CN121403907A - Double wishbone suspension system and vehicle - Google Patents

Abstract

The invention discloses a double-wishbone suspension system and a vehicle, wherein the suspension system comprises a steering hub, an upper control arm and a damping assembly, wherein the steering hub is provided with a steering knuckle and a driving shaft, the steering knuckle is provided with a first connecting seat and a second connecting seat above the driving shaft, the first connecting seat is positioned above the second connecting seat, the first connecting seat extends towards the direction close to the steering hub, the second connecting seat extends towards the direction far away from the steering hub, the lower control arm is positioned below the driving shaft, the lower control arm is hinged to the lower end of the steering knuckle, the upper control arm is hinged to the first connecting seat, the lower end of the damping assembly is hinged to the second connecting seat, and the upper end of the damping assembly is connected to a vehicle frame. Compared with the prior art, the technology has the advantages that the connecting fork is omitted, the weight and the cost are reduced, the height of the vibration reduction assembly can be integrally moved upwards, the occupied space of the whole vehicle in the Y-axis direction is reduced, the structural space of the longitudinal beam of the vehicle body is increased, and in the steering process of the wheels, the turning angle of the wheels is increased, and the turning radius of the vehicle is further reduced.

Description

Double-wishbone suspension system and vehicle

Technical Field

The invention relates to the technical field of automobile manufacturing, in particular to a double-cross arm suspension system and a vehicle.

Background

The traditional automobile suspension structure type is shown in fig. 1, and consists of an upper control arm 1, a lower control arm 2, a spring, a damper 3, a steering knuckle 4, a brake 5 and other parts, wherein a driving shaft 6 is positioned below the damper, and the damper is connected with the lower control arm through a connecting fork 7. The existing structure has the following defects:

1. because the shock absorber is positioned above the driving shaft, a transition piece such as a connecting fork is needed to be added, and the connecting fork is connected with the lower control arm, so that the cost and the weight are increased;

2. In the steering process of the wheels, the brake calipers are easy to interfere with the connecting fork, so that the turning angle of the wheels is influenced, and the turning radius of the wheels is further influenced;

3. the suspension system occupies a large space in the Y-axis direction, so that the arrangement of the longitudinal beams of the vehicle body is influenced, and the arrangement space of the engine compartment is further influenced.

Disclosure of Invention

The present invention is directed to a double wishbone suspension system that addresses one or more of the problems of the prior art, and at least provides a useful choice or creation of conditions.

A double wishbone suspension system according to an embodiment of the first aspect of the present invention includes:

The steering wheel hub is provided with a steering knuckle and a driving shaft, a first connecting seat and a second connecting seat are arranged above the driving shaft, the first connecting seat is positioned above the second connecting seat, the first connecting seat extends towards the direction close to the steering wheel hub, and the second connecting seat extends towards the direction far away from the steering wheel hub;

A lower control arm positioned below the driving shaft, the lower control arm being hinged to the lower end of the knuckle;

the upper control arm is hinged to the first connecting seat, and the upper control arm and the lower control arm are arranged on the same side of the knuckle;

The lower end of the vibration reduction assembly is hinged to the second connecting seat, the upper end of the vibration reduction assembly is connected to the frame, and the vibration reduction assembly and the steering knuckle keep a relative rotation relationship through hinging, so that the vibration reduction assembly does not steer along with the steering knuckle.

The double-wishbone suspension system according to the embodiment of the present invention has at least the following advantageous effects:

1. The vibration reduction assembly is arranged on the steering knuckle, so that a connecting fork in a traditional suspension system and a hole site for installing the connecting fork on a lower control arm are eliminated, the weight and the cost are reduced, and the structural strength of the lower control arm is improved;

2. The height of the vibration reduction assembly can be integrally moved upwards due to the elimination of the connecting fork, the rotation of the brake and the wheel is not limited in the steering process of the wheel, the rotation angle of the wheel is increased, the turning radius of the vehicle is further reduced, and the maneuvering flexibility of the wheel is improved;

3. The up-shifting of the vibration reduction assembly reduces the occupied space of the suspension system in the Y-axis direction, increases the structural space of the longitudinal beam of the vehicle body and increases the arrangement space of the engine compartment.

According to some embodiments of the invention, the knuckle is disposed on a rear side of a center of wheel of the steering wheel hub with a forward direction of the vehicle as a forward direction.

According to some embodiments of the invention, a brake is connected to the steering hub, which brake is arranged on the front side of the centre of the wheel of the steering hub.

According to some embodiments of the invention, the second connecting seat extends in a direction deviating from the direction of approach of the drive shaft.

According to some embodiments of the invention, the lower end of the vibration damping assembly is connected to the second connection seat through a first ball head structure.

According to some embodiments of the invention, the lower control arm is of a single arm construction, and the lower control arm is connected to the knuckle by a second ball arrangement.

According to some embodiments of the invention, the upper control arm is of a double-arm structure, and the upper control arm is connected with the first connecting seat through a third ball head structure.

According to some embodiments of the invention, the vibration damping assembly comprises a spring and a vibration damper, wherein the spring is fixedly sleeved outside the vibration damper, the spring is an eccentric spring, and the central axis of the spring is deviated from the central axis of the vibration damper.

According to some embodiments of the invention, the steering knuckle is provided with a clearance space through which the drive shaft extends.

According to a second aspect of the present invention, a vehicle includes:

The double wishbone suspension system described above;

a frame connected to the lower control arm and the upper control arm;

And the differential mechanism is connected with the driving shaft.

Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.

Drawings

FIG. 1 is a schematic perspective view of a prior art suspension system;

FIG. 2 is a schematic perspective view of a double wishbone suspension system according to one embodiment of the present invention;

fig. 3 is a schematic view of a steering knuckle and a shock absorber according to an embodiment of the present invention.

In the drawing, a 100-steering wheel hub, a 200-lower control arm, a 300-upper control arm, a 400-vibration reduction assembly, a 410-vibration absorber, a 500-steering knuckle, a 600-driving shaft, a 700-brake, a 510-first connecting seat, a 520-second connecting seat, a 530-first ball head structure and a 540-third ball head structure are shown.

Detailed Description

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

In the description of the present invention, it should be understood that references to orientation descriptions such as upper, lower, front, rear, left, right, etc. are based on the orientation or positional relationship shown in the drawings, are merely for convenience of description of the present invention and to simplify the description, and do not indicate or imply that the apparatus or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus should not be construed as limiting the present invention.

In the description of the present invention, a number means one or more, a number means two or more, and greater than, less than, exceeding, etc. are understood to not include the present number, and above, below, within, etc. are understood to include the present number. The description of the first and second is for the purpose of distinguishing between technical features only and should not be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated or implicitly indicating the precedence of the technical features indicated.

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

As shown in fig. 2, an embodiment of the present invention provides a double wishbone suspension system including a steering wheel hub 100, a lower control arm 200, an upper control arm 300, and a damper assembly 400, the damper assembly 400 being composed of a spring (not shown in the drawings) and a damper 410, wherein the spring is subjected to an eccentric process. The spring is sleeved outside the damper 410, and after being pressed on a special tool, the spring and the damper 410 together form the damper assembly 400. Also, the center axis of the damper 410 is not coincident with the center axis of the spring, and the center axes of the two are offset from each other, which effectively reduces the lateral force when the damper assembly 400 is impacted.

In other embodiments, vibration reduction assembly 400 may also be an air spring vibration reduction 410, without limitation to the embodiments described above.

In addition, the steering hub 100 is provided with a knuckle 500, a driving shaft 600 and a brake 700, wherein the steering hub 100 is supported on a journal at the outer end of the knuckle 500 by two tapered roller bearings, and the tightness of the bearings can be adjusted by adjusting nuts, so that not only can the flexible rotation of the wheels around the axis of the hub be ensured, but also the weight of the vehicle and various forces and moments generated during running can be borne. On the transaxle, the drive shaft 600 is divided into an inner shaft and an outer shaft, the inner shaft is connected with the differential, and the outer shaft is connected with the hub through splines, so that power is transmitted to the wheels to drive the automobile. For a disc brake, the brake disc is mounted on the hub by bolts and positioned radially by the spigot of the hub, and the caliper is connected to the knuckle 500 by bolts, and the caliper piston presses the brake pad against the brake disc, thereby effecting braking. Since the knuckle 500 is also connected to the lower control arm 200 and the lower control arm 200 is located below the driving shaft 600, it is necessary to provide a clearance space on the knuckle 500, and the driving shaft 600 penetrates the clearance space and is connected to the steering wheel hub 100, thereby satisfying the assembly of the driving shaft 600.

The knuckle 500 may be used to connect with a steering system of a vehicle, for example, a currently prevailing electric power steering system, in which after the vehicle is started, the driver turns the steering wheel, torque is transmitted to a rack-and-pinion steering gear via the steering column, and a driving gear in the steering gear is meshed with the rack, so that rotational movement of the steering wheel is converted into linear movement of the rack in the transverse direction of the vehicle, the rack translates to the left when the steering wheel turns left, and translates to the right when the steering wheel turns right. Then, the vehicle ECU controls the booster motor to output auxiliary torque according to the current speed and the torque of the steering wheel so as to push the rack to slide more easily. The two ends of the rack are respectively hinged with a steering tie rod through an inner ball head, the linear motion of the rack is directly transmitted to the steering tie rod, the steering tie rod is a rigid rod with adjustable length, an outer ball head is arranged at one end far away from the rack, and the outer ball head is connected with a steering arm of the steering knuckle 500. When the tie rod moves linearly along with the rack, a pushing force or a pulling force is applied to the steering arm of the knuckle 500, and the knuckle 500 deflects in a corresponding direction around the kingpin axis under the action of the pushing force or the pulling force, and finally drives the steering wheel hub 100 rigidly connected with the knuckle 500 through the bearing to perform synchronous steering.

In the present embodiment, the structure of the steering knuckle 500 is different from the existing structure in that a first connecting seat 510 and a second connecting seat 520 are provided above a driving shaft 600, the first connecting seat 510 is located above the second connecting seat 520, the first connecting seat 510 extends in a direction approaching the steering wheel hub 100, the second connecting seat 520 extends in a direction away from the steering wheel hub 100, that is, the first connecting seat 510 faces the outside of the vehicle, and the second connecting seat 520 faces the inside of the vehicle. Next, the second connecting seat 520 is connected to the lower end of the shock absorber 410 through the first ball structure 530, and the upper end of the shock absorber 410 is connected to the vehicle frame, so that the shock absorber 410 does not follow the knuckle 500 to steer together because the shock absorber 410 and the knuckle 500 maintain a relative rotational relationship through articulation. The first connection seat 510 is connected with the upper control arm 300 through the third ball head structure 540, the lower end of the knuckle 500 is connected with the lower control arm 200 through the second ball head structure, the upper control arm 300 and the lower control arm 200 are both arranged on the same side of the knuckle 500, and at this time, the upper control arm 300 and the lower control arm 200 are both connected with the frame.

It can be understood that the ball head structure can allow a certain angle to swing, so that each part is prevented from being interfered by movement when the vehicle runs, and abnormal sound is reduced. Since the ball structures are conventional in the industry, and have various styles, the ball structures of the present technology follow the existing designs, and thus the specific structures of the first ball structure 530, the second ball structure, and the third ball structure 540 are not described in detail in this embodiment.

In addition, the extending direction of the second coupling seat 520 is deviated toward the direction approaching the driving shaft 600, that is, the second coupling seat 520 is disposed obliquely downward on the knuckle 500. The core function of the shock absorber 410 is to transfer the vibration load of the wheels to the frame, to realize vibration damping, and the length of the force transfer path directly affects the shock absorption response speed. The second connecting seat 520 is arranged to enable the lower end hinge point of the shock absorber 410 to be closer to the force transmission core area of the knuckle 500, and the shorter force transmission path can reduce the transmission loss of vibration load on the knuckle 500, so that the shock absorber 410 can receive and attenuate vibration more quickly, especially when the vehicle passes through a bumpy road surface, the aftershock of the vehicle body can be effectively reduced, and riding comfort is improved.

The knuckle 500 is a key force bearing component of the double wishbone suspension, and needs to bear the guiding force of the upper control arm 300, the supporting force of the lower control arm 200, the vertical force of the shock absorber 410 and the torque of the driving shaft 600 at the same time, if the knuckle 500 is unevenly distributed, local stress concentration of the knuckle 500 is easily caused. The first connecting seat 510 extends towards the direction close to the hub, the second connecting seat 520 deviates towards the direction close to the driving shaft 600, the first connecting seat 510 and the second connecting seat form dispersed and symmetrical stress points on the steering knuckle 500, the first connecting seat 510 bears lateral force close to the hub, the second connecting seat 520 bears vertical force close to the driving shaft 600, the stress distribution can prevent local areas of the steering knuckle 500 from bearing excessive load, the stress concentration risk is obviously reduced, the service life of the steering knuckle 500 is prolonged, and the steering knuckle is particularly suitable for heavy vehicles or off-road vehicles.

The upper control arm 300 and the lower control arm 200 of the double-wishbone suspension system are commonly used for absorbing the acting force applied to the tire, and the lateral rigidity of the two control arms is high, so that the roll can be effectively reduced when the vehicle turns, and the running stability and the steering performance of the vehicle are improved. When the vehicle is bent at a high speed, the double-cross arm suspension can provide enough lateral supporting force, so that the vehicle keeps a stable posture, and the risk brought by the rolling of the vehicle body is reduced. Specifically, the length of the upper control arm 300 is shorter than that of the lower control arm 200, and such a design allows the wheel to automatically change the camber angle when the wheel moves up and down, thereby reducing track variation and tire wear. When the vehicle runs on an uneven road surface, the wheels jump up and down, and the control arm structure with short upper part and long lower part can enable the wheels to adapt to road surface changes better, keep stable contact area and improve running smoothness and operability.

In this embodiment, the upper control arm 300 has a double-arm structure, while the lower control arm 200 has a single-arm structure, and the upper control arm 300 has a double-arm structure, so that the forces from the vehicle body and the road surface can be better received and transmitted, and the overall strength and reliability of the suspension can be enhanced. The lower control arm 200 adopts a single-arm structure, mainly because the lower control arm 200 mainly bears the force in the vertical direction and part of the lateral force in the running process of the vehicle, and the single-arm structure can simplify the structure and reduce the cost and the weight while meeting the stress requirement. The difference in structure between the upper control arm 300 and the lower control arm 200 facilitates a reasonable arrangement within a limited space of the vehicle chassis, provides a sufficient installation space for other components such as the drive shaft 600, the brake 700, etc., and avoids interference between the components, thereby optimizing the chassis layout of the entire vehicle.

Based on the reverse extension design of the first connection seat 510 and the second connection seat 520, the spatial layout of the connection points is optimized, so as to achieve the purposes of accurate control of wheel positioning, functional independence of the shock absorber 410 and suspension motion interference avoidance.

Wheel alignment parameters such as camber angle, caster angle, etc. are key to determine vehicle handling, straight running stability and tire wear, and the extending direction of the connecting seat directly affects the relative positions of the upper control arm 300, the shock absorber 410 and the knuckle 500, thereby determining the stability and adjustment flexibility of these parameters. The upper control arm 300 is hinged to the knuckle 500 through the first coupling seat 510, and the first coupling seat 510 extends toward the steering wheel hub 100, meaning that the outer end hinge point of the upper control arm 300 can be closer to the lateral center axis of the wheel (wheel rotation axis), which arrangement reduces the magnitude of camber angle variation when the wheel is jumping. When the wheel is jolted up and down due to road surface, the track of the upper control arm 300 swinging around the inner end is closer to the wheel movement track, so as to avoid the excessive internal inclination or excessive external inclination of the camber angle. The smaller the camber angle change is, the more stable the contact area between the tire and the ground is, so that the eccentric wear of the tire is reduced, and the grip force during steering is ensured.

The shock absorber 410 is hinged to the knuckle 500 by the second connection seat 520, and the second connection seat 520 extends away from the steering wheel hub 100, which is arranged such that the lower end hinge point of the shock absorber 410 is at a reasonable lateral distance from the kingpin axis (the rotation center of the knuckle 500). When the wheel turns, the knuckle 500 rotates around the kingpin axis, and the shock absorber 410 has a smaller included angle between its own axis and the kingpin axis due to the arrangement of the lower end hinge point, and the ball structure allows relative rotation, so that the shock absorber 410 is prevented from being forced to rotate by the knuckle 500. If the second connecting seat 520 is close to the hub, the damper 410 is easy to be broken by the knuckle 500 during steering due to the hinge point being close to the kingpin axis, so that the damper 410 generates additional torsion force, which not only damages the damping function of the damper 410, but also increases the steering resistance and affects the steering feel.

In operation, the double wishbone suspension moves synchronously with the upper control arm 300, lower control arm 200, shock absorber 410, and drive shaft 600, and the opposite extensions of the two connection blocks can avoid collision or jamming by staggering the spatial positions of the components. If the outboard articulation point of the upper control arm 300 is closer to the inboard side of the wheel, the lower articulation point of the shock absorber 410 is farther from the inboard side of the wheel, both creating significant spatial misalignment in the lateral and longitudinal directions. When the wheel is jumped, the track of the upper control arm 300 swinging around the inner end is not overlapped with the track of the shock absorber 410, so that the upper control arm 300 can be prevented from colliding with the cylinder body of the shock absorber 410.

The suspension stroke directly influences the trafficability and the comfort of the vehicle, the reverse extension of the two connecting seats can optimize the force arm, and the stroke is indirectly lifted. The first connecting seat 510 is close to the steering wheel hub 100, so that the effective arm of the upper control arm 300 is shorter, the swing angle of the upper control arm 300 is smaller when the wheel jumps, the limit position is not easily reached due to overlarge swing, the second connecting seat 520 is far away from the steering wheel hub 100, the telescopic travel of the shock absorber 410 is more easily matched with the wheel jumping travel, the suspension is further ensured to have enough up-down jumping space, and the comfort of a bumpy road surface is improved.

With the above-described structure, since the vibration damping assembly 400 is directly provided on the knuckle 500, the fork in the conventional suspension system and the hole site for mounting the fork on the lower control arm 200 are eliminated, so that the weight and cost of the suspension system can be reduced and the structural strength of the lower control arm 200 can be improved. With the cancellation of the connecting fork, the setting height of the vibration reduction assembly 400 is not limited by the connecting fork any more, so that the height of the vibration reduction assembly 400 can be moved upwards integrally, the rotation of the brake 700 and the wheel is not limited in the process of steering the wheel, the rotation angle of the wheel is increased, the turning radius of the vehicle is reduced, and the maneuvering flexibility of the wheel is improved. And, as the vibration reduction assembly 400 moves up, the space occupied by the suspension system in the Y-axis direction is reduced, the structural space of the body longitudinal beam is increased, and the arrangement space of the engine compartment is increased, which is beneficial to the layout of the power system of the vehicle.

It will be appreciated that the connection relationship between the second connection seat 520 and the knuckle 500 may be configured as a split design in addition to the integral design described above, i.e., the second connection seat 520 is added to the knuckle 500 by assembly based on the existing knuckle 500. In addition, the first ball structure 530 is integrated with the shock absorber 410 or the second connecting seat 520, so that the shock absorber 410 does not turn along with the wheel when the wheel turns.

In some embodiments of the present invention, the knuckle 500 is disposed at the rear side of the center of wheel of the steering wheel hub 100 with the forward direction of the vehicle as the forward direction. The arrangement of the knuckle 500 on the rear side of the center of the steering wheel hub 100 allows the geometry of the suspension system to be changed so that the trajectory of the wheel is more reasonable during the running of the vehicle, especially when steering and passing over uneven road surfaces. Therefore, the change of the positioning parameters of the wheels, such as caster angle, camber angle and the like, can be better controlled, so that the steering stability and the driving smoothness of the vehicle are improved. Meanwhile, the arrangement mode can provide more space arrangement possibility for other components, can more conveniently arrange the components such as the driving shaft 600 and the brake 700, avoid interference among the components, and is beneficial to optimizing the chassis layout of the whole vehicle and improving the space utilization rate.

Further, a brake 700 is disposed at the front side of the center of the steering wheel hub 100. The arrangement of the brake 700 on the front side of the center of the steering wheel hub 100 allows the brake 700 to be positioned closer to the center of the vehicle than in conventional arrangements, thereby reducing the unsprung mass, which can improve the response speed and handling characteristics of the vehicle, while also contributing to improved comfort of the vehicle and reducing vibrations and shocks caused by road surface irregularities. Meanwhile, the arrangement mode is beneficial to the arrangement of the brake pipelines, so that the transmission of brake fluid is smoother, and the response speed and the braking effect of the braking system are improved.

The embodiment of the invention also provides a vehicle, which comprises a chassis, a differential mechanism and the double-wishbone suspension system, wherein the differential mechanism is connected with a driving shaft 600 of the double-wishbone suspension system, so that two steering wheels of the vehicle can meet the differential requirement during steering.

The chassis is comprised of a frame to which the lower control arm 200, the upper control arm 300 and the shock absorber 410 are all connected. When the wheel jumps up, the wheel pushes the outer end of the lower control arm 200 to lift up through the knuckle 500, the lower control arm 200 swings upward around the inner end thereof, the knuckle 500 drives the first link seat 510 to move upward around the inner end thereof, at the same time, the knuckle 500 pushes the lower end of the damper 410 to move upward through the second link seat 520, the damper 410 is compressed, when the wheel jumps down, the wheel pulls the outer end of the lower control arm 200 to settle down through the knuckle 500, the lower control arm 200 swings downward around the inner end, the knuckle 500 drives the first link seat 510 to move downward, the upper control arm 300 swings upward around the inner end thereof, at the same time, the knuckle 500 pushes the lower end of the damper 410 to move downward through the second link seat 520, and the damper 410 is stretched. The lower control arm 200 receives a vertical load when the wheel is jumped, restricts longitudinal positioning, ensures that the wheel does not move forward and backward, the upper control arm 300 receives a transverse force when the wheel is jumped, controls the camber angle, ensures that the wheel does not shift left and right, and the shock absorber 410 buffers impact force when the wheel is jumped, consumes vibration energy and avoids jolting of a vehicle body.

The vehicle may be a private car such as a sedan, SUV, MPV, or a pick-up card. The vehicle may also be an operator vehicle such as a minibus, bus, minivan or large trailer, etc. Vehicles are required to have an electric motor capable of outputting power or storing mechanical energy as a generator. When the vehicle is a new energy vehicle, the vehicle can be a hybrid vehicle or a pure electric vehicle.

Because the vehicle adopts all the technical schemes of all the embodiments, the vehicle has at least all the beneficial effects brought by the technical schemes of the embodiments, and the description is omitted here.

The embodiments of the present invention have been described in detail with reference to the accompanying drawings, but the present invention is not limited to the above embodiments, and various changes can be made within the knowledge of one of ordinary skill in the art without departing from the spirit of the present invention.

Claims (10)

1. A double wishbone suspension system, comprising:

The steering wheel hub is provided with a steering knuckle and a driving shaft, a first connecting seat and a second connecting seat are arranged above the driving shaft, the first connecting seat is positioned above the second connecting seat, the first connecting seat extends towards the direction close to the steering wheel hub, and the second connecting seat extends towards the direction far away from the steering wheel hub;

A lower control arm positioned below the driving shaft, the lower control arm being hinged to the lower end of the knuckle;

the upper control arm is hinged to the first connecting seat, and the upper control arm and the lower control arm are arranged on the same side of the knuckle;

The lower end of the vibration reduction assembly is hinged to the second connecting seat, the upper end of the vibration reduction assembly is connected to the frame, and the vibration reduction assembly and the steering knuckle keep a relative rotation relationship through hinging, so that the vibration reduction assembly does not steer along with the steering knuckle.

2. The double wishbone suspension system according to claim 1 wherein the knuckle is disposed rearward of the center of the steering wheel hub with the forward direction of the vehicle as the forward direction.

3. The double wishbone suspension system according to claim 2 wherein the steering hub has a brake attached thereto, the brake being disposed on a forward side of a center of wheel of the steering hub.

4. The double wishbone suspension system according to claim 1 wherein the second link seat extends in a direction offset toward the drive axle.

5. The double wishbone suspension system according to claim 1 wherein the lower end of the damper assembly is connected to the second connector by a first ball head structure.

6. The double wishbone suspension system according to claim 1 wherein the lower control arm is of a single arm construction, the lower control arm being connected to the knuckle by a second ball head construction.

7. The double wishbone suspension system according to claim 1 wherein said upper control arm is of a dual arm construction, said upper control arm being connected to said first connecting base by a third ball arrangement.

8. The double wishbone suspension system according to claim 1 wherein the damping assembly includes a spring and a damper, wherein the spring is fixedly sleeved on the exterior of the damper, wherein the spring is an over-center spring, and wherein the central axis of the spring is offset from the central axis of the damper.

9. The double wishbone suspension system according to claim 1 wherein the knuckle is provided with a clearance pocket through which the drive axle extends.

10. A vehicle, characterized by comprising:

A double wishbone suspension system according to any one of claims 1 to 9;

a frame connected to the lower control arm and the upper control arm;

And the differential mechanism is connected with the driving shaft.