elements or as an interactive relationship of the two elements. The specific meanings of the above terms in the present invention can be understood according to specific situations by those of ordinary skill in the art.

In the present invention, unless otherwise expressly stated or limited, a first feature may be "on" or "under" a second feature, and the first and second features may be in direct contact, or the first and second features may be in indirect contact via an intermediate. Also, a first feature "on," "above," and "over" a second feature may be directly or obliquely above the second feature, or simply mean that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the second feature, or may simply mean that the first feature is at a lower level than the second feature.

In the description herein, the description of the terms "one embodiment," "some embodiments," "an embodiment," "an example," "a specific example" or "some examples" or the like, means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

Although embodiments of the present invention have been shown and described above, it should be understood that the above embodiments are illustrative and not restrictive, and that those skilled in the art may make changes, modifications, substitutions and alterations to the above embodiments without departing from the scope of the present invention.

Claims

1. A suspension type suspension device is characterized in that: comprises an upper swing arm (1), a lower swing arm (2), a main pin (3), a shock absorber (4) and a spring (5); the upper swing arm (1) is arranged above the lower swing arm (2); the main pin (3) and the shock absorber (4) are arranged between the upper swing arm (1) and the lower swing arm (2), the upper end of the main pin is connected with the upper swing arm (1), and the lower end of the main pin is connected with the lower swing arm (2); the spring (5) and the shock absorber (4) are arranged in parallel; the upper swing arm (1) is rotatably connected with the vehicle body, and the lower swing arm (2) is rotatably connected with the auxiliary frame; the main pin (3) can drive the lower swing arm (2) to rotate relative to the auxiliary frame, so that the shock absorber (4) drives the spring (5) to move along the axial direction of the shock absorber (4), and then the upper swing arm (1) is driven to rotate relative to the vehicle body.

2. The suspension system of claim 1, wherein: one end of the lower swing arm (2) is connected with the lower end of the main pin (3) to form a first connecting point (6); the lower end of the shock absorber (4) is connected with the lower swing arm (2) to form a sixth connecting point (11); the other end of the lower swing arm (2) is connected with the auxiliary frame to form a second connecting point (7); when the main pin (3) drives the lower swing arm (2) to rotate, the first connecting point (6) rotates around the second connecting point (7).

3. The suspension system of claim 1, wherein: one end of the upper swing arm (1) is connected with the upper end of the main pin (3) to form a third connecting point (8); the other end of the upper swing arm (1) is connected with the vehicle body to form a fourth connection point (9); the upper swing arm (1) is also connected with the upper end of the shock absorber (4) to form a fifth connection point (10); when the shock absorber (4) drives the upper swing arm (1) to rotate, the third connecting point (8) and the fifth connecting point (10) rotate around the fourth connecting point (9).

4. The suspension system of claim 2, wherein: the sixth connection point (11) is arranged close to the first connection point (6).

5. The suspension system of claim 3, wherein: the third connection point (8), the fourth connection point (9) and the fifth connection point (10) are connected to form a triangle; the fifth connection point (10) is located above and between the third connection point (8) and the fourth connection point (9).

6. The suspension system of claim 3, wherein: the spring (5) is sleeved on the upper part of the shock absorber (4).

7. The suspension system of claim 6, wherein: the shock absorber (4) comprises a shock absorbing barrel (41), a piston rod (42), an upper spring seat (43) and a lower spring seat (44), the lower end of the shock absorbing barrel (41) is hinged with the lower swing arm (2), the lower spring seat (44) is arranged at the upper part of the shock absorbing barrel (41), the upper spring seat (43) hinged with the upper swing arm (1) is arranged at the extending end of the piston rod (42), and the spring (5) is arranged between the upper spring seat (43) and the lower spring seat (44); the shock-absorbing barrel (41) is sleeved outside the piston rod (42), and the piston rod (42) moves up and down relative to the shock-absorbing barrel (41) to compress or stretch the spring (5).

8. The suspension system of claim 7, wherein: when the shock absorber (4) drives the upper swing arm (1) to rotate, the piston rod (42) is gradually close to the fourth connecting point (9) along with the compression of the spring (5) so as to improve the elastic coefficient of the suspension device.

9. The suspension system of claim 1, wherein: the upper swing arm (1) is a triangular plate, and a hollow structure is arranged in the middle of the triangular plate.

10. A vehicle, characterized in that: a suspension device comprising a suspension of any of claims 1-9.