CN113492627A - Independent rear suspension system of automobile - Google Patents
Independent rear suspension system of automobile Download PDFInfo
- Publication number
- CN113492627A CN113492627A CN202010202367.7A CN202010202367A CN113492627A CN 113492627 A CN113492627 A CN 113492627A CN 202010202367 A CN202010202367 A CN 202010202367A CN 113492627 A CN113492627 A CN 113492627A
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- swing arm
- rear suspension
- bushing
- auxiliary spring
- wheel
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- 239000000725 suspension Substances 0.000 title claims abstract description 82
- 239000006096 absorbing agent Substances 0.000 claims description 16
- 230000035939 shock Effects 0.000 claims description 16
- 230000009191 jumping Effects 0.000 abstract description 4
- 238000000034 method Methods 0.000 description 4
- 239000003381 stabilizer Substances 0.000 description 3
- 230000003139 buffering effect Effects 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000005452 bending Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 229920001971 elastomer Polymers 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 238000002955 isolation Methods 0.000 description 1
- 229920002635 polyurethane Polymers 0.000 description 1
- 239000004814 polyurethane Substances 0.000 description 1
Images
Classifications
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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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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
- B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
- B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
- B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
- B60G21/055—Stabiliser bars
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/09—Means for mounting load bearing surfaces
Abstract
The invention discloses an independent rear suspension system of an automobile, which comprises a rear suspension main body, a first auxiliary spring and a second auxiliary spring, wherein the first auxiliary spring is arranged on the rear suspension main body; the first auxiliary spring and the second auxiliary spring are both arranged between the rear suspension main body and the vehicle body, and the upper ends of the first auxiliary spring and the second auxiliary spring are both connected to the vehicle body; under the state that the wheel does not jump up, the lower extreme of first auxiliary spring and the lower extreme of second auxiliary spring are at a distance of first preset distance and second preset distance respectively with the rear suspension main part vertically, and the second preset distance is greater than first preset distance, and first preset distance and second preset distance all are less than the limit distance of jumping up of wheel. This independent rear suspension system can guarantee that the car has better travelling comfort under different loads all the time, satisfies seven cars's travelling comfort demand. In addition, the structure, the arrangement form and the connection point position of the control arm assembly of the independent rear suspension system are optimally designed, the performance of the independent rear suspension system is further improved, and the arrangement space of the independent rear suspension system is reduced.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to an independent rear suspension system of an automobile.
Background
At present, the rear suspension system of seven cars is suspension system behind the dependent, mainly comprises the trailing arm of torsion beam and both sides in the middle of, the trailing arm of both sides passes through the torsion beam and connects, trailing arm front end and body connection, the wheel support of both sides is connected to the trailing arm rear end, when one side wheel is beated, the opposite side also can unavoidably receive the influence, still can take place the liftoff situation of unilateral wheel during acutely turning to, and unable adjustment positioning angle, lead to the travelling comfort and the nature controlled of car relatively poor.
Adopt independent rear suspension system can avoid above-mentioned drawback, promote the travelling comfort and the nature controlled of car. However, since the third row seat is provided in the rear row of the seven-seat automobile, the variable range of the rear load is large, and therefore, if the independent rear suspension system commonly used in the existing five-seat automobile is directly adopted, the seven-seat automobile cannot be guaranteed to have good comfort all the time under different loads, so that the existing independent rear suspension system is not suitable for the seven-seat automobile.
In view of this, it is a technical problem to be solved by those skilled in the art to develop an independent rear suspension system, which is suitable for a seven-seat automobile and can ensure that the seven-seat automobile has better comfort all the time under different loads.
Disclosure of Invention
In order to solve the technical problem, the invention provides an independent rear suspension system of an automobile, which comprises a rear suspension main body, a first auxiliary spring and a second auxiliary spring, wherein the rear suspension main body is provided with a first spring and a second spring; the first auxiliary spring and the second auxiliary spring are both arranged between the rear suspension main body and the vehicle body, and the upper ends of the first auxiliary spring and the second auxiliary spring are both connected to the vehicle body; under the state that the wheel does not jump up, the lower end of the first auxiliary spring and the lower end of the second auxiliary spring are vertically separated from the rear suspension main body by a first preset distance and a second preset distance respectively, the second preset distance is larger than the first preset distance, and the first preset distance and the second preset distance are both smaller than the limit jump-up distance of the wheel.
The rear wheel of the loaded automobile jumps upwards, the rear suspension main body jumps upwards along with the loaded automobile, the auxiliary spring is gradually pressed in the process of jumping upwards, and the auxiliary spring is pressed to provide buffer for the rear suspension main body, so that the comfort of the automobile is guaranteed.
Because vertically, the second between second auxiliary spring and the back suspension main part is predetermine the distance and is greater than the first distance of predetermineeing between first auxiliary spring and the back suspension main part, and the first distance of predetermineeing and the second is predetermine the limit jump distance that the distance all is less than the wheel, so:
when the load is small, the road condition is good, and the wheels jump up for a small distance, the rear suspension main body only presses against the first auxiliary spring but does not press against the second auxiliary spring, and at the moment, the first auxiliary spring provides buffer for the rear suspension main body, so that the automobile has better comfort under a small load state;
when load is great, the road conditions is relatively poor, the wheel jumps by great distance, the rear suspension main part supports in the lump and presses first auxiliary spring and second auxiliary spring, at this moment, provides the buffering by first auxiliary spring and second auxiliary spring in the lump for the rear suspension main part to guaranteed that the car also has better travelling comfort under great load state.
The independent rear suspension system can ensure that the automobile always has better comfort under different loads, thereby being suitable for seven automobiles with larger variable rear load amplitude.
Optionally, the rear suspension main body includes a wheel carrier and a sub-frame, and further includes:
the first swing arm extends along the transverse direction, the outer side of the first swing arm is connected to the wheel bracket through a bushing, the connection point of the first swing arm is positioned above the wheel center, the inner side of the first swing arm is connected to the auxiliary frame through a bushing, and the first swing arm can swing up and down around the axis of the bushing;
the second swing arm extends along the transverse direction, the outer side of the second swing arm is connected to the wheel bracket through a bushing, the connection point of the second swing arm is positioned below the wheel center, and the inner side of the second swing arm is connected to the auxiliary frame through a bushing and can swing up and down around the axis of the bushing;
the third swing arm extends along the longitudinal direction, the rear end of the third swing arm is connected with the wheel bracket, the front end of the third swing arm is connected with the vehicle body through a bushing, and the third swing arm can swing up and down around the axis of the bushing;
and the toe-in arm extends along the transverse direction, the outer side of the toe-in arm is connected with the wheel bracket through a bushing, the inner side of the toe-in arm is connected with the auxiliary frame through a bushing, and the toe-in arm can swing up and down around the axis of the bushing.
Optionally, the connection points of the first swing arm, the second swing arm, the toe-in arm and the wheel support are arranged in a triangle, and the wheel center is located in the triangle with the three connection points as vertexes.
Optionally, the connecting point of the first swing arm and the wheel bracket is 50mm-100mm away from the rim in the vertical direction; the bush front end of first swing arm outwards inclines, makes the bush axis of first swing arm and vertical formation first contained angle, first contained angle is less than 15.
Optionally, the front end of the bushing of the second swing arm is inclined outward, so that the axis of the bushing of the second swing arm forms a second included angle with the longitudinal direction, and the second included angle is smaller than 30 °.
Optionally, a connection point of the third swing arm and the wheel support is located above a wheel center, and an outer end of a bushing of the third swing arm is tilted forward, so that an axis of the bushing of the third swing arm forms a third included angle with a transverse direction, where the third included angle is smaller than 6 °.
Optionally, the front end of the bushing of the toe arm is inclined outwards, so that the axis of the bushing of the toe arm forms a fourth angle with the longitudinal direction, the fourth angle is smaller than 15 °, and the length of the toe arm is 0.5-0.7 times the distance between the inner and outer bushing axes of the second swing arm.
Optionally, the first auxiliary spring is connected to the vehicle body above the second swing arm, and the second auxiliary spring is connected to the vehicle body above the first swing arm.
Optionally, the vehicle suspension further comprises a shock absorber connected between the rear suspension main body and the vehicle body, and the shock absorber, the first auxiliary spring and the second auxiliary spring are arranged in a split manner.
Optionally, the suspension further comprises a main spring connected between the rear suspension main body and the vehicle body; the main spring and the shock absorber are integrally arranged, or the main spring and the shock absorber are separately arranged and the main spring and the first auxiliary spring are coaxially nested.
Drawings
FIG. 1 is a schematic view of one embodiment of a self-contained rear suspension system provided by the present invention;
FIG. 2 is an exploded view of FIG. 1;
FIG. 3 is an enlarged view of a portion of the structure of FIG. 1;
FIG. 4 is a transverse view of FIG. 1;
fig. 5 is a schematic view showing the first assist spring and the second assist spring attached to the vehicle body.
The reference numerals are explained below:
1, a rear suspension main body, 11 wheel supports, 12 auxiliary frames, 13 first swing arms, 14 second swing arms, 15 third swing arms, 16 toe-in arms, 2 first auxiliary springs, 3 shock absorbers, 4 main springs, 5 stabilizer bars and 6 second auxiliary springs;
the automobile front wheel comprises a wheel center a, a connecting point of a first swing arm and a wheel support b, a connecting point of a second swing arm and the wheel support c, a connecting point of a toe-in arm and the wheel support d, a connecting point of a third swing arm and the wheel support e, a connecting point of the first swing arm and an auxiliary frame f, a connecting point of the second swing arm and the auxiliary frame g, a connecting point of the toe-in arm and the auxiliary frame h, and a connecting point of the third swing arm and an automobile body i.
Detailed Description
In order to make those skilled in the art better understand the technical solution of the present invention, the technical solution of the present invention is further described in detail below with reference to the accompanying drawings and the detailed description.
It should be noted that, in the description of the present invention, the transverse direction refers to the width direction of the automobile, the longitudinal direction refers to the length direction of the automobile, and the vertical direction refers to the height direction of the automobile; in the transverse direction, the position relatively far away from the transverse center is outside, and the position relatively close to the transverse center is inside; in the longitudinal direction, the position relatively close to the vehicle head is front, and the position relatively far away from the vehicle head is rear; in the vertical direction, the position relatively far from the ground is upward, and the position relatively close to the ground is downward.
As shown in fig. 1 and 2, the independent rear suspension system is of a laterally symmetrical structure, and the symmetrical halves are each provided with a first assist spring 2, a second assist spring 6 (not shown in fig. 1, see fig. 5), a shock absorber 3, a main spring 4, a wheel carrier 11, and a control arm assembly. The control arm assembly includes a first swing arm 13, a second swing arm 14, a third swing arm 15, and a toe arm 16.
The independent rear suspension system is also provided with a sub-frame 12 and a stabilizer bar 5, the sub-frame 12 is connected to the vehicle body through a bushing, and the stabilizer bar 5 is mounted on the sub-frame 12 through a bushing. Among them, the wheel carrier 11, the sub-frame 12, and the control arm assembly belong to the rear suspension body 1.
As shown in fig. 5, both the first assist spring 2 and the second assist spring 6 are disposed between the rear suspension body 1 and the vehicle body, and the upper ends of both are attached to the vehicle body. Under the condition that the wheel is not in a rebound state, the lower end of the first auxiliary spring 2 and the lower end of the second auxiliary spring 6 are respectively away from the rear suspension main body 1 by a first preset distance and a second preset distance in the vertical direction. The second preset distance is greater than the first preset distance, and the first preset distance and the second preset distance are both smaller than the limit jump-up distance of the wheel. The limit jumping distance of the wheel is the distance between the wheel center in a state that the wheel is not jumped and a state that the wheel jumps to the highest position. Wherein the first preset distance may be equal to zero or greater than zero.
The rear wheel of the loaded automobile jumps up, the rear suspension main body 1 jumps up along with the loaded automobile, the auxiliary spring is gradually pressed in the process of jumping up, and the auxiliary spring is pressed to provide buffer for the rear suspension main body 1, so that the comfort of the automobile is ensured.
Because in the vertical, the second between second auxiliary spring 6 and the back suspension main part 1 is preset apart from being greater than first auxiliary spring 2 and the first distance of presetting between the back suspension main part 1, and first distance of presetting and the second is preset apart from all being less than the limit jump distance of wheel, so:
when the load is small, the road condition is good, and the wheels jump up for a small distance, the rear suspension main body 1 only presses the first auxiliary spring 2 but does not press the second auxiliary spring 6, at the moment, the first auxiliary spring 2 provides buffer for the rear suspension main body 1, so that the automobile has good comfort under a small load state;
when load is great, the road conditions is relatively poor, the wheel jumps by great distance, rear suspension main part 1 supports in the lump and presses first auxiliary spring 2 and second auxiliary spring 6, at this moment, by first auxiliary spring 2 and second auxiliary spring 6 provide the buffering for rear suspension main part 1 in the lump to guaranteed that the car also has better travelling comfort under great load state.
Therefore, the independent rear suspension system can ensure that the automobile has better comfort all the time under different loads, and is suitable for a seven-seat automobile with larger variable rear load amplitude.
Specifically, first auxiliary spring 2 can use the polyurethane material, and second auxiliary spring 6 can use rubber materials, when guaranteeing the car travelling comfort like this, second auxiliary spring 6 can also play the effect of injecing 1 limit height position of back suspension main part to can guarantee the security of car.
Preferably, as shown in fig. 5, the first assist spring 2 is attached at the vehicle body above the second swing arm 14, and the second assist spring 6 is attached at the vehicle body above the first swing arm 13. By the arrangement, the arrangement space of the independent rear suspension system can be reduced, and the rear row riding space of the automobile can be increased.
As shown in fig. 1, the shock absorber 3 is connected between the rear suspension body 1 and the vehicle body through a bushing, and forms an angle of 5 ° to 25 ° with the vertical direction. In the illustrated embodiment, the lower end of the shock absorber 3 is connected to the wheel carrier 11, alternatively to the lower swing arm. The shock absorber 3, the first auxiliary spring 2 and the second auxiliary spring 6 are arranged in a split manner, which is beneficial to reducing the arrangement space of the independent rear suspension system and the height of the shock absorber 3.
As shown in fig. 1, the main spring 4 is connected between the rear suspension body 1 and the vehicle body through a spring pad. In the illustrated embodiment, the main spring 4 and the shock absorber 3 are separately arranged, and the main spring 4 is coaxially nested with the first auxiliary spring 2, so that the arrangement space of the independent rear suspension system can be further reduced. Alternatively, the main spring 4 can also be arranged integrally with the damper 3.
As shown in fig. 1, the first swing arm 13, the second swing arm 14, and the toe-in arm 16 extend in the lateral direction, and the inner sides of the three arms are connected to the sub-frame 12 via bushings, and the outer sides thereof are connected to the wheel carrier 11 via bushings. Specifically, as shown in fig. 3, a connection point b of the first swing arm 13 and the wheel bracket 11 is located above the wheel center a, and a connection point c of the second swing arm 14 and the wheel bracket 11 is located below the wheel center a. As shown in fig. 1, the third swing arm 15 extends in the longitudinal direction, and the front end is connected to the vehicle body through a bushing, and the rear end is connected to the wheel bracket 11 through a bushing or a bolt, and may be specifically connected to a position about 500mm in front of the wheel center a. In the connected state, the first swing arm 13, the second swing arm 14, the toe-in arm 16, and the third swing arm 15 can swing up and down around the respective bushings.
The control arm assembly with the structure can play a good motion guiding role, so that the controllability of the automobile can be improved. Further, since the first swing arm 13, the second swing arm 14, and the toe arm 16 are all coupled to the subframe 12, and the subframe 12 is coupled to the vehicle body through a bushing, secondary vibration isolation is achieved, and structural noise transmitted from the road surface to the vehicle interior can be effectively reduced.
It is noted that the above-mentioned extension in the transverse direction includes a small angle with the transverse direction and is parallel to the transverse direction, and the above-mentioned extension in the longitudinal direction includes a small angle with the longitudinal direction and is parallel to the longitudinal direction.
Specifically, in the rigidity configuration, the rigidity of the toe arm 16 and the bush thereof is small, and the rigidity of the first swing arm 13 and the bush thereof, and the rigidity of the second swing arm 14 and the bush thereof is large, so that the toe angle and the camber angle can be ensured to be changed according to the trend favorable for the stability of the whole vehicle.
As shown in fig. 4, a connection point b of the first swing arm 13 and the wheel bracket 11, a connection point c of the second swing arm 14 and the wheel bracket 11, and a connection point d of the toe arm 16 and the wheel bracket 11 are arranged in a triangle, and the wheel center a is located in the triangle with the three connection points as vertexes. Therefore, the lateral rigidity of the independent rear suspension system can be improved, and the comfort and the controllability of the automobile during bending can be improved.
In the illustrated embodiment, the connection point b of the first swing arm 13 to the vehicle bracket is located forward of the wheel center a, and the connection point c of the second swing arm 14 to the wheel bracket 11 is located rearward of the wheel center a. Alternatively, the connection point b of the first swing arm 13 and the vehicle bracket may be located behind the wheel center a, and the connection point c of the second swing arm 14 and the wheel bracket 11 may be located behind the wheel center a; alternatively, both of these connection points may be located forward or rearward of the wheel center a.
In the illustrated embodiment, the toe arm 16 is located above the second swing arm 14, alternatively, below the second swing arm 14. In the illustrated embodiment, the connection point d of the toe arm 16 to the wheel carrier 11 is located forward of the wheel center a, or alternatively, may be located rearward of the wheel center a. In the illustrated embodiment, the connection point d of the toe arm 16 to the wheel carrier 11 is located below the wheel center a, or alternatively, may be located above the wheel center a.
Preferably, the vertical distance between the connecting point b of the first swing arm 13 and the wheel bracket 11 and the wheel rim is 50mm-100mm, and the longitudinal distance between the connecting point b and the wheel center is less than 100 mm. And, the bush front end of the first swing arm 13 inclines outwards, so that the bush axis of the first swing arm 13 forms a first included angle with the longitudinal direction, and the first included angle is smaller than 15 degrees, most preferably smaller than 10 degrees. The camber stiffness of the independent rear suspension system can be improved, so that the comfort of an automobile can be improved, and the requirement on the roll height of the independent rear suspension system can be met.
Preferably, the front end of the bushing of the second swing arm 14 is inclined outwards, so that the axis of the bushing of the second swing arm 14 forms a second included angle with the longitudinal direction, and the second included angle is smaller than 30 °. This can further improve the performance of the independent rear suspension system.
Preferably, the connection point of the third swing arm 15 to the wheel carrier 11 is located above the wheel center and as far away from the wheel center as possible. The outer end of the bushing of the third swing arm 15 is tilted forward so that the bushing axis of the third swing arm 15 forms a third angle with the transverse direction, the third angle being smaller than 6 °, most preferably smaller than 5 °. This can further improve the performance of the independent rear suspension system.
Preferably, the hub leading end of toe arm 16 is angled outwardly such that the hub axis of toe arm 16 forms a fourth angle with the longitudinal direction, the fourth angle being less than 15 °, most preferably less than 10 °. The toe arm 16 has a length of 0.5 to 0.7 times the distance between the inboard and outboard bushing axes of the second swing arm 14. Therefore, the change trend of the toe-in the vertical movement process can be better controlled, and the performance of the independent rear suspension system is further improved.
The independent rear suspension system of the automobile provided by the invention is described in detail above. The principles and embodiments of the present invention are explained herein using specific examples, which are presented only to assist in understanding the method and its core concepts. It should be noted that, for those skilled in the art, it is possible to make various improvements and modifications to the present invention without departing from the principle of the present invention, and those improvements and modifications also fall within the scope of the claims of the present invention.
Claims (10)
1. An independent rear suspension system of an automobile is characterized by comprising a rear suspension main body (1), a first auxiliary spring (2) and a second auxiliary spring (6); the first auxiliary spring (2) and the second auxiliary spring (6) are both arranged between the rear suspension main body (1) and the vehicle body, and the upper ends of the first auxiliary spring and the second auxiliary spring are both connected to the vehicle body; under the state that the wheel does not jump up, the lower extreme of first auxiliary spring (2) and the lower extreme of second auxiliary spring (6) vertically respectively with rear suspension main part (1) apart from first preset distance and second preset distance, the second preset distance is greater than first preset distance, just first preset distance with the second preset distance all is less than the limit jump up distance of wheel.
2. The independent rear suspension system according to claim 1, wherein the rear suspension main body (1) includes a wheel carrier (11) and a sub-frame (12), and further includes:
the first swing arm (13) extends along the transverse direction, the outer side of the first swing arm is connected to the wheel bracket (11) through a bushing, the connection point of the first swing arm is positioned above the wheel center, the inner side of the first swing arm is connected to the auxiliary frame (12) through a bushing, and the first swing arm can swing up and down around the axis of the bushing;
the second swing arm (14) extends along the transverse direction, the outer side of the second swing arm is connected to the wheel bracket (11) through a bushing, the connection point of the second swing arm is positioned below the wheel center, the inner side of the second swing arm is connected to the auxiliary frame (12) through a bushing, and the second swing arm can swing up and down around the axis of the bushing;
the third swing arm (15) extends along the longitudinal direction, the rear end of the third swing arm is connected with the wheel bracket (11), the front end of the third swing arm is connected with the vehicle body through a bushing, and the third swing arm can swing up and down around the axis of the bushing;
and a toe-in arm (16) extending in the lateral direction, having an outer side connected to the wheel carrier (11) through a bush and an inner side connected to the sub-frame (12) through a bush, and capable of swinging up and down about a bush axis.
3. The independent rear suspension system according to claim 2, wherein the connection points of the first swing arm (13), the second swing arm (14), the toe arm (16) and the wheel bracket (11) are arranged in a triangle, and the wheel center is located within the triangle with the three connection points as vertexes.
4. The independent rear suspension system according to claim 2, characterized in that the point of connection of the first swing arm (13) and the wheel carrier (11) is vertically spaced from the rim by 50mm-100 mm; the front end of a bushing of the first swing arm (13) inclines outwards, so that a first included angle is formed between the axis of the bushing of the first swing arm (13) and the longitudinal direction, and the first included angle is smaller than 15 degrees.
5. The independent rear suspension system according to claim 2, characterized in that the bushing front end of the second swing arm (14) is inclined outwardly such that the bushing axis of the second swing arm (14) forms a second angle with the longitudinal direction, the second angle being smaller than 30 °.
6. The independent rear suspension system according to claim 2, characterized in that the point of connection of the third swing arm (15) to the wheel carrier (11) is located above the wheel center, the outer end of the bushing of the third swing arm (15) being inclined forward such that the bushing axis of the third swing arm (15) forms a third angle with the transverse direction, the third angle being smaller than 6 °.
7. The independent rear suspension system according to claim 2, characterized in that the toe arm (16) has a bushing front end that is inclined outwardly such that a bushing axis of the toe arm (16) forms a fourth angle with the longitudinal direction, the fourth angle being smaller than 15 °, and the toe arm (16) has a length that is 0.5-0.7 times the distance between the inboard and outboard bushing axes of the second swing arm (14).
8. Independent rear suspension system according to any of claims 2-7, characterized in that the first auxiliary spring (2) is attached at the vehicle body above the second swing arm (14) and the second auxiliary spring (6) is attached at the vehicle body above the first swing arm (13).
9. The independent rear suspension system according to claim 8, further comprising a shock absorber (3), wherein the shock absorber (3) is connected between the rear suspension main body (1) and a vehicle body, and the shock absorber (3), the first auxiliary spring (2), and the second auxiliary spring (6) are arranged separately.
10. The independent rear suspension system according to claim 9, further comprising a main spring (4), the main spring (4) being connected between the rear suspension main body (1) and a vehicle body; the main spring (4) and the shock absorber (3) are integrally arranged, or the main spring (4) and the shock absorber (3) are separately arranged, and the main spring (4) and the first auxiliary spring (2) are coaxially nested.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010202367.7A CN113492627A (en) | 2020-03-20 | 2020-03-20 | Independent rear suspension system of automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010202367.7A CN113492627A (en) | 2020-03-20 | 2020-03-20 | Independent rear suspension system of automobile |
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| CN113492627A true CN113492627A (en) | 2021-10-12 |
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| CN202010202367.7A Pending CN113492627A (en) | 2020-03-20 | 2020-03-20 | Independent rear suspension system of automobile |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114571932A (en) * | 2022-03-02 | 2022-06-03 | 浙江吉利控股集团有限公司 | Multi-connecting-rod independent suspension and vehicle |
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| CN210149098U (en) * | 2019-05-15 | 2020-03-17 | 中国第一汽车股份有限公司 | Rear suspension system for electric vehicle |
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2020
- 2020-03-20 CN CN202010202367.7A patent/CN113492627A/en active Pending
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| JPH1061720A (en) * | 1996-08-15 | 1998-03-06 | Nissan Motor Co Ltd | Dynamic damper structure |
| CN204736920U (en) * | 2015-05-15 | 2015-11-04 | 广州汽车集团股份有限公司 | Back knuckle and many connecting rods suspension |
| CN106347052A (en) * | 2016-10-28 | 2017-01-25 | 广州汽车集团股份有限公司 | Rear suspension system, buffering method and vehicle with rear suspension system |
| CN108443380A (en) * | 2018-03-30 | 2018-08-24 | 国能新能源汽车有限责任公司 | Rear overhang buffer stopper and rear overhang lower swing arm damper mechanism and its assembly method |
| CN210149098U (en) * | 2019-05-15 | 2020-03-17 | 中国第一汽车股份有限公司 | Rear suspension system for electric vehicle |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114571932A (en) * | 2022-03-02 | 2022-06-03 | 浙江吉利控股集团有限公司 | Multi-connecting-rod independent suspension and vehicle |
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Application publication date: 20211012 |