CN112109510A - Independent suspension system and vehicle - Google Patents
Independent suspension system and vehicle Download PDFInfo
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- CN112109510A CN112109510A CN202010981464.0A CN202010981464A CN112109510A CN 112109510 A CN112109510 A CN 112109510A CN 202010981464 A CN202010981464 A CN 202010981464A CN 112109510 A CN112109510 A CN 112109510A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G3/00—Resilient suspensions for a single wheel
- B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
- B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G15/00—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type
- B60G15/02—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring
- B60G15/06—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper
- B60G15/062—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper the spring being arranged around the damper
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2200/00—Indexing codes relating to suspension types
- B60G2200/10—Independent suspensions
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2200/00—Indexing codes relating to suspension types
- B60G2200/10—Independent suspensions
- B60G2200/18—Multilink suspensions, e.g. elastokinematic arrangements
- B60G2200/184—Assymetric arrangements
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- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The invention provides an independent suspension system and a vehicle, wherein the independent suspension system is applied to the vehicle, and a single-side guide structure of the independent suspension system comprises: the upper control arm assembly comprises a control arm body, a first ball pin, a first bushing and a second bushing, wherein the control arm body is of a triangular structure, and the first ball pin, the first bushing and the second bushing are respectively arranged at three ends of the control arm body; the toe-in connecting rod assembly comprises a toe-in connecting rod body, a second ball pin and a third bushing, wherein the second ball pin and the third bushing are arranged at two ends of the toe-in connecting rod body; the lower oblique arm assembly comprises a lower oblique arm body, and a fork body and a fourth bushing which are arranged at two ends of the lower oblique arm body; the lower cross arm assembly comprises a lower cross arm main body, a fifth bushing and a sixth bushing which are arranged at two ends of the lower cross arm main body, a lower cross arm auxiliary body extending from the sixth bushing, and a third ball pin arranged at the tail end of the lower cross arm auxiliary body. The independent suspension system and the vehicle provided by the embodiment of the invention can be beneficial to improving the driving smoothness of the vehicle and enhancing the grounding performance of the tire.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to an independent suspension system and a vehicle.
Background
The vehicle suspension is a general term of a power transmission structure between a vehicle frame and an axle, and plays roles in transferring load, alleviating impact, attenuating vibration and determining the change of a motion track and wheel positioning when a wheel jumps. Directly influences various performances of the vehicle such as operation stability, smoothness, reliability, safety and the like.
Modern vehicles require better acceleration performance, higher speed, better oil saving effect and higher safety performance, so that an excellent suspension system is urgently needed to meet the power transmission requirement of the vehicle.
Disclosure of Invention
The embodiment of the invention aims to provide an independent suspension system and a vehicle, which are beneficial to improving the driving smoothness of the vehicle and enhancing the grounding performance of tires.
In order to achieve the above purpose, the embodiment of the present invention provides the following technical solutions:
in a first aspect, an embodiment of the present invention provides an independent suspension system for a vehicle, where the independent suspension system has a single-side guide mechanism, and the single-side guide mechanism includes:
the upper control arm assembly comprises a control arm body, a first ball pin, a first bushing and a second bushing, wherein the control arm body is of a triangular structure, and the first ball pin, the first bushing and the second bushing are respectively arranged at three ends of the control arm body; the first ball pin is connected with a steering knuckle of the vehicle, and the first bushing and the second bushing are respectively connected with a frame assembly of the vehicle;
the toe-in connecting rod assembly comprises a toe-in connecting rod body, a second ball pin and a third bushing, wherein the second ball pin and the third bushing are arranged at two ends of the toe-in connecting rod body; the third bushing is connected with the frame assembly, and the second ball pin is connected with the steering knuckle;
the lower oblique arm assembly comprises a lower oblique arm body, and a fork body and a fourth bushing which are arranged at two ends of the lower oblique arm body; the fork body is connected with the steering knuckle, and the fourth bushing is connected with the frame assembly;
the lower cross arm assembly comprises a lower cross arm main body, a fifth bushing and a sixth bushing which are arranged at two ends of the lower cross arm main body, a lower cross arm auxiliary body extending from the sixth bushing, and a third ball pin arranged at the tail end of the lower cross arm auxiliary body; the third ball pin is not located on a straight line where the fifth bushing and the sixth bushing are located, the fifth bushing is connected with the frame assembly, the sixth bushing is connected with a sliding column assembly of the vehicle, and the third ball pin is connected with the steering knuckle.
Furthermore, the control arm body is of an A-shaped structure, the first ball pin is located at the top end of the control arm body, and the first bushing and the second bushing are respectively arranged at two bottom ends of the control arm body.
Further, the strut assembly comprises a shock absorber and a spiral spring annularly arranged on the shock absorber, the shock absorber is provided with a fork, and the fork is connected with the sixth bushing.
Further, at least one of a bolt connecting the third bushing and the frame assembly and a bolt connecting the fifth bushing and the frame assembly is an eccentric cam structure.
Further, the toe link body includes a bushing rod and a ball pin rod, the third bushing is located at a first end of the bushing rod, and the second ball pin is located at a first end of the ball pin rod; the second end of the ball pin rod is sleeved at the second end of the bushing rod.
Furthermore, the outer surface of the second end of the ball pin rod is provided with an external thread, the second end of the bushing rod is annular, the inner wall of the annular is provided with an internal thread, and the external thread is meshed with the internal thread.
Further, the arrangement direction of the first ball pin is perpendicular to the arrangement direction of the first bushing and the arrangement direction of the second bushing respectively; and/or the presence of a gas in the gas,
the arrangement direction of the third bush and the arrangement direction of the second ball pin are perpendicular to each other.
Further, the independent suspension system comprises two single-side guide mechanisms which are symmetrically arranged with each other, and an axle assembly which is respectively connected with the two single-side guide mechanisms.
Furthermore, the independent suspension system also comprises a stabilizer bar, the stabilizer bar is in a U-shaped structure, and two parts at the top of the stabilizer bar are respectively connected with the limiting clamp.
In a second aspect, embodiments of the present invention further provide a vehicle including an independent suspension system as described above.
In the embodiment of the invention, the independent suspension system is in a four-link type independent suspension structure type, and the unilateral guide structure comprises an upper control arm assembly, a toe-in connecting rod assembly, a lower oblique arm assembly and a lower cross arm assembly; therefore, unsprung mass can be reduced, so that impact load transmitted to a vehicle body is reduced, and the running smoothness of a vehicle and the grounding performance of tires are improved; in addition, the left wheel and the right wheel of the vehicle can be mutually independent when jumping, so that the rolling and the vibration of the vehicle body are reduced, and the operating stability of the vehicle is improved.
Drawings
FIG. 1 is a schematic structural diagram of an independent suspension system according to an embodiment of the present invention;
FIG. 2 is a schematic structural diagram of an independent suspension system provided in accordance with another embodiment of the present invention;
FIG. 3 is a schematic structural view of an upper control arm assembly of the independent suspension system according to another embodiment of the present invention;
FIG. 4 is a schematic structural view of a toe link assembly of the independent suspension system according to another embodiment of the present invention;
FIG. 5 is a schematic diagram of a lower suspension arm assembly of the independent suspension system according to another embodiment of the present invention;
FIG. 6 is a schematic structural view of a lower cross arm assembly of an independent suspension system according to another embodiment of the present invention;
FIG. 7 is a schematic structural diagram of a strut assembly of an independent suspension system according to another embodiment of the present invention;
FIG. 8 is a schematic view of a third bushing coupled to a frame assembly of the independent suspension system according to another embodiment of the present invention;
FIG. 9 is a schematic view of a fifth bushing coupled to a frame assembly of the independent suspension system in accordance with another embodiment of the present invention;
fig. 10 is a schematic structural view of a stabilizer bar of an independent suspension system according to another embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
As shown in fig. 1 to 6, an embodiment of the present invention provides an independent suspension system for a vehicle, in which a single-side guide mechanism of the independent suspension system includes:
the upper control arm assembly 110 includes a control arm body 111, a first ball pin 112, a first bushing 113 and a second bushing 114, wherein the control arm body 111 has a triangular structure, and the first ball pin 112, the first bushing 113 and the second bushing 114 are respectively disposed at three ends of the control arm body 111; the first ball pin 112 is connected with a steering knuckle of the vehicle, and the first bushing 113 and the second bushing 114 are respectively connected with a frame assembly 200 of the vehicle;
the toe link assembly 120 includes a toe link body 121, and a second ball pin 122 and a third bushing 123 disposed at two ends of the toe link body 121; the third bushing 123 is connected to the frame assembly 200, and the second ball pin 122 is connected to the knuckle;
the lower oblique arm assembly 130 comprises a lower oblique arm body 131, and a fork 132 and a fourth bushing 133 which are arranged at two ends of the lower oblique arm body 131; the fork 132 is connected with the steering knuckle, and the fourth bushing 133 is connected with the frame assembly 200;
a lower arm assembly 140 including a lower arm main body 141, fifth and sixth bushings 142, 143 provided at both ends of the lower arm main body 141, a lower arm sub body 144 extending from the sixth bushing 143, and a third ball pin 145 provided at a tip end of the lower arm sub body 144; the third ball pin 145 is not located on a straight line where the fifth bushing 142 and the sixth bushing 143 are located, the fifth bushing 142 is connected to the frame assembly 200, the sixth bushing 143 is connected to a strut assembly of the vehicle, and the third ball pin 145 is connected to the knuckle.
In the embodiment of the invention, the independent suspension system is in a four-link type independent suspension structure type, and the unilateral guide structure comprises an upper control arm assembly, a toe-in connecting rod assembly, a lower oblique arm assembly and a lower cross arm assembly; therefore, unsprung mass can be reduced, so that impact load transmitted to a vehicle body is reduced, and the running smoothness of a vehicle and the grounding performance of tires are improved; in addition, the left wheel and the right wheel of the vehicle can be mutually independent when jumping, so that the rolling and the vibration of the vehicle body are reduced, and the operating stability of the vehicle is improved.
In the embodiment of the invention, the independent suspension system comprises the left and right unilateral guide structures, each unilateral guide structure is respectively connected with the tire on one side and is not directly connected with other unilateral guide structures, so that the left and right wheels are independent during jumping, the rolling and vibration of a vehicle body are reduced, and the steering stability of the vehicle is improved.
As shown in fig. 3, the upper control arm body 111 of the upper control arm assembly 110 has a triangular structure, and three end points of the triangular structure are respectively provided with a first ball pin 112, a first bushing 113 and a second bushing 114. The triangle structure may be a triangle structure, or may be other structures including three endpoints, and the three endpoints form a triangle.
The first ball pin 112, the first bushing 113, and the second bushing 114 are respectively disposed at three end points of the triangular structure, so that the coupling strength of the first ball pin 112, the first bushing 113, and the second bushing 114 can be improved. Wherein, the first ball pin 112 is connected with a steering knuckle of the vehicle to realize the up-and-down jumping and steering movement of the wheel; the first bushing 113 and the second bushing 114 are respectively connected with the frame assembly 200 of the vehicle, and the mutual abrasion of parts can be reduced through the bushing connection, so that the cost of abrasion and replacement of the parts is reduced.
Because the camber angle acts to tilt the top of the wheel outward, the wheel rolls outward when the vehicle is traveling forward, causing side slip and tire wear. Toe-in functions to bring the wheel in a rolling direction closer to the positive direction, thereby reducing or eliminating tire slip due to camber.
As shown in fig. 4, the toe link assembly 120 is used to connect the frame assembly 200 and the knuckle. Specifically, the toe link body 121, and the second ball pin 122 and the third bushing 123 disposed at both ends of the toe link body 121. The third bush 123 is connected the frame assembly 200, the second ball pin 122 is connected the knuckle to the restriction wheel direction is close positive direction when rolling, in order to alleviate or eliminate because the produced tire sideslip of wheel camber.
As shown in fig. 5, the fork 132 and the fourth bushing 133 are respectively disposed at both ends of the lower inclined arm body 131, and the fork 132 and the fourth bushing 133 are disposed in the same direction, that is, the direction in which the fourth bushing 133 is connected to the frame assembly 200 is the same as the direction in which the fork 132 is connected to the universal joint.
As shown in fig. 6, the lower cross arm assembly 140 is used to raise the roll center height of the vehicle, and has a strong anti-roll capability during the vehicle turning process. Specifically, the joint cross arm comprises a lower cross arm main body 141, fifth bushings 142 and sixth bushings 143 provided at both ends of the lower cross arm main body 141, a lower cross arm sub-body 144 extending from the sixth bushings 143, and a third ball pin 145 provided at a tip end of the lower cross arm sub-body 144.
The third ball pin 145 is not located on the straight line where the fifth bushing 142 and the sixth bushing 143 are located, that is, the lower arm sub body 144 is formed by bending and extending from the tip of the lower arm main body 141.
The fifth bushing 142 is connected with the frame assembly 200, the sixth bushing 143 is connected with the strut assembly 150 of the vehicle, and the wear of parts can be reduced through the bushing connection, so that the cost of replacing the worn parts is reduced. The third ball pin 145 connects the knuckle and prevents the vehicle from tilting during steering.
Further, as shown in fig. 3, the control arm body 111 is an "a" structure, the first ball pin 112 is located at the top end of the control arm body 111, and the first bushing 113 and the second bushing 114 are respectively located at two bottom ends of the control arm body 111.
In this embodiment, the control arm body 111 is configured as an "a" shape, so that a connecting arm is added between the three top ends, which can further enhance the connection strength between the first ball pin 112, the first bushing 113 and the second bushing 114.
Wherein, a part of the control arm body 111 can be opened with a groove to reduce the weight of the control arm body 111.
Further, as shown in fig. 7, the strut assembly 150 includes a damper 151 and a coil spring 152 surrounding the damper 151, and the damper 151 is provided with a yoke connected to the sixth bushing 143.
In this embodiment, the one-side guide mechanism is provided with a strut assembly 150, and the fork of the shock absorber 151 is connected to the sixth bushing 143, thereby reducing vibration of the vehicle body in the case where the wheel is jumped up and down.
Further, as shown in fig. 8 and 9, at least one of a bolt connecting the third bushing 123 and the frame assembly 200 and a bolt connecting the fifth bushing 142 and the frame assembly 200 is an eccentric cam structure.
An eccentric cam is a wheel that is not centered on the point of rotation, typically referred to as a circular wheel, and becomes an eccentric cam when the circle does not rotate about its own center. In this embodiment, toe-in and camber are adjusted by an eccentric cam configuration.
Further, as shown in fig. 4, the toe link body 121 includes a bushing rod 1211 and a ball pin rod 1212, the third bushing 123 is located at a first end of the bushing rod 1211, and the second ball pin 122 is located at a first end of the ball pin rod 1212; the second end of the ball pin rod 1212 is sleeved on the second end of the bushing rod 1211.
In this embodiment, the toe link body 121 is formed by combining two parts, namely, a bushing rod 1211 and a ball pin rod 1212, wherein the second end of the ball pin rod 1212 and the second end of the bushing rod 1211 may have an interference fit.
In addition, the outer surface of the second end of the ball pin rod 1212 is provided with an external thread, the second end of the bushing rod 1211 is annular, and the inner wall of the annular is provided with an internal thread, which is engaged with the internal thread. I.e., a threaded connection between the second end of the ball pin rod 1212 and the second end of the bushing rod 1211.
Further, as shown in fig. 4 and 6, the arrangement direction of the first ball pin 112 is perpendicular to the arrangement direction of the first bushing 113 and the arrangement direction of the second bushing 114, respectively; and/or the presence of a gas in the gas,
the third bushing 123 and the second ball pin 122 are disposed in a direction perpendicular to each other.
In this embodiment, because the design positions of different parts in the independent suspension system of different vehicles are different, the flexibility of the spatial layout of the parts can be improved through the design of different setting directions of the bushings and the ball pins at the two ends.
As shown in fig. 1 and 2, the independent suspension system further includes two single-side guide mechanisms symmetrically disposed with respect to each other, and an axle assembly 300 connecting the two single-side guide mechanisms, respectively.
The axle assembly 300 is connected to the vehicle frame (or body) via an independent suspension system, with wheels mounted at each end. The axle assembly 300 is used to bear the load of the vehicle and maintain the normal driving of the vehicle on the road. The steering knuckle is part of the axle assembly 300.
Further, as shown in fig. 10, the independent suspension system further includes a stabilizer bar 160, the stabilizer bar is in a "U" shape, and two portions of the top of the stabilizer bar 160 are respectively connected to the limiting clamps.
In order to improve the ride comfort of a vehicle, the suspension stiffness is usually designed to be relatively low, which affects the driving stability of the vehicle. In this embodiment, a transverse stabilizer bar is added to the independent suspension system to improve the roll angle rigidity of the suspension, reduce the vehicle body roll angle, prevent the vehicle body from generating an excessive transverse roll when turning, and keep the vehicle body balanced as much as possible.
Embodiments of the present invention further provide a vehicle, including the independent suspension system described above.
It is noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
All the embodiments in the present specification are described in a related manner, and the same and similar parts among the embodiments may be referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for the system embodiment, since it is substantially similar to the method embodiment, the description is simple, and for the relevant points, reference may be made to the partial description of the method embodiment.
The above description is only for the preferred embodiment of the present invention, and is not intended to limit the scope of the present invention. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention shall fall within the protection scope of the present invention.
Claims (10)
1. An independent suspension system applied to a vehicle, characterized in that a single-side guide mechanism of the independent suspension system comprises:
the upper control arm assembly comprises a control arm body, a first ball pin, a first bushing and a second bushing, wherein the control arm body is of a triangular structure, and the first ball pin, the first bushing and the second bushing are respectively arranged at three ends of the control arm body; the first ball pin is connected with a steering knuckle of the vehicle, and the first bushing and the second bushing are respectively connected with a frame assembly of the vehicle;
the toe-in connecting rod assembly comprises a toe-in connecting rod body, a second ball pin and a third bushing, wherein the second ball pin and the third bushing are arranged at two ends of the toe-in connecting rod body; the third bushing is connected with the frame assembly, and the second ball pin is connected with the steering knuckle;
the lower oblique arm assembly comprises a lower oblique arm body, and a fork body and a fourth bushing which are arranged at two ends of the lower oblique arm body; the fork body is connected with the steering knuckle, and the fourth bushing is connected with the frame assembly;
the lower cross arm assembly comprises a lower cross arm main body, a fifth bushing and a sixth bushing which are arranged at two ends of the lower cross arm main body, a lower cross arm auxiliary body extending from the sixth bushing, and a third ball pin arranged at the tail end of the lower cross arm auxiliary body; the third ball pin is not located on a straight line where the fifth bushing and the sixth bushing are located, the fifth bushing is connected with the frame assembly, the sixth bushing is connected with a sliding column assembly of the vehicle, and the third ball pin is connected with the steering knuckle.
2. The independent suspension system according to claim 1, wherein the control arm body has an "a" configuration, the first ball pin is located at a top end of the control arm body, and the first bushing and the second bushing are respectively located at two bottom ends of the control arm body.
3. The independent suspension system according to claim 1, wherein the strut assembly includes a shock absorber and a coil spring encircling the shock absorber, the shock absorber being provided with a yoke, the yoke being connected to the sixth bushing.
4. The independent suspension system of claim 1, wherein at least one of a bolt connecting the third bushing to the frame assembly and a bolt connecting the fifth bushing to the frame assembly is an eccentric cam structure.
5. The independent suspension system of claim 1, wherein the toe link body includes a bushing rod and a ball pin rod, the third bushing being located at a first end of the bushing rod, the second ball pin being located at a first end of the ball pin rod; the second end of the ball pin rod is sleeved at the second end of the bushing rod.
6. The independent suspension system according to claim 5, wherein the second end of the ball stud rod is externally threaded on an outer surface thereof, the second end of the bushing rod is annular, and an inner annular wall is internally threaded, the external threads being engaged with the inner threads.
7. The independent suspension system according to claim 1, wherein an arrangement direction of the first ball pin is perpendicular to an arrangement direction of the first bushing and an arrangement direction of the second bushing, respectively; and/or the presence of a gas in the gas,
the arrangement direction of the third bush and the arrangement direction of the second ball pin are perpendicular to each other.
8. The independent suspension system according to claim 1, wherein the independent suspension system includes two single-side guide mechanisms disposed symmetrically with respect to each other, and an axle assembly connecting the two single-side guide mechanisms, respectively.
9. The independent suspension system according to claim 8, further comprising a stabilizer bar having a "U" shaped configuration, wherein two portions of the top of the stabilizer bar are connected to the limit clips, respectively.
10. A vehicle comprising an independent suspension system according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010981464.0A CN112109510A (en) | 2020-09-17 | 2020-09-17 | Independent suspension system and vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010981464.0A CN112109510A (en) | 2020-09-17 | 2020-09-17 | Independent suspension system and vehicle |
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| CN112109510A true CN112109510A (en) | 2020-12-22 |
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| CN202010981464.0A Pending CN112109510A (en) | 2020-09-17 | 2020-09-17 | Independent suspension system and vehicle |
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| CN (1) | CN112109510A (en) |
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| CN112706572A (en) * | 2021-01-07 | 2021-04-27 | 北京汽车集团越野车有限公司 | Rear independent suspension system and vehicle |
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| CN114683787A (en) * | 2022-04-13 | 2022-07-01 | 北京汽车集团越野车有限公司 | Rear lower oblique arm assembly and vehicle suspension comprising same |
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| CN112706572A (en) * | 2021-01-07 | 2021-04-27 | 北京汽车集团越野车有限公司 | Rear independent suspension system and vehicle |
| CN113400877A (en) * | 2021-07-30 | 2021-09-17 | 奇瑞汽车股份有限公司 | Suspension system and vehicle |
| CN113400877B (en) * | 2021-07-30 | 2022-04-08 | 奇瑞汽车股份有限公司 | Suspension system and vehicle |
| CN114013232A (en) * | 2021-11-09 | 2022-02-08 | 北京中资燕京汽车有限公司 | Rear independent suspension structure for heavy vehicle |
| CN114454677A (en) * | 2022-02-16 | 2022-05-10 | 北京汽车集团越野车有限公司 | Independent suspension system and vehicle |
| CN114683787A (en) * | 2022-04-13 | 2022-07-01 | 北京汽车集团越野车有限公司 | Rear lower oblique arm assembly and vehicle suspension comprising same |
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