CN109177671B - Manufacturing method of multi-link type rear suspension, multi-link type rear suspension and vehicle - Google Patents
Manufacturing method of multi-link type rear suspension, multi-link type rear suspension and vehicle Download PDFInfo
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- CN109177671B CN109177671B CN201811228680.7A CN201811228680A CN109177671B CN 109177671 B CN109177671 B CN 109177671B CN 201811228680 A CN201811228680 A CN 201811228680A CN 109177671 B CN109177671 B CN 109177671B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G7/00—Pivoted suspension arms; Accessories thereof
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- C—CHEMISTRY; METALLURGY
- C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
- C08L—COMPOSITIONS OF MACROMOLECULAR COMPOUNDS
- C08L7/00—Compositions of natural rubber
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- C—CHEMISTRY; METALLURGY
- C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
- C08L—COMPOSITIONS OF MACROMOLECULAR COMPOUNDS
- C08L9/00—Compositions of homopolymers or copolymers of conjugated diene hydrocarbons
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
- B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
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- C—CHEMISTRY; METALLURGY
- C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
- C08K—Use of inorganic or non-macromolecular organic substances as compounding ingredients
- C08K3/00—Use of inorganic substances as compounding ingredients
- C08K3/18—Oxygen-containing compounds, e.g. metal carbonyls
- C08K3/20—Oxides; Hydroxides
- C08K3/22—Oxides; Hydroxides of metals
- C08K2003/2296—Oxides; Hydroxides of metals of zinc
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Abstract
The invention relates to the technical field of automobiles, in particular to a manufacturing method of a multi-link type rear suspension, the multi-link type rear suspension and a vehicle; the preparation method is that a multi-link rear suspension model is manufactured according to the existing multi-link rear suspension; carrying out a braking simulation test on the multi-link rear suspension model, finding out the positions influencing the low-speed bend-in radius and the high-speed bend-out radius in the multi-link rear suspension model, and marking hard points; adjusting the rigidity, the rigidity or the position of the part marked with the hard points, and after the adjustment, performing a braking simulation test again to obtain a final optimized multi-link rear suspension model; the multi-link rear suspension is manufactured according to the optimized multi-link rear suspension model, and the multi-link rear suspension is manufactured by the manufacturing method of the multi-link rear suspension so as to solve the problems that the turning following performance of the vehicle is poor, the turning radius is large and the maneuverability is poor in the low-speed steering process in the prior art; when the vehicle is bent at a high speed, the vehicle is unstable, and the rear drift phenomenon is easy to occur.
Description
Technical Field
The invention relates to the technical field of automotive suspensions, in particular to a manufacturing method of a multi-link type rear suspension, the multi-link type rear suspension and a vehicle.
Background
The automobile industry has been dedicated to research on a steerable rear axle for many years, so as to assist in adjusting the steering angle of a front axle, thereby improving driving safety and dynamic performance of a vehicle. Active rear wheel steering Systems (AKCs) developed by the company shifu (ZF) have been available in mass production, which make it possible to steer the rear axle of the vehicle by changing the toe angle of the wheels. AKC changes the toe angle of the rear wheels, thereby ensuring the steering function. Thus, mobility between, for example, parking, low speed and city traffic is improved. This is achieved by the rear wheels being steered in the opposite direction. Similarly, the turning radius of the vehicle is also reduced. On the other hand, the rear wheels are steered in the same direction, so that the vehicle is extremely stable at high speeds (60km/h), particularly at the time of evasive maneuver or lane-change maneuver.
When the existing vehicle steers at low speed, the turning radius is large, and the maneuverability is poor; when the vehicle is bent at a high speed, the vehicle is unstable, and the rear drift phenomenon is easy to occur. The AKC system has only a few high-grade vehicle configurations, such as audi Q7, keshie 911, etc., and if the AKC system is adopted in all vehicles, the manufacturing cost of the vehicles will be obviously increased, and the AKC system cannot be popularized in a short period of time.
Therefore, in view of the above problems, it is desirable to provide a method for manufacturing a multi-link rear suspension, and a vehicle.
Disclosure of Invention
The invention aims to provide a method for manufacturing a multi-link type rear suspension, the multi-link type rear suspension and a vehicle, wherein the multi-link type rear suspension is manufactured by the method for manufacturing the multi-link type rear suspension so as to solve the problems that the vehicle in the prior art has poor turning follow-up property, large turning radius and poor maneuverability during low-speed steering; when the vehicle is bent at a high speed, the vehicle is unstable, and the rear drift phenomenon is easy to occur.
The invention provides a method for manufacturing a multi-connecting-rod type rear suspension, which comprises the following preparation steps of:
manufacturing a multi-link rear suspension model according to the existing multi-link rear suspension;
carrying out a braking simulation test of low-speed bending-in and high-speed bending-out on the multi-connecting-rod rear suspension model, finding out the influence positions on the low-speed bending-in radius and the high-speed bending-out radius in the multi-connecting-rod rear suspension model, and carrying out hard point marking on the influence positions;
adjusting at least one of rigidity, fixed position or rigidity of the part marked with the hard points, and performing low-speed bending-in and high-speed bending-out brake simulation tests on the multi-connecting-rod rear suspension model again to obtain a finally optimized multi-connecting-rod rear suspension model;
and manufacturing the multi-link rear suspension according to the optimized multi-link rear suspension model.
Preferably, the hard point comprises a central hard point of the trailing arm bushing, and is positioned on the center of the trailing arm bushing for connecting the trailing arm and the longitudinal beam in the multi-link rear suspension; the fixed position of the trailing arm bush is adjusted, so that the longitudinal height difference between the central point of the trailing arm bush and the central point of the hub of the whole vehicle under the condition of servicing, half-load and full-load is 45mm-55mm, 8mm-12mm and 4mm-9mm respectively.
Preferably, the hard points further comprise toe-in adjusting rod outer hard points which are positioned on a toe-in adjusting rod bushing used for connecting the toe-in adjusting rod and the steering knuckle in the multi-link rear suspension; the lower swing arm outer hard point is positioned on a lower swing arm bushing connecting the lower swing arm and the steering knuckle; respectively adjusting the rigidity of a toe-in adjusting rod bushing corresponding to the outer hard point of the toe-in adjusting rod and a lower swing arm bushing corresponding to the outer hard point of the lower swing arm, and respectively adjusting vulcanized rubber layers in the toe-in adjusting rod bushing and the lower swing arm bushing, so that the rigidity of the lower swing arm bushing is smaller than that of the toe-in adjusting rod bushing when the toe-in adjusting rod is bent at a low speed; when the bending is carried out at a high speed, the rigidity of the lower swing arm bushing is greater than that of the toe-in adjusting rod bushing.
Preferably, the hard points further comprise an upper hard point of the shock absorber and a lower hard point of the shock absorber, which are respectively positioned at the upper end and the lower end of the shock absorber in the multi-link rear suspension; the upper hard point and the lower hard point of the spiral spring are respectively positioned at the upper end and the lower end of the spiral spring; and the rigidity of the upper end and the lower end of the shock absorber and the upper end and the lower end of the spiral spring are respectively enhanced.
The invention also comprises a multi-link type rear suspension manufactured by the manufacturing method of the follow-up steering multi-link type rear suspension, which comprises an auxiliary frame, wherein two ends of the auxiliary frame are symmetrically provided with a longitudinal arm, a toe-in adjusting rod, a lower swing arm, a shock absorber and a spiral spring; the upper end of each longitudinal arm is connected with the longitudinal beam through a longitudinal arm bushing, the outer end of each toe-in adjusting rod is connected with the steering knuckle through a toe-in adjusting rod bushing, and each lower swing arm is connected with the steering knuckle through a lower swing arm bushing.
Preferably, the vulcanized rubber layer in the lower swing arm bushing comprises the following components in parts by mass: 130-150 parts of rubber, zinc oxide: 4-6 parts, stearic acid: 1-5 parts of carbon black: 15-35 parts of aqueous sodium silicate: 25-55 parts of plasticizer: 2-8 parts of an anti-aging agent: 1-5 parts, paraffin: 0.2-1 part, processing aid: 0.5-2 parts, sulfur: 0.1-1 part, accelerator: 1-3 parts; the vulcanized rubber layer in the toe-in adjusting rod bushing comprises the following components in parts by mass: 130-150 parts of rubber, zinc oxide: 1-5 parts, stearic acid: 1-5 parts, sulfur: 1-3 parts of accelerator: 0.5-1.5 parts of carbon black: 35-60 parts of an anti-aging agent: 1-5 parts of hydrous sodium silicate: 20 to 40 portions.
Preferably, the rubber comprises one or more of natural rubber and butadiene rubber.
Preferably, the lower swing arm bushing and the toe-in adjusting rod bushing both comprise an outer sleeve and an inner sleeve, and the vulcanized rubber layer is arranged between the outer sleeve and the inner sleeve; the outer sleeve and the inner sleeve are made of steel.
Preferably, the trailing arm bush comprises an outer support pipe and an inner core pipe, and the outer support pipe and the inner core pipe are both made of aluminum alloy.
The invention also includes a vehicle comprising a multi-link rear suspension as described in any one of the above.
Compared with the prior art, the manufacturing method of the multi-link type rear suspension, the multi-link type rear suspension and the vehicle provided by the invention have the following advantages that:
1. the multi-connecting-rod rear suspension prepared by the manufacturing method of the multi-connecting-rod rear suspension has the advantages of small radius when the vehicle enters a bend at a low speed and exits the bend at a high speed, the maneuverability of the vehicle is improved, the stability of the vehicle entering the bend and exiting the bend is improved, and the controllability, the comfort and the safety of the vehicle are improved.
2. According to the invention, the longitudinal height difference between the center of the trailing arm bush and the central point of the hub of the whole vehicle in the state of preparation, the state of half load and the state of full load is adjusted, so that the connecting point of the trailing arm and the vehicle body is higher than the wheel center in the Z direction, therefore, when the vehicle just bends, the vehicle body side inclination angle is not large, the outer wheel of the bend is only moved backwards due to the jumping amplitude of the outer wheel, and the front wheel and the rear wheel deflect in opposite directions, so that the turning radius is effectively reduced, and the stability of the vehicle in bending and out bending is improved.
3. According to the invention, the rigidity of the lower swing arm bushing and the rigidity of the toe-in adjusting rod bushing are adjusted by adjusting vulcanized rubber materials in the toe-in adjusting rod bushing and the lower swing arm bushing respectively, and when a vehicle bends at a low speed, the rigidity of the lower swing arm bushing is smaller than that of the toe-in adjusting rod bushing; when the automobile goes out of the curve at a high speed, the rigidity of the lower swing arm bushing is larger than that of the toe-in adjusting rod bushing, so that the low-speed in-curve radius and the high-speed out-curve radius of the automobile are effectively reduced, the running stability of the automobile is ensured, and the follow-up property of the automobile is realized.
4. The invention does not additionally increase the parts on the automobile, effectively improves the maneuverability of the automobile and improves the stability of the bending in and out of the automobile while not increasing the weight of the automobile body.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 is a block diagram of the steps of the method for manufacturing a multi-link rear suspension according to the present invention;
fig. 2 is a schematic structural view (perspective view) of the multi-link rear suspension of the present invention;
FIG. 3 is a graph of stiffness measurements of the toe-in adjustment lever bushing, the lower swing arm bushing, and the initial bushing of the present invention during low-speed bend entry and high-speed bend exit;
FIG. 4 is a comparison graph of the low-speed bending condition of the multi-link rear suspension of the present invention and the conventional multi-link rear suspension;
FIG. 5 is a graph comparing data of high speed bending conditions of the multi-link rear suspension with follow-up steering according to the present invention and the conventional multi-link rear suspension.
Detailed Description
The technical solutions of the present invention will be described clearly and completely with reference to the accompanying drawings, and it should be understood that the described embodiments are some, but 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.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being 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. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
As shown in fig. 1, a method for manufacturing a multi-link rear suspension in this embodiment includes the following steps:
s1) manufacturing a multi-link rear suspension model according to the existing multi-link rear suspension;
s2) carrying out a low-speed bend-in and high-speed bend-out brake simulation test on the multi-link rear suspension model, finding out the influence positions on the low-speed bend-in radius and the high-speed bend-out radius in the multi-link rear suspension model, and carrying out hard point marking on the influence positions;
s3) adjusting at least one of rigidity, fixed position or rigidity of the part marked with the hard points, and performing low-speed bending-in and high-speed bending-out brake simulation tests on the multi-link rear suspension model again to obtain a final optimized multi-link rear suspension model;
s4) manufacturing the multi-link rear suspension according to the optimized multi-link rear suspension model.
The multi-connecting-rod rear suspension prepared by the manufacturing method of the multi-connecting-rod rear suspension effectively reduces the radius of the vehicle during low-speed bending entering and high-speed bending exiting, improves the maneuverability of the vehicle, improves the stability of the vehicle during bending entering and bending exiting, and improves the controllability, comfort and safety of the vehicle.
As shown in fig. 2, the hard point in the present embodiment includes a center hard point P1 of the trailing arm bushing, which is located on the center of the trailing arm bushing 3 connecting the trailing arm 2 and the side member in the multi-link rear suspension; the fixed position of the longitudinal arm bush 3 is adjusted, so that the longitudinal height difference between the central point of the longitudinal arm bush and the central point of the hub of the whole vehicle under the condition of servicing, half-load and full-load is respectively 45mm-55mm, 8mm-12mm and 4mm-9 mm; the preferred height differences for this embodiment are 49mm, 10mm and 8mm respectively. According to the invention, the longitudinal height difference between the center of the trailing arm bush and the central point of the hub of the whole vehicle is 49mm, 10mm and 8mm respectively in the preparation state, the half-load state and the full-load state, so that the connecting point of the trailing arm and the vehicle body is higher than the wheel center in the Z direction, therefore, when the vehicle just bends, the vehicle body side inclination angle is not large, the jumping amplitude of the outer side wheel only enables the bending outer wheel to move backwards, and the front wheel and the rear wheel deflect in opposite directions, thereby effectively reducing the turning radius, and improving the stability of the bending of the vehicle.
As shown in fig. 2 and 3, the hard spots in the embodiment further include a toe adjustment lever outer hard spot P2 located on a toe adjustment lever bushing 5 connecting the toe adjustment lever 4 and the knuckle in the multi-link rear suspension, and a lower swing arm outer hard spot P3 located on a lower swing arm bushing connecting the lower swing arm 6 and the knuckle in the multi-link rear suspension; respectively adjusting the rigidity of a toe-in adjusting rod bushing 5 corresponding to a toe-in adjusting rod outer hard point P2 and a lower swing arm bushing corresponding to a lower swing arm outer hard point P3, and respectively adjusting the toe-in adjusting rod bushing 5 and a vulcanized rubber layer in the lower swing arm bushing, so that the rigidity of the lower swing arm bushing is smaller than that of the toe-in adjusting rod bushing 5 when the toe-in adjusting rod bushing is bent at a low speed; when the bending is carried out at a high speed, the rigidity of the lower swing arm bushing is greater than that of the toe-in adjusting rod bushing. After the rigidity of the toe-in adjusting rod bushing 5 and the lower swing arm bushing is adjusted, the rigidity of the lower swing arm bushing is smaller than that of the toe-in adjusting rod bushing 5 when the lower swing arm bushing bends at a low speed; when the bending is carried out at a high speed, the rigidity of the lower swing arm bushing is greater than that of the toe-in adjusting rod bushing.
The lower swing arm bushing of the present invention is prior art, is common knowledge of those skilled in the art, and is not shown in the drawings, and the structure of the lower swing arm bushing is not described herein again.
As shown in fig. 2, the hard points in this embodiment further include an upper hard point P4 and a lower hard point P5, which are respectively located at the upper and lower ends of the shock absorber 7 in the multi-link rear suspension; the upper hard point of the spiral spring and the lower hard point of the spiral spring are respectively positioned at the upper end and the lower end of the spiral spring, and the upper end and the lower end of the shock absorber 7 and the upper end and the lower end of the spiral spring are respectively reinforced in rigidity. According to the invention, the upper hard point P4 of the shock absorber, the lower hard point P5 of the shock absorber, the upper hard point of the coil spring and the lower hard point of the coil spring are found in the multi-link type rear suspension model, and the rigidity of the upper end and the lower end of the shock absorber and the coil spring is strengthened, so that the bending-in stability and the bending-out stability of a vehicle are improved, and the rigidity of the upper end and the lower end of the shock absorber and the coil spring is strengthened by selecting steels with different hardness, so that the rigidity of the upper end and the lower end of the shock absorber and the coil spring is ensured to be improved.
As shown in fig. 2, the present invention further includes a multi-link rear suspension manufactured by the manufacturing method of the multi-link rear suspension as described in any one of the above, including a subframe 1, where a trailing arm 2, a toe-in adjusting rod 4, a lower swing arm 6, a shock absorber 7 and a coil spring are symmetrically disposed at two ends of the subframe 1, where an upper end of each trailing arm 2 is connected to a trailing beam through a trailing arm bushing 3, an outer end of each toe-in adjusting rod 4 is connected to a knuckle through a toe-in adjusting rod bushing 5, and each lower swing arm 6 is connected to the knuckle through a lower swing arm bushing.
The coil spring in the present invention is prior art, is common general knowledge of those skilled in the art, and is not shown in the drawings, and the structure of the coil spring is not described herein again.
The vulcanized rubber layer in the lower swing arm bushing comprises the following components in parts by mass: 130-150 parts of rubber, zinc oxide: 4-6 parts, stearic acid: 1-5 parts of carbon black: 15-35 parts of aqueous sodium silicate: 25-55 parts of plasticizer: 2-8 parts of an anti-aging agent: 1-5 parts, paraffin: 0.2-1 part, processing aid: 0.5-2 parts, sulfur: 0.1-1 part, accelerator: 1-3 parts; the vulcanized rubber layer of the toe-in adjusting rod bushing 5 comprises the following components in parts by mass: 130-150 parts of rubber, zinc oxide: 1-5 parts, stearic acid: 1-5 parts, sulfur: 1-3 parts of accelerator: 0.5-1.5 parts of carbon black: 35-60 parts of an anti-aging agent: 1-5 parts of hydrous sodium silicate: 20 to 40 portions. In this embodiment, the vulcanized rubber layer in the preferable lower swing arm bushing includes the following components in parts by mass: 130 parts of rubber, zinc oxide: 4 parts, stearic acid: 1 part, carbon black: 15 parts, aqueous sodium silicate: 25 parts of plasticizer: 2 parts of an anti-aging agent: 1 part, paraffin wax: 0.2 part, processing aid: 0.5 part, sulfur: 0.1 part, accelerator: 1 part; the vulcanized rubber layer of the toe-in adjusting rod bushing 5 comprises the following components in parts by mass: 130 parts of rubber, zinc oxide: 1 part, stearic acid: 1 part, sulfur: 1 part, accelerator: 0.5 part, carbon black: 35 parts of an antioxidant: 1 part, aqueous sodium silicate: and 20 parts. According to the invention, the rubber components in the lower swing arm bushing and the toe-in adjusting rod bushing 5 are adjusted, so that when a vehicle bends at a low speed, the rigidity of the lower swing arm bushing is smaller than that of the toe-in adjusting rod bushing 5; when the vehicle is bent at a high speed, the rigidity of the lower swing arm bushing is greater than that of the toe-in adjusting rod bushing, so that the maneuverability of the vehicle is improved, and the bending entering and bending exiting stability of the vehicle is improved.
The rubber in the present invention includes one or more of natural rubber and butadiene rubber.
The lower swing arm bushing and the toe-in adjusting rod bushing 5 both comprise an outer sleeve and an inner sleeve, and a vulcanized rubber layer is arranged between the outer sleeve and the inner sleeve; the outer sleeve and the inner sleeve are made of steel, so that the rigidity of the lower swing arm bushing and the toe-in adjusting rod bushing 5 is guaranteed.
The trailing arm bush 5 comprises an outer supporting pipe and an inner core pipe, the outer supporting pipe and the inner core pipe are made of aluminum alloy, the rigidity of the trailing arm bush 3 is guaranteed, the wall thickness of the inner core pipe is larger than that of the outer supporting pipe, and the rigidity of the trailing arm bush 5 is guaranteed.
In the present invention, the knuckle, the hub, the lower swing arm bushing, and the coil spring are not shown in the drawings, but are all the prior art, and are common general knowledge of the skilled person, and the structure of the knuckle, the hub, and the lower swing arm bushing is not described herein again.
In the present invention, the inner sleeve and the outer sleeve are both in the prior art, are common knowledge of persons in the field, and are not shown in the drawings, and the structures of the inner sleeve and the outer sleeve are not described herein again.
The outer support tube and the inner core tube of the present invention are both in the prior art, are common knowledge of persons in the field, and are not shown in the figures, and the structures of the outer support tube and the inner core tube are not described again.
As shown in fig. 4, a1 is the low-speed bending-in working condition of the existing multi-link rear suspension, a2 is the low-speed bending-in working condition of the multi-link rear suspension, and the turning radius of the automobile is reduced compared with that before optimization when the automobile bends at low speed through the position adjustment of the trailing arm bushing 3, the toe adjusting lever bushing 5 and the rigidity adjustment of the lower swing arm bushing, so that the bending-in stability of the automobile is improved, and the bending-in efficiency is improved.
As shown in fig. 5, B1 is the high-speed bending-out working condition of the existing multi-link rear suspension, B2 is the high-speed bending-out working condition of the multi-link rear suspension, and the understeer of the vehicle during the high-speed bending-out of the vehicle is reduced compared with that during the high-speed bending-out of the vehicle through the position adjustment of the trailing arm bushing 3 and the rigidity adjustment of the toe-in adjusting rod bushing 5 and the lower swing arm bushing, so that the high-speed bending-out stability of the vehicle is improved.
The invention does not additionally increase the parts on the automobile, effectively improves the maneuverability of the automobile and improves the stability of the bending in and out of the automobile while not increasing the weight of the automobile body.
The utility model provides a model of vehicle can be for in SUV or the MPV arbitrary.
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; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.
Claims (3)
1. A multi-link rear suspension characterized in that: the auxiliary frame comprises an auxiliary frame, wherein longitudinal arms, a toe-in adjusting rod, a lower swing arm, a shock absorber and a spiral spring are symmetrically arranged at two ends of the auxiliary frame; the upper end of each longitudinal arm is connected with the longitudinal beam through a longitudinal arm bushing, the outer end of each toe-in adjusting rod is connected with the steering knuckle through a toe-in adjusting rod bushing, each lower swing arm is connected with the steering knuckle through a lower swing arm bushing, and the vulcanized rubber layer in the lower swing arm bushing comprises the following components in parts by mass: 130-150 parts of rubber, zinc oxide: 4-6 parts, stearic acid: 1-5 parts of carbon black: 15-35 parts, aqueous sodium silicate: 25-55 parts of plasticizer: 2-8 parts of an anti-aging agent: 1-5 parts, paraffin: 0.2-1 part, processing aid: 0.5-2 parts, sulfur: 0.1-1 part, accelerator: 1-3 parts; the vulcanized rubber layer in the toe-in adjusting rod bushing comprises the following components in parts by mass: 130-150 parts of rubber, zinc oxide: 1-5 parts, stearic acid: 1-5 parts, sulfur: 1-3 parts of accelerator: 0.5-1.5 parts of carbon black: 35-60 parts of an anti-aging agent: 1-5 parts of hydrous sodium silicate: 20-40 parts; the rubber includes one or more of natural rubber and butadiene rubber.
2. The multi-link rear suspension of claim 1, wherein: the lower swing arm bushing and the toe-in adjusting rod bushing both comprise an outer sleeve and an inner sleeve, and the vulcanized rubber layer is arranged between the outer sleeve and the inner sleeve; the outer sleeve and the inner sleeve are made of steel.
3. The multi-link rear suspension of claim 2, wherein: the longitudinal arm bush comprises an outer support pipe and an inner core pipe, and the outer support pipe and the inner core pipe are made of aluminum alloy.
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| CN201811228680.7A CN109177671B (en) | 2018-10-22 | 2018-10-22 | Manufacturing method of multi-link type rear suspension, multi-link type rear suspension and vehicle |
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| CN201811228680.7A CN109177671B (en) | 2018-10-22 | 2018-10-22 | Manufacturing method of multi-link type rear suspension, multi-link type rear suspension and vehicle |
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| CN109177671B true CN109177671B (en) | 2021-01-15 |
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