CN107554231B - Suspension and automobile - Google Patents
Suspension and automobile Download PDFInfo
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- CN107554231B CN107554231B CN201710677217.XA CN201710677217A CN107554231B CN 107554231 B CN107554231 B CN 107554231B CN 201710677217 A CN201710677217 A CN 201710677217A CN 107554231 B CN107554231 B CN 107554231B
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- longitudinal beam
- wheel
- connecting rod
- suspension
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Abstract
The invention provides a suspension and an automobile, wherein the suspension comprises: the torsion beam comprises a cross beam, a first longitudinal beam and a second longitudinal beam, the cross beam is connected between the first longitudinal beam and the second longitudinal beam, and the first longitudinal beam and the second longitudinal beam are connected with the vehicle body and the wheels; a restraint device, comprising: the first connecting rod at least extends along the length direction of the cross beam, and the first end of the first connecting rod is connected with the first longitudinal beam through a first spherical hinge; the first wheel body is rotationally connected with the vehicle body through a first connecting shaft, and the second end of the first connecting rod is rotationally connected with the first wheel body through a first pin shaft; the second connecting rod at least extends along the length direction of the cross beam, and the first end of the second connecting rod is connected with the second longitudinal beam through a second spherical hinge; the second wheel body is rotationally connected with the vehicle body through a second connecting shaft and is in contact with the first wheel body, and the second end of the second connecting rod is rotationally connected with the second wheel body through a second pin shaft. The invention can improve the operation stability of the automobile.
Description
Technical Field
The invention relates to the technology of automobile parts, in particular to a suspension and an automobile.
Background
The torsion beam type suspension is a rear suspension type frequently used for automobiles and is used for balancing the vertical runout of left and right wheels.
The existing torsion beam type suspension comprises a cross beam and two longitudinal beams, wherein the cross beam is supported between the two longitudinal beams, one end of each longitudinal beam is connected with a vehicle body, and the other end of each longitudinal beam is connected with a wheel.
However, the existing torsion beam type suspension has insufficient lateral supporting force on the automobile and influences the operation stability of the automobile.
Disclosure of Invention
The invention provides a suspension and an automobile, which are used for improving the operation stability of the automobile.
One aspect of the present invention provides a suspension including:
the torsion beam comprises a cross beam, a first longitudinal beam and a second longitudinal beam, the cross beam is connected between the first longitudinal beam and the second longitudinal beam, and the first longitudinal beam and the second longitudinal beam are connected with a vehicle body and wheels;
a restraint device, comprising:
the first connecting rod at least extends along the length direction of the cross beam, and the first end of the first connecting rod is connected with the first longitudinal beam through a first spherical hinge;
the first wheel body is rotationally connected with the vehicle body through a first connecting shaft, and the second end of the first connecting rod is rotationally connected with the first wheel body through a first pin shaft;
the second connecting rod at least extends along the length direction of the cross beam, and the first end of the second connecting rod is connected with the second longitudinal beam through a second spherical hinge;
the second wheel body is rotationally connected with the vehicle body through a second connecting shaft and is contacted with the first wheel body, and the second end of the second connecting rod is connected with the first wheel body through a second pin shaft
The second wheel body is rotationally connected;
the first connecting rod and the second connecting rod can drive the first wheel body and the second wheel body to rotate positively in the moving process of the first longitudinal beam, and the first connecting rod and the second connecting rod can drive the first wheel body and the second wheel body to rotate reversely in the moving process of the second longitudinal beam.
In another aspect, the invention provides an automobile comprising a body, a wheel and the suspension provided by the invention, wherein the first longitudinal beam and the second longitudinal beam are connected with the body and the wheel.
Based on the above, in the suspension provided by the invention, in the automobile assembling process, the first longitudinal beam and the second longitudinal beam can be connected with the automobile body and the wheels, when the automobile is subjected to a lateral force, the first longitudinal beam and the second longitudinal beam can be deformed by a torsion force, the first spherical hinge and the second spherical hinge can be simultaneously subjected to a force towards the first longitudinal beam or a force towards the second longitudinal beam, the first connecting rod and the second connecting rod can simultaneously move towards the first longitudinal beam or simultaneously move towards the second longitudinal beam, and since the first connecting rod and the second connecting rod can drive the first wheel body and the second wheel body to rotate in the same direction when moving towards the first longitudinal beam or simultaneously moving towards the second longitudinal beam, and the first wheel body and the second wheel body are in contact with each other, an interference force can be generated between the first wheel body and the second wheel body and can restrict the movement of the first connecting rod and the second wheel body, so that the deformation of the first longitudinal beam and the second wheel body can be restricted, therefore, the first longitudinal beam and the second longitudinal beam can be prevented from being deformed too much, the toe-in angle of the wheel is prevented from being changed too much, and the lateral supporting force and the operation stability of the automobile are improved.
Drawings
Fig. 1 is a schematic structural diagram of a suspension according to an embodiment of the present invention;
fig. 2 is a perspective view of a suspension according to an embodiment of the present invention.
Reference numerals:
101: the beam 102: a first stringer; 103: a second stringer;
104: a first link; 105: a first spherical hinge; 106: a first wheel body;
107: a first connecting shaft; 108: a first pin shaft; 109: a second link;
110: a second spherical hinge; 111: a second wheel body; 112: a second connecting shaft;
113: a second pin shaft; 114: accommodating grooves; 115: a fork joint;
116: a bushing.
Detailed Description
Referring to fig. 1 and 2, an embodiment of the present invention provides a suspension, including: the torsion beam comprises a cross beam 101, a first longitudinal beam 102 and a second longitudinal beam 103, wherein the cross beam 101 is connected between the first longitudinal beam 102 and the second longitudinal beam 103, and the first longitudinal beam 102 and the second longitudinal beam 103 are connected with a vehicle body and wheels; a restraint device, comprising: a first connecting rod 104, wherein the first connecting rod 104 extends at least along the length direction of the cross beam 101, and a first end of the first connecting rod 104 is connected with the first longitudinal beam 102 through a first spherical hinge 105; the first wheel body 106 is rotatably connected with the vehicle body through a first connecting shaft 107, and the second end of the first connecting rod 104 is rotatably connected with the first wheel body 106 through a first pin 108; a second connecting rod 109, wherein the second connecting rod 109 extends at least along the length direction of the cross beam 101, and a first end of the second connecting rod 109 is connected with the second longitudinal beam 103 through a second spherical hinge 110; the second wheel body 111 is rotatably connected with the vehicle body through a second connecting shaft 112 and is in contact with the first wheel body 106, and a second end of the second connecting rod 109 is rotatably connected with the second wheel body 111 through a second pin 113; the first link 104 and the second link 109 can drive the first wheel 106 and the second wheel 111 to rotate in the forward direction in the process of moving toward the first longitudinal beam 102, and the first link 104 and the second link 109 can drive the first wheel 106 and the second wheel 111 to rotate in the reverse direction in the process of moving toward the second longitudinal beam 103.
In the suspension of the present embodiment, the first longitudinal beam 102 and the second longitudinal beam 103 are connected to the vehicle body and the wheels during the assembly process of the vehicle, when the vehicle is subjected to a lateral force, the first longitudinal beam 102 and the second longitudinal beam 103 are subjected to a torsion force to deform, the first spherical hinge 105 and the second spherical hinge 110 are simultaneously subjected to a force F toward the first longitudinal beam 102 or simultaneously subjected to a force F toward the second longitudinal beam 103, the first link 104 and the second link 109 are simultaneously moved toward the first longitudinal beam 102 or simultaneously moved toward the second longitudinal beam 103 (as shown by arrows in fig. 1), since the first link 104 and the second link 109 are simultaneously moved toward the first longitudinal beam 102 or simultaneously moved toward the second longitudinal beam 103, the first wheel 106 and the second wheel 111 are driven to rotate in the same direction (as shown by arrows in fig. 1), and the first wheel 106 and the second wheel 111 are in contact with each other, an interference force is generated between the first wheel 106 and the second wheel 111 and restricts the movement of the first link 104 and the second wheel 109, therefore, the deformation of the first longitudinal beam 102 and the second longitudinal beam 103 can be restrained, so that the first longitudinal beam 102 and the second longitudinal beam 103 can be prevented from being deformed excessively, the toe-in angle of the wheel is prevented from being changed excessively, and the lateral supporting force and the operation stability of the automobile are improved.
In this embodiment, the first wheel body 106 and the second wheel body 111 are preferably both gears and are meshed with each other. Therefore, when the first link 104 and the second link 109 simultaneously drive the first wheel 106 and the second wheel 111 to rotate in the same direction, the first wheel 106 and the second wheel 111 can be locked, and a larger constraining force can be generated on the movement of the first link 104 and the second link 109.
In this embodiment, preferably, the first connecting shaft 107, the second connecting shaft 112, the first pin 108 and the second pin 113 are all arranged in parallel. Accordingly, the first wheel 106 and the second wheel 111 can be brought into surface contact with each other, and when the first wheel 106 and the second wheel 111 rotate in the same direction, a larger interference force can be generated, and a better constraining effect can be generated with respect to the movement of the first link 104 and the second link 109.
In this embodiment, preferably, the first longitudinal beam 102, the second longitudinal beam 103, the first connecting shaft 107, the second connecting shaft 112, the first pin 108, and the second pin 113 are all arranged in parallel. Accordingly, the interference force generated when the first wheel 106 and the second wheel 111 rotate in the same direction can be more effectively transmitted to the first side member 102 and the second side member 103 via the first link 104 and the second link 109, and the deformation of the first side member 102 and the second side member 103 can be more effectively prevented.
In this embodiment, preferably, the first pin 108 and the first connecting shaft 107 have a set distance in the height direction of the cross beam 101, and the first connecting shaft 107 is higher than the first pin 108; the second pin 113 and the second connecting shaft 112 have a set distance in the height direction of the cross beam 101, and the second connecting shaft 112 is higher than the second pin 113. Since the second end of first link 104 is located below first connecting shaft 107 and the second end of second link 109 is located below second connecting shaft 112, the stability of connection between first link 104 and first wheel 106 and between second link 109 and second wheel 111 can be improved, and the reliability of driving first wheel 106 and second wheel 111 by first link 104 and second link 109 can be improved.
In this embodiment, it is preferable that the bottom of the cross beam 101 is formed with a receiving groove 114, and the constraint device is received in the receiving groove 114. Thus, the cross member 101 can protect the restraint device, improve the reliability of the suspension, and make the structure more compact.
In this embodiment, preferably, the second end of the first link 104 is provided with a fork joint 115, the fork joint 115 is rotatably connected to the first wheel 106 by a first pin 108, and the first wheel 106 is clamped between two fork teeth of the fork joint 115. Therefore, the connection between the first link 104 and the first wheel 106 is more stable and reliable.
In this embodiment, preferably, a fork joint 115 is disposed at the second end of the second link 109, the fork joint 115 is rotatably connected to the second wheel body 111 by a second pin 113, and the second wheel body 111 is clamped between two fork teeth of the fork joint 115. Therefore, the connection between the second link 109 and the second wheel 111 is more stable and reliable.
In this embodiment, it is preferable that the end portions of the first longitudinal beam 102 and the second longitudinal beam 103 are each provided with a bushing 116, and the bushing 116 is connected to the vehicle body. The bushing 116 can play a role in damping vibration, so that after the first longitudinal beam 102 and the second longitudinal beam 103 are connected with the vehicle body through the bushing 116, the steering stability of the vehicle can be further improved.
The embodiment of the invention provides an automobile which comprises an automobile body, wheels and a suspension according to any embodiment of the invention, wherein the first longitudinal beam 102 and the second longitudinal beam 103 are connected with the automobile body and the wheels.
In this embodiment, when the vehicle is subjected to a lateral force, the first longitudinal beam 102 and the second longitudinal beam 103 are subjected to a torsion force and deformed, the first spherical hinge 105 and the second spherical hinge 110 are simultaneously subjected to a force toward the first longitudinal beam 102 or simultaneously subjected to a force F toward the second longitudinal beam 103, the first link 104 and the second link 109 are simultaneously moved toward the first longitudinal beam 102 or simultaneously moved toward the second longitudinal beam 103 (as shown by arrows in fig. 1), since the first link 104 and the second link 109 are simultaneously moved toward the first longitudinal beam 102 or simultaneously moved toward the second longitudinal beam 103 to drive the first wheel 106 and the second wheel 111 to rotate in the same direction (as shown by arrows in fig. 1), and the first wheel 106 and the second wheel 111 contact with each other, an interference force is generated between the first wheel 106 and the second wheel 111 and restricts the movement of the first link 104 and the second wheel 109, therefore, the deformation of the first longitudinal beam 102 and the second longitudinal beam 103 can be restrained, so that the first longitudinal beam 102 and the second longitudinal beam 103 can be prevented from being deformed excessively, the toe-in angle of the wheel is prevented from being changed excessively, and the lateral supporting force and the operation stability of the automobile are improved.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit and scope of the present invention.
Claims (9)
1. A suspension, comprising:
the torsion beam comprises a cross beam, a first longitudinal beam and a second longitudinal beam, the cross beam is connected between the first longitudinal beam and the second longitudinal beam, and the first longitudinal beam and the second longitudinal beam are connected with a vehicle body and wheels;
a restraint device, comprising:
the first connecting rod at least extends along the length direction of the cross beam, and the first end of the first connecting rod is connected with the first longitudinal beam through a first spherical hinge;
the first wheel body is rotationally connected with the vehicle body through a first connecting shaft, and the second end of the first connecting rod is rotationally connected with the first wheel body through a first pin shaft;
the second connecting rod at least extends along the length direction of the cross beam, and the first end of the second connecting rod is connected with the second longitudinal beam through a second spherical hinge;
the second wheel body is rotationally connected with the vehicle body through a second connecting shaft and is in contact with the first wheel body, and the second end of the second connecting rod is rotationally connected with the second wheel body through a second pin shaft;
the first connecting rod and the second connecting rod can drive the first wheel body and the second wheel body to rotate forward in the process of moving towards the first longitudinal beam, and the first connecting rod and the second connecting rod can drive the first wheel body and the second wheel body to rotate reversely in the process of moving towards the second longitudinal beam;
the first pin shaft and the first connecting shaft have a set distance in the height direction of the beam, and the first connecting shaft is higher than the first pin shaft;
the second pin shaft and the second connecting shaft have a set distance in the height direction of the beam, and the second connecting shaft is higher than the second pin shaft.
2. The suspension of claim 1, wherein the first wheel and the second wheel are both gears and are intermeshed.
3. The suspension of claim 1, wherein the first connecting shaft, the second connecting shaft, the first pin and the second pin are all arranged in parallel.
4. The suspension of claim 3, wherein the first longitudinal beam, the second longitudinal beam, the first connecting shaft, the second connecting shaft, the first pin and the second pin are all arranged in parallel.
5. The suspension according to claim 1, wherein the cross member bottom is formed with a receiving groove in which the restraint device is received.
6. The suspension of claim 1, wherein the second end of the first link is provided with a clevis, the clevis is rotatably connected to the first wheel via a first pin, and the first wheel is sandwiched between two tines of the clevis.
7. The suspension of claim 1, wherein the second end of the second link is provided with a clevis, the clevis is rotatably connected to the second wheel by a second pin, and the second wheel is sandwiched between two tines of the clevis.
8. The suspension of claim 1 wherein the ends of the first and second side rails are each provided with a bushing, the bushing being connected to the vehicle body.
9. An automobile comprising a body, a wheel and a suspension as claimed in any one of claims 1 to 8, wherein said first and second longitudinal beams are connected to said body and to said wheel.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710677217.XA CN107554231B (en) | 2017-08-09 | 2017-08-09 | Suspension and automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710677217.XA CN107554231B (en) | 2017-08-09 | 2017-08-09 | Suspension and automobile |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN107554231A CN107554231A (en) | 2018-01-09 |
| CN107554231B true CN107554231B (en) | 2020-02-28 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201710677217.XA Active CN107554231B (en) | 2017-08-09 | 2017-08-09 | Suspension and automobile |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN107554231B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108482517B (en) * | 2018-03-08 | 2024-03-08 | 纳恩博（北京）科技有限公司 | Self-adaptive chassis and robot |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0887212A1 (en) * | 1997-06-27 | 1998-12-30 | NEW HOLLAND ITALIA S.p.A. | Off-road vehicle front wheel suspension |
| CN103935209A (en) * | 2014-04-17 | 2014-07-23 | 奇瑞汽车股份有限公司 | Automobile torsion beam suspension frame |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH06227220A (en) * | 1993-02-01 | 1994-08-16 | Mazda Motor Corp | Car suspension device |
| KR20090003576A (en) * | 2007-07-03 | 2009-01-12 | 현대자동차주식회사 | Rear suspension structure of a vehicle |
| KR100887932B1 (en) * | 2007-09-14 | 2009-03-12 | 오형택 | Apparatus for horizontal balancing of vehicle's body |
| KR20100042939A (en) * | 2008-10-17 | 2010-04-27 | 현대위아 주식회사 | Device for forbidding roll of the vehicle using a suspension gear |
-
2017
- 2017-08-09 CN CN201710677217.XA patent/CN107554231B/en active Active
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0887212A1 (en) * | 1997-06-27 | 1998-12-30 | NEW HOLLAND ITALIA S.p.A. | Off-road vehicle front wheel suspension |
| CN103935209A (en) * | 2014-04-17 | 2014-07-23 | 奇瑞汽车股份有限公司 | Automobile torsion beam suspension frame |
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| Publication number | Publication date |
|---|---|
| CN107554231A (en) | 2018-01-09 |
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