CN222769216U - Rear suspension structure and vehicle - Google Patents

Abstract

The utility model discloses a rear suspension structure and a vehicle, wherein the rear suspension structure comprises a frame, a driving bridge, a knuckle assembly, a transmission shaft assembly and a shock absorber assembly, wherein the frame is of a frame type structure and is provided with an accommodating area, the driving bridge is arranged in the accommodating area and is connected with the frame through a suspension assembly, the knuckle assembly is connected with the frame, the transmission shaft assembly is arranged along the transverse direction of the frame and is respectively in transmission connection with the driving bridge and the knuckle assembly, and the shock absorber assembly is arranged on the outer side of a frame longitudinal beam of the frame and is respectively connected with the knuckle assembly and the frame. According to the utility model, the driving bridge, the knuckle assembly and the shock absorber assembly are integrated on the frame, and an auxiliary frame is not required to be additionally arranged, so that the longitudinal position of the whole rear suspension structure is reduced, the floor height is reduced, the rear longitudinal space of the passenger cabin is enlarged, and the installation of the seat-leaning linkage type automobile seat or the zero gravity seat which needs to occupy a large space is facilitated.

Description

Rear suspension structure and vehicle

Technical Field

The utility model relates to the technical field of vehicles, in particular to a rear suspension structure and a vehicle.

Background

The suspension structure is a generic term for force-transmitting connection devices between the frame of the vehicle and the axles or wheels, and serves to transmit forces and moments acting between the wheels and the frame, and to buffer impact forces transmitted to the frame or the body by uneven road surfaces, and to attenuate vibrations caused thereby, so as to ensure that the vehicle can run smoothly. The rear suspension structure mainly comprises components such as a rear wheel steering mechanism, a steering knuckle, a shock absorber and the like. In the prior art, the electric vehicle rear suspension structure is provided with an auxiliary frame, parts such as a steering knuckle and a shock absorber are arranged on the auxiliary frame and are connected with the main frame, and the auxiliary frame enables the space of a passenger cabin along the height direction to be smaller, so that the experience of electric vehicle user groups with higher requirements on riding comfort of rear rows is influenced.

Disclosure of utility model

The utility model aims to at least solve the technical problems that the rear suspension structure of the electric vehicle in the prior art is provided with an auxiliary frame, a steering knuckle, a shock absorber and other parts are arranged on the auxiliary frame and then connected with a main frame, and the auxiliary frame is arranged to enable the passenger cabin space to be smaller.

To this end, an object of the present utility model is to propose a rear suspension structure comprising:

the frame is of a frame type structure and is provided with an accommodating area;

the driving bridge is arranged in the accommodating area and is connected with the frame through the suspension component;

The knuckle assembly is connected with the frame;

The transmission shaft assembly is transversely arranged along the frame and is respectively in transmission connection with the driving bridge and the steering knuckle assembly;

and the shock absorber assembly is arranged on the outer side of a frame longitudinal beam of the frame and is respectively connected with the knuckle assembly and the frame.

In some embodiments, the steering knuckle assembly includes a rear wheel steering machine disposed proximate a rear frame rail of the frame and a steering knuckle disposed outboard of the frame rail, one end of the steering knuckle being connected to the frame rail and the rear wheel steering machine being connected to the other end of the steering knuckle by a tie rod.

In some embodiments, the shock absorber assembly comprises a shock absorber, an air spring and a control arm, wherein the control arm comprises an upper control arm and a lower control arm, the upper control arm is arranged on the front side of the lower control arm, the air spring is arranged on the shock absorber, the shock absorber is arranged between the upper control arm and the lower control arm, the inner end of the upper control arm and the inner end of the lower control arm are respectively connected with the frame longitudinal beam, the outer end of the upper control arm and the outer end of the lower control arm are respectively connected with the steering knuckle, 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 longitudinal beam.

In some embodiments, a shock absorber mount is mounted outboard of the frame rail, and an upper end of the shock absorber is mounted to the shock absorber mount.

In some embodiments, the shock absorber and the air spring are a unitary structure.

In some embodiments, the shock absorber is disposed on a rear side of the drive shaft assembly.

In some embodiments, the suspension assembly includes a suspension pad mounted inside a frame rail of the frame and a suspension bracket mounted to a side wall of the drive bridge, the suspension bracket being connected to the suspension pad and secured thereto by a first fastener.

In some embodiments, the suspension assemblies are in three sets, the three sets of suspension assemblies being arranged in a triangular shape.

In some embodiments, the drive shaft assembly includes two drive shafts and an intermediate support member disposed between the two drive shafts, one end of the drive shaft is connected to the drive bridge, the other end of the drive shaft is connected to the knuckle, and the intermediate support member is connected to the drive shaft and the drive bridge, respectively.

In some embodiments, one end of the drive shaft is connected to the drive bridge by a spline or flat key, the knuckle includes a hub bearing unit, and the other end of the drive shaft penetrates the hub bearing unit and is secured to the brake disc of the vehicle hub by a second fastener.

Another object of the present utility model is to provide a vehicle including the rear suspension structure described above.

The rear suspension structure and the vehicle provided by the embodiment of the utility model have the following beneficial effects:

(1) The driving bridge, the knuckle assembly and the shock absorber assembly are integrated on the frame, an auxiliary frame is not needed to be additionally arranged, the Z-direction position of the rear suspension structure is reduced, the floor height is further reduced, the rear longitudinal space of the passenger cabin is enlarged, and the installation of the seat-leaning linkage type automobile seat or the zero gravity seat which needs to occupy a large space is facilitated;

(2) The shock absorber is arranged at the rear side of the transmission shaft assembly, so that the occupied space of the shock absorber assembly along the X direction of the vehicle is reduced, when the rear seat is laid down at a large angle, the area above the vehicle hub is not shielded by an obstacle, the arrangement of the large-angle seat is facilitated, and the comfort of a rear passenger in the passenger cabin is improved;

(3) The shock absorber is arranged between the upper control arm and the lower control arm, and the shock absorber and the air spring are integrally arranged, so that the arrangement position of the shock absorber is optimized, the X-direction distance between the steering knuckle and the rear wheel steering machine is reduced, and the expansion of the rotation angle of the rear wheel is facilitated.

Drawings

In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings that are necessary for the description of the embodiments or the prior art will be briefly described, it being obvious that the drawings in the following description are only some of the embodiments described in the utility model, and that other drawings can be obtained from these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a first perspective view of a rear suspension structure in accordance with an embodiment of the present utility model;

FIG. 2 is a schematic view of a suspension assembly in accordance with an embodiment of the present utility model;

Fig. 3 is a second perspective view of a rear suspension structure in accordance with an embodiment of the present utility model;

fig. 4 is a bottom view of a rear suspension structure in an embodiment according to the present utility model.

Reference numerals:

1. The vehicle frame comprises a vehicle frame body, a containing area, a vehicle frame 12, a vehicle frame longitudinal beam, a vehicle frame front cross beam, a vehicle frame rear cross beam 14, a driving bridge, a driving support, a mounting hole 21, a suspension assembly, a suspension cushion 31, a suspension 311, a limiting part, a suspension bracket 32, a steering knuckle assembly 4, a steering wheel 41, a rear wheel steering machine 411, a steering tie rod 42, a steering knuckle 421, a hub bearing unit 422, a second fastening piece 5, a transmission shaft assembly 51, a transmission shaft 52, a middle support piece 6, a shock absorber assembly 61, a shock absorber 62, an air spring 63, a control arm 631, an upper control arm 632, a lower control arm 64 and a shock absorber mounting seat.

Detailed Description

Various aspects and features of the present utility model are described herein with reference to the accompanying drawings.

It should be understood that various modifications may be made to the embodiments of the application herein. Therefore, the above description should not be taken as limiting, but merely as exemplification of the embodiments. Other modifications within the scope and spirit of the utility model will occur to persons of ordinary skill in the art.

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and, together with a general description of the utility model given above, and the detailed description of the embodiments given below, serve to explain the principles of the utility model.

These and other characteristics of the utility model will become apparent from the following description of a preferred form of embodiment, given as a non-limiting example, with reference to the accompanying drawings.

It is also to be understood that, although the utility model has been described with reference to some specific examples, a person skilled in the art will certainly be able to achieve many other equivalent forms of the utility model, having the characteristics as set forth in the claims and hence all coming within the field of protection defined thereby.

The above and other aspects, features and advantages of the present utility model will become more apparent in light of the following detailed description when taken in conjunction with the accompanying drawings.

Specific embodiments of the utility model will be described hereinafter with reference to the accompanying drawings, in which, however, it is to be understood that the embodiments so applied are merely examples of the utility model, which may be practiced in various ways. Well-known and/or repeated functions and constructions are not described in detail to avoid obscuring the utility model in unnecessary or unnecessary detail. Therefore, specific structural and functional details disclosed herein are not intended to be limiting, but merely as a basis for the claims and as a representative basis for teaching one skilled in the art to variously employ the present utility model in virtually any appropriately detailed structure.

The vehicle Z direction defined in the embodiment of the utility model refers to the height direction of the vehicle, that is, the longitudinal direction of the vehicle, the vehicle X direction refers to the front-rear direction of the vehicle, and the vehicle Y direction refers to the left-right direction of the vehicle.

A first embodiment of the present utility model provides a rear suspension structure, as shown in fig. 1, including:

the frame 1, the frame 1 is a frame type structure, and is provided with a containing area 11;

The driving bridge 2 is arranged in the accommodating area 11 and is connected with the frame 1 through the suspension assembly 3;

The knuckle assembly 4 is connected with the frame 1;

The transmission shaft assembly 5 is arranged along the transverse direction of the frame 1 and is respectively in transmission connection with the driving bridge 2 and the knuckle assembly 4;

The damper assembly 6 is provided outside the frame rail 12 of the frame 1, and is connected to the knuckle assembly 4 and the frame 1, respectively.

The frame 1 comprises two oppositely arranged frame rails 12 and a frame cross member connected between the two frame rails 12, the frame cross member comprises a frame front cross member 13 and a frame rear cross member 14, and the two frame rails 12, the frame front cross member 13 and the frame rear cross member 14 enclose a receiving area 11. The driving bridge 2 is a three-in-one bridge and comprises a driving motor, a motor controller for controlling the driving motor and a speed reducer connected with the driving motor, wherein the driving bridge 2 is arranged in the accommodating area 11, and the spatial layout of the driving bridge 2 is optimized, so that the structure is more compact. In addition, the shock absorber assembly 6, the knuckle assembly 4 and the driving bridge 2 are integrated on the frame 1, an auxiliary frame 1 is not needed to be additionally arranged, the Z-direction position of the frame longitudinal beam 12 is reduced, the height of a floor is further reduced, a rear evacuation space of the passenger cabin is enlarged, the seat backrest linkage type seat or the zero gravity seat which occupies a large space is arranged at the rear row of the passenger cabin, the comfort performance of the vehicle is improved, and meanwhile, the auxiliary frame 1 is not needed to be additionally arranged, so that the reduction of parts can be realized.

As shown in fig. 2, the suspension assembly 3 includes a suspension pad 31 and a suspension bracket 32, the suspension pad 31 is mounted on the inner side of the frame cross member of the frame 1, the suspension bracket 32 is mounted on the side wall of the driving bridge 2, and the suspension bracket 32 is connected to the suspension pad 31 and then fixed by a first fastener. Specifically, the front frame cross member 13 and the rear frame cross member 14 are each provided with a mounting hole 21 for mounting the suspension pad 31, one end of the suspension pad 31 extends into the mounting hole 21, and the other end of the suspension pad 31 is connected to the drive bridge 2 through a suspension bracket 32. The suspension pad 31 is preferably a rubber pad having a good elastic deformation property, and one end thereof is protruded into the mounting hole 21 to be matched with a better connection of the mounting hole 21. One end of the suspension cushion 31, which is close to the driving bridge 2, is provided with a limiting part 311, and after one end of the suspension cushion 31 extends into the mounting hole 21, the other end of the suspension cushion 31 is limited by the limiting part 311, so that the connection stability of the suspension bracket 32 and the driving bridge 2 is ensured.

Illustratively, the first fastener is a bolt, and after the suspension bracket 32 is connected with the suspension pad 31, the first fastener fixes the driving bridge 2 and the suspension pad 31 together, so as to further improve the connection stability between the driving bridge 2 and the suspension assembly 3.

The suspension assemblies 3 are three groups, and the three groups of suspension assemblies 3 are arranged in a triangular shape. The suspension assemblies 3 are provided with a plurality of groups, the mounting points between the driving bridge 2 and the front and rear frame beams 13 and 14 are increased, the three groups of suspension assemblies 3 are arranged in a triangle shape, and the strength of the mounting structure of the driving bridge 2 and the suspension assemblies 3 is improved by utilizing the stability of the triangle shape.

As shown in fig. 1, 3 and 4, the knuckle assembly 4 includes a rear wheel steering machine 41 and a knuckle 42, the rear wheel steering machine 41 is disposed near the frame rear cross member 14 of the frame 1, the knuckle 42 is disposed outside the frame rail 12, one end of the knuckle 42 is connected to the frame rail 12, and the rear wheel steering machine 41 is connected to the other end of the knuckle 42 through a tie rod 411. The knuckle 42 is disposed outside the frame rail 12, and the rear wheel steering machine 41 and the tie rod 411 are disposed below the frame rear cross member 14, so as to reduce the Z-height of the rear suspension structure and optimize the vehicle Z-spatial layout. The tie rods 411 are respectively disposed at two ends of the rear-wheel steering machine 41, and are driven by the rear-wheel steering machine 41 to move left and right, so as to pull the left and right knuckles 42 to steer, and the knuckles 42 are connected with a vehicle hub (simply referred to as wheels), thereby realizing steering of the vehicle hub.

The damper assembly 6 includes a damper 61, an air spring 62 and a control arm 63, the control arm 63 includes an upper control arm 631 and a lower control arm 632, the upper control arm 631 is provided on the front side of the lower control arm 632, the air spring 62 is mounted on the damper 61, the damper 61 is provided between the upper control arm 631 and the lower control arm 632, the inner end of the upper control arm 631 and the inner end of the lower control arm 632 are respectively connected with the frame rail 12, the outer end of the upper control arm 631 and the outer end of the lower control arm 632 are respectively connected with the knuckle 42, the lower end of the damper 61 is connected with the lower control arm 632, and the upper end of the damper 61 is connected with the frame rail 12. The damper 61 and the air spring 62 together play a role in buffering and damping during running of the vehicle, in this embodiment, inner ends of the upper control arm 631 and the lower control arm 632 are respectively connected with the frame longitudinal beam 12, the upper control arm 631 is connected with the top of the frame longitudinal beam 12, the lower control arm 632 is connected with the bottom of the frame longitudinal beam 12, a space arranged along the Z direction is formed between the upper control arm 631 and the lower control arm 632, the damper 61 is arranged in the space, the vehicle X-direction space occupied by the damper 61, the upper control arm 631 and the lower control arm 632 is reduced, the space of the rear row of the passenger cabin is enlarged, the distance between the rear row of the passenger cabin and the rear wheel steering machine 41 is reduced, and the angle at which the rear wheel steering machine 41 drives the rear wheel to steer is increased.

Further, a damper 61 is provided at the rear side of the propeller shaft assembly 5. If the damper 61 is disposed on the front side of the transmission shaft assembly 5 or is in the same plane with the transmission shaft assembly 5 along the vehicle Y direction, the damper 61 can play a role in blocking along the vehicle X direction when the rear seat of the passenger compartment is disposed at a large angle, so that the rear seat of the passenger compartment can fall over to an absolute position after a certain angle, and the large-angle arrangement cannot be realized. Therefore, the damper 61 is provided at the rear side of the propeller shaft assembly 5, and the rear seat of the passenger compartment is not obstructed when the rear seat is tilted at a large angle, which is advantageous for arrangement of the large angle seat and improvement of comfort of the rear passengers.

Further, the damper 61 and the air spring 62 are of an integral structure. The shock absorber 61 and the air spring 62 are arranged along the X direction of the vehicle relatively independently, so that a large X-direction space can be occupied, the shock absorber 61 and the air spring 62 are arranged into an integrated structure, the air spring 62 is sleeved outside a shock absorber cylinder of the shock absorber 61, the occupied space along the X direction of the vehicle is reduced, the rear-row space of the passenger cabin is further enlarged, and the rear-row seat of the passenger cabin is inclined at a large angle.

Meanwhile, the distance between the rear wheel steering machine 41 and the knuckle 42 is further reduced as compared to the case where the damper 61 and the air spring 62 are provided as a separate structure, as compared to the case where the damper 61 and the air spring 62 are provided as a single structure.

In some embodiments, as shown in FIG. 3, a shock absorber mount 64 is mounted to the outboard side of the frame rail 12, and the upper end of the shock absorber 61 is mounted to the shock absorber mount 64. The damper mount 64 improves the strength of supporting the damper 61 and improves the safety performance of the vehicle. Wherein the damper mount 64 is provided on the rear side of the propeller shaft assembly 5, similarly to the damper 61.

As shown in fig. 4, the drive shaft assembly 5 includes two drive shafts 51, one end of the drive shaft 51 being connected to the drive bridge 2, the other end of the drive shaft 51 being connected to the knuckle 42, and an intermediate support member 52 provided between the two drive shafts 51, the intermediate support member 52 being connected to the drive shaft 51 and the drive bridge 2, respectively. The drive shaft assembly 5 realizes the drive connection between the drive bridge 2 and the knuckle 42, and the drive shaft assembly 5 is provided with two drive shafts 51 and an intermediate support piece 52 arranged between the two drive shafts 51 due to the large length of the drive shaft assembly 5, so that the bending resistance of the drive shaft assembly 5 is improved. Wherein the intermediate support 52 is connected to the drive bridge 2, improving the structural stability between the intermediate support 52 and the drive bridge 2.

In some embodiments, one end of the drive shaft 51 is connected to the drive bridge 2 by a spline or flat key, the knuckle 42 includes a hub bearing unit 421, and the other end of the drive shaft 51 penetrates the hub bearing unit 421 and is fixed to a brake disc of a vehicle hub by a second fastener 422. Specifically, the second fastening member 422 is preferably a bolt, and the transmission shaft 51 and the driving bridge 2 are connected by a spline or a flat key, so that the transmission shaft 51 and the driving bridge 2 are stably connected. The drive shaft 51 is also connected to the hub bearing unit 421 of the knuckle 42, whereby the drive shaft 51 is connected to the vehicle hub by means of a plurality of connecting bolts (e.g. five) provided on the brake disc of the vehicle hub, so that the drive bridge 2, the drive shaft assembly 5 and the vehicle hub are connected in a driving manner. When the driving bridge 2 is started, the driving shaft 51 is driven to rotate, the driving shaft 51 is connected with a vehicle hub through the hub bearing unit 421, and then the vehicle hub is driven to rotate, meanwhile, the driving shaft 51 rotates to transfer a vehicle load to the steering knuckle 42, and the steering knuckle 42 drives the vehicle hub to steer.

A second embodiment of the present utility model provides a vehicle including the rear suspension structure described above.

In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present utility model.

In the description of the utility model, a "first feature" or "second feature" may include one or more of such features.

In the description of the present utility model, "plurality" means two or more.

In the description of the utility model, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, and may also include the first and second features not being in direct contact but being in contact with each other by another feature therebetween.

In the description of the utility model, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature.

In the description of the present utility model, a description of the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

Although embodiments of the present utility model have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made therein without departing from the spirit and scope of the utility model as defined by the appended claims and their equivalents.

Claims (10)

1. A rear suspension structure characterized by comprising:

the frame is of a frame type structure and is provided with an accommodating area;

the driving bridge is arranged in the accommodating area and is connected with the frame through the suspension component;

The knuckle assembly is connected with the frame;

The transmission shaft assembly is transversely arranged along the frame and is respectively in transmission connection with the driving bridge and the steering knuckle assembly;

and the shock absorber assembly is arranged on the outer side of a frame longitudinal beam of the frame and is respectively connected with the knuckle assembly and the frame.

2. A rear suspension structure according to claim 1, wherein the knuckle assembly includes a rear wheel steering machine and a knuckle, the rear wheel steering machine being disposed near a rear cross member of the frame, the knuckle being disposed outside of the frame rail, one end of the knuckle being connected to the frame rail, and the rear wheel steering machine being connected to the other end of the knuckle through a tie rod.

3. The rear suspension structure according to claim 2, wherein the damper assembly includes a damper, an air spring and a control arm, the control arm includes an upper control arm and a lower control arm, the upper control arm is provided on a front side of the lower control arm, the air spring is mounted to the damper, the damper is provided between the upper control arm and the lower control arm, an inner end of the upper control arm and an inner end of the lower control arm are respectively connected with the frame rail, an outer end of the upper control arm and an outer end of the lower control arm are respectively connected with the knuckle, a lower end of the damper is connected with the lower control arm, and an upper end of the damper is connected with the frame rail.

4. A rear suspension structure as set forth in claim 3 wherein said frame rail is provided with a shock absorber mount on an outboard side thereof, an upper end of said shock absorber being mounted to said shock absorber mount, and/or said shock absorber and said air spring are of unitary construction.

5. A rear suspension structure as set forth in claim 3 wherein said shock absorber is disposed on a rear side of said drive axle assembly.

6. A rear suspension structure as claimed in claim 1, wherein the suspension assembly includes a suspension pad mounted inside a frame cross member of the frame and a suspension bracket mounted on a side wall of the drive bridge, the suspension bracket being connected to the suspension pad and secured thereto by a first fastener.

7. The rear suspension structure of claim 6 wherein the suspension assemblies are in three groups, the three groups of suspension assemblies being arranged in a triangular configuration.

8. A rear suspension structure as claimed in claim 2, wherein the drive shaft assembly includes two drive shafts and an intermediate support member provided between the two drive shafts, one end of the drive shafts being connected to the drive bridge, the other end of the drive shafts being connected to the knuckle, the intermediate support member being connected to the drive shafts and the drive bridge, respectively.

9. A rear suspension structure as claimed in claim 8, wherein one end of the drive shaft is connected to the drive bridge by a spline or a flat key, the knuckle includes a hub bearing unit, and the other end of the drive shaft penetrates the hub bearing unit and is fixed to a brake disc of a vehicle hub by a second fastener.

10. A vehicle comprising a rear suspension structure as claimed in any one of claims 1 to 9.