CN202016380U - Independent suspension apparatus of automobile - Google Patents

Abstract

The utility model discloses an independent suspension device for automobiles, which comprises a longitudinal beam, the longitudinal beam is formed by bending a pipe, one end of the longitudinal beam is welded and connected with a bushing, and the sleeve is connected with a bushing; the rear section of the longitudinal beam is welded and connected There are: the first bracket used to connect and install the hub bearing unit; the second bracket used to connect and install the upper cross arm, and the second bracket and the side plate of the first bracket form a "U"shape; used to connect and install the lower cross arm The third bracket; the longitudinal beam is also provided with the first pin shaft for connecting and installing the shock absorber, and the second pin shaft for connecting the mounting lug of the stabilizer bar; the upper cross arm is hingedly connected with the second bracket, and the lower cross arm is connected with the second bracket. The third bracket is hingedly connected, and the spring is arranged on the lower cross arm; the shock absorber is connected with the first pin shaft, and the stabilizer bar is connected with the second pin shaft. The utility model is an independent suspension device with simple and compact structure, low cost, good maneuverability and comfort.

Description

Automobile Independent Suspension Device

technical field

The utility model belongs to an automobile suspension device, in particular to an automobile independent suspension device.

Background technique

The rear suspension is mainly torsion beam semi-independent suspension, and its main advantage is low cost, but due to its suspension characteristics, the vehicle will not have a high level of handling and comfort. Therefore, some domestic independent brands are currently equipped with four-link independent suspensions to achieve better handling and comfort, but they take up a lot of space, and the structures of brackets, trailing arms and other parts are complicated and costly. The wide application of this kind of suspension is limited.

Contents of the invention

The purpose of the utility model is to provide a simple and compact automobile independent suspension device to solve the above problems.

The technical scheme of the utility model is: an independent suspension device for automobiles, which includes a longitudinal beam, the longitudinal beam is formed by bending a pipe, one end of the longitudinal beam is welded and connected to a bushing, and the bushing is connected to the bushing; the rear section of the longitudinal beam is welded The connection includes: the first bracket for connecting and installing the hub bearing unit; the second bracket for connecting and installing the upper cross arm, and the second bracket and the side plate of the first bracket form a "U" shape; it is used for connecting and installing the lower cross arm The third bracket; the longitudinal beam is also provided with the first pin shaft for connecting the installation of the shock absorber, and the second pin shaft for connecting the mounting lug of the stabilizer bar; the upper cross arm is hingedly connected with the second bracket, and the lower cross arm It is hingedly connected with the third bracket, and the spring is arranged on the lower cross arm; the shock absorber is connected with the first pin shaft, and the stabilizer bar is connected with the second pin shaft.

The upper cross arm, the shock absorber and the lower cross arm are arranged in sequence; the lower cross arm is longer than the upper cross arm.

The cross arm is forging, and the lower cross arm is stamping and welding;

The utility model is an independent suspension device with simple and compact structure, low cost, good maneuverability and comfort.

Description of drawings

A schematic diagram of a specific embodiment of the utility model independent suspension of Fig. 1;

Fig. 2 the utility model independent suspension trailing arm structural representation I

Fig. 3 is the structural schematic view II of the independent suspension longitudinal arm of the utility model;

Figure 4 is a schematic diagram of toe-in formation when subjected to lateral force;

Detailed ways

The independent suspension device has a left-right symmetrical structure, and for the sake of brevity in the illustration, only the schematic diagram of the structure on the left side is shown.

As shown in Figure 1, the independent longitudinal beam 1, the lower cross arm 2, the upper cross arm 3, the shock absorber 4, the spring 5, the stabilizer bar 6, and the stabilizer bar lug 7.

The trailing arm 1 is bent from a circular cross-section pipe 1a. As shown in Figures 2 and 3, a sleeve 1b is welded at the front end, and a bushing 1h is press-fitted therein, and is elastically connected to the vehicle body through the bushing 1h. There are three brackets welded on the rear section of trailing arm 1, which are:

The bracket 1c, the lower part of which is welded to the trailing arm pipe 1a, is used to install wheel side devices such as hub bearing units and bear the load of the wheel.

The lower part of the bracket 1d is welded to the longitudinal arm tube 1a, and the side part is welded to the bracket 1c, forming a U-shaped space together with the bracket 1c, and a through hole is designed for installing the upper cross arm 3.

The bracket 1e is a U-shaped plate, which is welded to the rear section of the trailing arm tube 1a, and a through hole is designed for installing the lower cross arm 2 .

The shaft pin 1f, the thick section passes through the trailing arm tube 1a, welded on both sides, and the thin section is used to install the bushing at the lower end of the shock absorber, and is threaded.

Similarly, the shaft pin 1g is used to install the bushing at the upper end of the stabilizer bar lug.

Go back to Figure 1 again. The lower cross arm 2 is a stamped weldment, the outer end is connected to the trailing arm bracket 1e through a bushing, and the inner end is also connected to the bracket through a bushing.

Similarly, the upper cross arm 3 is a forging, and the two ends are press-fitted with bushings; one end is connected to the bracket, and the other end is inserted into the U-shaped space formed by the brackets 1c and 1d of the trailing arm 1, and installed by long bolts.

The shock absorber 4 is arranged separately from the spring 5 in parallel. The spring 5 is installed between the spring tray of the lower cross arm 2 and the bracket spring tray, and the upper and lower ends are respectively designed with damping pads (not shown in the figure) to reduce noise transmission. Moreover, this installation method makes the structure of the suspension more compact, which is beneficial to the modular subassembly of the rear suspension during vehicle loading.

The shock absorber 7 is arranged between the upper cross arm 3 and the lower cross arm 2, and the upper end is connected to the vehicle body through an elastic bracket; the lower end is a sleeve structure, a bushing is pressed, inserted on the shaft pin 1f of the trailing arm 1, and a nut fixed.

The stabilizer bar 6 is fixed on the bottom of the rear bracket through a fixed support made of rubber material (not shown in the figure), and is hung on the longitudinal arm through the stabilizer bar lug 7; the lower end of the stabilizer bar lug 7 is connected to the stabilizer bar, which is a ball pin structure ; The upper end is connected to the trailing arm, which is a bushing structure, inserted into the shaft pin 1g of the trailing arm 1, and fixed with a nut.

By above-mentioned numerous parts, constitute the independent suspension device of this example.

In this instance, it is preferable to:

Viewed from the vertical direction of the vehicle, the axial direction of the trailing arm bushing 1h is generally toward the connection point of the lower cross arm 2 and the rear bracket. During the movement, the suspension swings up and down around this axis; at the same time, the swing of the upper cross arm Ensure that the camber angle of the suspension in motion meets a better change rule.

Viewed in the vertical direction of the entire vehicle, the connection point between the lower cross arm 2 and the trailing arm 1 is ahead of the connection point between the lower cross arm 2 and the bracket. As far as the vehicle is viewed laterally, the stiffness of the upper cross arm 3 bushing is less than that of the lower cross arm 2 bushing. The hinge stiffness of the trailing arm is relatively small, so that the vibration transmitted to the vehicle body is as small as possible; and its radial stiffness is greater than the axial stiffness.

The advantages of this design are:

As shown in Figure 4, viewed from the vertical direction of the vehicle; when the vehicle is turned and subjected to lateral force, the lateral force is transmitted to the cross arm and the longitudinal arm through the trailing arm bracket 1c. As mentioned above, the trailing arm bushing 1h has the smallest stiffness, so the deformation is the largest, and it deforms inwards and backwards; while the bushing of the lower cross arm 2 has the largest rigidity, so the inner deformation is the smallest, and it produces a small backward swing; As a result, the wheels produce a positive toe-in, leading to understeering of the vehicle and improving steering stability.

Similarly, when the vehicle is braked, the wheels receive the braking force provided by the ground along the vehicle backwards, and are transmitted to the trailing arm and the cross arm through the trailing arm bracket 1c. Similarly, the trailing arm hinge 1h produces a smaller amount of inward deflection and a larger amount of rearward deflection. At this time, the two transverse arms swing backwards correspondingly around their respective connection points with the bracket. The above-mentioned lower cross arm 2 is the longest, and its connection point with the trailing arm 1 is closer to the front than the connection point with the bracket, so this point produces a larger amount of outward deformation; the wheel produces a positive toe-in, which improves the control Stability during movement.

And in this example, the toe-in adjustment device is as follows: the front end bush 1h of the trailing arm 1 is installed with the vehicle body, and the hole diameter is larger than the outer diameter of the mounting bolt; this design can conveniently adjust the position of the front hinge point of the trailing arm horizontally and vertically, So as to achieve the purpose of fine-tuning the toe-in and wheelbase.

It can be seen from the above introduction that the suspension device has a simple and compact structure, is easy to arrange, and increases the usable space of the trunk and the fuel tank. The frame has better handling and comfort, and at the same time improves the NVH performance of the vehicle.

Claims (2)

1. An automobile independent suspension device, which includes a longitudinal beam, characterized in that the longitudinal beam is bent from a pipe, and one end of the longitudinal beam is welded to connect a bushing, and the bushing is connected to the bushing; the rear section of the longitudinal beam is welded and connected There are: the first bracket used to connect and install the hub bearing unit; the second bracket used to connect and install the upper cross arm, and the second bracket and the side plate of the first bracket form a "U" shape; used to connect and install the lower cross arm The third bracket; the longitudinal beam is also provided with the first pin shaft for connecting and installing the shock absorber, and the second pin shaft for connecting the mounting lug of the stabilizer bar; the upper cross arm is hingedly connected with the second bracket, and the lower cross arm is connected with the second bracket. The third bracket is hingedly connected, and the spring is arranged on the lower cross arm; the shock absorber is connected with the first pin shaft, and the stabilizer bar is connected with the second pin shaft. 2. The automobile independent suspension device according to claim 1, wherein the upper cross arm, the shock absorber and the lower cross arm are arranged in sequence; the lower cross arm is longer than the upper cross arm. the

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