CN222116482U

CN222116482U - Rear suspension and vehicle

Info

Publication number: CN222116482U
Application number: CN202420411675.4U
Authority: CN
Inventors: 侯建勇; 杨方; 吴斌
Original assignee: Zhejiang Zero Run Technology Co Ltd
Current assignee: Zhejiang Zero Run Technology Co Ltd
Priority date: 2024-03-04
Filing date: 2024-03-04
Publication date: 2024-12-06
Anticipated expiration: 2034-03-04

Abstract

The present application relates to the technical field of vehicle suspension, and in particular to a rear suspension and a vehicle. The rear suspension includes a subframe, a chassis module structure and a variable stiffness structure, and the chassis module structure is connected to the subframe. The variable stiffness structure includes a shock absorber, an elastic member and a base, and the shock absorber is connected to the chassis module structure, one end of the elastic member is connected to the shock absorber, and the other end is movably sleeved on the peripheral side of the shock absorber. The base is connected to the shock absorber and can reciprocate relative to the shock absorber along the axial direction of the shock absorber to abut or release the abutment with the movable end of the elastic member. The rear suspension and vehicle provided by the present application solve the problem that it is difficult to balance the suspension stiffness when different existing models are developed on the same platform.

Description

Rear suspension and vehicle

Technical Field

The application relates to the technical field of vehicle suspensions, in particular to a rear suspension and a vehicle.

Background

At present, in order to fully exert the cost saving advantage brought by large-scale manufacture, a product platform development mode, such as a development idea that various types of vehicles adopt the same platform and are generalized, is gradually applied in the automobile industry.

However, the development of different types of vehicles and platforms faces a problem, taking a pick-up vehicle type and an SUV vehicle type (Sport Utility Vehicle, sport utility vehicles) as examples, since the rear box of the pick-up vehicle type usually needs to carry loads, the load born by the whole vehicle is far greater than the limit of the load of passengers of the SUV vehicle type under the full load condition, and the posture and the front-back offset frequency of the pick-up vehicle type are also greatly different under the no-load and full-load working conditions, two different suspension rigidities are required to be designed, and the suspension rigidity design developed by the same platform is difficult to realize balance.

Disclosure of utility model

Based on the above, it is necessary to provide a rear suspension and a vehicle to solve the problem that the rigidity of the suspension is difficult to balance when different existing vehicle types and platforms are developed.

The application provides a rear suspension, which comprises an auxiliary frame, a chassis module structure and a variable stiffness structure, wherein the chassis module structure is connected to the auxiliary frame, the variable stiffness structure comprises a shock absorber, an elastic piece and a base, the shock absorber is connected to the chassis module structure, one end of the elastic piece is connected to the shock absorber, the other end of the elastic piece is movably sleeved on the periphery of the shock absorber, and the base is connected to the shock absorber and can reciprocate relative to the shock absorber along the axial direction of the shock absorber so as to be in butt fit with or release from butt joint with the movable end of the elastic piece.

In one embodiment, the shock absorber comprises a shell, a rod body and a mounting seat, wherein one end of the rod body is connected with the mounting seat, the other end of the rod body is inserted into the shell and is movably connected with the shell, one end of the shell, which is far away from the mounting seat, is connected with the chassis module structure, the elastic piece is connected with the mounting seat, and the base is connected with the shell.

In one embodiment, the variable stiffness structure further comprises a driving member, wherein the driving member is connected to the shell, and the driving member can drive the base to reciprocate along the axial direction of the shock absorber so as to enable the base to be in abutting fit with or out of abutting fit with the elastic member.

In one embodiment, the driving piece is a driving motor, the driving motor is fixedly connected with the base, a driving hole is formed in the driving motor, the driving motor is sleeved on the shell through the driving hole and is in threaded connection with the shell, or the driving piece is a driving cylinder.

In one embodiment, the variable stiffness structure further comprises a connecting member, one end of the connecting member is connected to the mounting base, and the other end of the connecting member is connected to the elastic member.

In one embodiment, the base is provided with a clamping groove, and the clamping groove is configured to be capable of being matched with the elastic piece in a clamping manner in response to the abutting of the base and the elastic piece, so that the base and the elastic piece are fixedly clamped along the circumferential direction of the shock absorber.

In one embodiment, the rear suspension further comprises a fixed stiffness structure, one end of the fixed stiffness structure is connected to the chassis module structure, and the other end of the fixed stiffness structure is used for being connected with a vehicle body.

In one embodiment, the constant stiffness system comprises a coil spring, a first flexible pad and a second flexible pad, wherein one end of the coil spring is connected with the first flexible pad and connected with the chassis module structure through the first flexible pad, and the other end of the coil spring is connected with the second flexible pad and connected with the auxiliary frame through the second flexible pad.

In one embodiment, the chassis module structure comprises a brake assembly and a swing arm assembly, one end of the swing arm assembly is connected with the brake assembly, the other end of the swing arm assembly is connected with the auxiliary frame, and the shock absorber is connected with the brake assembly.

The application also provides a vehicle comprising the rear suspension according to any one of the embodiments above.

Compared with the prior art, the rear suspension and the vehicle provided by the application have the advantages that the variable stiffness structure is arranged, and when the base moves to be abutted against the elastic piece, the elastic piece can enter a stressed state, so that the rear suspension can bear the load of the whole vehicle by utilizing the elastic piece, the stiffness of the rear suspension is increased, the stress requirement of the vehicle under higher load is met, in addition, the buffer is provided for the up-and-down runout of the wheels, and the riding comfort of the vehicle is effectively improved. When the base is far away from the elastic piece and is disconnected with the elastic piece, the elastic piece is in a state of not bearing load, and the use requirement of the vehicle under the working condition of low load is met. That is, the rear suspension provided by the application can realize the adjustment of two types of rigidity, meets the requirements of different types of vehicles on different rigidity of the suspension under different loads, and is beneficial to the development of the same platform of different types of vehicles, thereby greatly reducing the production cost.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments or the conventional techniques of the present application, the drawings required for the descriptions of the embodiments or the conventional techniques will be briefly described below, and it is apparent that the drawings in the following descriptions are only some embodiments of the present application, and other drawings may be obtained according to the drawings without inventive effort for those skilled in the art.

FIG. 1 is a schematic view of a rear suspension according to an embodiment of the present application;

FIG. 2 is an exploded view of a rear suspension according to an embodiment of the present application;

FIG. 3 is a schematic view of a variable stiffness structure according to an embodiment of the present application;

FIG. 4 is a schematic view of a variable stiffness structure according to an embodiment of the present application in an operational state;

Fig. 5 is an exploded view of a variable stiffness structure according to an embodiment of the present application.

The symbols in the drawings are as follows:

100. Rear suspension, 10, auxiliary frame, 20, chassis module structure, 21, brake assembly, 22, swing arm assembly, 30, variable stiffness structure, 31, shock absorber, 311, shell, 312, rod body, 313, mounting seat, 32, elastic piece, 33, base, 331, clamping groove, 34, driving piece, 35, connecting piece, 40, fixed stiffness structure, 41, spiral spring, 42, first flexible pad, 43 and second flexible pad.

Detailed Description

In order that the above objects, features and advantages of the application will be readily understood, a more particular description of the application will be rendered by reference to the appended drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. The present application may be embodied in many other forms than described herein and similarly modified by those skilled in the art without departing from the spirit of the application, whereby the application is not limited to the specific embodiments disclosed below.

It will be understood that when an element is referred to as being "mounted" or "disposed" on another element, it can be directly on the other element or intervening elements may also be present. When a component is considered to be "connected" to another component, it can be directly connected to the other component or intervening components may also be present. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and the like are used in the description of the present application for the purpose of illustration only and do not represent the only embodiment.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present application, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.

In the present application, unless expressly stated or limited otherwise, a first feature "up" or "down" on a second feature may be that the first feature is in direct contact with the second feature, or that the first feature and the second feature are in indirect contact through intermedial media. Moreover, a first feature "above," "over" and "on" a second feature may be a first feature directly above or obliquely above the second feature, or simply indicate that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely under the second feature, or simply indicating that the first feature is less level than the second feature.

Unless defined otherwise, all technical and scientific terms used in the specification of the present application have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in the description of the application herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The term "and/or" as used in the description of the present application includes any and all combinations of one or more of the associated listed items.

At present, in order to fully exert the cost saving advantage brought by large-scale manufacture, a product platform development mode, namely, a development idea that various types of vehicles adopt the same platform and are universal is gradually applied in the automobile industry.

Referring to fig. 1-5, in order to solve the problem that it is difficult to balance the rigidity of the suspension when developing the same platform for different existing vehicle types, the present application provides a rear suspension 100. The rear suspension 100 includes a subframe 10, a chassis module structure 20, and a variable stiffness structure 30, the chassis module structure 20 being connected to the subframe 10. Specifically, the number of chassis module structures 20 is two, and the two chassis module structures 20 are symmetrically disposed with respect to the subframe 10. Wherein the variable stiffness structure 30 corresponds to the number of chassis module structures 20.

Further, the variable stiffness structure 30 provided by the application comprises a damper 31, an elastic member 32 and a base 33, wherein the damper 31 is connected to the chassis module structure 20, one end of the elastic member 32 is connected to the damper 31, and the other end is movably sleeved on the periphery of the damper 31. The base 33 is connected to the damper 31 and is capable of reciprocating relative to the damper 31 in the axial direction of the damper 31 to be in or out of abutting engagement with the movable end of the elastic member 32. The movable end of the elastic member 32 is the end of the elastic member 32 not connected to the damper 31.

It can be appreciated that by arranging the variable stiffness structure 30, when the base 33 moves to be abutted against the elastic member 32, the elastic member 32 can enter a stressed state, so that the rear suspension 100 can bear the load of the whole vehicle by using the elastic member 32, the stiffness of the rear suspension 100 is increased, the stress requirement of the vehicle under higher load is met, and the buffer is provided for the up-and-down runout of the wheel, so that the riding comfort of the vehicle is effectively improved. When the base 33 is far away from the elastic member 32 and is disconnected from the elastic member 32, the elastic member 32 is in an unbraked state, so that the use requirement of the vehicle under the low-load working condition is met. That is, the rear suspension 100 provided by the application can realize the adjustment of two types of rigidity, meets the requirements of different vehicle types on different suspension rigidity under different loads, and is beneficial to the development of the same platform of different vehicle types, thereby greatly reducing the production cost.

Specifically, the elastic member 32 of the present application employs the coil spring 41, which is low in cost. The elastic member 32 may be a rubber spring, a gas spring, or the like, as long as the same cushioning effect can be achieved.

In an embodiment, as shown in fig. 3-5, the shock absorber 31 includes a housing 311, a rod 312 and a mounting base 313, one end of the rod 312 is connected to the mounting base 313, the other end is inserted into the housing 311 and movably connected to the housing 311, and one end of the housing 311 away from the mounting base 313 is connected to the chassis module structure 20. The elastic member 32 is connected to the mounting base 313, and the base 33 is connected to the housing 311.

Thus, the integrated installation of the elastic member 32, the base 33 and the damper 31 is realized by utilizing the structure of the damper 31, the arrangement space required by the variable stiffness structure 30 is smaller, and the space utilization rate is improved. In addition, when both the elastic member 32 and the damper 31 are in the working state, the rod body 312 of the damper 31 drives the mounting seat 313 and the elastic member 32 to move together, so as to realize the damping effect of the damper 31 and the buffering effect of the elastic member 32.

To facilitate the connection between the elastic member 32 and the mounting base 313, in one embodiment, as shown in fig. 5, the variable stiffness structure 30 further includes a connecting member 35, wherein one end of the connecting member 35 is connected to the mounting base 313 and the other end is connected to the elastic member 32. Specifically, the connecting member 35 and the mounting base 313 may be fixedly connected by a screw connection, a clamping connection, or the like, and the connecting member 35 and the elastic member 32 may be fixedly connected by a clamping connection, an adhesive connection, or the like. Wherein the connecting member 35 is preferably made of a flexible material to further mitigate vibration.

Further, in an embodiment, as shown in fig. 3 and 4, the base 33 is provided with a clamping groove 331, and the clamping groove 331 is configured to be capable of being clamped and matched with the elastic member 32 in response to the abutting of the base 33 and the elastic member 32, so that the base 33 and the elastic member 32 are fixedly clamped along the circumferential direction of the shock absorber 31. In this way, the connection stability of the elastic element 32 and the base 33 is effectively improved, and the elastic element 32 is prevented from deflecting along the circumferential direction of the shock absorber 31, so that the reliability of the variable stiffness structure 30 in operation is improved.

In an embodiment, as shown in fig. 3-5, the variable stiffness structure 30 further includes a driving member 34, where the driving member 34 is connected to the housing 311, and the driving member 34 is capable of driving the base 33 to reciprocate along the axial direction of the shock absorber 31, so as to make the base 33 in abutting engagement with or release from the elastic member 32. In this way, the driving member 34 can easily move the base 33, and the adjustment mode is simple and easy to control.

Further, in an embodiment, the driving member 34 is a driving motor, the driving motor is fixedly connected to the base 33, a driving hole (not shown) is formed in the driving motor, and the driving motor is sleeved on the housing 311 through the driving hole and is in threaded connection with the housing 311.

That is, the driving member 34 and the housing 311 are in screw driving engagement, so that the driving member 34 and the housing 311 are relatively moved. Further, since the driving member 34 and the base 33 are fixedly coupled, the base 33 can be moved in the axial direction of the housing 311.

In other embodiments, the driving member 34 may be a driving cylinder, etc., by which the base 33 is directly pushed to move, so long as the reciprocating motion of the base 33 along the axial direction of the damper 31 is achieved.

In one embodiment, as shown in FIG. 2, the rear suspension 100 further includes a fixed stiffness structure 40, one end of the fixed stiffness structure 40 being connected to the chassis module structure 20 and the other end being for connection to the vehicle body.

It will be appreciated that the fixed stiffness structure 40 is always in an operative condition, i.e. when the variable stiffness structure 30 is not in operation, the fixed stiffness structure 40 acts primarily to carry the load of the whole vehicle. And when the variable stiffness structure 30 is in operation, the fixed stiffness structure 40 and the variable stiffness structure 30 cooperate to increase the stiffness of the overall rear suspension 100.

Specifically, the fixed stiffness structure 40 includes a coil spring 41, a first flexible pad 42, and a second flexible pad 43, one end of the coil spring 41 is connected to the first flexible pad 42 and to the chassis module structure 20 through the first flexible pad 42, and the other end is connected to the second flexible pad 43 and to the subframe 10 through the second flexible pad 43.

The coil spring 41 is a main element for buffering and damping of the constant stiffness system, wherein the coil spring 41 is in flexible contact with the auxiliary frame 10 and the chassis module structure 20 through the first flexible pad 42 and the second flexible pad 43, vibration generated during running of a vehicle is further reduced, and stability and reliability of the coil spring 41 during connection are improved.

In one embodiment, as shown in fig. 2, the chassis module structure 20 includes a brake assembly 21 and a swing arm assembly 22, one end of the swing arm assembly 22 is connected to the brake assembly 21, and the other end is connected to the subframe 10. Wherein the damper 31 is connected to the brake assembly 21. The brake assembly 21 is connected to the wheel, and realizes braking control of the wheel. And the swing arm assembly 22 is used to limit the freedom of movement of the wheel to control the wheel to follow a predetermined trajectory.

The present application also provides a vehicle comprising the rear suspension 100 according to any one of the above embodiments.

The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.

The above examples illustrate only a few embodiments of the application, which are described in detail and are not to be construed as limiting the scope of the claims. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the application, which are all within the scope of the application. Accordingly, the scope of the application should be determined from the following claims.

Claims

1. A rear suspension characterized by comprising a subframe (10), a chassis module structure (20) and a variable stiffness structure (30), the chassis module structure (20) being connected to the subframe (10);

The rigidity-variable structure (30) comprises a shock absorber (31), an elastic piece (32) and a base (33), wherein the shock absorber (31) is connected to the chassis module structure (20), one end of the elastic piece (32) is connected to the shock absorber (31), the other end of the elastic piece is movably sleeved on the periphery of the shock absorber (31), and the base (33) is connected to the shock absorber (31) and can move back and forth along the axial direction of the shock absorber (31) relative to the shock absorber (31) so as to be matched with or released from the movable end of the elastic piece (32).

2. The rear suspension according to claim 1, characterized in that the shock absorber (31) comprises a housing (311), a rod body (312) and a mounting seat (313), one end of the rod body (312) is connected with the mounting seat (313), the other end is inserted into the housing (311) and movably connected with the housing (311), and one end of the housing (311) away from the mounting seat (313) is connected with the chassis module structure (20);

Wherein the elastic piece (32) is connected to the mounting base (313), and the base (33) is connected to the shell (311).

3. Rear suspension according to claim 2, characterized in that the variable stiffness structure (30) further comprises a driving member (34), the driving member (34) being connected to the housing (311), and the driving member (34) being capable of driving the base (33) to and fro along the axial direction of the shock absorber (31) to bring the base (33) into or out of abutment with the elastic member (32).

4. A rear suspension according to claim 3, characterized in that the driving member (34) is a driving motor, the driving motor is fixedly connected with the base (33), the driving motor is provided with a driving hole, and the driving motor is sleeved on the shell (311) through the driving hole and is in threaded connection with the shell (311);

or the driving piece (34) is a driving cylinder.

5. The rear suspension according to claim 2, characterized in that the variable stiffness structure (30) further comprises a connecting member (35), one end of the connecting member (35) being connected to the mounting base (313) and the other end being connected to the elastic member (32).

6. The rear suspension according to claim 2, wherein the base (33) is provided with a clamping groove (331), and the clamping groove (331) is configured to be capable of being clamped and matched with the elastic piece (32) in response to the abutting of the base (33) and the elastic piece (32), so that the base (33) and the elastic piece (32) are fixedly clamped and connected along the circumferential direction of the shock absorber (31).

7. The rear suspension according to claim 1, characterized in that the rear suspension further comprises a constant stiffness structure (40), one end of the constant stiffness structure (40) being connected to the chassis module structure (20) and the other end being for connection to a vehicle body.

8. The rear suspension according to claim 7, characterized in that the constant stiffness structure (40) comprises a coil spring (41), a first flexible pad (42) and a second flexible pad (43), one end of the coil spring (41) being connected to the first flexible pad (42) and to the chassis module structure (20) via the first flexible pad (42), the other end being connected to the second flexible pad (43) and to the subframe (10) via the second flexible pad (43).

9. Rear suspension according to claim 1, characterized in that the chassis module structure (20) comprises a brake assembly (21) and a swing arm assembly (22), one end of the swing arm assembly (22) being connected to the brake assembly (21) and the other end being connected to the subframe (10);

wherein the damper (31) is connected to the brake assembly (21).

10. A vehicle comprising a rear suspension according to any one of claims 1-9.