WO2023039927A1 - 一种两级刚度的后独立悬架系统 - Google Patents

一种两级刚度的后独立悬架系统 Download PDF

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WO2023039927A1
WO2023039927A1 PCT/CN2021/120514 CN2021120514W WO2023039927A1 WO 2023039927 A1 WO2023039927 A1 WO 2023039927A1 CN 2021120514 W CN2021120514 W CN 2021120514W WO 2023039927 A1 WO2023039927 A1 WO 2023039927A1
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swing arm
lower swing
assembly
connecting rod
independent suspension
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PCT/CN2021/120514
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English (en)
French (fr)
Inventor
姜文娟
徐礼成
李清清
崔震
闫照东
辛本华
张茂华
聂梦龙
邓晓君
李重阳
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浙江飞碟汽车制造有限公司
山东五征集团有限公司
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Publication of WO2023039927A1 publication Critical patent/WO2023039927A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/008—Attaching arms to unsprung part of vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/32—Resilient suspensions characterised by arrangement, location or kind of springs having springs of different kinds
    • B60G11/48—Resilient suspensions characterised by arrangement, location or kind of springs having springs of different kinds not including leaf springs

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  • the invention belongs to the technical field of automobile suspension, in particular, the invention relates to a two-stage rigidity rear independent suspension system.
  • Suspension is the general term for all force-transmitting connection devices between the frame (or load-bearing body) and the axle (or wheel) of an automobile. Its function is to transmit the force and torque acting between the wheel and the frame, and Buffer the impact force transmitted to the frame or body from the uneven road surface, and reduce the vibration caused by it, so as to ensure that the car can run smoothly.
  • Leaf spring is the most widely used elastic element in commercial vehicle suspension. Because of its simple structure, low manufacturing cost, small footprint, and convenient maintenance, it has become an elastic element widely used in the automotive industry. However, its ride comfort very bad.
  • the existing independent suspension mechanism is complex in structure, heavy in weight, large in space, high in processing cost, and difficult to maintain; at the same time, there is a large difference in the axle loads of commercial vehicles such as trucks when they are empty or fully loaded. Therefore, the existing independent suspension
  • the bearing capacity and cost of the frame mechanism make it impossible to use it on a commercial vehicle with a large front axle load or a rear suspension, and it is even more impossible to use it on a three-wheeled vehicle.
  • the present invention provides a two-stage rigidity rear independent suspension system to solve the problems in the above-mentioned background technology.
  • the technical solution adopted by the present invention is: a two-stage rigidity rear independent suspension system, including sub-frame, upper front link assembly, steering knuckle, lower swing arm assembly, upper rear link assembly Components, coil spring shock absorber assembly, auxiliary spring and hub;
  • the upper front link assembly has a triangular structure, and one side of the triangular structure is hinged to the upper end of the subframe, and the other side of the upper front link assembly is hinged to the steering knuckle;
  • One side of the upper and rear link assembly is hinged to the upper end of the subframe, and the other side is hinged to the steering knuckle;
  • the lower swing arm assembly is a U-fork structure, and one side of the U-fork structure is hinged to the lower end of the subframe, and the other side of the lower swing arm assembly is hinged to the steering knuckle;
  • the upper end of the coil spring shock absorber assembly is hinged to the upper end of the sub-frame, and the lower end is hinged to the lower swing arm assembly;
  • the upper end of the auxiliary sprung is connected with the upper end of the auxiliary frame, and the hub is connected with the steering knuckle.
  • the upper front link assembly includes an upper front link body, an upper front link ball pin, an upper front link front bush and an upper front link rear bush, and the upper front link front bush It is connected with the center hole on one side of the triangular structure opening of the upper front connecting rod body, the rear bushing of the upper front connecting rod is connected with the center hole on the other side of the triangular structure opening end of the upper front connecting rod body, and the upper front connecting rod
  • the other side of the ball pin and the upper front connecting rod body is hinged by a ball pair.
  • the lower swing arm assembly includes a lower swing arm body, a lower swing arm front bush, a lower swing arm rear bush and a lower swing arm ball pin, and the lower swing arm front bush is connected to one end of the U fork structure opening of the lower swing arm body.
  • the side center hole is connected, the rear bushing of the lower swing arm is connected with the center hole on the other side of the U fork structure opening of the lower swing arm body, and the lower swing arm ball pin is hinged with the other side of the lower swing arm body through a ball pair.
  • the upper rear link assembly includes an upper rear link body, an upper rear link ball pin and an upper rear link bushing, the upper rear link ball pin is connected to one end of the upper rear link body, the The upper rear connecting rod bushing is connected with the center hole at the other end of the upper rear connecting rod body.
  • the auxiliary spring includes an auxiliary spring body, an auxiliary spring metal skeleton and an auxiliary spring connecting bolt, the upper end of the auxiliary spring body is provided with a limit hole, and the auxiliary spring metal skeleton is provided with a mounting hole, and the auxiliary spring
  • the metal skeleton is vulcanized together with the auxiliary spring body, the auxiliary spring connecting bolt passes through the installation hole, and is welded together with the auxiliary spring metal skeleton, the head of the auxiliary spring connecting bolt is vulcanized with the limit hole on the upper end of the auxiliary spring body together.
  • the surface where the upper end of the steering knuckle is in contact with the auxiliary spring is designed as a groove-shaped structure.
  • the secondary spring metal frame is bowl-shaped, and a gap is provided between the secondary spring body and the secondary spring metal frame.
  • the rear independent suspension system with two-stage rigidity of the present invention is a connecting rod structure composed of upper front connecting rod assembly, steering knuckle, lower swing arm assembly, upper rear connecting rod assembly and coil spring shock absorber assembly
  • the restraint of the wheel hub makes the wheel swing around the axis at a certain angle with the longitudinal axis of the vehicle, so that the wheel remains within a reasonable range of runout.
  • the contact point of the tire increases outward, and when the wheel falls, the contact point of the tire decreases inward, which is beneficial to the driving stability of the vehicle and reduces abnormal wear of the wheel.
  • the rear independent suspension system with two-stage rigidity of the present invention realizes the two-stage rigidity of the independent suspension system through the combination of the auxiliary spring and the coil spring shock absorber assembly, so that the elastic element itself presents a certain nonlinearity, In the two states of no-load or full-load, the front axle load is very different, so that the ride comfort of the vehicle does not change much, and it solves the problem of the difference in ride comfort between no-load and full load when the single elastic element on one side of the front suspension of the existing commercial vehicle Too big a problem.
  • the two-stage rigidity rear independent suspension system of the present invention the components are all integrated and installed on the sub-frame, and the occupied space is smaller than that of the previous independent suspension and leaf spring suspension, and the structure is simple, economical and practical, strong and durable .
  • the rear independent suspension system with two-stage rigidity of the present invention reduces the mass of the chassis and reduces unsprung vibration, which improves the ride comfort, safety and stability of the vehicle; in addition, the independent movements of the rear wheels do not affect each other , reduce the inclination and vibration of the body, obtain good ground adhesion on uneven roads, have good ride comfort and vibration isolation performance of the cargo; moreover, when the wheels jump, the wheelbase and toe-in hardly change, regardless of the car It can turn smoothly according to the driver's operation mode in both driving and braking states.
  • Fig. 1 is the rear independent suspension system assembly drawing of two-stage rigidity of the present invention
  • Fig. 2 is the front view when the rear independent suspension system with two stages of rigidity of the present invention is fully loaded;
  • Fig. 3 is the top view of the rear independent suspension system with two-stage rigidity of the present invention.
  • Fig. 4 is a schematic diagram of the upper front connecting rod assembly
  • Fig. 5 is a schematic diagram of the upper rear link assembly
  • Figure 6 is a schematic diagram of the lower swing arm assembly
  • Figure 7 is a sectional view of the secondary spring
  • Subframe 1. Subframe; 2. Upper front link assembly; 3. Steering knuckle; 4. Lower swing arm assembly; 5. Upper rear link assembly; 6. Coil spring shock absorber assembly; 7. Secondary spring ; 8, wheel hub;
  • auxiliary spring body 71, auxiliary spring body; 72, auxiliary spring metal skeleton; 73, auxiliary spring connecting bolts.
  • the present invention is a rear independent suspension system with two-stage rigidity, which realizes the two-stage rigidity of the independent suspension system, makes the elastic element itself present a certain nonlinearity, and improves the performance of the independent suspension.
  • Carrying capacity, in the two states of no-load or full-load, and the front axle load is very different, so that the ride comfort of the vehicle does not change much.
  • the problem of excessive difference in ride comfort; at the same time, the structure is simple, economical and practical, durable, takes up little space, and is easy to use and maintain.
  • the specific working method is set forth below with specific embodiments:
  • the surface of the upper end of the steering knuckle 3 in contact with the auxiliary spring 7 is designed as a groove-shaped structure, when the load increases to a certain extent, the lower end of the auxiliary spring body 71 and the groove-shaped structure Structural contact, through the stiffness generated by the combination of the auxiliary spring 7 and the coil spring shock absorber assembly 6, meets the vehicle's vibration reduction and bearing requirements; when the load reaches the limit load, the metal skeleton of the auxiliary spring 72 contacts with the steering knuckle 3,
  • the rigidity of the secondary spring metal frame 72 is used to limit the position and reduce the impact on the vehicle. Wherein when the lower end of the auxiliary spring body 71 is in contact with the groove-shaped structure, the groove-shaped structure at the upper end of the steering knuckle 3 wraps the auxiliary spring 7 to prevent the auxiliary spring 7 from being unstable and deformed.
  • the secondary spring metal frame 72 is in the shape of a bowl. On the one hand, it ensures the stiffness when the secondary spring metal frame 72 is in contact with the steering knuckle 3 when the load reaches the limit working condition load; Restrain the function of the secondary spring body 71; there is a gap between the secondary spring body 71 and the secondary spring metal frame 72, which is beneficial to the retraction and heat dissipation of the secondary spring 7 when it is under pressure.

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

Abstract

一种两级刚度的后独立悬架系统，包括副车架(1)、上前连杆总成(2)、转向节(3)、下摆臂总成(4)、上后连杆总成(5)、螺旋弹簧减震器总成(6)、副簧(7)和轮毂(8)。实现了独立悬架系统的两级刚度，使弹性元件本身呈现一定的非线性，提高独立悬架的承载能力，同时，结构简单、经济实用、结实耐久、占用空间小，使用和维护方便。

Description

一种两级刚度的后独立悬架系统 技术领域
本发明属于汽车悬架技术领域，具体地说，本发明涉及一种两级刚度的后独立悬架系统。
背景技术
悬架是汽车的车架(或承载式车身)与车桥(或车轮)之间的一切传力连接装置的总称，其作用是传递作用在车轮和车架之间的力和力扭，并且缓冲由不平路面传给车架或车身的冲击力，并减少由此引起的震动，以保证汽车能平顺地行驶。
钢板弹簧是商用车悬架中应用最广泛的一种弹性元件，由于钢板弹簧具有结构简单，制造成本低，占用空间小，维修方便等特点，成为汽车行业广泛采用的弹性元件，但其平顺性很差。
随着道路的改善，驾乘者对商用车的乘坐舒适性和操控稳定性要求越来越高，使得独立悬架逐步应用于商用车上。独立悬架由于非簧载质量小，传递给车身冲击载荷小，有利于提高车辆的行驶平顺性及增强轮胎的抓地性能。同时，左右车轮跳动时，相互独立，减少了车身的侧倾和振动，提高了车辆的操纵稳定性。
但是，现有的独立悬架机构结构复杂、重量大、占用空间大、加工成本高、维修比较难；同时，货车等商用车空载或满载轴荷相差很大，因此，现有的独立悬架机构的承载能力和成本一直使其不能在前轴荷较大或者后悬架的商用车上使用，三轮汽车上更不可能使用。
轴荷较大的商用车，空载或满载轴荷往往相差很大。如果要满足空载时的平顺性，则满载时承载能力就减弱；同样，如果要满足满载时承载能力，则空载时的平顺性就较差。因此，无论现有的板簧悬架，还是独立悬架，都不能同时满足商用车的承载能力和平顺性等要求。
发明内容
本发明提供一种两级刚度的后独立悬架系统，以解决上述背景技术中存在的问题。
为了实现上述目的，本发明采取的技术方案为：一种两级刚度的后独立悬架系统，包括副车架、上前连杆总成、转向节、下摆臂总成、上后连杆总成、螺旋弹簧减震器总成、副簧和轮毂；
所述上前连杆总成为三角形结构，且三角形结构的一侧与副车架上端铰接，所述上前连杆总成的另外一侧与转向节铰接；
所述上后连杆总成一侧与副车架上端铰接，另外一侧与转向节铰接；
所述下摆臂总成为U叉形结构，且U叉形结构的一侧与副车架下端铰接，所述下摆臂总成的另外一侧与转向节铰接；
所述螺旋弹簧减震器总成上端与副车架上端铰接，下端与下摆臂总成铰接；
所述副簧上端与副车架上端连接，所述轮毂与转向节连接。
优选的，所述上前连杆总成包括上前连杆本体、上前连杆球销、上前连杆前衬套和上前连杆后衬套，所述上前连杆前衬套与上前连杆本体的三角形结构开口一端一侧中心孔连接，所述上前连杆后衬套与上前连杆本体的三角形结构开口一端另外一侧中心孔连接，所述上前连杆球销与上前连杆本体另外一侧通过球副铰接。
优选的，所述下摆臂总成包括下摆臂本体、下摆臂前衬套、下摆臂后衬套和下摆臂球销，所述下摆臂前衬套与下摆臂本体的U叉形结构开口一端一侧中心孔连接，所述下摆臂后衬套与下摆臂本体的U叉形结构开口一端另外一侧中心孔连接，所述下摆臂球销与下摆臂本体另外一侧通过球副铰接。
优选的，所述上后连杆总成包括上后连杆本体、上后连杆球销和上后连杆衬套，所述上后连杆球销与上后连杆本体一端连接，所述上后连杆衬套与上后连杆本体另外一端中心孔连接。
优选的，所述副簧包括副簧本体、副簧金属骨架和副簧连接螺栓，所述副簧本体的上端设有限位孔，所述副簧金属骨架上设有安装孔，所述副簧金属骨架与副簧本体硫化在一起，所述副簧连接螺栓穿过安装孔，且与副簧金属骨架焊接在一起，所述副簧连接螺栓的头部与副簧本体上端的限位孔硫化在一起。
优选的，所述转向节上端与副簧接触的面设计为凹槽型结构。
优选的，所述副簧金属骨架为碗形状，所述副簧本体与副簧金属骨架之间设有间隙。
采用以上技术方案的有益效果是：
1、本发明的两级刚度的后独立悬架系统，通过上前连杆总成、转向节、下摆臂总成、上后连杆总成和螺旋弹簧减震器总成构成的连杆结构对轮毂的约束， 使车轮绕着与汽车纵轴线成一定角度的轴线内摆动，使车轮保持在一个合理的跳动范围内。车轮上跳时，轮胎接地点向外增大，车轮下落时，轮胎接地点向内减小，有利于车辆行驶稳定性，并减小车轮异常磨损。
2、本发明的两级刚度的后独立悬架系统，通过副簧与螺旋弹簧减震器总成的组合，实现了独立悬架系统的两级刚度，使弹性元件本身呈现一定的非线性，在空载或满载，前轴荷相差很大的二种状态下，使车辆平顺性变化不大，解决了现有商用车前悬架一侧单一弹性元件，空载和满载时的平顺性相差过大的问题。
3、本发明的两级刚度的后独立悬架系统，零部件都集成安装在副车架上，占用空间相对以往的独立悬架和板簧悬架都小，结构简单、经济实用、结实耐久。
4、本发明的两级刚度的后独立悬架系统，底盘质量减小，簧下振动小，提高了整车的乘坐舒适性、安全性和稳定性；另外，后轮各自独立运动互不影响，减少车身的倾斜和振动，在不平的路面上获得很好的地面附着力，具有良好乘坐舒适性及货物的隔振性能；而且，车轮跳动时，轮距和前束几乎没有变化，不管汽车是在驱动、制动状态都可以依照司机的操作方式进行平稳的转向。
附图说明
图1是本发明两级刚度的后独立悬架系统装配图；
图2是本发明两级刚度的后独立悬架系统满载时主视图；
图3是本发明两级刚度的后独立悬架系统俯视图；
图4是上前连杆总成示意图；
图5是上后连杆总成示意图；
图6是下摆臂总成示意图；
图7是副簧剖视图；
其中：
1、副车架；2、上前连杆总成；3、转向节；4、下摆臂总成；5、上后连杆总成；6、螺旋弹簧减震器总成；7、副簧；8、轮毂；
21、上前连杆本体；22、上前连杆球销；23、上前连杆前衬套；24、上前连杆后衬套；
41、下摆臂本体；42、下摆臂前衬套；43、下摆臂后衬套；44、下摆臂球销；
51、上后连杆本体；52、上后连杆球销；53、上后连杆衬套；
71、副簧本体；72、副簧金属骨架；73、副簧连接螺栓。
具体实施方式
下面对照附图，通过对实施例的描述，对本发明的具体实施方式作进一步详细的说明，目的是帮助本领域的技术人员对本发明的构思、技术方案有更完整、准确和深入的理解，并有助于其实施。
如图1至图7所示，本发明是一种两级刚度的后独立悬架系统，实现了独立悬架系统的两级刚度，使弹性元件本身呈现一定的非线性，提高独立悬架的承载能力，在空载或满载，前轴荷相差很大的二种状态下，使车辆平顺性变化不大，解决了现有商用车前悬架一侧单一弹性元件，空载和满载时的平顺性相差过大的问题；同时，结构简单、经济实用、结实耐久、占用空间小，使用和维护方便。以下用具体实施例对具体工作方式进行阐述：
实施例1：
发明的两级刚度的后独立悬架系统，所述转向节3上端与副簧7接触的面设计为凹槽型结构，当载荷加大到一定程度后，副簧本体71下端与凹槽型结构接触，通过副簧7与螺旋弹簧减震器总成6的组合产生的刚度，满足车辆减振和承载需求；当载荷达到极限工况载荷时，副簧金属骨架72与转向节3接触，利用副簧金属骨架72的刚度进行限位，减少对车辆的冲击。其中副簧本体71下端与凹槽型结构接触时，转向节3上端的凹槽型结构将副簧7包裹住，防止副簧7失稳变形。
实施例2：
在实施例1的基础上，所述副簧金属骨架72为碗形状，一方面保证当载荷达到极限工况载荷时，副簧金属骨架72与转向节3接触时的刚度，另一方面起到约束副簧本体71的作用；所述副簧本体71与副簧金属骨架72之间设有间隙，利于副簧7受压时的回缩及散热。
以上结合附图对本发明进行了示例性描述，显然，本发明具体实现并不受上述方式的限制，只要是采用了本发明的方法构思和技术方案进行的各种非实质性的改进；或未经改进，将本发明的上述构思和技术方案直接应用于其它场合的，均在本发明的保护范围之内。

Claims (7)

  1. 一种两级刚度的后独立悬架系统，其特征在于：包括副车架(1)、上前连杆总成(2)、转向节(3)、下摆臂总成(4)、上后连杆总成(5)、螺旋弹簧减震器总成(6)、副簧(7)和轮毂(8)；
    所述上前连杆总成(2)为三角形结构，且三角形结构的一侧与副车架(1)上端铰接，所述上前连杆总成(2)的另外一侧与转向节(3)铰接；
    所述上后连杆总成(5)一侧与副车架(1)上端铰接，另外一侧与转向节(3)铰接；
    所述下摆臂总成(4)为U叉形结构，且U叉形结构的一侧与副车架(1)下端铰接，所述下摆臂总成(4)的另外一侧与转向节(3)铰接；
    所述螺旋弹簧减震器总成(6)上端与副车架(1)上端铰接，下端与下摆臂总成(4)铰接；
    所述副簧(7)上端与副车架(1)上端连接，所述轮毂(8)与转向节(3)连接。
  2. 根据权利要求1所述的一种两级刚度的后独立悬架系统，其特征在于：所述上前连杆总成(2)包括上前连杆本体(21)、上前连杆球销(22)、上前连杆前衬套(23)和上前连杆后衬套(24)，所述上前连杆前衬套(23)与上前连杆本体(21)的三角形结构开口一端一侧中心孔连接，所述上前连杆后衬套(24)与上前连杆本体(21)的三角形结构开口一端另外一侧中心孔连接，所述上前连杆球销(22)与上前连杆本体(21)另外一侧通过球副铰接。
  3. 根据权利要求1所述的一种两级刚度的后独立悬架系统，其特征在于：所述下摆臂总成(4)包括下摆臂本体(41)、下摆臂前衬套(42)、下摆臂后衬套(43)和下摆臂球销(44)，所述下摆臂前衬套(42)与下摆臂本体(41)的U叉形结构开口一端一侧中心孔连接，所述下摆臂后衬套(43)与下摆臂本体(41)的U叉形结构开口一端另外一侧中心孔连接，所述下摆臂球销(44)与下摆臂本体(41)另外一侧通过球副铰接。
  4. 根据权利要求1所述的一种两级刚度的后独立悬架系统，其特征在于：所述上后连杆总成(5)包括上后连杆本体(51)、上后连杆球销(52)和上后连杆衬套(53)，所述上后连杆球销(52)与上后连杆本体(51)一端连接，所述上后连杆衬套(53)与上后连杆本体(51)另外一端中心孔连接。
  5. 根据权利要求1所述的一种两级刚度的后独立悬架系统，其特征在于：所述副簧(7)包括副簧本体(71)、副簧金属骨架(72)和副簧连接螺栓(73)，所述副簧本体(71)的上端设有限位孔，所述副簧金属骨架(72)上设有安装孔，所述副簧金属骨架(72)与副簧本体(71)硫化在一起，所述副簧连接螺栓(73)穿过安装孔，且与副簧金属骨架(72)焊接在一起，所述副簧连接螺栓(73)的头部与副簧本体(71)上端的限位孔硫化在一起。
  6. 根据权利要求1所述的一种两级刚度的后独立悬架系统，其特征在于：所述转向节(3)上端与副簧(7)接触的面设计为凹槽型结构。
  7. 根据权利要求5所述的一种两级刚度的后独立悬架系统，其特征在于：所述副簧金属骨架(72)为碗形状，所述副簧本体(71)与副簧金属骨架(72)之间设有间隙。
PCT/CN2021/120514 2021-09-16 2021-09-26 一种两级刚度的后独立悬架系统 WO2023039927A1 (zh)

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