CN114013232A

CN114013232A - Rear independent suspension structure for heavy vehicle

Info

Publication number: CN114013232A
Application number: CN202111318359.XA
Authority: CN
Inventors: 吴昌磊
Original assignee: Beijing Camc Yanjing Auto Co ltd
Current assignee: Beijing Camc Yanjing Auto Co ltd
Priority date: 2021-11-09
Filing date: 2021-11-09
Publication date: 2022-02-08
Anticipated expiration: 2041-11-09
Also published as: CN114013232B

Abstract

The invention provides a rear independent suspension structure for a heavy vehicle, which is used for connecting a vehicle frame and a wheel reduction gear of the vehicle, and comprises two symmetrically arranged independent suspension units and a transverse stabilizing rod assembly connected with the two independent suspension units, wherein the independent suspension units are of a double-control-arm structure, two sides of a long shaft end of an upper control arm are rotatably connected with the vehicle frame, one side of a long shaft end of a lower control arm is fixed on the vehicle frame through a torsion bar spring, and the other side of the long shaft end of the lower control arm is rotatably connected with the vehicle frame; the short shaft ends of the upper control arm and the lower control arm are rotatably connected with the wheel edge connecting shaft. The rear independent suspension structure adopts a double-control-arm structure, the upper control arm and the lower control arm are both of symmetrical trapezoidal structures, the control arms are forged and formed and are assembled in a split manner, the cost is saved, the production efficiency is improved, the overall universality of the rear independent suspension structure can be enhanced, the rear independent suspension structure is suitable for vehicles of different models, the processing difficulty is simplified, the overall strength is improved, and therefore the operation requirements of heavy vehicles under the conditions of heavy vehicle body weight and severe road conditions are met.

Description

Rear independent suspension structure for heavy vehicle

Technical Field

The invention belongs to the technical field of vehicle suspension systems, and particularly relates to a rear independent suspension structure for a heavy vehicle.

Background

The suspension system is an important part on the vehicle, is used as a guide mechanism of tire movement and a force transmission structure, and has great influence on the running smoothness and the operation stability of the vehicle; the control arm is a key component in the vehicle suspension and its main function is to constrain the motion trajectory of the suspension system and to transfer loads.

The rear suspension mechanism of the passenger vehicle model in the prior art mostly adopts the form of a rear multi-link suspension, the suspension structure is very complex, the occupied space is large, the suspension is not convenient to arrange, the number of parts is large, the universality is poor, the design, production and logistics cost is high, and the rear suspension mechanism is not suitable for heavy vehicles.

The existing heavy truck suspension mostly adopts a steel plate spring, the steel plate spring belongs to a non-independent suspension structure, and has the advantages of heavy self weight, high rigidity, poor comfort, larger longitudinal size, no contribution to shortening the rear suspension of a vehicle and high processing requirement; heavy cross country vehicle adopts two yoke independent suspensions more, and the yoke adopts casting or the forming of integral forging more, and the casting defect is more, and the yield is lower, and manufacturing cost is high, and suspension location parameter sets for complicacy, and the commonality is poor, and the control arm weight of integral forging is heavier, has increased the quality of whole car.

Disclosure of Invention

The invention provides a rear independent suspension structure for a heavy vehicle, aiming at solving the problems of high processing requirement, poor universality, heavy weight and the like of the conventional rear suspension structure for the heavy vehicle.

The invention adopts the following technical scheme:

the utility model provides a heavy vehicle is with independent suspension structure in back for connect the frame and the hub reduction gear of vehicle, include the independent suspension unit of two symmetry settings and connect the stabilizer bar subassembly of two independent suspension units, wherein, independent suspension unit is two control arm structures, is equipped with:

the upper control arm and the lower control arm are both of symmetrical trapezoidal structures and comprise two symmetrically arranged pull arms, a first connecting shaft and a second connecting shaft, the first connecting shaft and the second connecting shaft are used for connecting the two pull arms, the first connecting shaft is fixedly connected to the first ends of the pull arms to form a long shaft, and the two ends of the second connecting shaft are respectively fixedly connected with the second ends of the two pull arms to form a short shaft;

the shock absorber is arranged perpendicular to the frame, the lower end of the shock absorber is connected with the lower control arm, and the upper end of the shock absorber is connected with the frame;

both sides of the long shaft end of the upper control arm are rotatably connected with the frame, one side of the long shaft end of the lower control arm is connected with a torsion bar spring and is fixed on the frame through the torsion bar spring, and the other side of the long shaft end of the lower control arm is rotatably connected with the frame; the short shaft ends of the upper control arm and the lower control arm are respectively and rotatably connected with a wheel edge connecting shaft used for connecting a wheel edge reducer.

In the rear independent suspension structure for the heavy vehicle, a first shaft sleeve and a second shaft sleeve are respectively arranged at two ends of each pull arm, the first shaft sleeves of the two pull arms are positioned at the first ends of the pull arms and are coaxially arranged, and the first connecting shaft is fixedly connected onto the first shaft sleeves of the pull arms; the second shaft sleeves of the two pull arms are positioned at the second ends of the pull arms and are coaxially arranged to be used for connecting corresponding wheel edge connecting shafts.

In the rear independent suspension structure for the heavy vehicle, the outer sides of the two first shaft sleeves of the upper control arm are respectively and fixedly connected with a third connecting shaft, and the end parts of the third connecting shafts are respectively and rotatably connected with the frame, so that the upper control arm can rotate relative to the frame by taking the first connecting shaft and the third connecting shaft as axes;

the outer sides of the two first shaft sleeves of the lower control arm are respectively fixedly connected with a third connecting shaft and a torsion bar spring, the third connecting shaft is rotatably connected with the frame, one end of the torsion bar spring is connected with the first shaft sleeves through splines, the other end of the torsion bar spring is connected with a torsion bar support through splines, and the torsion bar support is fixed on the frame, so that the lower control arm can rotate relative to the frame by taking the first connecting shaft, the third connecting shaft and the torsion bar spring as axes.

Among the above-mentioned independent suspension structure of rear for heavy-duty vehicle, the independent suspension unit still is equipped with last spacing post and lower spacing post, goes up the spacing post and installs on last control arm, and lower spacing post is installed under on the control arm, goes up the spacing post through the tip contact with lower spacing post with spacing upper and lower control arm angle of rotation that makes progress.

Among the above-mentioned independent suspension structure of back for heavy vehicle, the second bushing cooperation bush subassembly, the hub reduction gear of hub connection axle of going up control arm and lower control arm, the bush subassembly is including the tapered rubber cover of the configuration setting in the bell mouth of second bushing, the bush retaining ring and the bush nut that are located the tapered rubber cover outer end, and the knuckle connecting portion, the bush subassembly and the second bushing of hub reduction gear are all worn to overlap on the hub connection axle, and the bush subassembly is equipped with two sets ofly, and the symmetry sets up in the second bushing and is in order to limit the knuckle connecting portion of hub reduction gear between two second bushings of minor axis end.

In the rear independent suspension structure for the heavy vehicle, the steering knuckle connecting part of the hub reduction gear is provided with two protruding structures with mounting holes, and the two mounting holes are respectively mounted on two hub connecting shafts positioned at the short shaft ends of the upper control arm and the lower control arm so as to connect the short shaft ends of the upper control arm and the lower control arm together.

In the above-mentioned rear independent suspension structure for heavy-duty vehicle, the stabilizer bar subassembly includes stabilizer bar body, connecting rod, stabilizer bar connecting axle and installation component, and the stabilizer bar body is the U-shaped member, and the middle part straight-bar of U-shaped member is fixed on the frame through at least two sets of installation components, and U-shaped side arm both ends are connected to the single arm-drag of control arm down through connecting rod, stabilizer bar connecting axle respectively on, and the connecting rod both ends are articulated with stabilizer bar body, stabilizer bar connecting axle respectively.

In the rear independent suspension structure for the heavy vehicle, the mounting assembly comprises a mounting bracket and a fixing part, the mounting bracket comprises a bottom plate fixed on the frame, a baffle fixed on the bottom plate and a reinforcing plate fixed perpendicular to the baffle, and two groups of reinforcing plate and baffle combinations are symmetrically arranged on the bottom plate; the mounting sets up in the space between two sets of baffles, including the rubber seat with compress tightly the seat, the rubber seat is cut apart and inside be equipped with porose arch rubber piece for the bottom, compresses tightly the seat and has the metal sheet of bolt hole in the bottom that the arch is stamped into, compresses tightly the seat suit on the rubber seat, for the bottom bolt fastening on the bottom plate, the downthehole at the rubber seat is worn to establish by the stabilizer bar body.

In the rear independent suspension structure for the heavy-duty vehicle, the two ends of the stabilizer bar body are respectively provided with a third shaft sleeve, the shaft hole of the third shaft sleeve is of a conical structure with the outer width and the inner width, rubber bushings matched with the shaft hole in shape are installed in the shaft holes, and sleeves are installed in the inner holes of the rubber bushings; the connecting rod is equipped with the connecting rod body, and the one end of connecting rod body is equipped with the U-shaped link, wears to be equipped with a connecting bolt on the U-shaped side arm of this U-shaped link, and this connecting bolt both ends are passed through stop nut and are fastened, and the sleeve in the third axle sleeve wears to establish on connecting bolt.

In the rear independent suspension structure for the heavy-duty vehicle, a fourth shaft sleeve is arranged at one end of the connecting rod body connected with the stabilizer bar connecting shaft, a shaft hole of the fourth shaft sleeve is of a conical structure with the outer width and the inner width, rubber bushings matched with the shaft hole in shape are arranged in the shaft holes, and sleeves are arranged in the inner holes of the rubber bushings; the sleeve of the fourth shaft sleeve penetrates through the end part of the stabilizer bar connecting shaft, and the stop ring and the limiting nut are matched to limit the fourth shaft sleeve on the stabilizer bar connecting shaft.

By adopting the scheme, the invention has the following technical effects:

1) the rear independent suspension structure adopts a double-control-arm structure, the upper control arm and the lower control arm are both of symmetrical trapezoidal structures, the control arms are forged and formed and are assembled in a split manner, the cost is saved, the production efficiency is improved, the overall universality of the rear independent suspension structure can be enhanced, the rear independent suspension structure is suitable for vehicles of different models, the processing difficulty is simplified, the overall strength is improved, and therefore the operation requirements of heavy vehicles under the conditions of heavy vehicle body weight and severe road conditions are met;

2) the double control arms absorb transverse force simultaneously, so that the transverse rigidity of the rear independent suspension structure is large, the side inclination of a turn is small, two sides of the long shaft end of the upper control arm are rotatably connected with the frame, two long shaft ends of the lower control arm are respectively fixed on the frame through two fixed supports, the lower control arm can only rotate along the axis of the long shaft end, and one long shaft is internally provided with a spline and is connected with the torsion bar spring through the spline; the short shaft ends of the upper control arm and the lower control arm are rotatably connected with a wheel-side connecting shaft, the control arm fixing support and the wheel-side connecting shaft are centered by rubber, so that two ends of the upper control arm and the lower control arm respectively rotate at different angles to relieve up-down bumping impact on a vehicle, the machining and assembling precision of a suspension system is reduced, and the control arm or the wheel is prevented from being damaged due to collision with other parts above the control arm or the wheel due to strong bumping of the wheel under the condition of a severe path of the heavy vehicle by the upper limiting column arranged on the upper control arm and the lower limiting column arranged on the lower control arm;

3) the torsion bar spring of the rear independent suspension structure is longitudinally arranged, one end of the torsion bar spring is connected with the frame, the other end of the torsion bar spring is connected with the lower control arm and used for mitigating various impacts on the vehicle, the shock absorber is arranged between the lower control arm and the frame, the lower end of the shock absorber is connected with the lower control arm, the upper end of the shock absorber is connected with the frame and used for accelerating the attenuation of the vibration of the frame and the vehicle body and improving the driving smoothness;

4) the stabilizer bar assembly is connected with the independent suspension units on two sides and is used for improving the roll angle rigidity of the suspension, reducing the transverse roll in the turning process of the automobile and keeping the balance of the automobile body as much as possible;

the rear independent suspension structure adopts a double-control-arm structure, has the advantages of simple structure, low machining and assembling precision, convenience in assembly, reliability in work, good universality, convenience in maintenance and replacement, convenience in standardized production and reduction in production and maintenance cost.

Drawings

FIG. 1 is a schematic diagram of the overall structure of the dual-control-arm independent suspension structure (symmetrical part structure is omitted);

FIG. 2 is a schematic diagram of the structure of the independent suspension unit of the dual control arm independent suspension structure of the present invention;

FIG. 3A is a schematic structural view of the lower control arm;

FIG. 3B is a schematic view of the mounting arrangement of the second bushing, hub connection shaft, and bushing assembly of the lower control arm;

FIG. 4A is a schematic structural view of a lateral stabilizer bar assembly;

FIG. 4B-1 is a schematic structural view of a connecting rod of the lateral stabilizer bar assembly 1;

FIG. 4B-2 is a schematic structural view of the connecting rod of the lateral stabilizer bar assembly 2;

FIG. 4C is a cross-sectional view taken along line A-A in FIG. 4A;

fig. 4D is a schematic view of the mounting structure of the mounting bracket and the fixing member.

The reference numbers in the figures denote:

01-a frame; 02-hub reduction gear, 021-knuckle connection;

100-independent suspension unit;

1-an upper control arm, 2-a lower control arm, 3-a torsion bar spring, 4-a shock absorber and 5-a wheel edge connecting shaft; 6-upper limiting column, 7-lower limiting column;

10-a pull arm, 11-a first shaft sleeve and 12-a second shaft sleeve; 20-a first connecting shaft, 30-a second connecting shaft and 40-a third connecting shaft;

110-upper control arm pull arm, 120-upper control arm first connecting shaft, 130-upper control arm second connecting shaft;

210-lower control arm pull arm, 220-lower control arm first connecting shaft, 230-lower control arm second connecting shaft;

50-bushing assembly, 51-tapered rubber sleeve, 52-bushing retainer ring, 53-bushing nut;

200-a lateral stabilizer bar assembly, 201-a stabilizer bar body, 2011-a third shaft sleeve; 202-connecting rod, 2021-connecting rod body, 2022-fourth shaft sleeve, 2023-U-shaped connecting frame, 2024-connecting bolt; 203-stabilizer bar connecting shaft, 204-mounting bracket, 2041-bottom plate, 2042-reinforcing plate and 2043-baffle plate; 205-fixing piece, 2051-rubber seat, 206-pressing seat; 206-rubber bushing, 207-sleeve, 208-stop ring, 209-limit nut.

Detailed Description

The rear independent suspension structure for a heavy-duty vehicle according to the present invention will be described in detail with reference to the accompanying drawings and examples. In the following description, different "one embodiment" or "an embodiment" refers to not necessarily the same embodiment. Furthermore, the particular features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.

In the description of the invention, unless expressly stated or limited otherwise, the terms "disposed," "mounted," "connected," and "coupled" are to be construed broadly, e.g., as mechanically coupled, fixedly coupled, releasably coupled, rotatably coupled, or integrally coupled; 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 by those of ordinary skill in the art according to specific situations.

Referring to fig. 1, the embodiment provides a rear independent suspension structure for a heavy vehicle, the rear independent suspension structure including two symmetrically arranged independent suspension units 100 and a stabilizer bar assembly 200 connecting the two independent suspension units 100, each independent suspension unit 100 is respectively connected with a wheel reduction gear 02 and a frame on the corresponding side in a rotating manner, the stabilizer bar assembly 200 is installed on the frame 01 at the middle part and connected to the independent suspension units 100 on both sides at both ends, and the stabilizer bar assembly 200 connects the two independent suspension units 100 into a whole, so that the roll stiffness of the chassis is increased, the transverse inclination and the transverse angular vibration of the vehicle body can be reduced, and the running stability of the vehicle can be ensured.

The existing double-fork-arm independent suspension adopts an upper fork arm and a lower fork arm which are of a V-shaped structure, the upper fork arm is shorter than the lower fork arm, one end of the upper fork arm is connected with a strut shock absorber, and the other end of the upper fork arm is connected with a frame; the wheel is connected to the one end of fork arm down, and the frame is connected to the other end, goes up the fork arm and links to each other through a connecting rod with lower fork arm, and this connecting rod still links to each other with the wheel simultaneously, and the connection of two fork arm independent suspension structures through a plurality of fulcrums has improved the wholeness of fork arm and whole suspension from top to bottom. This two fork arm independent rear suspension structure is used for the domestic car usually, and the fork arm of current two fork arm independent suspension structure adopts casting or the forming of integral forging more, and the casting defect is more, and the yield is lower, and manufacturing cost is high, and suspension location parameter sets for complicacy, and the commonality is poor, and integral forging's control arm weight is heavier, has increased the quality of whole car, is not suitable for heavy vehicles such as truck, cross country vehicle.

In order to solve the problems of high manufacturing cost, poor universality and heavy weight of the double-wishbone rear independent suspension structure, referring to fig. 1 and fig. 2, the embodiment provides an independent suspension unit 100 which is easy to manufacture, good in universality and light in weight, wherein the independent suspension unit 100 is used for connecting a wheel-side speed reducer 02 and a vehicle frame 01 and comprises an upper control arm 1, a lower control arm 2, a torsion bar spring 3, a shock absorber 4 and a wheel-side connecting shaft 5, the upper control arm 1 and the lower control arm 2 are both of symmetrical ladder structures, the stress balance of the control arms is ensured, the size of the upper control arm 1 is smaller than that of the lower control arm 2, the torsion bar spring 3 is longitudinally arranged, one end of the torsion bar spring is connected with the vehicle frame 01, and the other end of the torsion bar spring is connected with the lower control arm 2 and is used for relieving various impacts on the vehicle; at least one shock absorber 4 is arranged, in the embodiment, two shock absorbers 4 are arranged and symmetrically arranged between the lower control arm and the vehicle frame, the lower end of each shock absorber is connected with the lower control arm 2, the upper end of each shock absorber is connected with the vehicle frame 01, and the shock absorbers are used for accelerating the attenuation of the vibration of the vehicle frame and the vehicle body and improving the driving smoothness; the upper control arm 1 and the lower control arm 2 are respectively connected with a hub reduction gear 02 through a hub connecting shaft 5.

Wherein, the upper control arm 1 and the lower control arm 2 are different in size and have substantially the same structure, as shown in fig. 3A, the control arm with trapezoidal structure includes two symmetrically arranged pull arms 10 and a first connecting shaft 20 and a second connecting shaft 30 for connecting the two pull arms 10 (trapezoidal side edges), two ends of the pull arm 10 are respectively provided with a first shaft sleeve 11 and a second shaft sleeve 12, the first shaft sleeves 11 of the two pull arms 10 are positioned at the first ends of the pull arms 10 and coaxially arranged, the first connecting shaft 20 is connected and fixed on the two first shaft sleeves 11 to form a long shaft (trapezoidal long side), the second shaft sleeves 12 of the two pull arms 10 are positioned at the second ends of the pull arms 10 and coaxially arranged for connecting the wheel-edge connecting shaft 5, two ends of the second connecting shaft 30 are respectively and fixedly connected with the second ends of the two pull arms 10 to form a short shaft (trapezoidal short side edge), the first connecting shaft 20 and the second connecting shaft 30 connect the two pull arms 10 into a whole, the whole is a trapezoidal structure. Referring to fig. 2, the upper control arm 1 is located above the lower control arm 2, the two upper control arm pull arms 110, the upper control arm first connecting shaft 120 and the upper control arm second connecting shaft 130 are connected to form the upper control arm 1, the two lower control arm pull arms 210, the lower control arm first connecting shaft 220 and the lower control arm second connecting shaft 230 are connected to form the lower control arm 2, and the upper control arm 1 and the lower control arm 2 are respectively connected to the hub reduction gear 02 through the hub connecting shaft 5 to form a whole.

In one embodiment, the second ends of the two pull arms 10 of the control arm are welded to the two ends of the second connecting shaft 12, respectively, and the first sleeves 11 of the two pull arms 10 are welded to the two ends of the first connecting shaft 20, respectively.

In order to enhance the overall universality of the rear independent suspension structure, so as to be suitable for vehicles of different models and simplify the processing difficulty, the outer sides of two first shaft sleeves 11 (long shaft ends) of the upper control arm 1 are respectively fixedly connected (for example, welded) with a third connecting shaft 40, and the end parts of the third connecting shafts 40 are respectively rotatably connected with the frame 01 through fixed supports, so that the upper control arm 1 can rotate relative to the frame 01 by taking the first connecting shaft 20 and the third connecting shaft 40 as axes; the outer sides of the two first shaft sleeves 11 (long shaft ends) of the lower control arm 2 are respectively fixedly connected with a third connecting shaft 40 and a torsion bar spring 3, the third connecting shaft 40 is rotatably connected with the frame 01 through a fixed support, one end of the torsion bar spring 3 is connected with the first shaft sleeve 11 through a spline, the other end of the torsion bar spring 3 is connected with a torsion bar support through a spline, and the torsion bar support is fixed on the frame 01 through bolts, so that the lower control arm 2 can rotate relative to the frame 01 by taking the first connecting shaft 20, the third connecting shaft 40 and the torsion bar spring 3 as axes. The dimensions of the third connecting shaft 40 and the torsion bar spring 3 can be adjusted and selected according to the vehicle conditions.

Referring to fig. 3B, the second bushings 12 of the upper control arm 1 and the lower control arm 2 are connected with the hub reducer 02 through the bushing assembly 50 and the hub connecting shaft 5. The bushing assembly 50 comprises a conical rubber sleeve 51, a bushing retainer ring 52 and a bushing nut 53, wherein the conical rubber sleeve 51 is arranged in a conical hole of the second bushing 12 in a sleeved mode, the bushing retainer ring 52 and the bushing nut 53 are located at the outer end of the conical rubber sleeve 51, the hub connecting shaft 5 is used for being connected with the hub reducer 02 and the second bushing 12 in series, and the bushing assemblies 50 are arranged in two groups and symmetrically arranged on the second bushings 12 of the two pull arms 10 of the control arm. Referring to fig. 3B, the bushing nut 53 in the bushing assembly on one side of the short shaft end of the control arm may be replaced by a limiting protrusion arranged at the end of the wheel-side connecting shaft 5, when the wheel-side connecting shaft 5 is installed, the wheel-side connecting shaft 5 sequentially passes through the bushing retainer ring 52 of the second bushing 12 on one side, the tapered rubber sleeve 51, the steering knuckle connecting portion of the wheel-side reducer 02, and the tapered rubber sleeve and the bushing retainer ring of the second bushing 12 on the other side, the bushing nut 53 is installed on one side of the wheel-side connecting shaft 5, and the tapered rubber sleeve 51 is deformed and then tightly attached to the inner wall of the second bushing 12 by the pre-tightening force between the bushing nut 53 and the wheel-side connecting shaft 5, so that the wheel-side reducer 02 is limited between the two second bushings 12, and the wheel-side reducer 02 is prevented from axially moving. The knuckle connection part 021 of the hub reduction gear 02 is provided with two boss structures having mounting holes, which are respectively mounted on the two hub connection shafts 5, so that the short-axis ends of the upper control arm 1 and the lower control arm 2 are connected together, and the hub reduction gear 02 can relatively rotate with respect to the upper control arm 1 and the lower control arm 2.

In order to prevent the control arm or the wheel from colliding with other parts above and damaging due to the fact that the wheel of the heavy vehicle bumps violently under the condition of bad path, referring to fig. 2, the independent suspension unit 100 is further provided with an upper limiting column 6 and a lower limiting column 7 which are matched, wherein the upper limiting column 6 is installed on the upper control arm 1, and the lower limiting column 7 is installed on the lower control arm 2. When the wheel jolts up and down seriously, the wheel may move upwards to drive the upper control arm 1 and the lower control arm 2 to rotate upwards, and when a certain angle is reached, the tops of the upper limiting column 6 and the lower limiting column 7 are contacted, so that the limiting purpose is achieved, and the wheel and the control arm are prevented from moving upwards continuously.

The transverse stabilizing rod assembly 200 is connected with the independent suspension units 100 on two sides and used for improving the rigidity of the side inclination angle of the suspension, reducing the transverse side inclination in the turning process of the automobile and keeping the balance of the automobile body as much as possible, thereby ensuring the running stability of the automobile. In this embodiment, as shown in fig. 4A, the lateral stabilizer bar assembly 200 includes a stabilizer bar body 201, a connecting rod 202, a stabilizer bar connecting shaft 203 and mounting assemblies, the stabilizer bar body 201 is a U-shaped rod, a middle straight rod of the U-shaped rod is fixed on the vehicle frame through at least two sets of mounting assemblies, two ends of a U-shaped side arm are respectively connected to the pull arm 10 of the lower control arm 2 through the connecting rod 202 and the stabilizer bar connecting shaft 203, two ends of the connecting rod 202 are respectively hinged to the stabilizer bar body 201 and the stabilizer bar connecting shaft 203, so that the lateral stabilizer bar assembly 200 can connect the lower control arms 2 on two sides into a whole, and roll stiffness of the chassis is improved.

As shown in fig. 4A, 4B-1, and 4B-2, the stabilizer bar body 201 is a U-shaped rod, the two ends are respectively provided with a third shaft sleeve 2011, and the shaft hole of the third shaft sleeve 2011 is a tapered structure with an outer width and an inner width, so that the connecting rod 202 can rotate around the stabilizer bar body 201 and the stabilizer bar connecting shaft 203, and a limited swing angle is generated in the vehicle front-rear direction by the deformation of the rubber bushing 206, thereby conforming to the swing rule of the stabilizer bar assembly 200 and the independent suspension unit 100 in the common movement. A rubber bushing 206 matched with the shape of the shaft hole is arranged in each shaft hole, and a sleeve 207 is arranged in the inner hole of the rubber bushing 206; a fourth shaft sleeve 2022 is arranged at one end of the connecting rod body 2021, the structure of the fourth shaft sleeve 2022 is the same as that of the third shaft sleeve 2011 (namely, a rubber bushing 206 is arranged in a tapered shaft hole of the fourth shaft sleeve 2022, and a sleeve 207 is arranged in an inner hole of the rubber bushing 206), the fourth shaft sleeve 2022 is sleeved at the end part of the stabilizer bar connecting shaft 203 in a penetrating manner, and the fourth shaft sleeve 2022 is limited on the stabilizer bar connecting shaft 203 by matching a stop ring 208 and a limit nut 209; the other end of connecting rod body 2021 is equipped with U-shaped link 2023, wears to be equipped with a connecting bolt 2024 on the U-shaped side arm of this U-shaped link 2023, and connecting bolt 2024 both ends are passed through stop nut 209 and are fastened, and this U-shaped link 2023 assembles with the third axle sleeve 2011 of stabilizer bar body 201, and the sleeve of third axle sleeve 2011 wears to establish on connecting bolt 2024 promptly to articulate stabilizer bar body 201 on connecting rod 202.

Referring to fig. 4C and 4D, in this embodiment, the mounting assembly is a combined structure formed by a mounting bracket 204 and a fixing member 205, the stabilizer body 201 is fixed on the vehicle frame 01 through the combined structure of the mounting bracket 204 and the fixing member 205 (for a vehicle with a vehicle body, the stabilizer body 201 is fixed on the vehicle body), and two sets of the combined structure of the mounting bracket 204 and the fixing member 205 are provided for stably fixing the stabilizer body 201 on the vehicle frame. The mounting bracket 204 comprises a bottom plate 2041 fixed on the frame 01, a baffle 2043 fixed on the bottom plate 2041 and a reinforcing plate 2042 fixed by a vertical baffle 2043, two groups of reinforcing plates 2042 and a baffle 2043 are symmetrically arranged on the bottom plate 2041, a fixing piece 205 is arranged in a space between the two groups of baffles 2043, the mounting bracket comprises a rubber seat 2051 and a pressing seat 2052, the rubber seat 2051 is an arched rubber block with a hole formed in the bottom in a dividing mode, the pressing seat 2052 is a metal plate with a bolt hole in the bottom in an arched mode through stamping, the pressing seat 2052 is sleeved on the rubber seat 2052, the bottom of the rubber seat is fixed on the bottom plate 2041 through bolts, and a stabilizer bar body 201 is arranged in the hole of the rubber seat 2051 in a penetrating mode. Rubber seat 2051 is compressed tightly the back by compressing tightly seat 206, produces compression deformation, there is baffle 2043 spacing rubber seat 2051 open-ended both sides, prevent that stabilizer bar body 201 from gathering together in the horizontal direction, thereby stabilize stabilizer bar body 201 and fix on frame 01, because rubber seat 2051's elastic action, stabilizer bar body 201 can rotate for frame 01 in certain angular range, has cushioning effect to the vehicle impact simultaneously, prevents to damage stabilizer bar body 201.

For a heavy vehicle, the clearance between the ground and the chassis is generally higher than that of a common vehicle, when the heavy vehicle turns at a high speed or on a rugged road surface, the vehicle can sway left and right or twist, and the vehicle is easy to roll over, and the lateral stabilizing rod assembly 200 can connect the lower control arms 2 on two sides of the rear suspension of the vehicle into a whole, so that the roll angle rigidity of the chassis is enhanced, the lateral roll of the vehicle in the turning process is reduced, on the other hand, the vehicle balance can be adjusted, the roll is overcome when the vehicle turns or swings left and right, and the vehicle body is kept in balance as much as possible. The lateral stabilizer bar assembly 200 of the rear independent suspension structure is mounted on the lower control arms 2 of the rear wheels at both sides, controls the roll angle of the rear of the vehicle during the vehicle cornering, improves the cornering performance of the vehicle, and further improves the stability of the vehicle.

The material of the stabilizer bar assembly 200 is required to have both a certain strength and a certain toughness, so that the rigidity of the vehicle body can be improved without deforming the vehicle body. In the present invention, the material of the stabilizer bar assembly 200 is silicon-manganese spring steel (60 Si)₂Mn), the strength, toughness, elasticity, hardenability and stability of the material are good, the load bearing capacity is strong, the service life is long, the tensile strength is not less than 1274MPa, and the yield strength is not less than 1176 MPa.

Based on the structure of the embodiment, the rear independent suspension structure has the following characteristics and technical effects:

1) the rear independent suspension structure adopts a double-control-arm structure, the upper control arm and the lower control arm are both of symmetrical trapezoidal structures, the control arms are formed by forging and are assembled in a split manner, the cost is saved, the production efficiency is improved, the overall universality of the rear independent suspension structure can be enhanced, the rear independent suspension structure is suitable for vehicles of different models, the processing difficulty is simplified, the overall strength is improved, and therefore the operation requirements of heavy vehicles under the conditions of heavy vehicle body weight and severe road conditions are met;

2) the double control arms absorb transverse force simultaneously, so that the transverse rigidity of the rear independent suspension structure is large, the side inclination of a turn is small, two sides of the long shaft end of the upper control arm 1 are rotatably connected with the frame 01, the long shaft end of the lower control arm 2 is fixed on the frame through two fixed supports respectively, so that the lower control arm can only rotate along the axis of the long shaft, and one long shaft is internally provided with a spline and is connected with a torsion bar spring through the spline; the short shaft ends of the upper control arm and the lower control arm are rotatably connected with a wheel-side connecting shaft 5, so that the two ends of the upper control arm and the lower control arm respectively rotate at different angles to relieve the up-and-down bumping impact on the vehicle, and the upper limiting column 6 arranged on the upper control arm 1 and the lower limiting column 7 arranged on the lower control arm 2 are used for preventing the control arm or the wheel from colliding with other parts above the control arm or the wheel to cause damage under the severe road condition of the heavy vehicle;

3) a torsion bar spring 3 of the rear independent suspension structure is longitudinally arranged, one end of the torsion bar spring is connected with the frame 01, the other end of the torsion bar spring is connected with the lower control arm 2 and used for alleviating various impacts on the vehicle, a shock absorber 4 is arranged between the lower control arm 2 and the frame, the lower end of the shock absorber is connected with the lower control arm 2, the upper end of the shock absorber is connected with the frame 01 and used for accelerating the attenuation of the frame and the vibration of the vehicle body and improving the driving smoothness;

4) the stabilizer bar assembly 200 is connected with the independent suspension units 100 on two sides, and is used for improving the rigidity of a suspension roll angle, reducing the transverse roll in the turning process of the automobile and keeping the balance of the automobile body as much as possible, and the transverse stabilizer bar assembly 200 has the advantages of simple structure, convenience in maintenance, high reliability, improved assembly performance and improved production efficiency;

the rear independent suspension structure adopts a double-control-arm structure, has simple structure, convenient assembly, reliable work, good universality, convenient maintenance and replacement and standardized production, and reduces the production and maintenance cost.

It should be noted that the present invention is not limited to the specific technical solutions disclosed in the above embodiments, and the technical idea of the present invention can be implemented through simple modifications or component replacements, for example, part of the external appearance of the individual components is changed, or the size and the connection manner of the individual components are adjusted. The technical scheme which adopts the same technical conception without creative labor belongs to the technical scheme disclosed by the invention.

It will be understood by those skilled in the art that these examples are for illustrative purposes only and are not intended to limit the scope of the present invention, and that various equivalent modifications and changes may be made thereto without departing from the scope of the present invention.

Claims

1. A rear independent suspension structure for a heavy vehicle for connecting a frame and a wheel reduction gear of the vehicle, comprising two symmetrically arranged independent suspension units (100) and a transverse stabilizer bar assembly (200) connecting the two independent suspension units, wherein the independent suspension units (100) are of a dual control arm structure provided with:

the upper control arm (1) and the lower control arm (2) are both of symmetrical trapezoidal structures and comprise two symmetrically-arranged pull arms (10), a first connecting shaft (20) and a second connecting shaft (30) which are used for connecting the two pull arms, the first connecting shaft (20) is connected and fixed to the first ends of the pull arms to form a long shaft, and the two ends of the second connecting shaft (30) are respectively and fixedly connected with the second ends of the two pull arms to form a short shaft;

at least one shock absorber (4) which is arranged vertical to the frame, the lower end of the shock absorber is connected with the lower control arm (2), and the upper end of the shock absorber is connected with the frame;

both sides of the long shaft end of the upper control arm (1) are rotatably connected with the frame, one side of the long shaft end of the lower control arm (2) is connected with a torsion bar spring (3) and fixed on the frame through the torsion bar spring (3), and the other side of the long shaft end of the lower control arm is rotatably connected with the frame; the short shaft ends of the upper control arm and the lower control arm are respectively and rotatably connected with a wheel edge connecting shaft (5) used for connecting a wheel edge reducer.

2. The rear independent suspension structure for a heavy-duty vehicle according to claim 1, characterized in that:

a first shaft sleeve (11) and a second shaft sleeve (12) are respectively arranged at two ends of each pull arm (10), the first shaft sleeves (11) of the two pull arms (10) are positioned at the first ends of the pull arms and are coaxially arranged, and a first connecting shaft (20) is fixedly connected onto the first shaft sleeves (11) of the pull arms; the second shaft sleeves (12) of the two pull arms (10) are positioned at the second ends of the pull arms and are coaxially arranged to be connected with corresponding wheel edge connecting shafts (5).

3. The rear independent suspension structure for a heavy-duty vehicle according to claim 2, characterized in that:

the outer sides of the two first shaft sleeves (11) of the upper control arm (1) are respectively fixedly connected with a third connecting shaft (40), and the end parts of the third connecting shafts (40) are respectively connected with the frame in a rotating manner, so that the upper control arm (1) can rotate relative to the frame by taking the first connecting shaft (20) and the third connecting shaft (40) as axes;

the outer sides of two first shaft sleeves (11) of the lower control arm (2) are fixedly connected with a third connecting shaft (40) and a torsion bar spring (3) respectively, the third connecting shaft (40) is rotatably connected with the frame, one end of the torsion bar spring (3) is connected with the first shaft sleeves (11) through a spline, the other end of the torsion bar spring (3) is connected with a torsion bar support through a spline, and the torsion bar support is fixed on the frame, so that the lower control arm (2) can rotate relative to the frame by taking the first connecting shaft (20), the third connecting shaft (40) and the torsion bar spring (3) as axes.

4. The rear independent suspension structure for a heavy-duty vehicle according to any one of claims 1 to 3, wherein the independent suspension unit (100) is further provided with an upper restraining column (6) and a lower restraining column (7), the upper restraining column (6) is mounted on the upper control arm (1), the lower restraining column (7) is mounted on the lower control arm (2), and the upper restraining column (6) is in contact with an end of the lower restraining column (7) to restrain the upper and lower control arms from rotating upward by an angle.

5. The rear independent suspension structure for the heavy-duty vehicle according to claim 2 or 3, wherein the second bushings (12) of the upper control arm (1) and the lower control arm (2) are matched with a bushing assembly (50) and a wheel hub connecting shaft (5) to connect the wheel hub reducer, the bushing assembly (50) comprises a tapered rubber bushing (51) which is arranged in a tapered hole of the second bushing (12) in a matching manner, a bushing retainer ring (52) and a bushing nut (53) which are arranged at the outer end of the tapered rubber bushing (51), a steering knuckle connecting portion (021) of the wheel hub reducer, the bushing assembly (50) and the second bushing (12) are sleeved on the wheel hub connecting shaft (5) in a penetrating manner, and the bushing assemblies (50) are arranged in two groups and are symmetrically arranged on the second bushing (12) to limit the steering knuckle connecting portion (021) of the wheel hub reducer between the two second bushings (12) at short shaft ends.

6. The rear independent suspension structure for a heavy-duty vehicle according to claim 5, wherein the knuckle connection part (021) of the wheel hub reducer is provided with two boss structures having mounting holes which are respectively mounted on two wheel hub connection shafts (5) at the stub ends of the upper and lower control arms to connect the stub ends of the upper control arm (1) and the lower control arm (2) together.

7. The rear independent suspension structure for a heavy-duty vehicle according to any one of claims 1 to 6, wherein the lateral stabilizer bar assembly (200) includes a stabilizer bar body (201), a connecting rod (202), a stabilizer bar connecting shaft (203), and mounting assemblies, the stabilizer bar body (201) is a U-shaped rod, a middle straight rod of the U-shaped rod is fixed on the frame by at least two sets of mounting assemblies, two ends of a U-shaped side arm are respectively connected to a pull arm of the lower control arm (2) by the connecting rod (202) and the stabilizer bar connecting shaft (203), and two ends of the connecting rod (202) are respectively hinged with the stabilizer bar body (201) and the stabilizer bar connecting shaft (203).

8. The rear independent suspension structure for the heavy-duty vehicle according to claim 7, wherein the mounting assembly comprises a mounting bracket (204) and a fixing member (205), the mounting bracket (204) comprises a bottom plate (2041) fixed on the frame, a baffle plate (2043) fixed on the bottom plate (2041) and a reinforcing plate (2042) fixed on the vertical baffle plate (2043), and two groups of reinforcing plates (2042) and baffle plate (2043) combinations are symmetrically arranged on the bottom plate (2041); mounting (205) set up in the space between two sets of baffles (2043), including rubber seat (2051) and compress tightly seat (2052), rubber seat (2051) is the bottom and cuts apart and inside porose arch rubber block that is equipped with, it has the metal sheet of bolt hole to compress tightly seat (2052) to be the arch bottom of punching press one-tenth, compress tightly seat (2052) suit on rubber seat (2052), the bolt fastening is on bottom plate (2041) for the bottom, stabilizer bar body (201) is worn to establish in the hole of rubber seat (2051).

9. The rear independent suspension structure for the heavy-duty vehicle according to claim 7 or 8, characterized in that both ends of the stabilizer bar body (201) are respectively provided with a third bushing (2011), a shaft hole of the third bushing (2011) is of a tapered structure with an outer width and an inner width, a rubber bushing (206) matched with the shape of the shaft hole is installed in the shaft hole, and a sleeve (207) is installed in an inner hole of the rubber bushing (206); connecting rod (202) are equipped with connecting rod body (2021), and the one end of connecting rod body (2021) is equipped with U-shaped link (2023), and wear to be equipped with a connecting bolt (2024) on the U-shaped side arm of this U-shaped link, and this connecting bolt both ends are passed through stop nut (209) and are fastened, and sleeve (207) in third axle sleeve (2011) wear to establish on connecting bolt (2024).

10. The rear independent suspension structure for a heavy-duty vehicle according to claim 9, wherein a fourth bushing (2022) is provided at one end of the connecting rod body (2021) connected to the stabilizer bar connecting shaft (203), a shaft hole of the fourth bushing (2022) is a tapered structure having an outer width and an inner width, a rubber bushing (206) having a shape matching the shaft hole is installed in each shaft hole, and a sleeve (207) is installed in an inner hole of the rubber bushing (206); the sleeve (207) of the fourth shaft sleeve (2022) is sleeved on the end part of the stabilizer bar connecting shaft (203) in a penetrating way, and the stop ring (208) and the limit nut (209) are matched to limit the fourth shaft sleeve (2022) on the stabilizer bar connecting shaft (203).