WO2020224326A1 - 一种独立悬架系统以及车辆 - Google Patents

一种独立悬架系统以及车辆 Download PDF

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Publication number
WO2020224326A1
WO2020224326A1 PCT/CN2020/079141 CN2020079141W WO2020224326A1 WO 2020224326 A1 WO2020224326 A1 WO 2020224326A1 CN 2020079141 W CN2020079141 W CN 2020079141W WO 2020224326 A1 WO2020224326 A1 WO 2020224326A1
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WO
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Prior art keywords
airbag
arm
support
suspension system
independent suspension
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PCT/CN2020/079141
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English (en)
French (fr)
Inventor
杨浩
吴星
吴超
梁卫刚
闫志鹏
童群峰
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浙江盘毂动力科技有限公司
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Application filed by 浙江盘毂动力科技有限公司 filed Critical 浙江盘毂动力科技有限公司
Publication of WO2020224326A1 publication Critical patent/WO2020224326A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/26—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs
    • B60G11/27—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs wherein the fluid is a gas
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/26—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs
    • B60G11/28—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs characterised by means specially adapted for attaching the spring to axle or sprung part of the vehicle

Definitions

  • the present invention relates to the field of vehicle technology, and more specifically, to an independent suspension system and a vehicle.
  • Suspension is the general term for all the force transmission connecting devices between the vehicle frame and the axle or wheels.
  • the main function of the suspension is to transmit all the forces and moments acting between the wheels and the body.
  • a typical vehicle suspension structure is composed of Composed of elastic element, shock absorber and guiding mechanism, these three parts play the role of buffer, shock absorption and force transmission respectively.
  • the double wishbone independent suspension is a typical independent suspension.
  • the structure of the support arm body can be flexibly designed, and the length and arrangement of the upper and lower cross arms can be adjusted to minimize the height of the middle of the vehicle.
  • increasing the width of the aisle has improved the vehicle's seating space and the convenience of getting on and off the vehicle, making the application of this type of suspension in large-load commercial vehicles more and more important.
  • the single-side suspension only installs a single airbag as an elastic element, or does not meet the load requirements, or the airbag itself is too large to affect the entire vehicle chassis Layout.
  • the technical problem to be solved by the present invention is how to improve the load bearing capacity without affecting the layout of the entire vehicle chassis.
  • the present invention provides an independent suspension system and a vehicle.
  • An independent suspension system includes: a support arm; an upper cross arm for traction on the upper part of the support arm; and a lower cross arm for traction on the lower part of the support arm; the independent suspension system also includes a middle part arranged at The airbag shock absorbing bracket on the support arm, the airbag shock absorbing bracket is located on one side of the support arm and is provided with a first airbag and a first shock absorber, and the airbag shock absorbing bracket is located on the other side of the support arm A second airbag and a second shock absorber are provided.
  • the airbag shock absorbing bracket includes: an airbag shock absorbing bracket body provided on the support arm; a second airbag damping bracket extending from the airbag shock absorbing bracket body to one side of the support arm An airbag arm and a second airbag arm extending from the main body of the airbag damping bracket to the other side of the support arm; the first airbag arm is provided with a first airbag for installing the first airbag A support and a first shock absorber support for installing the first shock absorber; the second airbag arm is provided with a second airbag support for installing the second airbag and a mounting station The second shock absorber support of the second shock absorber.
  • the airbag shock-absorbing support body, the first airbag arm and the second airbag arm are in a C-shaped structure; and the end of the first airbag arm and the The end of the second airbag arm is close to the lower cross arm to form an escape space.
  • the first shock absorber support and the first shock absorber support are symmetrically arranged with respect to the center plane of the support arm; the first airbag support and the The second airbag support is symmetrically arranged with respect to the center plane of the support arm.
  • the upper cross arm includes an upper mounting body arranged on the airbag shock-absorbing bracket, and a first upper swing arm and a second upper arm extending from the upper mounting body to both sides A swing arm, and a third upper swing arm connecting the ends of the first upper swing arm and the second upper swing arm; the first upper swing arm is opposite to the third upper swing arm
  • the first corner connected to the frame is provided with a first upper mounting seat at the connecting part; the connecting part of the second upper swing arm and the third upper swing arm is provided with a second corner The second upper mounting seat; the position where the upper mounting body is connected to the airbag shock-absorbing bracket is provided with a third upper mounting seat.
  • the first upper mounting seat is provided with a first upper spherical hinge; the second upper mounting seat is provided with a second upper spherical hinge; the third upper mounting seat and the airbag
  • the shock-absorbing bracket is connected by the third upper spherical hinge.
  • the lower cross arm includes a lower mounting body disposed under the airbag shock absorber bracket, and a first lower swing arm and a second lower swing arm extending from the lower mounting body to both sides A support arm, and a third lower swing arm connecting the ends of the first lower swing arm and the second lower swing arm; the connecting part of the first lower swing arm and the third lower swing arm is arranged
  • the first corner connected with the vehicle frame is provided with a first lower mounting seat; the connecting part of the second lower swing arm and the third lower swing arm is provided with a second corner provided with a second lower mounting seat;
  • a third lower mounting seat is provided at the position where the lower mounting body is connected to the airbag shock-absorbing bracket.
  • the first lower mounting seat is provided with a first lower spherical hinge; the second lower mounting seat is provided with a second lower spherical hinge; the third lower mounting seat and the airbag
  • the shock-absorbing bracket is connected by the third lower spherical hinge.
  • the upper cross arm is an integrated structure; the lower cross arm is an integrated structure; and the airbag shock absorber support is an integrated structure.
  • the upper cross arm and the lower cross arm have different lengths.
  • a vehicle which includes the independent suspension system described in any one of the above.
  • the first airbag and the second airbag can be located on both sides of the support arm by setting the airbag damping bracket, thereby expanding the first airbag and the second airbag.
  • the safety distance between the second airbag and the tire prevents interference with the first airbag and the second airbag during the up and down process of the vehicle.
  • the size of the first airbag and the second airbag is no longer limited, and the first airbag and the second airbag make the independent suspension The system can withstand larger loads. Therefore, the independent suspension system of the present invention can break through the limitations of the prior art and can be applied to heavy vehicles.
  • FIG. 1 is a schematic diagram of a front view of an independent suspension system provided by an embodiment of the present invention
  • Figure 2 is a schematic top view of an independent suspension system provided by an embodiment of the present invention.
  • 100 is the support arm
  • 200 is the upper cross arm
  • 300 is the lower cross arm
  • 400 is the airbag shock absorber bracket
  • 500 is the second airbag
  • 700 is the second shock absorber
  • 201 is the upper mounting body
  • 202 is the first One upper swing arm
  • 203 is the second upper swing arm
  • 204 is the third upper swing arm
  • 205 is the first upper mount
  • 206 is the second upper mount
  • 303 is the second lower swing arm
  • 304 is the The third lower swing arm
  • 305 is the first lower mounting seat
  • 306 is the second lower mounting seat
  • 401 is the main body of the airbag shock absorber bracket
  • 402 is the first airbag arm
  • 403 is the second airbag arm
  • 404 is the first The airbag support
  • 405 is the second airbag support
  • 406 is the first shock absorber support
  • 407 is the second shock absorber support.
  • the core of the present invention is to provide an independent suspension system and a vehicle to improve the load bearing capacity without affecting the layout of the entire vehicle chassis.
  • the independent suspension system in the embodiment of the present invention includes:
  • Support arm 100 upper cross arm 200 for traction on the upper part of support arm 100; lower cross arm 300 for traction on the lower part of support arm 100; and airbag shock absorbing bracket 400 arranged on the support arm 100 in the middle, airbag shock absorbing bracket 400
  • a first airbag and a first shock absorber are provided on one side of the support arm 100, and a second airbag 500 and a second shock absorber 700 are provided on the other side of the support arm 100 for the airbag shock absorbing bracket 400.
  • the first airbag and the second airbag 500 can be located on both sides of the support arm 100 by setting the airbag damping bracket 400, thereby expanding the relationship between the first and second airbags 500 and the tires.
  • the safety distance prevents interference with the first airbag and the second airbag 500 during the up and down process of the vehicle.
  • the size of the first airbag and the second airbag 500 is no longer limited, and the arrangement of the first airbag and the second airbag makes the independent suspension
  • the frame system can withstand larger loads. Therefore, the independent suspension system of the present invention can break through the limitations of the prior art and can be applied to heavy vehicles.
  • the safety distance between the first airbag and the second airbag 500 and the tire is expanded by providing the airbag damping bracket 400. Therefore, the sizes of the first airbag and the second airbag 500 are no longer limited.
  • the above-mentioned support arm 100 realizes the connection between the wheel train assembly and the independent suspension system, and the airbag shock absorber bracket 400 is installed on the support arm 100 by bolts to reduce the processing cost of the support arm 100.
  • the airbag shock absorbing bracket 400 is an integrated structure.
  • the airbag shock absorbing bracket 400 includes: an airbag shock absorbing bracket main body 401 arranged on the supporting arm 100; a first airbag supporting arm 402 extending from the airbag shock absorbing bracket body to one side of the supporting arm 100 And the second airbag support arm 403 extending to the other side of the support arm 100; the first airbag support arm 402 is provided with a first airbag support 404 for installing the first airbag and a The first shock absorber support 406 of the shock absorber; the second airbag support arm 403 is provided with a second airbag support 405 for installing the second airbag 500 and a second shock absorber for installing the second shock absorber 700 ⁇ Support 407.
  • the safety distance between the first airbag and the second airbag 500 and the tire can be extended to a greater extent.
  • the airbag shock-absorbing support body, the first airbag arm 402 and the second airbag arm 403 in the embodiment of the present invention are in a C-shaped structure. By setting the C-shaped structure, the width of the middle aisle of the vehicle can be further lengthened.
  • the end of the first airbag arm 402 and the end of the second airbag arm 403 are close to the lower cross arm 300 to form an escape space.
  • the first airbag and the second airbag 500 can be located in the avoidance space, thereby reducing the spatial height of the entire independent suspension system and reducing the height of the vehicle frame occupied by the entire independent suspension system.
  • the first shock absorber support 406 and the first shock absorber support 406 are arranged symmetrically about the center plane of the support arm 100; the first airbag support 404 and the second airbag support 405 are symmetric about the center plane of the support arm 100 Layout.
  • the above-mentioned symmetrical arrangement makes the force of the independent suspension system more uniform and prolongs the service life.
  • the upper cross arm 200 includes an upper mounting body 201 arranged on the airbag damping bracket 400, a first upper swing arm 202 and a second upper swing arm 203 extending from the upper mounting body 201 to both sides, and connected to the first upper
  • the first corner is provided with a first upper mounting seat 205; the connecting portion of the second upper swing arm 203 and the third upper swing arm 204 is provided with a second upper mounting seat 206 at the second corner; the upper mounting body 201
  • a third upper mounting seat is provided at a position connected to the airbag shock-absorbing bracket 400. That is, the upper cross arm 200 has a triangular structure.
  • the first upper mounting seat 205 is provided with a first upper spherical hinge; the second upper mounting seat 206 is provided with a second upper spherical hinge; the third upper mounting seat is connected with the airbag shock-absorbing bracket 400 through a third upper spherical hinge.
  • the lower cross arm 300 includes a lower mounting body arranged under the airbag shock-absorbing bracket 400, a first lower swing arm 302 and a second lower swing arm 303 extending from the lower mounting body to both sides, and a connection with the first lower swing arm 302 and the third lower swing arm 304 at the end of the second lower swing arm 303; the connecting part of the first lower swing arm 302 and the third lower swing arm 304 is provided with a first corner connected with the frame.
  • the lower mounting seat 305; the connecting part of the second lower swing arm 303 and the third lower swing arm 304 is provided with a second corner provided with a second lower mounting seat 306; the lower mounting body is connected to the airbag damping bracket 400
  • a third lower mounting seat is provided. That is, the lower cross arm 300 has a triangular structure.
  • the first lower mounting seat 305 is provided with a first lower spherical hinge; the second lower mounting seat 306 is provided with a second lower spherical hinge; the third lower mounting seat and the airbag damping bracket 400 pass through the Three-point spherical hinge connection.
  • the upper cross arm 200 and the lower cross arm 300 can also be other common structural forms in the art.
  • the upper cross arm is preferably used in the embodiment of the present invention.
  • the arm 200 is an integrated structure; the lower cross arm 300 is an integrated structure.
  • the upper cross arm 200 and the lower cross arm 300 have different lengths. This can reduce the change of tire track during vehicle movement, reduce tire wear and extend service life.
  • the present invention also discloses a vehicle, which includes the independent suspension system of any one of the above. Since the above-mentioned independent suspension system has the above beneficial effects, a vehicle including the above-mentioned independent suspension system also has corresponding effects, which will not be repeated here.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

一种独立悬架系统，包括：支撑臂（100）；用于牵引支撑臂（100）上部的上横臂（200）；用于牵引支撑臂（100）下部的下横臂（300）；和中部设置在支撑臂（100）上的气囊减震支架（400），气囊减震支架（400）位于支撑臂（100）一侧设置有第一气囊和第一减震器，气囊减震支架（400）位于支撑臂（100）另一侧设置有第二气囊（500）和第二减震器（700）。通过设置气囊减震支架（400）能够将第一气囊和第二气囊（500）位于支撑臂（100）的两侧，从而扩展了第一气囊和第二气囊（500）与轮胎的安全距离，防止车辆上下过程中干涉第一气囊和第二气囊（500），第一气囊和第二气囊（500）的大小不再受限，且第一气囊和第二气囊（500）两个气囊的设置使得该独立悬架系统能够承受更大的载荷。还提供了一种应用该悬架系统的车辆。

Description

一种独立悬架系统以及车辆
本申请要求以下中国专利申请的优先权，其全部内容通过引用结合在本申请中。
申请号：201910385667.0
申请日：2019年05月09日
发明创造名称：一种独立悬架系统以及车辆
技术领域
本发明涉及车辆技术领域，更具体地说，涉及一种独立悬架系统以及车辆。
背景技术
悬架是车辆的车架与车桥或车轮之间的一切传力连接装置的总称，悬架的主要作用是传递作用在车轮和车身之间的一切力和力矩，典型的车辆悬架结构由弹性元件、减振器及导向机构等组成，这三部分分别起缓冲，减震和力的传递作用。
双横臂独立悬架作为一种典型的独立悬架，除拥有上述优点之外，通过灵活设计支撑臂本体结构，并配合调整上、下横臂长度和布置，可最大限度的降低车辆中部高度，同时增加过道宽度，提升了了车辆乘坐空间和上下车的方便性，使得该类型悬架在大载荷商用车辆上的应用越来越受到重视。
现有使用空气弹簧的双横臂独立悬架中，无论前、后悬架，单侧悬架仅安装单个气囊作为弹性元件，或不满足载荷要求，或因气囊自身体积过大影响整车底盘布置。
因此，如何在不影响整车底盘布置的前提下提高承受载荷能力，是目前本领域技术人员亟待解决的问题。
发明内容
有鉴于此，本发明所要解决的技术问题是如何在不影响整车底盘布置的前提下提高承受载荷能力，为此，本发明提供了一种独立悬架系统以及车辆。
为实现上述目的，本发明提供如下技术方案：
一种独立悬架系统，包括：支撑臂；用于牵引所述支撑臂上部的上横臂；和用于牵引所述支撑臂下部的下横臂；所述独立悬架系统还包括中部设置在所述支撑臂上的气囊减震支架，所述气囊减震支架位于所述支撑臂一侧设置有第一气囊和第一减震器，所述气囊减震支架位于所述支撑臂另一侧设置有第二气囊和第二减震器。
在本发明又一个实施例中，所述气囊减震支架包括：设置在所述支撑臂上的气囊减震支架主体；自所述气囊减震支架主体向所述支撑臂的一侧延伸的第一气囊支臂和所述气囊减震支架主体向所述支撑臂的另一侧延伸的第二气囊支臂；所述第一气囊支臂上设置有用于安装所述第一气囊的第一气囊支座和用于安装所述第一减震器的第一减震器支座；所述第二气囊支臂上设置有用于安装所述第二气囊的第二气囊支座和用于安装所述第二减震器的第二减震器支座。
在本发明又一个实施例中，所述气囊减震支架主体、所述第一气囊支臂和所述第二气囊支臂呈C型结构；且所述第一气囊支臂的末端和所述第二气囊支臂的末端靠近所述下横臂，以形成避让空间。
在本发明又一个实施例中，所述第一减震器支座与所述第一减震器支座关于所述支撑臂的中心面对称布置；所述第一气囊支座与所述第二气囊支座关于所述支撑臂的中心面对称布置。
在本发明又一个实施例中，所述上横臂包括设置在所述气囊减震支架上的上安装体，自所述上安装体向两侧延伸的第一上摆支臂和第二上摆支臂，以及连接所述第一上摆支臂和第二上摆支臂的末端的第三上摆支臂；所述第一上摆支臂与所述第三上摆支臂的相连接的部位设置有与车架连接的第一拐角设置有第一上安装座；所述第二上摆支臂与所述第三上摆支臂的相连接的部位设置有第二拐角设置有第二上安装座；所述上安装体与所述气囊减震支架连接的部位设置有第三上安装座。
在本发明又一个实施例中，所述第一上安装座设置有第一上球铰；所述第二上安装座设置有第二上球铰；所述第三上安装座与所述气囊减震支架通过第三上球铰连接。
在本发明又一个实施例中，所述下横臂包括设置在所述气囊减震支架下的下安装体，自所述下安装体向两侧延伸的第一下摆支臂和第二下摆支臂，以及连接所述第一下摆支臂和第二下摆支臂的末端的第三下摆支臂；所述第一下摆支臂与所述第三下摆支臂的相连接的部位设置有与车架连接的第一拐角设置有第一下安装座；所述第二下摆支臂与所述第三下摆支臂的相连接的部位设置有第二拐角设置有第二下安装座；所述下安装体与所述气囊减震支架连接的部位设置有第三下安装座。
在本发明又一个实施例中，所述第一下安装座设置有第一下球铰；所述第二下安装座设置有第二下球铰；所述第三下安装座与所述气囊减震支架通过第三下球铰连接。
在本发明又一个实施例中，所述上横臂为一体式结构；所述下横臂为一体式结构；所述气囊减震支架为一体式结构。
在本发明又一个实施例中，所述上横臂与所述下横臂长度不等。
在本发明又一个实施例中，公开了一种车辆，该车辆包括上述任一项所述的独立悬架系统。
从上述的技术方案可以看出，使用本发明中的独立悬架系统时，通过设置气囊减震支架能够将第一气囊和第二气囊位于支撑臂的两侧，从而扩展了第一气囊和第二气囊与轮胎的安全距离，防止车辆上下过程中干涉第一气囊和第二气囊，第一气囊和第二气囊的大小不再受限，且另第一气囊和第二气囊使得该独立悬架系统能够承受更大的载荷，因此，采用本发明中的独立悬架系统能够突破现有技术中局限性，能够在重型车上应用。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为本发明实施例所提供的一种独立悬架系统的主视结构示意图；
图2为本发明实施例所提供的一种独立悬架系统的俯视结构示意图。
图中，100为支撑臂、200为上横臂、300为下横臂、400为气囊减震支架、500为第二气囊、700为第二减震器、201为上安装体、202为第一上摆支臂、203为第二上摆支臂、204为第三上摆支臂、205为第一上安装座、206为第二上安装座、303为第二下摆支臂、304为第三下摆支臂、305为第一下安装座、306为第二下安装座、401为气囊减震支架主体、402为第一气囊支臂、403为第二气囊支臂、404为第一气囊支座、405为第二气囊支座、406为第一减震器支座、407为第二减震器支座。
具体实施方式
本发明的核心在于提供一种独立悬架系统以及车辆，以在不影响整车底盘布置的前提下提高承受载荷能力。
此外，下面所示的实施例不对权利要求所记载的发明内容起任何限定作用。另外，下面实施例所表示的构成的全部内容不限于作为权利要求所记载的发明的解决方案所必需的。
请参阅图1至图2，本发明实施例中的独立悬架系统，包括：
支撑臂100；用于牵引支撑臂100上部的上横臂200；用于牵引支撑臂100下部的下横臂300；和中部设置在支撑臂100上的气囊减震支架400，气囊减震 支架400位于支撑臂100一侧设置有第一气囊和第一减震器，气囊减震支架400位于支撑臂100另一侧设置有第二气囊500和第二减震器700。
使用本发明中的独立悬架系统时，通过设置气囊减震支架400能够将第一气囊和第二气囊500位于支撑臂100的两侧，从而扩展了第一气囊和第二气囊500与轮胎的安全距离，防止车辆上下过程中干涉第一气囊和第二气囊500，第一气囊和第二气囊500的大小不再受限，且第一气囊和第二气囊两个气囊的设置使得该独立悬架系统能够承受更大的载荷，因此，采用本发明中的独立悬架系统能够突破现有技术中局限性，能够在重型车上应用。
需要说明的是，本发明实施例中通过设置气囊减震支架400扩展了第一气囊和第二气囊500与轮胎的安全距离。因此，第一气囊和第二气囊500的大小不再受限。
上述支撑臂100实现了轮系组件与独立悬架系统的连接，气囊减震支架400通过螺栓安装在支撑臂100上，以减小支撑臂100的加工成本。为了进一步保证该气囊减震支架400的强度，该气囊减震支架400为一体式结构。
在本发明一个实施例中，气囊减震支架400包括：设置在支撑臂100上的气囊减震支架主体401；自气囊减震支架主体向支撑臂100的一侧延伸的第一气囊支臂402和气囊减震支架主体向支撑臂100的另一侧延伸的第二气囊支臂403；第一气囊支臂402上设置有用于安装第一气囊的第一气囊支座404和用于安装第一减震器的第一减震器支座406；第二气囊支臂403上设置有用于安装第二气囊500的第二气囊支座405和用于安装第二减震器700的第二减震器支座407。
通过设置第一气囊支臂402和第二气囊支臂403可以更大限度的延长第一气囊和第二气囊500与轮胎的安全距离。更为优选地，本发明实施例中气囊减震支架主体、第一气囊支臂402和第二气囊支臂403呈C型结构。通过设置C型结构能够进一步加长车辆中间过道的宽度。
第一气囊支臂402的末端和第二气囊支臂403的末端靠近下横臂300，以形成避让空间。通过设置该避让空间能够使得第一气囊和第二气囊500位于该避让空间中，从而降低了整个独立悬架系统的空间高度，减少整个独立悬架系统所占据的车辆车架的高度。
第一减震器支座406与第一减震器支座406关于支撑臂100的中心面对称布置；第一气囊支座404与第二气囊支座405关于支撑臂100的中心面对称布置。上述对称布置使得独立悬架系统受力更加均匀，延长了使用寿命。
上横臂200包括设置在气囊减震支架400上的上安装体201，自上安装体201向两侧延伸的第一上摆支臂202和第二上摆支臂203，以及连接第一上摆支臂202和第二上摆支臂203的末端的第三上摆支臂204；第一上摆支臂202与第三上摆支臂204的相连接的部位设置有与车架连接的第一拐角设置有第一上安装座205；第二上摆支臂203与第三上摆支臂204的相连接的部位设置有第二拐角设置有第二上安装座206；上安装体201与气囊减震支架400连接的部位设置有第三上安装座。即上述上横臂200为三角形结构。
第一上安装座205设置有第一上球铰；第二上安装座206设置有第二上球铰；第三上安装座与气囊减震支架400通过第三上球铰连接。通过设置第一上 球铰、第二上球铰和第三上球铰连接，对车辆的振动起着缓冲的作用，整车的作用下使车辆具有更高的舒适性。
下横臂300包括设置在气囊减震支架400下的下安装体，自下安装体向两侧延伸的第一下摆支臂302和第二下摆支臂303，以及连接第一下摆支臂302和第二下摆支臂303的末端的第三下摆支臂304；第一下摆支臂302与第三下摆支臂304的相连接的部位设置有与车架连接的第一拐角设置有第一下安装座305；第二下摆支臂303与第三下摆支臂304的相连接的部位设置有第二拐角设置有第二下安装座306；下安装体与气囊减震支架400连接的部位设置有第三下安装座。即下横臂300为三角形结构。
在本发明又一个实施例中，第一下安装座305设置有第一下球铰；第二下安装座306设置有第二下球铰；第三下安装座与气囊减震支架400通过第三下球铰连接。通过设置第一下球铰、第二下球铰和第三下球铰连接，对车辆的振动起着缓冲的作用，整车的作用下使车辆具有更高的舒适性。
上横臂200和下横臂300除了为三角形结构外还可以是本领域常见的其他结构形式，为了提高上述上横臂200和下横臂300的强度，本发明实施例中优选的将上横臂200为一体式结构；下横臂300为一体式结构。上横臂200与下横臂300长度不等。这样可以减少车辆运动过程中轮胎轮距的变化，减小轮胎的磨损，延长使用寿命。
在本发明还公开了一种车辆，该车辆包括上述任一项的独立悬架系统。由于上述独立悬架系统具有以上有益效果，包括上述独立悬架系统的车辆也具有相应的效果，此处不再赘述。
对所公开的实施例的上述说明，使本领域专业技术人员能够实现或使用本发明。对这些实施例的多种修改对本领域的专业技术人员来说将是显而易见的，本文中所定义的一般原理可以在不脱离本发明的精神或范围的情况下，在其它实施例中实现。因此，本发明将不会被限制于本文所示的这些实施例，而是要符合与本文所公开的原理和新颖特点相一致的最宽的范围。

Claims (11)

  1. 一种独立悬架系统，包括：支撑臂；用于牵引所述支撑臂上部的上横臂；和用于牵引所述支撑臂下部的下横臂；其特征在于，所述独立悬架系统还包括中部设置在所述支撑臂上的气囊减震支架，所述气囊减震支架位于所述支撑臂一侧设置有第一气囊和第一减震器，所述气囊减震支架位于所述支撑臂另一侧设置有第二气囊和第二减震器。
  2. 如权利要求1所述的独立悬架系统，其特征在于，所述气囊减震支架包括：设置在所述支撑臂上的气囊减震支架主体；自所述气囊减震支架主体向所述支撑臂的一侧延伸的第一气囊支臂和所述气囊减震支架主体向所述支撑臂的另一侧延伸的第二气囊支臂；所述第一气囊支臂上设置有用于安装所述第一气囊的第一气囊支座和用于安装所述第一减震器的第一减震器支座；所述第二气囊支臂上设置有用于安装所述第二气囊的第二气囊支座和用于安装所述第二减震器的第二减震器支座。
  3. 如权利要求2所述的独立悬架系统，其特征在于，所述气囊减震支架主体、所述第一气囊支臂和所述第二气囊支臂呈C型结构；且所述第一气囊支臂的末端和所述第二气囊支臂的末端靠近所述下横臂，以形成避让空间。
  4. 如权利要求3所述的独立悬架系统，其特征在于，所述第一减震器支座与所述第一减震器支座关于所述支撑臂的中心面对称布置；所述第一气囊支座与所述第二气囊支座关于所述支撑臂的中心面对称布置。
  5. 如权利要求1所述的独立悬架系统，其特征在于，所述上横臂包括设置在所述气囊减震支架上的上安装体，自所述上安装体向两侧延伸的第一上摆支 臂和第二上摆支臂，以及连接所述第一上摆支臂和第二上摆支臂的末端的第三上摆支臂；所述第一上摆支臂与所述第三上摆支臂的相连接的部位设置有与车架连接的第一拐角设置有第一上安装座；所述第二上摆支臂与所述第三上摆支臂的相连接的部位设置有第二拐角设置有第二上安装座；所述上安装体与所述气囊减震支架连接的部位设置有第三上安装座。
  6. 如权利要求5所述的独立悬架系统，其特征在于，所述第一上安装座设置有第一上球铰；所述第二上安装座设置有第二上球铰；所述第三上安装座与所述气囊减震支架通过第三上球铰连接。
  7. 如权利要求1所述的独立悬架系统，其特征在于，所述下横臂包括设置在所述气囊减震支架下的下安装体，自所述下安装体向两侧延伸的第一下摆支臂和第二下摆支臂，以及连接所述第一下摆支臂和第二下摆支臂的末端的第三下摆支臂；所述第一下摆支臂与所述第三下摆支臂的相连接的部位设置有与车架连接的第一拐角设置有第一下安装座；所述第二下摆支臂与所述第三下摆支臂的相连接的部位设置有第二拐角设置有第二下安装座；所述下安装体与所述气囊减震支架连接的部位设置有第三下安装座。
  8. 如权利要求7所述的独立悬架系统，其特征在于，所述第一下安装座设置有第一下球铰；所述第二下安装座设置有第二下球铰；所述第三下安装座与所述气囊减震支架通过第三下球铰连接。
  9. 如权利要求1至8中任一项所述的独立悬架系统，其特征在于，所述上横臂为一体式结构；所述下横臂为一体式结构；所述气囊减震支架为一体式结构。
  10. 如权利要求1至8中任一项所述的独立悬架系统，其特征在于，所述上横臂与所述下横臂长度不等。
  11. 一种车辆，其特征在于，包括如权利要求1至10中任一项所述的独立悬架系统。
PCT/CN2020/079141 2019-05-09 2020-03-13 一种独立悬架系统以及车辆 WO2020224326A1 (zh)

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