CN205185773U - Suspension mechanism behind car - Google Patents

Abstract

The utility model provides an automobile rear suspension mechanism, which is connected between the vehicle body, the sub-frame and the wheels, and comprises an upper swing arm, a lower swing arm, a vertical control rod, a toe control arm and a shaft joint; the shaft joint and the Wheel connection, one end of the upper swing arm is hinged with the upper part of the shaft joint, and the other end is hinged with the subframe; the lower swing arm is provided with an inner front end, an inner rear end, an outer front end and an outer rear end, the inner front end is hinged with the body, and the inner rear end It is hinged with the subframe, the outer front end is hinged with the lower end of the vertical control rod, the outer rear end is hinged with the lower part of the axle joint; the upper end of the vertical control rod is hinged with the upper part of the axle joint; one end of the toe control arm is hinged with the axle joint The side part is hinged, and the other end is hinged with the subframe; the vertical control rod is arranged in front of the axis of the wheel. By adopting the utility model, on the premise of maintaining the stable performance of the suspension, it can not only effectively improve the braking anti-lifting performance of the rear suspension of the vehicle, but also reduce the space occupation of the trunk.

Description

A car rear suspension mechanism

technical field

The utility model relates to the technical field of automobiles, in particular to an automobile rear suspension mechanism.

Background technique

Currently known vehicle rear suspension devices have various forms, including independent suspension and semi-independent suspension. Among the known independent suspensions, most of them are collectively referred to as multi-link suspensions, which can be divided into three-link, four-link, five-link, etc. according to the number of links used. Connect the wheels with the sub-frame and the vehicle body through the above-mentioned two bars on both sides of the car. Through the detailed design of the connecting rod, the trajectory of the wheel is controlled to achieve the required vehicle operation stability and ride comfort.

When designing the suspension, the acceleration and braking anti-pitching capabilities of the suspension should be considered. Brake nod refers to the inclination phenomenon in which the front part of the vehicle body lowers and the rear part rises when the vehicle is braking. In addition to affecting the braking performance of the vehicle, the excessive nodding of the vehicle has an extremely adverse effect on the driving comfort and safety of the driver and passengers. In order to reduce this phenomenon, the front suspension of the vehicle is usually designed to have a certain braking anti-nodding characteristic, and the rear suspension is generally designed to have a certain braking anti-lifting characteristic. However, in the existing rear suspension, due to the arrangement of related links, especially the vertical control arm is arranged behind the wheel axis, the virtual instantaneous swing center of the rear suspension is formed above the ground behind the wheel, forming a negative resistance. Therefore, the rear suspension cannot produce the desired anti-lift characteristics of the brakes, and instead exacerbates the amount of brake lift.

In addition, different suspensions also have different performance. Generally, the more connecting rods, the greater the performance potential it can exert. But the corresponding cost and occupied space will also increase. While the development and improvement of the suspension is aimed at improving performance, it is also necessary to take into account the influence of its layout on the space of the vehicle trunk, the fuel tank and the layout of the lower body. However, the existing suspension spring damper is generally of an integrated structure and is installed on the steering knuckle, which occupies a large volume in the Y direction and height in the Z direction of the vehicle, and occupies a large space on the side of the wheel house of the vehicle body, resulting in a large space in the width direction of the trunk and the height of the Z direction. The size in the height direction is reduced, and the overall volume of the trunk is relatively small.

Utility model content

The technical problem to be solved by the utility model is to provide an automobile rear suspension mechanism, which can not only effectively improve the anti-lifting characteristics of the rear suspension of the vehicle while maintaining the stability of the suspension, but also reduce the impact on luggage. Occupancy of box space.

In order to solve the above-mentioned technical problems, the utility model provides a rear suspension mechanism of an automobile, which is connected between the vehicle body, the sub-frame and the wheels, and includes an upper swing arm, a lower swing arm, a vertical control rod, a toe control arm and A shaft joint; the shaft joint is connected to the wheel, one end of the upper swing arm is hinged to the upper part of the shaft joint, and the other end of the upper swing arm is hinged to the sub-frame; the lower swing arm is set There are inner front end, inner rear end, outer front end and outer rear end, the inner front end is hinged with the vehicle body, the inner rear end is hinged with the subframe, the outer front end is hinged with the vertical control rod The lower end is hinged, the outer rear end is hinged with the lower part of the hub; the upper end of the vertical control rod is hinged with the upper part of the hub; one end of the toe control arm is hinged with the side of the hub The other end of the toe control arm is hinged with the subframe; the vertical control rod is arranged in front of the axis of the wheel.

As preferably, the automobile rear suspension mechanism also includes a spring and a shock absorber, one end of the spring is connected with the vehicle body, and the other end of the spring is connected with the lower swing arm; one end of the shock absorber It is connected with the vehicle body, and the other end of the shock absorber is connected with the lower swing arm; the spring is independently arranged in parallel with the shock absorber.

Preferably, one end of the upper swing arm is hinged with the upper part of the shaft joint through a first bush or a ball hinge; the other end of the upper swing arm is hinged with the sub-frame through a second bush; The inner front end of the lower swing arm is hinged with the vehicle body through the third bush; the inner rear end of the lower swing arm is hinged with the sub-frame through the fourth bush; the outer front end of the lower swing arm is hinged with the vertical The lower end of the control rod is hinged through the fifth bush; the outer rear end of the lower swing arm is hinged with the lower part of the shaft joint through the sixth bush; the upper end of the vertical control rod is connected with the upper part of the shaft joint through the first Seven bushes are hinged; one end of the toe control arm is hinged to the side of the axle joint through the eighth bush or a ball hinge, and the other end of the toe control arm is connected to the subframe through the ninth bush Set of hinges.

Preferably, the second bush is provided with an eccentric bolt.

Preferably, the axis of the third bush is coaxial with the line connecting the center point of the third bush and the center point of the fourth bush.

Preferably, the fourth bush is a spherical joint bush.

Preferably, the outer front end and the outer rear end of the lower swing arm are the front and rear ends of the pin shaft structure passing through the pin hole, and the front end of the pin shaft structure and the lower end of the vertical control rod pass through the fifth bushing Hinged, the rear end of the pin shaft structure is hinged with the lower part of the shaft joint through the sixth bushing.

Preferably, the toe control arm is arranged behind the axis of the wheel, and the extension line of the toe control arm toward the wheel axis is connected to the center point of the third bush and the center point of the pin shaft structure. The extension lines of the lines connecting the center points intersect at a point, which is located behind and outside the center of the wheel.

Preferably, the lower end of the vertical control rod is arranged obliquely toward the front of the axis of the wheel.

Implementing a kind of automobile rear suspension mechanism of the utility model, compared with the prior art, has the following beneficial effects:

(1) The utility model arranges the vertical control arm in front of the axis of the wheel, so that the center of pitch is formed above the axis of the wheel. This arrangement makes it easier to obtain a larger positive resistance lifting angle, so that the suspension has a higher Strong braking and anti-lifting ability, and control the movement of the wheels to the rear of the vehicle when jumping up, which is conducive to the longitudinal impact comfort of the vehicle.

(2) The utility model adopts the separate arrangement of the spring and the shock absorber, which replaces the arrangement of the existing integrated structure of the spring and shock absorber, so that the vehicle can have a lower and wider trunk floor, so that the trunk The space is maximized, and the force distribution of the rear suspension components is improved, making the force transmission more even and reasonable.

Description of drawings

In order to illustrate the technical solutions of the embodiments of the present invention more clearly, the accompanying drawings of the embodiments will be briefly introduced below.

Fig. 1 is the structural representation of a kind of automobile rear suspension mechanism of the utility model;

Fig. 2 is a front view in the direction of the wheel axis in the structure shown in Fig. 1 .

detailed description

The technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of them. example. Based on the embodiments of the present utility model, all other embodiments obtained by persons of ordinary skill in the art without making creative efforts belong to the scope of protection of the present utility model.

As shown in Figures 1 and 2, an embodiment of the present utility model is a rear suspension mechanism of an automobile, which is connected between the vehicle body, the sub-frame and the wheels, and includes an upper swing arm 1, a lower swing arm 2, a vertical Control rod 3, toe control arm 4 and axle joint 5; described axle joint 5 is connected with described wheel, and one end of described upper swing arm 1 is hinged with the upper part of described axle joint 5, and the top of described upper swing arm 1 The other end is hinged with the sub-frame; the lower swing arm 2 is provided with an inner front end 21, an inner rear end 22, an outer front end 23 and an outer rear end 24, the inner front end 21 is hinged with the vehicle body, and the inner rear end The end 22 is hinged with the subframe, the outer front end 23 is hinged with the lower end of the vertical control rod 3, and the outer rear end 24 is hinged with the lower part of the shaft joint 5; the vertical control rod 3 The upper end of the toe control arm 4 is hinged with the upper part of the axle joint 5; one end of the toe control arm 4 is hinged with the side of the axle joint 5, and the other end of the toe control arm 4 is hinged with the subframe; The vertical control rod 3 is arranged in front of the axis of the wheel.

During specific implementation, one end of the upper swing arm 1 is hinged to the upper part of the shaft joint 5 through a first bush 61 or a ball hinge; the other end of the upper swing arm 1 is connected to the sub-frame through a second bush The sleeve 62 is hinged; the inner front end 21 of the lower swing arm 2 is hinged with the vehicle body through the third bush 63; the inner rear end 22 of the lower swing arm 2 is hinged with the sub-frame through the fourth bush 64; The outer front end 23 of the lower swing arm 2 is hinged to the lower end of the vertical control rod 3 through the fifth bush 65; the outer rear end 24 of the lower swing arm 2 is connected to the lower part of the shaft joint 5 through the sixth bush 66 Hinged; the upper end of the vertical control rod 3 is hinged with the upper part of the shaft joint 5 through the seventh bush 67; one end of the toe control arm 4 is connected with the side of the shaft joint 5 through the eighth bush 68 or a ball hinge, the other end of the toe control arm 4 is hinged with the subframe through the ninth bush 69 .

The technical key of the present utility model is that the vertical control rod 3 is arranged in front of the axis of the wheel. Therefore, by arranging the vertical control arm in front of the axis of the wheel, the pitch center is formed in front of the axis of the wheel. Such an arrangement is easier to obtain a larger positive resistance lift angle, so that the suspension has a strong The anti-lift ability of the brake and the control of the movement of the wheels to the rear of the vehicle when jumping up are beneficial to the longitudinal impact comfort of the vehicle.

In addition, the automobile rear suspension mechanism also includes a spring 7 and a shock absorber 8, one end of the spring 7 is connected with the vehicle body, and the other end of the spring 7 is connected with the lower swing arm 2; One end of the shock absorber 8 is connected to the vehicle body, and the other end of the shock absorber 8 is connected to the lower swing arm 2; the spring 7 and the shock absorber 8 are independently arranged in parallel. Therefore, the present utility model adopts the separate layout form of the spring 7 and the shock absorber 8, instead of the layout form of the existing integrated structure of the spring damper, so that the vehicle can have a lower and wider trunk floor, so that The trunk space is maximized, and the force distribution of the rear suspension components is improved, making the force transmission more even and reasonable.

More preferably, the second bush 62 is provided with an eccentric bolt, so that the camber angle of the entire suspension system can be adjusted through the eccentric bolt.

More preferably, the axis of the third bush 63 is coaxial with the line connecting the center point of the third bush 63 and the center point of the fourth bush 64, so that the reaction force of the vehicle body and the frame Under driving, the third bush 63 of the inner front end 21 and the fourth bush 64 of the inner rear end 22 determine the swing axis of the lower swing arm 2, so that the suspension has lower internal friction when it jumps, and improves the comfort of the vehicle.

More preferably, the fourth bush 64 is preferably a ball-joint bush, which allows the connection point to have a relatively large swing angle while meeting the rigidity requirements for the connection between the inner rear end 22 of the lower swing arm 2 and the subframe. In this way, the requirement for the degree of freedom of the lower swing arm can be met, and the fatigue and durability of the bushing caused by the excessive deflection angle of the ordinary bushing can be avoided.

More preferably, the outer front end 23 and the outer rear end 24 of the lower swing arm 2 are the front and rear ends of the pin shaft structure passing through the pin hole, and the front end of the pin shaft structure passes through the lower end of the vertical control rod 3 The fifth bush 65 is hinged, the rear end of the pin structure and the lower part of the shaft joint 5 are hinged through the sixth bush 66, that is, the vertical control rod 3 and the shaft joint 5 are hinged together through the pin structure, Thus, the shaft joint 5, the vertical control rod 3, and the lower swing arm 2 form a triangular connection structure, that is, the most stable connection structure, which further improves the connection stability and connection firmness and reliability of the independent suspension.

More preferably, the toe control arm 4 is arranged behind the axis of the wheel; the extension line of the toe control arm 4 toward the wheel axis is in line with the center point of the inner front end 21 bushing of the lower swing arm 2 and The extension lines of the center points of the outer pin shaft structures of the lower swing arm 2 intersect at one point, which is located at the rear and outside of the wheel center. Therefore, when the vehicle is subjected to braking force and lateral force, a toe-in effect is formed, which is beneficial to the understeer characteristic and braking stability of the vehicle.

More preferably, the lower end of the vertical control rod 3 is arranged obliquely toward the front of the axis of the wheel.

The above disclosures are only preferred embodiments of the present utility model, and of course the scope of rights of the present utility model cannot be limited with this. Therefore, equivalent changes made according to the patent scope of the utility model are still covered by the utility model. scope.

Claims (9)

1. a kind of automobile rear suspension mechanism, is connected between vehicle body, auxiliary frame and wheel, is characterized in that, comprises upper swing arm, lower swing arm, vertical control pull rod, toe-in control arm and axle joint; The joint is connected with the wheel, one end of the upper swing arm is hinged to the upper part of the shaft joint, and the other end of the upper swing arm is hinged to the sub-frame; the lower swing arm is provided with an inner front end, an inner rear end, outer front end and outer rear end, the inner front end is hinged with the vehicle body, the inner rear end is hinged with the subframe, the outer front end is hinged with the lower end of the vertical control rod, and the outer The rear end is hinged with the lower part of the axle joint; the upper end of the vertical control rod is hinged with the upper part of the axle joint; one end of the toe control arm is hinged with the side of the axle joint, and the toe-in The other end of the control arm is hinged with the sub-frame; the vertical control rod is arranged in front of the axis of the wheel. 2. The automobile rear suspension mechanism according to claim 1, further comprising a spring and a shock absorber, one end of the spring is connected with the vehicle body, and the other end of the spring is connected with the lower swing arm ; One end of the shock absorber is connected to the vehicle body, and the other end of the shock absorber is connected to the lower swing arm; the spring is independently arranged in parallel with the shock absorber. 3. The automobile rear suspension mechanism according to claim 1, wherein one end of the upper swing arm is hinged to the upper part of the shaft joint through a first bush or a ball joint; the other end of the upper swing arm One end is hinged with the sub-frame through a second bush; the inner front end of the lower swing arm is hinged with the vehicle body through a third bush; the inner rear end of the lower swing arm is hinged with the sub-frame through a fourth bush The outer front end of the lower swing arm is hinged with the lower end of the vertical control rod through the fifth bushing; the outer rear end of the lower swing arm is hinged with the lower part of the shaft joint through the sixth bushing; the The upper end of the vertical control rod is hinged with the upper part of the shaft joint through the seventh bush; one end of the toe control arm is hinged with the side of the shaft joint through the eighth bush or ball hinge, and the toe-in The other end of the control arm is hinged to the subframe through the ninth bushing. 4. The automobile rear suspension mechanism according to claim 3, wherein the second bush is provided with an eccentric bolt. 5. The automobile rear suspension mechanism according to claim 3, wherein the line connecting the axis of the third bush to the center point of the third bush and the center point of the fourth bush coaxial. 6. The automobile rear suspension mechanism according to claim 3, characterized in that, the fourth bush is a ball-joint bush. 7. The automobile rear suspension mechanism as claimed in claim 3, wherein the outer front end and the outer rear end of the lower swing arm are the front and rear ends of the pin shaft structure passing through the pin hole, and the pin shaft structure's The front end is hinged with the lower end of the vertical control rod through the fifth bushing, and the rear end of the pin shaft structure is hinged with the lower part of the shaft joint through the sixth bushing. 8. The automobile rear suspension mechanism according to claim 7, wherein the toe-in control arm is arranged behind the axis of the wheel, and the extension line of the toe-in control arm toward the wheel axis direction is in line with the axis of the toe-in control arm. The extension line of the center point of the third bush and the center point of the pin structure intersects at a point, which is located at the rear and outside of the wheel center. 9. The automobile rear suspension mechanism according to claim 1, wherein the lower end of the vertical control rod is arranged obliquely toward the front of the axis of the wheel.