CN2808629Y - Compensation swing type automobile independent suspension frame - Google Patents

Abstract

The utility model relates to a compensation swing arm type automobile independent suspension frame which comprises an automobile frame, a suspension frame upper base seat, an upper swing arm, an upper auxiliary swing arm, a suspension frame lower base seat, a lower swing arm, a lower auxiliary swing arm and a steering knuckle, wherein one end of the suspension frame upper base seat and one end of the suspension frame lower base seat are fixed to the automobile frame. One end of the upper swing arm and one end of the lower swing arm are hinged with the steering knuckle. The other end of the upper swing arm and the other end of the lower swing arm are hinged with the suspension frame upper base seat and the suspension frame lower base seat. The upper auxiliary swing arm and the lower auxiliary swing arm are respectively positioned between the upper swing arm and the suspension frame upper base seat and between the lower swing arm and the suspension frame lower base seat. The end of the upper auxiliary swing arm and the end of the lower auxiliary swing arm, which are arranged near the automobile frame are respectively hinged with the upper swing arm and the lower swing arm through a rotating shaft of a main swing arm and a rotating shaft of the auxiliary swing arm. The end of the upper auxiliary swing arm and the end of the lower auxiliary swing arm, which are arranged far away from the automobile frame are respectively hinged with the suspension frame lower base seat and the suspension frame lower base seat through the auxiliary swing arms. The utility model solves the defects of the great change of parameters of the camber angle of wheels, the inner inclination angle and the back inclination angle of a main pin, a wheel track, a wheelbase, etc. due to a traditional swing arm type independent suspension frame. The utility model has the advantages of enhancement of automobile traveling stability, manipulation stability and through capacity and reduction of tire.

Description

Compensated pendulum arm-type vehicle independent suspension

Technical field

The utility model relates to a kind of Independent Suspension.

Background technology

Along with the application of developing of automobile industry independent suspension also more and more widely, the general-duty independent suspension has multiple different version now, present most independent suspension all is to be derived and come by single cross swing arm type independent suspension the earliest, and groundwork is the same.Independent Suspension mainly is divided three classes by the wheel movement form: the 1) independent suspension by swinging arms swung in the automobile Transverse plane of wheel; 2) independent suspension by trailing arms in the longitudinal plane of automobile, swung of wheel; 3) MacPherson strut that moves along stub of wheel and MacPherson strut etc.; 4) wheel can also be swung in the oblique plane of automobile.But because the defective on himself intrinsic principle makes that the performance of existing these traditional independent suspensions is very not perfect.Tradition swing arm type independent suspension all has the leaning angle and the big shortcomings of parameter value variation such as casterangle, wheelspan and wheelbase of camber angle, stub, so just cause the nonlinear Control of suspension to wheel, wheel occurs and in hopping process, swing and the translation phenomenon, be unfavorable for automobile to control the while wear on tyres more serious.

Summary of the invention

The purpose of this utility model is the problems referred to above of existing at existing Independent Suspension, and a kind of compensated pendulum arm-type vehicle independent suspension that can improve handling and stable, the minimizing wear on tyres of running car is provided.

The purpose of this utility model is achieved in that the utility model comprises vehicle frame, top link, following swing arm, steering swivel, top link, one end of following swing arm is connected by steering swivel rotating shaft hinge with steering swivel, also be provided with the suspension top base, go up from swing arm, suspension bottom base and following from swing arm, described suspension top base, one end of suspension bottom base is captiveed joint with vehicle frame, top link, the master pendulum arm rotating shaft of the other end of following swing arm by separately respectively with the suspension top base, suspension bottom base hinge connects, and suspension top base, axis hole on the suspension bottom base is the guide groove of master pendulum arm rotating shaft translation within it, go up from swing arm, lay respectively between top link and the suspension top base from swing arm down, between following swing arm and the suspension bottom base, go up from the nearly vehicle frame end of swing arm and be connected with the top link hinge by principal and subordinate's swing arm rotating shaft, go up from the vehicle frame end far away of swing arm and pass through to be connected with suspension top base hinge from the swing arm rotating shaft, nearly vehicle frame end from swing arm is connected with following swing arm hinge by principal and subordinate's swing arm rotating shaft down, and the vehicle frame end far away from swing arm passes through to be connected with suspension bottom base hinge from the swing arm rotating shaft down.

Upper and lower from the swing form of swing arm role for the upper and lower swing arm of control in the utility model, the projector distance that compensates the horizontal surface direction that upper and lower swing arm causes because of swing changes, and makes its projector distance change and is approximately zero.Principle of the present utility model is elaborated as follows as shown in Figure 1:

BC=L among Fig. 1 ₁, DC=L ₃, AC=L ₂ACB is that dominant control is top link or swing arm down, CD promptly goes up from swing arm or down from swing arm from control, the A point is the hinge-point of top link or following swing arm and steering swivel, the B point is the hinge-point of top link or following swing arm and suspension top base or suspension bottom base, the C point is last from swing arm or following hinge-point from swing arm and top link or following swing arm, the D point is last from swing arm or following hinge-point from swing arm and suspension top base or suspension bottom base, dominant control is not only done along the X axis slip but also is done to rotate simultaneously also around the C point rotation from control around the B point at the B point, rotate at the D point from control, the D point maintains static.When from control CD around the D point from θ ₂=0 when beginning to rotate, and diminishes gradually at the projection value of X axis from control DC, and dominant control ACB rotated around the B point again when the B point that causes dominant control ACB moved along the positive dirction of X-axis; Therefore it also diminishes accordingly gradually at the X axis projection value because dominant control ACB is around the rotation of B point, but because of the B point that causes ACB from control DC diminishing of the X axis projection value positive dirction along X-axis moves, can compensate because dominant control ACB causes its diminishing at the X axis projection value around the rotation of B point, when DC changes when equating in that the X axis projection value is corresponding at the variation of X axis projection value and ACB, just make the A point very approaching invariable at the coordinate figure of X axis.Therefore the A point by version of the present utility model comes the wheel of Control of Automobile to solve the principle defective of orthodox car independent suspension fully.Its concrete principle is discussed below:

Work as θ ₂=0 o'clock, then the A X axis coordinate figure of ordering was: $x{|}_{{\mathrm{\θ}}_2=0}=L_2-L_3\mathrm{\Λ\Λ}\left(1\right),$ L wherein ₁, L ₂, L ₃It is constant;

Work as θ ₂, can draw sin θ as shown in Figure 1 at ≠ 0 o'clock ₂/ L ₁=sin θ ₁/ L ₃

$\⇒{\mathrm{\θ}}_1=\arcsin \frac{L_3\sin {\mathrm{\θ}}_2}{L_1}\mathrm{\Λ\Λ}\left(2\right)$

Then the A X axis coordinate figure of ordering is:

$x{|}_{{\mathrm{\θ}}_2\≠0}=L_2\cos {\mathrm{\θ}}_1-L_3\cos {\mathrm{\θ}}_2$

$=L_2\cos \arcsin \frac{L_3\sin {\mathrm{\θ}}_2}{L_1}-L_3\cos {\mathrm{\θ}}_2\mathrm{\Λ\Λ}\left(3\right)$

Then the increment of the A X axis coordinate figure of ordering is:

$\mathrm{\Δx}=x{|}_{{\mathrm{\θ}}_2\≠0}-x{|}_{{\mathrm{\θ}}_2=0}$

$=L_2\cos \arcsin \frac{L_3\sin {\mathrm{\θ}}_2}{L_1}-L_3\cos {\mathrm{\θ}}_2-L_2+L_3\mathrm{\Λ\Λ}\left(4\right)$

Enumerate a concrete parameter of suspension and verify top argumentation: work as θ ₂∈ (34 °, 34 °) range L ₁=80mm, L ₂=150mm, L ₃=45mm by equation (4) as can be known the absolute value of the maximal increment of A point X axis coordinate figure be (L wherein _x| _X=1,2,3Value can be again require to adjust according to the automobile univers parameter, select concrete suspension parameter data):

| Δ x| _MAX=0.09mm Λ Λ (5) A point Y-axis is (being the range of the vertical road surface of wheel bob) to the increment of coordinate figure:

|Δy| _MAX＝|y| _Δα＝34°-y| _Δα＝-34°|＝144.7mmΛΛ(6)

By | Δ x| _MAXAs can be seen at θ ₂The path of motion that A is ordered in ∈ (34 °, the 34 °) scope almost is a straight line perpendicular to X-axis, and its equation of locus can be approximately a constant x| θ ₂=L ₂-L ₃Promptly and θ ₂Concrete numerical value irrelevant, | Δ y| _MAXAutomotive wheel under this suspension parameter situation road surface maximum that can allow is passed through stroke exactly.The wheel of automobile can not change the numerical value of its kinematic parameter because of the reasons in structure of suspension own under the distortion situation of not considering Independent Suspension guiding leverage.

Technique effect of the present utility model is: the utility model has overcome the defective on all traditional independent suspension structure principles, leaning angle and parameters variation shortcomings greatly such as casterangle, wheelspan and wheelbase that traditional swing arm type independent suspension can cause camber angle, stub have been solved, improve ride of vehicle greatly, controlled stability and carrying capacity, can reduce wear on tyres.

The utility model is described in further detail below in conjunction with drawings and Examples.

Description of drawings

Fig. 1 is a schematic diagram of the present utility model.

Fig. 2 is the block diagram of embodiment one.

Fig. 3 is the B-B cutaway view of Fig. 4.

Fig. 4 is the main TV structure figure of embodiment one.

Fig. 5 is the left TV structure figure of embodiment one.

Fig. 6 is the A-A cutaway view of Fig. 4.

Fig. 7 is the birds-eye view of suspension top link assembly among the embodiment two.

Fig. 8 is the front view of suspension top link assembly among the embodiment two.

Fig. 9 is the A-A semisectional view of Fig. 8.

The specific embodiment

Extremely shown in Figure 6 as Fig. 2, embodiment one comprises vehicle frame 8, steering swivel 3, shock absorber 5, suspension top link assembly and suspension bottom arm component, suspension top link assembly comprises suspension top base 7, top link 4 and last from swing arm 1, suspension bottom arm component comprises suspension bottom base 10, following swing arm 9 and following from swing arm 13, suspension top base 7, one end of suspension bottom base 10 is screwed with vehicle frame 8 and is connected, following swing arm 9 is for by two long-armed and " X " shapes that two galianconism constitute, its two long-armed both sides that lay respectively at suspension bottom base 10, and the two long-armed outer ends master pendulum arm rotating shaft 15 by separately are connected with an end hinge of suspension bottom base 10, two master pendulum arm rotating shaft 15 coaxial lines, the position of master pendulum arm rotating shaft 15 is equivalent to the B point among Fig. 1, the axis hole that suspension bottom base 10 is established in this hinged place is a guide groove, master pendulum arm rotating shaft 15 can translation in guide groove, two master pendulum arm rotating shafts 15 are socketed with same sliding block 16 on itself and suspension bottom base 10 bonded assembly the inners, the setting of sliding block 16 is to be worn during for fear of master pendulum arm rotating shaft 15 translations, two galianconism of following swing arm 9 other ends are connected with the lower end hinge of steering swivel 3 by a steering swivel rotating shaft 11, the position of steering swivel rotating shaft 11 is equivalent to the A point among Fig. 1, be provided with two from swing arm 13 down, they lay respectively at down between the two long-armed and suspension bottom bases 10 of swing arm 9, nearly vehicle frame end from swing arm 13 under two is connected with following swing arm 9 hinges by principal and subordinate's swing arm rotating shaft 14 respectively, two principal and subordinate's swing arm rotating shaft 14 coaxial lines, vehicle frame end far away from swing arm 13 under two is connected with suspension bottom base 10 hinges from swing arm rotating shaft 12 by same, the position of principal and subordinate's swing arm rotating shaft 14 is equivalent to the C point among Fig. 1, is equivalent to the D point Fig. 1 from the position of swing arm rotating shaft 12.Because the structure of suspension top link assembly is identical with the structure of suspension bottom arm component, top base 7, top link 4, go up from swing arm 1 respectively with suspension bottom base 10, swing arm 9 down, corresponding one by one from swing arm 13 down, so no longer the structure of suspension top link assembly is given unnecessary details at this.

Extremely shown in Figure 5 as Fig. 2, two galianconism of one end of top link 9 are connected with the upper end hinge of steering swivel 3 by a steering swivel rotating shaft, the outside at top link 9 also is connected with the lower end hinge of shock absorber 5 by rotating shaft, the upper end of shock absorber 5 is connected with vehicle frame 8 hinges by rotating shaft, is with spring 6 on shock absorber 5.

Embodiment two and the difference of embodiment one are that their shape and the position of top link, suspension top base, swing arm down, suspension bottom base is different, referring to Fig. 7 to Fig. 9, are that example is described as follows with the structure of the last suspension of embodiment two:

Suspension top base 18 among the embodiment two is nearly " U " shape, the one end is fixed on the vehicle frame 17, top link 24 is by long-armed and two " Y " shapes that galianconism constitutes, long-armed " U " shape that is positioned at suspension top base 18 of top link 24, a long-armed end of top link 24 is connected with suspension top base 18 hinges by a master pendulum arm rotating shaft 20, galianconism one end of top link 24 is connected with steering swivel 26 hinges by steering swivel rotating shaft 25, go up from swing arm 23 between the long-armed both sides and suspension top base 18 of top link 24 for two, go up from the nearly vehicle frame end of swing arm 23 for two and be connected with top link 24 hinges by same principal and subordinate's swing arm rotating shaft 21, two last vehicle frame ends far away from swing arm 23 are connected with suspension top base 18 hinges from swing arm rotating shaft 22 by one separately, and two from swing arm rotating shaft 22 coaxial lines.

The structure of embodiment two and the principle of Fig. 1 are consistent.As seen the shape of top link, suspension top base, swing arm down, suspension bottom base can be done various variations in the utility model.

Automobile is after having installed suspension of the present utility model, in the time of can guaranteeing to travel on rough road, there is excellent contact on all wheels and road surface, thus increasing traction, improve the carrying capacity of cross country car greatly, effectively improve ride comfort, behaviour's stability, carrying capacity and the load-carrying capacity of vehicle.

Claims (2)

1. compensated pendulum arm-type vehicle independent suspension, comprise vehicle frame, top link, following swing arm, steering swivel, top link, one end of following swing arm is connected by steering swivel rotating shaft hinge with steering swivel, it is characterized in that: also be provided with the suspension top base, go up from swing arm, suspension bottom base and following from swing arm, described suspension top base, one end of suspension bottom base is captiveed joint with vehicle frame, top link, the master pendulum arm rotating shaft of the other end of following swing arm by separately respectively with the suspension top base, suspension bottom base hinge connects, and suspension top base, axis hole on the suspension bottom base is the guide groove of master pendulum arm rotating shaft translation within it, go up from swing arm, lay respectively between top link and the suspension top base from swing arm down, between following swing arm and the suspension bottom base, go up from the nearly vehicle frame end of swing arm and be connected with the top link hinge by principal and subordinate's swing arm rotating shaft, go up from the vehicle frame end far away of swing arm and pass through to be connected with suspension top base hinge from the swing arm rotating shaft, nearly vehicle frame end from swing arm is connected with following swing arm hinge by principal and subordinate's swing arm rotating shaft down, and the vehicle frame end far away from swing arm passes through to be connected with suspension bottom base hinge from the swing arm rotating shaft down.

2. compensated pendulum arm-type vehicle independent suspension according to claim 1 is characterized in that: described master pendulum arm rotating shaft is socketed with slide block on itself and suspension top base or suspension bottom base bonded assembly one end.

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