WO2023050964A1 - 悬架结构、车辆 - Google Patents

悬架结构、车辆 Download PDF

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Publication number
WO2023050964A1
WO2023050964A1 PCT/CN2022/104233 CN2022104233W WO2023050964A1 WO 2023050964 A1 WO2023050964 A1 WO 2023050964A1 CN 2022104233 W CN2022104233 W CN 2022104233W WO 2023050964 A1 WO2023050964 A1 WO 2023050964A1
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WO
WIPO (PCT)
Prior art keywords
leaf spring
suspension structure
shock absorber
steering knuckle
rotating shaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2022/104233
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English (en)
French (fr)
Inventor
刘帅
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Contemporary Amperex Technology Co Ltd
Original Assignee
Contemporary Amperex Technology Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Contemporary Amperex Technology Co Ltd filed Critical Contemporary Amperex Technology Co Ltd
Priority to EP22874361.3A priority Critical patent/EP4238786B1/en
Publication of WO2023050964A1 publication Critical patent/WO2023050964A1/zh
Priority to US18/328,782 priority patent/US12070979B2/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • B60G11/02—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only
    • B60G11/08—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only arranged substantially transverse to the longitudinal axis of the 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
    • B60G11/02—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only
    • B60G11/10—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only characterised by means specially adapted for attaching the spring to axle or sprung part of the 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
    • B60G11/02—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only
    • B60G11/10—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only characterised by means specially adapted for attaching the spring to axle or sprung part of the vehicle
    • B60G11/12—Links, pins, or bushes
    • B60G11/125—Multiple-eye arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/005—Ball joints
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/18—Steering knuckles; King pins
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/14—Independent suspensions with lateral arms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/20—Semi-rigid axle suspensions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/40—Indexing codes relating to the wheels in the suspensions
    • B60G2200/44—Indexing codes relating to the wheels in the suspensions steerable
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/11—Leaf spring
    • B60G2202/114—Leaf spring transversally arranged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/12—Mounting of springs or dampers
    • B60G2204/121—Mounting of leaf springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/12—Mounting of springs or dampers
    • B60G2204/128—Damper mount on vehicle body or chassis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/12—Mounting of springs or dampers
    • B60G2204/129—Damper mount on wheel suspension or knuckle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/14—Mounting of suspension arms
    • B60G2204/148—Mounting of suspension arms on the unsprung part of the vehicle, e.g. wheel knuckle or rigid axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/416—Ball or spherical joints

Definitions

  • Suspension structure is the general term for all force transmission connection devices between the frame and wheels of the vehicle.
  • the vibration of the car body caused by the impact ensures that the car can run smoothly.
  • the traditional suspension structure is composed of elastic elements, guide mechanisms and shock absorbers, and some also include buffer blocks, stabilizer bars, etc.
  • the elastic elements are generally springs, leaf springs, etc.
  • For elastic elements in the form of leaf springs they generally consist of a set of leaf springs.
  • the existing suspension structure composed of a leaf spring assembly has weak connection strength and is easy to break under external impact force; moreover, the suspension structure composed of a set of leaf springs has poor stability, and the vehicle body is easy to shake when the vehicle bumps. Therefore, how to improve the connection strength and stability of the suspension structure has become an urgent problem to be solved.
  • the present application provides a suspension structure, aiming at improving the connection strength and stability of the suspension structure.
  • the first aspect of the present application provides a suspension structure, including a leaf spring assembly, an upper swing arm, a steering knuckle and a shock absorber.
  • the leaf spring assembly includes two leaf spring assemblies arranged in the front and rear directions. Each leaf spring assembly is arranged transversely relative to the main structure, and the middle part of each leaf spring assembly is fixedly connected with the main structure. Each leaf spring assembly is provided with two free ends in the length direction, and each free end is provided with a first installation part and a second installation part.
  • One end of the upper swing arm is rotatably connected with the main structure.
  • the upper end of the steering knuckle is connected with the other end of the upper swing arm through the first connecting mechanism; the lower end of the steering knuckle is connected with the first mounting parts of the two leaf spring assemblies through the second connecting mechanism.
  • the upper end of the shock absorber is connected with the main structure, and the lower end of the shock absorber is connected with the second mounting parts of the two leaf spring assemblies through a third connection mechanism.
  • the leaf spring assembly includes two leaf spring assemblies arranged in the front and rear directions, which can enhance the connection strength of the entire suspension structure.
  • the shock absorber is connected between the two leaf spring assemblies and arranged on the beating center line of the wheel. The force of the shock absorber is average, which can better provide shock absorption effect and improve the stability of the suspension.
  • the first installation part includes a first lifting lug;
  • the second connection mechanism includes a first rotating shaft and a first ball joint connection mechanism. Both ends of the first rotating shaft are hinged to the first lifting lugs of the two leaf spring assemblies.
  • the first ball joint connection mechanism connects the middle part of the first rotating shaft and the lower end of the steering knuckle.
  • the first mounting part adopts the design of the first lifting lug, which facilitates the hinge connection with the first rotating shaft, so that the connection with the steering knuckle is rotatable.
  • the first ball joint connection mechanism can further expand the rotation dimension of the steering knuckle.
  • the first ball joint mechanism includes a ball socket and a ball joint.
  • the ball seat is arranged in the middle of the first rotating shaft, the ball joint rod and the ball joint seat are rotatably matched, and the ball joint rod is connected to the lower end of the steering knuckle.
  • the first ball joint connection structure can realize that the steering knuckle moves up and down with the leaf spring assembly and rotates relative to the leaf spring assembly.
  • the two leaf spring assemblies are arranged symmetrically with respect to a middle plane, and the axis of the shock absorber is located on the middle plane.
  • the force of the shock absorber can directly act on the beating center of the wheel, and the shock absorption effect is more obvious; at the same time, the shock absorber can no longer bear the bias moment, reducing the wear of the shock absorber, thereby prolonging the service life of the shock absorber.
  • the leaf spring assembly also includes "U-shaped" bolts for connecting the middle of the leaf spring assembly to the main structure.
  • the "U-shaped” bolt has a simple structure and a lightweight design, and can conveniently fasten the leaf spring assembly.
  • the leaf spring assembly further includes a reinforcing plate.
  • the reinforcing plate is arranged below the two leaf spring assemblies for supporting the two leaf spring assemblies.
  • the reinforcement plate is connected to the main structure by "U-shaped" bolts.
  • the reinforcing plate can increase the connection strength and stability of the leaf spring assembly, thereby increasing the load-bearing quality of the suspension structure. The cooperation between the reinforcement plate and the "U-shaped" bolt makes the connection between the leaf spring assembly and the main structure more secure.
  • the leaf spring assembly includes at least two leaf springs, a leaf spring connection assembly, two first mounting portions and two second mounting portions. Wherein, the at least two leaf springs are overlapped vertically. From bottom to top, the lengths of the at least two leaf springs gradually decrease.
  • the at least two leaf springs include a first leaf spring and a second leaf spring. The length of the first leaf spring is greater than the length of the second leaf spring.
  • the leaf spring connection assembly is used for fixedly connecting the main parts of the leaf spring in the length direction together.
  • the two first installation parts are respectively arranged on the two first free ends of the first leaf spring along the length direction.
  • the two second installation parts are respectively arranged on the two second free ends of the second leaf spring along the length direction.
  • the first leaf spring is arranged at the lowermost end of the leaf spring assembly, so that the first leaf spring can be provided with two first installation parts on the two first free ends along the length direction, and the lowermost end can support other leaf springs and other components.
  • the second leaf spring is located above the first leaf spring. Since the length of the first leaf spring is greater than the length of the second leaf spring, the second leaf spring is arranged above the first leaf spring, so that two second mounting parts can be arranged on the two second free ends of the second leaf spring .
  • the second leaf spring is adjacent to or spaced apart from the first leaf spring, and the distance in the vertical direction between the two first free ends and the two second free ends can be flexibly adjusted, enabling more flexible Adapt to the installation space requirements of other components such as steering knuckles and shock absorbers.
  • the two second installation parts are located between the two first installation parts, and the positions of the first installation part and the second installation part can be staggered from each other to avoid connecting parts during installation.
  • the mutual interference is convenient for the installation of steering knuckles, shock absorbers or other components.
  • a vehicle including the suspension structure provided in the first aspect of the present application.
  • the connection strength and stability of the vehicle suspension structure are significantly improved; The number of parts is reduced, and it is conducive to the steering of the wheels, and the shock absorption effect is more obvious.
  • the main structure is the vehicle body and/or sub-frame, which is connected with the suspension structure of the present application, which can improve the stability and comfort of the vehicle; at the same time, it can reduce the wear of the shock absorber to improve the reliability of the vehicle and service life.
  • the suspension structure provided in the first aspect of the present application includes a leaf spring assembly, an upper swing arm, a steering knuckle and a shock absorber.
  • the leaf spring assembly includes two leaf spring assemblies arranged in the front and rear directions, which not only provides installation space for steering knuckles, shock absorbers or other components, reduces the number of connecting parts, but also improves the connection strength of the leaf spring assembly .
  • the location of the shock absorber is located on the beating center line of the wheel, and the shock absorption effect is more obvious to improve the stability of the suspension structure. Therefore, the suspension structure of the present application can improve the connection strength and stability of the suspension structure.
  • Fig. 1 is an axonometric view of a suspension structure disclosed in an embodiment of the present application
  • Fig. 2 is a schematic diagram of an exploded structure of a suspension structure disclosed in an embodiment of the present application
  • Fig. 3 is an axonometric view of a leaf spring assembly disclosed in an embodiment of the present application.
  • Fig. 4 is a front view of a partial structure of the suspension structure disclosed in an embodiment of the present application.
  • Fig. 5 is a schematic cross-sectional view of the suspension structure shown in Fig. 4 along the A-A line;
  • Fig. 6 is a schematic cross-sectional view of the suspension structure shown in Fig. 4 along the line B-B;
  • Fig. 7 is a left view of the suspension structure disclosed in an embodiment of the present application.
  • Fig. 8 is a top view of the suspension structure disclosed in an embodiment of the present application.
  • Fig. 9 is a schematic structural view of a vehicle disclosed in an embodiment of the second aspect of the present application.
  • the existing suspension structure is composed of a leaf spring assembly
  • the connection strength is weak, and it is easy to break under the external impact force; moreover, the suspension structure composed of a leaf spring assembly is also poor in stability. Easy to shake and shake.
  • the arrangement position of the shock absorber in the existing suspension structure has a bias moment, which is not conducive to the steering of the wheel and the transmission of force when the wheel is bouncing, resulting in poor stability of the suspension structure.
  • the present application provides a suspension structure, which includes a leaf spring assembly, a steering knuckle, a shock absorber, and an upper swing arm.
  • the leaf spring assembly has two leaf spring assemblies, which can improve the connection strength of the suspension structure; and each leaf spring assembly has two free ends, which can provide installation space for the steering knuckle and shock absorber, and improve the vehicle Utilization of installation space.
  • the shock absorber is located on the beating center line of the wheel, and the shock absorption effect of the shock absorber is more obvious, which effectively improves the stability of the suspension structure.
  • the embodiment of the present application discloses a suspension structure 1 .
  • the suspension structure 1 includes a leaf spring assembly, an upper swing arm 12 , a steering knuckle 13 and a shock absorber 14 .
  • the leaf spring assembly includes two leaf spring assemblies 11 arranged in the front-rear direction. Each leaf spring assembly 11 is arranged laterally relative to the main structure (not shown in FIG. 1 ), and the middle part of each leaf spring assembly 11 is fixedly connected to the main structure.
  • Each leaf spring assembly 11 is provided with two free ends 110 along the length direction, and each free end 110 is provided with a first mounting portion 111 and a second mounting portion 112 .
  • One end of the upper swing arm 12 is rotatably connected with the main structure.
  • the upper end of the steering knuckle 13 is connected to the other end of the upper swing arm 12 through the first connecting mechanism 15 ; the lower end of the steering knuckle 13 is connected to the first mounting portions 111 of the two leaf spring assemblies 11 through the second connecting mechanism 16 .
  • the upper end of the shock absorber 14 is connected to the main structure, and the lower end of the shock absorber 14 is connected to the second mounting parts 112 of the two leaf spring assemblies 11 through the third connecting mechanism 17 .
  • Suspension structure 1 is the general term for all force transmission connection devices between the vehicle frame or body and wheels, which are used to transmit the force and moment between the frame and wheels, and buffer the impact transmitted to the frame or body from uneven road surfaces load, attenuating the vibration of the car body caused by the impact of the road surface, so as to ensure that the car can run smoothly.
  • Suspension structure 1 can be made up of elastic element, guide mechanism and shock absorber 14 etc., part also includes buffer block, stabilizer bar etc., wherein elastic element is generally spring, leaf spring etc., preferably is leaf spring; Guide mechanism generally includes upper The swing arm 12, the lower swing arm, the steering knuckle 13, etc., transmit force and moment and also play a guiding role, and at the same time, they can control the trajectory of the wheels during the driving process of the vehicle. Moreover, the suspension structure 1 can be composed of two sets of leaf spring assemblies 11, and can provide space for installation of the steering knuckle 13 and the shock absorber 14, so that the shock absorber 14 is located on the beating center line of the wheel and no longer bears the biasing moment. It is a new type of structure.
  • the leaf spring assembly of the embodiment of the present application is composed of two leaf spring assemblies 11 arranged in the front and back directions.
  • the leaf spring assembly 11 is a traditional elastic element and guide mechanism in the vehicle suspension structure 1, which can be used to transmit various forces and moments, and has a certain friction and shock absorption effect.
  • Leaf springs are generally composed of several pieces of alloy spring steel with unequal lengths, which are similar to a group of spring beams of equal strength.
  • the leaf spring assembly 11 shown in FIG. 3 includes at least two leaf springs, including a first leaf spring 113 and a second leaf spring 114 . Wherein "at least two pieces” means more than two pieces (including two pieces), and the embodiment of the present application does not specifically limit the number of leaf springs.
  • the lengths of several leaf springs gradually decrease from the bottom to the top, but this embodiment of the application does not limit it.
  • the leaf spring can be made of alloy steel or other materials.
  • Leaf springs can be divided into elliptical leaf springs, semi-elliptical leaf springs, quarter elliptical leaf springs and flat leaf springs according to their shapes. The above four types of leaf springs are all combined leaf springs, relying on High friction and shock absorption performance.
  • the leaf spring shown in FIG. 3 is preferably a leaf spring, but this embodiment of the present application does not limit it, and may also be other types of leaf springs.
  • the upper swing arm 12 guides and supports the suspension structure 1 of the vehicle, and is symmetrically arranged left and right. Its deformation affects the alignment of the wheels and reduces the driving stability.
  • the upper swing arm 12 is mainly used to transmit moment, support the knuckle arm and moderate the longitudinal load. Specifically, when the wheels bounce up and down, the upper swing arm 12 can swing according to a specific trajectory, participate in constraining the movement trajectory of the wheels, and at the same time transmit the forces and moments acting on the vehicle in various directions caused by uneven road surfaces.
  • the upper swing arm 12 usually cooperates with the lower swing arm (not shown in the figure).
  • the upper swing arm 12 and the lower swing arm need to be driven and installed together.
  • the wheel on the steering knuckle 13 rotates about the center of rotation of the suspension structure 1 .
  • the shock absorber 14 is located between the two forks of the upper swing arm 12, one end of the upper swing arm 12 is rotatably connected to the upper end of the steering knuckle 13, and the other end of the upper swing arm 12 is connected to the main structure.
  • the upper swing arm 12 can be stamped and then tailor-welded, or can be made of high-strength nodular cast iron, or made in other ways, which is not particularly limited in the embodiment of the present application.
  • the steering knuckle 13 is generally in the shape of a fork, and the upper and lower forks have two coaxial holes for installing the kingpin, and the steering knuckle journal is used for installing the wheel.
  • the steering knuckle 13 supports and drives the wheels to rotate around the kingpin to steer the vehicle.
  • the lower swing arm installation part of the steering knuckle 13 can be connected with the first installation part 111 in the leaf spring assembly 11 to reduce the vertical dimension of the steering knuckle 13, thereby reducing the weight of the steering knuckle 13. 13 weights.
  • the upper swing arm installation part of the steering knuckle 13 is connected with the upper swing arm 12, which can be used to bear a certain combined bending and torsion moment, which is beneficial to the free steering of the wheels; and the steering knuckle 13 and the upper swing arm 12 are both in the suspension structure 1 Left and right symmetrical arrangement.
  • the shock absorber 14 is a part of the shock absorber assembly, wherein the shock absorber assembly is composed of the shock absorber 14, a lower spring pad, a dust cover, a spring, a shock pad, an upper spring pad, a spring seat, a bearing, Top rubber, nuts and other components. Moreover, the shock absorber 14 is one of the important components of the suspension structure 1, arranged symmetrically on the left and right, installed in parallel with the elastic elements, and jointly undertakes the functions of mitigating shock and shock absorption. Shock absorber 14 is mainly used for suppressing the shock when the spring rebounds after shock absorption and the impact from the road surface, and is used to counteract the torsional vibration of the crankshaft.
  • shock absorbers 14 are mainly divided into hydraulic type and pneumatic type according to the angle of generating damping materials, and there is also a shock absorber 14 with variable damping; shock absorbers 14 are mainly divided into double-tube type and single-tube type according to the structural angle. It can be further divided into single cylinder air pressure shock absorber, double cylinder oil pressure shock absorber and double cylinder oil gas shock absorber.
  • the shock absorber 14 can be connected with the second mounting part 112 of the leaf spring assembly 11, and be located on the beating centerline of the wheel, so that the shock absorber 14 is stressed It is possible to act directly on the center of runout of the wheel and to avoid biasing moments of the shock absorber 14 .
  • the free end 110 is the active end of the leaf spring assembly 11 where all degrees of freedom are not restricted, and can be used to connect the steering knuckle 13, the shock absorber 14 and other components.
  • the leaf spring assembly 11 is provided with two free ends 110 , and each free end 110 is provided with a first installation part 111 and a second installation part 112 . It is further understood that, in conjunction with FIG.
  • the leaf spring assembly 11 includes a first leaf spring 113 and a second leaf spring 114, and two ends of the first leaf spring 113 are provided with two first free ends, and the two ends of the first leaf spring 114 are There are two second free ends, that is, the free end 110 includes a first free end and a second free end.
  • the free end 110 and the leaf spring can be integrally formed or detachably connected, depending on the requirements of actual application scenarios.
  • the leaf spring assembly includes two leaf spring assemblies 11 arranged in the front and rear directions, which can enhance the connection strength of the entire suspension structure 1 , thereby increasing the load capacity of the vehicle.
  • the shock absorber 14 is connected between the two leaf spring assemblies 11, arranged on the beating center line of the wheel, the force of the shock absorber 14 is average, and the shock absorption effect can be better provided to improve the stability of the suspension structure 1 sex.
  • the first mounting part 111 includes a first lifting ear 111 a.
  • the second connecting mechanism 16 includes a first rotating shaft 162 and a first ball joint connecting mechanism 161 , the first ball joint connecting mechanism 161 connects the middle part of the first rotating shaft 162 and the lower end of the steering knuckle 13 .
  • the mounting portion is a portion on the free end 110 of the leaf spring assembly 11 for mounting components such as the steering knuckle 13 and the shock absorber 14 .
  • one leaf spring assembly 11 includes two first installation parts 111 and two second installation parts 112 .
  • the mounting part can bear concentrated load and pressure, including but not limited to the component form of lifting lug, axle lug and tail lug, preferably the component form of lifting lug, which can be adapted to the connection ends of parts such as steering knuckle 13 and shock absorber 14. match.
  • the first mounting part 111 is preferably a first lifting ear 111 a
  • the second mounting part 112 is preferably a second lifting ear 112 a.
  • the lifting lug is a force-bearing component installed on the leaf spring assembly 11 for connection, and is also an important connection part of the suspension structure 1 .
  • the two first lifting lugs 111 a are disposed on the two first free ends of the first leaf spring 113 ; the two second lifting lugs 112 a are disposed on the two second free ends of the second leaf spring 114 .
  • the first lifting lug 111a and the second lifting lug 112a have good load-bearing capacity and stability, are not easily deformed, and have strong corrosion resistance.
  • the material of the lifting lug is the same as or close to that of the leaf spring.
  • the lifting lug can be integrally formed with the leaf spring or connected detachably; preferably, the first lifting lug 111a and the second lifting lug 112a are integrally formed and connected with the leaf spring, so as to simplify the manufacturing process of the leaf spring assembly 11 .
  • the shape of the lifting lug can be circular arc, elliptical arc, square arc or edge arc, etc., preferably circular arc or elliptical arc, which has a certain accommodation space and degree of freedom to adapt to the connecting parts.
  • the connection mechanism includes a first connection mechanism 15 , a second connection mechanism 16 and a third connection mechanism 17 .
  • the first connection mechanism 15 is used to connect the upper swing arm 12 to the upper swing arm installation portion of the steering knuckle 13 ;
  • the second connection mechanism 16 is used to connect the leaf spring assembly 11 to the lower swing arm installation portion of the steering knuckle 13 .
  • the third connection mechanism 17 is used to connect the shock absorber 14 and the leaf spring assembly 11, and at the same time complete the connection of the suspension mechanism 1 and the main structure.
  • the second connection mechanism 15 includes a first rotating shaft 162 , a first ball joint connection mechanism 161 and a first fastening bolt 163 .
  • the first fastening bolt 163 is used to embed the first rotating shaft 162 so as to fix the second connecting mechanism 16 and limit the movement of the second connecting mechanism 16 to prevent falling off.
  • the first connecting mechanism 15 is similar to the second connecting mechanism 16, and also has a ball joint mechanism, which cooperates with the first ball joint mechanism 161 to jointly realize the steering knuckle 13 and the upper swing arm 12. guide and rotation; while ensuring the rotation function, the vertical dimension of the steering knuckle 13 can be reduced.
  • the third connecting mechanism 17 includes a second rotating shaft 171 and a second fastening bolt 172 , and the third connecting mechanism 17 is fixed by the second fastening bolt 172 to prevent the third connecting mechanism 17 from falling off.
  • the first mounting part 111 adopts the structural design of the first lifting lug 111a, which is convenient to achieve hinged connection with the first rotating shaft 162, so that the connection with the steering knuckle 13 is rotatable.
  • the first ball joint mechanism 161 can further expand the rotation dimension of the steering knuckle 13.
  • the second mounting part 112 includes a second lifting ear 112a.
  • the third connecting mechanism 17 includes a second rotating shaft 171 . Both ends of the second rotating shaft 171 are hinged to the second lifting lugs 112 a of the two leaf spring assemblies 11 , and the lower end of the shock absorber 14 is connected to the middle of the second rotating shaft 171 .
  • Hinged joint is a hinge connection, which is a movable connection method, aiming to make the hinged part have a certain rotation ability.
  • Bearing connections, hinge connections, ball hinges, etc. are common hinges.
  • Hinge joints are commonly used in the connection of devices or parts of two parts of machines, vehicles, doors and windows, and objects, such as suspension structures 1, brackets and other specific application scenarios.
  • the first connecting mechanism 15, the second connecting mechanism 16, and the third connecting mechanism 17 are all hinged, and can realize rotation.
  • the first connecting mechanism 15 and the second connecting mechanism 16 are ball hinges, and their movable dimensions are more flexible; the ball hinges of the two connecting mechanisms cooperate with each other to jointly realize the rotation and guidance of the steering knuckle 13 .
  • the rotating shaft is the shaft that must be used to connect the main parts of the product parts and is used to bear both bending moment and torque in the rotating work.
  • the shaft has high strength and corrosion resistance to prevent breakage when connecting.
  • the rotating shaft includes a first rotating shaft 162 and a second rotating shaft 171 .
  • the first rotating shaft 162 is an important part of the second connecting mechanism 16; the two ends of the first rotating shaft 162 are directly connected with the first lug 111a, and the two ends are embedded and fixed by the first fastening bolts 163 to prevent the second A rotating shaft 162 falls off from the first lug 111a.
  • the middle part of the first rotating shaft 162 has a certain accommodation space, which is connected with the first ball joint mechanism 161 to restrict the movement of the first ball joint mechanism 161 within the middle range of the first rotating shaft 162 .
  • the second rotating shaft 171 is an important part of the third connecting mechanism 17; the two ends of the second rotating shaft 171 are directly connected with the second lifting lug 112a, and the middle part of the second rotating shaft 171 is connected with the shock absorber 14, and the second fixing bolt is used 172 constrains the second rotating shaft 171 in the second lifting ear 112a.
  • the second mounting part 112 adopts the structural design of the second lifting lug 112a, which is convenient to achieve hinged connection with the second rotating shaft 171, so as to make the connection with the shock absorber 14 rotatable.
  • the shock absorber 14 is connected with the middle part of the second rotating shaft 171, so that the shock absorber 14 is located on the beating center line of the wheel.
  • the first ball joint mechanism 161 includes a ball joint seat 161 a and a ball joint rod 161 b.
  • the ball joint 161 a is arranged in the middle of the first rotating shaft 162
  • the ball joint 161 b is rotatably engaged with the ball joint 161 a
  • the ball joint 161 b is connected to the lower swing arm mounting portion at the lower end of the steering knuckle 13 .
  • the ball seat 161a is an important part of the vehicle steering ball assembly and a key component in the vehicle steering system.
  • the ball seat 161a cooperates with the ball joint rod 161b, and belongs to the load concentration area.
  • the surface section of the ball seat 161a is arc-shaped, and there is a spherical cavity inside it, which can accommodate the ball head of the ball joint rod 161b.
  • the ball joint rod 161b includes a rod portion and a ball head, and the ball head can be inserted into the ball head seat.
  • One end of the ball head of the first ball head connection mechanism 161 is disposed in the cavity in the middle of the first rotating shaft 162 for realizing the rotation function of the first ball head connection structure 161 . Referring to FIG.
  • the ball-joint link 161 b is an active end of the first ball-joint connection mechanism 161 , and is connected to the lower swing arm installation portion at the lower end of the steering knuckle 13 .
  • the first connecting mechanism 15 also has a ball joint structure, and the ball joint mechanism also includes a ball joint seat 161 a and a ball joint rod 161 b for connecting the upper swing arm 12 to the upper swing arm mounting portion of the steering knuckle 13 .
  • the first ball joint connection structure 161 can realize that the steering knuckle 13 moves up and down with the leaf spring assembly 11 and rotates relative to the leaf spring assembly 11 .
  • the ball center of the ball joint rod 161 b is located on the axis of the first rotating shaft 162 .
  • the spherical center of the ball-joint link 161b is the center of the ball head of the ball-joint link 161b.
  • K2 is an axis in the horizontal direction of the first rotating shaft 162
  • K3 is another axis (center line) in the vertical direction of the first rotating shaft 162
  • the intersection of the two axes of K2 and K3 is the ball joint rod 161b center of the ball. Since the first ball-joint connection mechanism 161 is directly connected to the steering knuckle 13 , the spherical center of the ball-joint link 161 b is located on the axis of the first rotating shaft 162 , which can reduce the size of the steering knuckle 13 in the vertical direction.
  • the spherical center of the ball-joint connecting rod 161b is located on the axis of the first rotating shaft 162, which is conducive to reducing the vertical direction of the steering knuckle 13 while ensuring the realization of the rotation function of the first ball-joint connecting mechanism 161.
  • the size of the steering knuckle 13 is reduced, and the lightweight design of the steering knuckle 13 is realized.
  • the leaf spring assembly 11 is arranged symmetrically with respect to a middle plane, and the axis of the shock absorber 14 is located on the middle plane.
  • An axis refers to a straight line around which an object or a three-dimensional figure rotates or can be conceived to rotate, and can also be called the central axis or center line.
  • the line K1 is the axis of the shock absorber 14 , and the shock absorber 14 moves on the line K1 for telescopic shock absorption.
  • the K4 line is a line parallel to the length direction Y of the leaf spring assembly 11, and the K4 line and the K1 line are jointly located on a plane, which is the middle plane of the embodiment of the present application; and the leaf spring assembly 11 It is arranged symmetrically with respect to the above-mentioned mid-plane.
  • the force of the shock absorber 14 can directly act on the beating center line of the wheel, and the shock absorption effect is more obvious; meanwhile, the shock absorber 14 can no longer bear the bias moment, reducing the wear of the shock absorber 14, Thus, the service life of the shock absorber 14 is extended.
  • the leaf spring assembly further includes a "U-shaped" bolt 18 for connecting the middle part of the leaf spring assembly 11 with the main structure.
  • U-shaped bolts 18 also known as saddle bolts, have a wide range of uses. There are threads at both ends that can be combined with nuts (not shown in the figure). on the main structure.
  • the "U-shaped" bolt 18 has a simple structure, can be designed with a light weight, and can conveniently fasten the leaf spring assembly 11 .
  • the leaf spring assembly further includes a reinforcing plate 19 .
  • the reinforcing plate 19 is disposed below the two leaf spring assemblies 11 for supporting the two leaf spring assemblies 11 .
  • Reinforcement plates 19 are attached to the main structure by "U-shaped" bolts 18 .
  • the reinforcing plate 19 is used to connect the front and rear leaf spring assemblies 11 together. Reinforcement plates 19 cooperate with "U-shaped" bolts 18 to connect the entire leaf spring assembly to the main structure of the vehicle.
  • the reinforcing plate 19 can be plate-shaped or other shapes, and it can be made of high-strength materials such as stainless steel, which is not easily deformed.
  • the reinforcing plate 19 can increase the connection strength and stability of the leaf spring assembly, thereby increasing the load-bearing quality of the suspension structure 1 .
  • the cooperation between the reinforcing plate 19 and the "U-shaped" bolt 18 makes the connection between the leaf spring assembly and the main structure more secure.
  • the leaf spring assembly 11 includes at least two leaf springs, a leaf spring connection assembly 115 , two first mounting portions 111 and two second mounting portions 112 .
  • the at least two leaf springs are overlapped vertically; the lengths of the at least two leaf springs gradually decrease from bottom to top.
  • the at least two leaf springs include a first leaf spring 113 and a second leaf spring 114 , and the length of the first leaf spring 113 is greater than that of the second leaf spring 114 .
  • the leaf spring connection assembly 115 is used for fixedly connecting the main parts of the at least two leaf springs in the length direction together.
  • the two first mounting portions 111 are respectively disposed on two first free ends of the first leaf spring 113 along the length direction.
  • the two second mounting portions 112 are respectively disposed on two second free ends of the second leaf spring 114 along the length direction.
  • the leaf spring connecting assembly 115 is used for fixedly connecting the main parts of the at least two leaf springs in the leaf spring assembly 11 together.
  • the connection assembly is generally composed of locking pieces and limit pieces, which can be bolted, buckled, or other detachable connection methods, or integrally formed by welding, riveting, or stamping.
  • the leaf spring connection assembly 115 can be Mainly disassemble the connection.
  • Bolt connection can be a combination of nuts and bolts, and it is a connection method that uses bolts to connect two or more parts or components into a whole. In particular, the bolted assembly may secure the body portions of all the leaf springs in the leaf spring assembly 11 .
  • the buckle connection can be a combination of a buckle and a limit block, or the use of components such as a snap ring or a buckle to limit the movement of the leaf spring.
  • the “length direction” refers to the direction extending along the length of the leaf spring relative to the leaf spring itself; referring to FIG. 4, the “length direction” is the Y direction.
  • two first mounting portions 111 and two second mounting portions 112 are provided on the leaf spring assembly 11 .
  • vertical direction refers to the direction perpendicular to the horizontal plane when the leaf spring assembly 11 is placed parallel to the horizontal plane, or the direction perpendicular to the length direction of the leaf spring assembly 11, which is the X direction in FIG. 4 .
  • the at least two leaf springs are overlapped.
  • “overlapping setting” refers to the stacking and superposition of the at least two leaf springs; preferably, they are stacked in the vertical direction, and the length of the at least two leaf springs can be gradually reduced from the bottom to the top. .
  • the leaf spring assembly 11 includes at least two leaf springs, which can not only enhance the connection strength and durability of the leaf spring assembly 11 , but also improve the fatigue life of the leaf spring assembly 11 .
  • both the first leaf spring 113 and the second leaf spring 114 are provided with two installation parts, which can provide installation space for the steering knuckle 13 and the shock absorber 14, and improve the utilization rate of the vehicle installation space.
  • the first leaf spring 113 is disposed at the lowermost end of the leaf spring assembly 11 .
  • the "lowermost end” refers to the lowermost end in the vertical direction among all the overlapping leaf springs relative to the leaf spring assembly 11 . It can be understood that the first leaf spring 113 is the lowest leaf spring in the vertical direction among all the leaf springs. And along the vertical direction, from the bottom to the top, the length of the leaf spring gradually decreases, so the first leaf spring 113 at the lowest end should be the leaf spring with the longest length.
  • the first leaf spring 113 is arranged at the lowermost end of the leaf spring assembly 11, so that the first leaf spring 113 is provided with two first installation parts 111 on the two first free ends along the length direction, and The lowermost end can support other leaf springs as well as other components.
  • the second leaf spring 114 is located above the first leaf spring 113 .
  • “Above” refers to a direction opposite to “below” along a vertical direction.
  • the first leaf spring 113 is located at the lowermost end of the leaf spring assembly 11 , the other leaf springs are above the first leaf spring 113 , and the second leaf spring 114 is also located above the first leaf spring 113 . And from the bottom to the top, the length of the leaf spring gradually decreases, so the length of the second leaf spring 114 is shorter than the length of the first leaf spring 113 .
  • the second leaf spring 114 is disposed above the first leaf spring 113 , so that two second mounting portions 112 are provided on two second free ends of the second leaf spring 114 .
  • the second leaf spring 114 is arranged adjacent to or spaced apart from the first leaf spring 113 .
  • “Adjacent or spaced apart” means that along the vertical direction, the second leaf spring 114 is located above the first leaf spring 113, and may be adjacently arranged, that is, the upper end surface of the first leaf spring 113 and the lower end of the second leaf spring 114 The surfaces are in contact; it can also be arranged at intervals, that is, at least one leaf spring is sandwiched between the second leaf spring 114 and the first leaf spring 113 , which is not limited in this embodiment of the present application.
  • the second leaf spring 114 is arranged adjacent to or spaced apart from the first leaf spring 113, and the vertical distance between the two first free ends and the two second free ends can be flexibly adjusted.
  • the installation space requirements of other components such as the steering knuckle 13 and the shock absorber 14 are more flexibly adapted.
  • two second installation parts 112 are located between two first installation parts 111 .
  • the two second installation parts 112 are located between the two first installation parts 111, and the positions of the first installation part 111 and the second installation part 112 can be staggered from each other, so as to avoid mutual contact between the connecting parts during installation. Interference, to facilitate the installation of steering knuckle 13, shock absorber 14 or other components.
  • the embodiment of the present application discloses a vehicle, including all the above suspension structures 1 .
  • the vehicle of the present application on the one hand, the connection strength and stability of the vehicle suspension structure 1 are significantly improved; on the other hand, the steering knuckle 13 and the shock absorber 14 are arranged on two plates Between the spring components 11, not only can reduce the number of connected parts, but also facilitate the steering of the wheels, and the damping effect is more obvious.
  • the main structure is a vehicle body and/or a sub-frame.
  • the main structure is the vehicle body and/or the subframe, which is connected with the suspension structure 1 of the present application, which can improve the stability and comfort of the vehicle; at the same time, the wear and tear of the shock absorber 14 can be reduced to improve Vehicle reliability and service life.

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  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

本申请实施例提供一种悬架结构以及车辆，涉及车辆技术领域。本申请的悬架结构包括板簧总成、上摆臂、转向节和减震器。其中，板簧总成包括两个前后方向排列的板簧组件。每个板簧组件相对于主体结构横向布置，每个板簧组件的中部与主体结构固定连接；每个板簧组件的长度方向均设有两个自由端；每个自由端均设有第一安装部和第二安装部。上摆臂的一端与主体结构可转动连接。转向节的上端通过第一连接机构与上摆臂的另一端连接；转向节的下端通过第二连接机构与两个板簧组件的第一安装部连接。减震器的上端与主体结构连接，减震器的下端通过第三连接机构与两个板簧组件的第二安装部连接。本申请的悬架结构，其连接强度和稳定性均有所提高。

Description

悬架结构、车辆
相关申请的交叉引用
本申请要求享有于2021年09月29日提交的名称为“悬架结构、车辆”的中国专利申请202122384667.4的优先权，该申请的全部内容通过引用并入本文中。
技术领域
本申请涉及车辆技术领域，特别是涉及一种悬架结构、车辆。
背景技术
悬架结构是车辆的车架与车轮之间所有传力连接装置的总称，用于传递车架与车轮之间的力和力矩，并且缓冲由路面不平传给车架的冲击载荷，衰减由路面冲击引起的车体振动，以保证汽车能平顺地行驶。传统的悬架结构由弹性元件、导向机构以及减震器等组成，部分还包括缓冲块、横向稳定杆等，其弹性元件一般为弹簧、板簧等。对于板簧形式的弹性元件，一般由一组板簧构成。现有一个板簧组件构成的悬架结构，连接强度较弱，在外部冲击力下容易断裂；而且一组板簧构成的悬架结构，稳定性较差，在车辆颠簸时车身容易摇曳晃动。因此，如何提高悬架结构的连接强度以及稳定性成为亟需解决的问题。
发明内容
本申请提供一种悬架结构，旨在于提高悬架结构的连接强度与稳定性。
本申请第一方面提供一种悬架结构，包括板簧总成、上摆臂、转向节和减震器。板簧总成包括两个前后方向排列的板簧组件。每个板簧组件相对于主体结构横向布置，每个板簧组件的中部与主体结构固定连接。每个板簧组件的长度方向均设有两个自由端，每个自由端均设有第一安装部和第二安装部。上摆臂的一端与主体结构可转动连接。转向节的上端通过第一连接机构与上摆臂的另一端连接；转向节的下端通 过第二连接机构与两个板簧组件的第一安装部连接。减震器的上端与主体结构连接，减震器的下端通过第三连接机构与两个板簧组件的第二安装部连接。其中，板簧总成包括两个前后方向排列的板簧组件，可以增强整个悬架结构的连接强度。而且减震器连接在两个板簧组件之间，布置于车轮的跳动中心线，减震器的受力平均，可更好地提供减震效果，以提高悬架的稳定性。
在一些实施例中，第一安装部包括第一吊耳；第二连接机构包括第一转轴和第一球头连接机构。第一转轴的两端与两个板簧组件的第一吊耳铰接。第一球头连接机构连接第一转轴的中部和转向节的下端。第一安装部采用第一吊耳的设计，便于与第一转轴实现铰接，从而使得与转向节的连接可转动。而且第一球头连接机构，可以进一步扩展转向节的旋转维度。
在一些实施例中，第二安装部包括第二吊耳；第三连接结构包括第二转轴。第二转轴的两端与两个板簧组件的第二吊耳铰接；减震器的下端与第二转轴的中部连接。第二安装部采用第二吊耳的设计，便于与第二转轴实现铰接，从而使得与减震器的连接可转动。而且减震器与第二转轴的中部连接，使得减震器位于车轮的跳动中心线上。
在一些实施例中，第一球头连接机构包括球头座和球头连杆。球头座设置在第一转轴的中部，球头连杆和球头座可转动配合，球头连杆连接转向节的下端。第一球头连接结构，可实现转向节伴随板簧组件上下运动以及相对于板簧组件转动。
在一些实施例中，球头连杆的球心位于第一转轴的轴线上，使得球头连杆的转动中心位于第一转轴的轴线上。在保证实现第一球头连接机构旋转功能的同时，有利于减小转向节的竖直方向的尺寸，减轻转向节的重量，实现转向节的轻量化设计。
在一些实施例中，两个板簧组件相对于一个中间平面对称设置，减震器的轴线位于中间平面上。减震器受力可以直接作用于车轮的跳动中心上，减震效果更加明显；同时减震器能够不再承受偏置力矩，降低减震器的磨损，从而延长减震器的使用寿命。
在一些实施例中，板簧总成还包括“U形”螺栓，用于将板簧组件的中部与主体结构连接。而且“U形”螺栓结构简单，轻量化设计，可以便捷地对板簧组件实现紧固的操作。
在一些实施例中，板簧总成还包括加强板。加强板设置于两个板簧组件的下 方，用于支撑两个板簧组件。加强板通过“U形”螺栓与主体结构相连接。而且加强板能够增加板簧总成的连接强度与稳定性，从而可增加悬架结构的载重质量。加强板与“U形”螺栓的配合，使得板簧总成与主体结构的连接更为紧固。
在一些实施例中，所述板簧组件包括至少两片板簧、板簧连接组件、两个第一安装部和两个第二安装部。其中，所述至少两片板簧沿竖直方向重叠设置。从下方至上方，所述至少两片板簧的长度逐渐减小。所述至少两片板簧包括第一板簧和第二板簧。第一板簧的长度大于所述第二板簧的长度。板簧连接组件用于将板簧的长度方向的主体部分固定连接在一起。两个第一安装部，沿长度方向，分别设置于第一板簧的两个第一自由端。两个第二安装部，沿长度方向，分别设置于第二板簧的两个第二自由端。板簧组件包括至少两片板簧，不仅可以增强板簧组件的连接强度和耐用性，而且可以提高板簧组件的疲劳寿命。而且第一板簧与第二板簧均设有两个安装部，能够为转向节和减震器提供安装的空间，提高了车辆安装空间的利用率。
在一些实施例中，第一板簧设置于板簧组件的最下端，便于第一板簧沿长度方向在两个第一自由端上设置两个第一安装部，而且在最下端能够支撑其他板簧以及其他部件。
在一些实施例中，第二板簧位于第一板簧的上方。由于第一板簧的长度大于第二板簧的长度，因此将第二板簧设置于第一板簧上方，便于在第二板簧的两个第二自由端上设置两个第二安装部。
在一些实施例中，第二板簧与第一板簧相邻或者间隔设置，可以灵活调节两个第一自由端与两个第二自由端之间的竖直方向上距离，能够更加灵活地适配转向节与减震器等其他部件的安装空间需求。
在一些实施例中，沿板簧的长度方向，两个第二安装部位于两个第一安装部之间，能够将第一安装部与第二安装部的位置相互错开，避免安装时连接部件的相互干扰，便于转向节、减震器或者其他部件的安装。
根据本申请第二方面提供一种车辆，包括本申请第一方面提供的悬架结构。本申请的车辆，一方面车辆悬架结构的连接强度和稳定性得到显著性的提升；另一方面，车辆中转向节与减震器设置于两个板簧组件之间，不仅能够减少连接的零部件数量，而且有利于车轮的转向，减震效果更加明显。
在一些实施例中，主体结构为车身和/或副车架，与本申请的悬架结构连接， 可以提高车辆的稳定性与舒适性；同时能够降低减震器磨损，以提高车辆的可靠性和使用寿命。
在本申请第一方面提供的悬架结构，包括板簧总成、上摆臂、转向节和减震器。其中，板簧总成包括两个前后方向排列的板簧组件，不仅为转向节、减震器或者其他部件提供安装的空间，减少连接部件的数量，而且还能够提高板簧总成的连接强度。减震器的布置位置，位于车轮的跳动中心线上，减震效果更加明显，以提高悬架结构的稳定性。因此，本申请的悬架结构，可以提高悬架结构的连接强度和稳定性。
附图说明
为了更清楚地说明本申请实施例的技术方案，下面将对本申请实施例中所需要使用的附图作简单地介绍，显而易见地，下面所描述的附图仅仅是本申请的一些实施例，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，还可以根据附图获得其他的附图。
图1是本申请一实施例公开的悬架结构的轴测图；
图2是本申请一实施例公开的悬架结构的分解结构示意图；
图3是本申请一实施例公开的板簧组件的轴测图；
图4是本申请一实施例公开的悬架结构的局部结构正视图；
图5是图4所示的悬架结构沿A-A线作出的剖视示意图；
图6是图4所示的悬架结构沿B-B线作出的剖视示意图；
图7是本申请一实施例公开的悬架结构的左视图；
图8是本申请一实施例公开的悬架结构的俯视图；
图9是本申请第二方面一实施例公开的车辆的结构示意图；
在附图中，附图并未按照实际的比例绘制。
标记说明：1-悬架结构；11-板簧组件；110-自由端；111-第一安装部；111a-第一吊耳；112-第二安装部；112a-第二吊耳；113-第一板簧；114-第二板簧；115-板簧连接组件；12-上摆臂；13-转向节；14-减震器；15-第一连接机构；16-第二连接机构；161-第一球头机构；161a-球头座；161b-球头连杆；162-第一转轴；163-第一紧固螺栓；17-第三连接机构；171-第二转轴；172-第二紧固螺栓；18-“U形”螺栓；19-加强 板。
具体实施方式
下面结合附图和实施例对本申请的实施方式作进一步详细描述。以下实施例的详细描述和附图用于示例性地说明本申请的原理，但不能用来限制本申请的范围，即本申请不限于所描述的实施例。
在本申请的描述中，需要说明的是，除非另有说明，“多个”的含义是两个以上；术语“上”、“下”、“左”、“右”、“内”、“外”等指示的方位或位置关系仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。此外，术语“第一”、“第二”、“第三”等仅用于描述目的，而不能理解为指示或暗示相对重要性。“垂直”并不是严格意义上的垂直，而是在误差允许范围之内。“平行”并不是严格意义上的平行，而是在误差允许范围之内。
在本文中提及“实施例”意味着，结合实施例描述的特定特征、结构或特性可以包含在本申请的至少一个实施例中。在说明书中的各个位置出现该短语并不一定均是指相同的实施例，也不是与其它实施例互斥的独立的或备选的实施例。本领域技术人员显式地和隐式地理解的是，本文所描述的实施例可以与其它实施例相结合。
本文中术语“和/或”，仅仅是一种描述关联对象的关联关系，表示可以存在三种关系，例如，A和/或B，可以表示：单独存在A，同时存在A和B，单独存在B这三种情况。另外，本文中字符“/”，一般表示前后关联对象是一种“或”的关系。
在本申请的实施例中，相同的附图标记表示相同的部件，并且为了简洁，在不同实施例中，省略对相同部件的详细说明。应理解，附图示出的本申请实施例中的各种部件的厚度、长宽等尺寸，以及集成装置的整体厚度、长宽等尺寸仅为示例性说明，而不应对本申请构成任何限定。
下述描述中出现的方位词均为图中示出的方向，并不是对本申请的具体结构进行限定。在本申请的描述中，还需要说明的是，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是直接相连，也可以通过中间媒介间接相连。对于本 领域的普通技术人员而言，可视具体情况理解上述术语在本申请中的具体含义。
目前，现有的悬架结构有一个板簧组件构成，连接强度较弱，在外部冲击力下容易断裂；而且一个板簧组件构成的悬架结构，稳定性也较差，在车辆颠簸时车身容易摇曳晃动。另外，现有悬架结构中减震器的布置位置具有偏置力矩，不利于车轮的转向与车轮跳动时力的传递，从而导致悬架结构的稳定差。
鉴于此，本申请提供一种悬架结构，悬架结构包括板簧总成、转向节、减震器、上摆臂。其中板簧总成具有两个板簧组件，可以提高悬架结构的连接强度；而且每个板簧组件均设有两个自由端，可以为转向节、减震器提供安装的空间，提高车辆安装空间的利用率。同时减震器位于车轮的跳动中心线上，减震器的减震效果更加明显，有效地提高悬架结构的稳定性。
需要说明的是，本申请实施例描述的悬架结构，可以适用于车辆等机械制品。其中，车辆可以是燃油汽车、燃气汽车、新能源汽车、摩托车等，新能源汽车可以是纯电动汽车、混合动力汽车或增程式汽车等。本申请实施例对上述车辆不做特殊限制。
本申请的第一方面，参见图1、图2和图3，本申请实施例公开了一种悬架结构1。悬架结构1包括板簧总成、上摆臂12、转向节13和减震器14。板簧总成包括两个前后方向排列的板簧组件11。每个板簧组件11相对于主体结构(图1未示出)横向布置，每个板簧组件11的中部与主体结构固定连接。每个板簧组件11的长度方向均设有两个自由端110，每个自由端110均设有第一安装部111和第二安装部112。上摆臂12的一端与主体结构可转动连接。转向节13的上端通过第一连接机构15与上摆臂12的另一端连接；转向节13的下端通过第二连接机构16与两个板簧组件11的第一安装部111连接。减震器14的上端与主体结构连接，减震器14的下端通过第三连接机构17与两个板簧组件11的第二安装部112连接。
悬架结构1是车辆的车架或车身与车轮之间所有传力连接装置的总称，用于传递车架与车轮之间的力和力矩，并且缓冲由路面不平传给车架或车身的冲击载荷，衰减由路面冲击引起的车体振动，以保证汽车能平顺地行驶。悬架结构1可由弹性元件、导向机构以及减震器14等组成，部分还包括缓冲块、横向稳定杆等，其中弹性元件一般为弹簧、板簧等，优选为板簧；导向机构一般包括上摆臂12、下摆臂、转向节13等，传递力和力矩并兼起导向作用，同时在车辆的行驶过程当中，能够控制车轮的 运动轨迹。而且悬架结构1可由两组板簧组件11构成，并可以为转向节13、减震器14提供安装的空间，使得减震器14位于车轮的跳动中心线上，不再承受偏置力矩，是一种新型的结构。
本申请实施例的板簧总成，是由两个前后方向排列的板簧组件11等构件组成。板簧组件11，是车辆悬架结构1中传统的弹性元件与导向机构，可用于传递各种力和力矩，其本身具有一定的摩擦减震作用。板簧一般是由若干片不等长的合金弹簧钢组合而成一组近似于等强度弹簧梁。为了提高板簧组件11的连接强度，如图3所示的板簧组件11包括至少两片板簧，其中包括第一板簧113和第二板簧114。其中“至少两片”为两片以上(包含两片)，本申请实施例对板簧的数量不作特别限制。图3中板簧组件11中，若干片板簧的长度从下方至上方逐渐减小，但本申请实施例不作限制，也可以使从下方至上方逐渐变长或者长度不一叠加。板簧的材质可以为合金钢或者其他材质。板簧按照外形可分为椭圆形板簧、半椭圆形板簧、四分之一椭圆形板簧和片板簧，以上四种类型板簧均为组合型式的板簧，依靠与板之间的摩擦力而具有较高的缓冲和减震性能。如图3所示的板簧优选为片板簧，但是本申请实施例不作限定，也可为其他类型的板簧。
上摆臂12为车辆悬架结构1的导向和支撑，左右对称布置，其变形影响车轮定位，降低行车稳定性。上摆臂12主要用于传递力矩，以及支持转向节臂并缓和纵向载荷。具体而言，在车轮上下跳动时，上摆臂12能够按照特定的轨迹进行摆动，参与约束车轮的运动轨迹，同时传递由路面不平产生的作用于车辆的各个方向的力和力矩。在悬架结构1中，上摆臂12通常与下摆臂(图中未示出)相互配合。在悬架结构1承受载荷过大或路遇颠簸时，弹簧发生形变导致车身与车轮相对位置发生变化，为了保证车辆悬架结构1能够满足使用要求，需要上摆臂12和下摆臂一起带动安装在转向节13上的车轮绕悬架结构1的旋转中心转动。如图1所示，减震器14位于上摆臂12的两个叉臂中间，上摆臂12的一端与转向节13的上端可转动连接，上摆臂12的另一端与主体结构连接。此外，上摆臂12可为钢板冲压后拼焊而成，也可以是高强度球墨铸铁材料精铸而成，或者其他方式制作而成，本申请实施例对此不作特别限制。
转向节13为转向节总成的一个部分，其中转向节总成是由转向节23、下摆臂安装部和上摆臂安装部等零件装配组成。而且转向节13是悬架结构1中的导向机构，左右对称布置，为车轮转向的铰链，用于传递力和力矩并兼起导向作用。转向节13具 有很高的机械强度和疲劳耐久性。在车辆行驶的状态下，转向节13可以承受车轮负载与路面冲击，以及转向和制动等随机载荷，以保证车辆能够安全地行驶和灵活地转向。此外，如图1所示，转向节13一般呈叉形，上下两叉有安装主销的两个同轴孔，转向节轴颈用来安装车轮。转向节13支承并带动车轮绕主销转动而使车辆转向。考虑到转向节13的轻量化设计，转向节13的下摆臂安装部可以与板簧组件11中的第一安装部111相连接，以减小转向节13竖直方向的尺寸，从而减轻转向节13的重量。转向节13的上摆臂安装部与上摆臂12相连接，可用于承受一定的弯扭联合力矩，有利于车轮的自由转向；而且转向节13与上摆臂12均在悬架结构1中左右对称布置。
减震器14为减震器总成的一个部分，其中减震器总成是由减震器14、下弹簧垫、防尘套、弹簧、减震垫、上弹簧垫、弹簧座、轴承、顶胶、螺母等构件组成。而且减震器14是悬架结构1中重要的组成部件之一，左右对称布置，与弹性元件并联安装，共同承担缓和冲击和减震的功能。减震器14主要用于抑制弹簧吸震后反弹时的震荡及来自路面的冲击，用来抗衡曲轴的扭转振动。减震器14按照产生阻尼材料的角度划分，主要分为液压式和充气式，还有一种可变阻尼的减震器14；减震器14按照结构角度划分，主要分为双筒式和单筒式，而且还可以进一步分为单筒气压减震器、双筒油压减震器和双筒油气减震器。示例性的，为了更好地缓和弹性元件受冲击产生的震动，减震器14可与板簧组件11的第二安装部112连接，位于车轮的跳动中心线，以使减震器14受力能够直接作用于车轮的跳动中心上，并可避免减震器14的偏置力矩。
自由端110，为板簧组件11上没有被限制所有自由度的作用端，可用于连接转向节13、减震器14等部件的部位。考虑到安装的需要，如图2所示，板簧组件11均设有两个自由端110，每个自由端110均设有第一安装部111和第二安装部112。进一步理解，结合图3，板簧组件11包括第一板簧113与第二板簧114，而第一板簧113的两端设有两个第一自由端，第一板簧114的两端设有两个第二自由端，即自由端110包括第一自由端与第二自由端。自由端110与板簧可以为一体成型或可拆卸连接，取决于实际适用场景的需求。
根据本申请的实施例，板簧总成包括两个前后方向排列的板簧组件11，可以增强整个悬架结构1的连接强度，从而可以增加车辆的载重质量。而且减震器14连接在两个板簧组件11之间，布置于车轮的跳动中心线，减震器14的受力平均，可更好地提供减震效果，以提高悬架结构1的稳定性。
参见图3至图6，根据本申请的实施例，第一安装部111包括第一吊耳111a。第二连接机构16包括第一转轴162和第一球头连接机构161，第一球头连接机构161连接第一转轴162的中部和转向节13的下端。
安装部，为板簧组件11的自由端110上用于安装转向节13、减震器14等部件的部位。其中，一个板簧组件11包括两个第一安装部111与两个第二安装部112。而且安装部可以承受集中载荷和压力，包括但不限于吊耳、轴耳与尾耳的构件形式，优选为吊耳的构件形式，可与转向节13、减震器14等部件的连接端适配。结合图3，第一安装部111优选为第一吊耳111a，第二安装部112优选为第二吊耳112a。
吊耳，为安装在板簧组件11上用于连接的受力构件，也是悬架结构1的重要连接部件。两个第一吊耳111a设置于第一板簧113的两个第一自由端；两个第二吊耳112a设置于第二板簧114的两个第二自由端。第一吊耳111a与第二吊耳112a，具有良好的承重能力和稳定性，且不易变形、耐腐蚀性强，优选地吊耳的材质与板簧材质相同或者接近。吊耳可与板簧一体成型或者可拆卸连接；优选地，第一吊耳111a、第二吊耳112a与板簧一体成型连接，简化板簧组件11的制造工艺流程。吊耳的形状可以为圆弧形、椭圆弧形、方弧形或棱弧形等，优选为圆弧形或者椭圆弧形，具有一定的容纳空间与自由度，以适配连接部件。
连接机构，包括第一连接机构15、第二连接机构16和第三连接机构17。第一连接机构15用于将上摆臂12与转向节13的上摆臂安装部连接；第二连接机构16用于将板簧组件11与转向节13的下摆臂安装部连接。第三连接机构17用于将减震器14和板簧组件11连接，同时完成悬架机构1与主体结构的连接。如图5所示，第二连接机构15包括第一转轴162、第一球头连接机构161和第一紧固螺栓163。第一紧固螺栓163用于嵌入第一转轴162，从而对第二连接机构16进行固定，限制第二连接机构16的移动，以防止脱落。其中，在结构构造方面，第一连接机构15与第二连接机构16相近似，也具有一个球头连接机构，与第一球头连接机构161相配合，共同实现转向节13与上摆臂12的导向与旋转；在保证旋转功能的同时，可以减小转向节13的竖直方向尺寸。结合图6，第三连接机构17包括第二转轴171和第二紧固螺栓172，通过第二紧固螺栓172来固定第三连接机构17，以防第三连接机构17脱落。
根据本申请的实施例，第一安装部111采用第一吊耳111a的结构设计，便于与第一转轴162实现铰接，从而使得与转向节13的连接可转动。而且第一球头连接机 构161可以进一步扩展转向节13的旋转维度。
参见图3至图6，根据本申请的实施例，第二安装部112包括第二吊耳112a。第三连接机构17包括第二转轴171。第二转轴171的两端与两个板簧组件11的第二吊耳112a铰接，减震器14的下端与第二转轴171的中部连接。
铰接，为铰链连接，是一种可活动的连接方式，旨在于使铰接的部位具有一定的转动能力。轴承连接、合页连接、球铰接等均是常见的铰链。铰接常用于机器、车辆、门窗、器物的两个部分的装置或零部件的连接，如悬架结构1、支架等具体适用场景。本申请的实施例中，第一连接机构15、第二连接机构16、第三连接机构17均为铰接的方式，都可以实现转动。其中，第一连接机构15与第二连接机构16为球铰接，其活动维度更加灵活；两个连接机构的球铰接相互配合，共同实现转向节13的旋转与导向。
转轴，即是连接产品零部主件必须用到的、用于转动工作中既承受弯矩又承受扭矩的轴。转轴具有高强度和耐蚀性，以防连接时发生断裂的情形。如图5与图6所示，转轴包括第一转轴162和第二转轴171。第一转轴162，为第二连接机构16中重要的组成部分；第一转轴162的两端直接与第一吊耳111a连接，而且其两端由第一紧固螺栓163嵌入固定，以防止第一转轴162从第一吊耳111a中脱落。第一转轴162的中部具有一定的容纳空间，与第一球头连接机构161连接，以限制第一球头连接机构161在第一转轴162的中部范围内活动。第二转轴171为第三连接机构17中的重要部分；第二转轴171的两端直接与第二吊耳112a连接，第二转轴171的中部与减震器14连接，而且通过第二固定螺栓172将第二转轴171限制于第二吊耳112a内。
根据本申请的实施例，第二安装部112采用第二吊耳112a的结构设计，便于与第二转轴171实现铰接，从而使得与减震器14的连接可转动。而且减震器14与第二转轴171的中部连接，使得减震器14位于车轮的跳动中心线上。
参见图7，根据本申请的实施例，第一球头连接机构161包括球头座161a和球头连杆161b。球头座161a设置在第一转轴162的中部，球头连杆161b与球头座161a可转动配合，球头连杆161b连接转向节13的下端的下摆臂安装部。
球头座161a，是车辆转向球头总成的重要组成部分，是车辆转向系统中的关键部件。球头座161a与球头连杆161b配合，属于承载集中区域。球头座161a表面截面为圆弧形，其内部带有球形的空穴，可以容纳球头连杆161b中的球头部。球头连杆 161b包括杆部与球头部，其球头部可以套入球头座。第一球头连接机构161的球头一端，设置于第一转轴162中部空腔内，用于实现第一球头连接结构161的旋转功能。结合图7，球头连杆161b，为第一球头连接机构161的一作用端，与转向节13的下端的下摆臂安装部连接。其中第一连接机构15也具有球头连接结构，该球头连接机构也包括球头座161a与球头连杆161b，用于将上摆臂12与转向节13的上摆臂安装部连接。
根据本申请的实施例的，第一球头连接结构161，可实现转向节13伴随板簧组件11上下运动以及相对于板簧组件11转动。
参见图7，根据本申请的实施例，球头连杆161b的球心位于第一转轴162的轴线上。
球头连杆161b的球心，为球头连杆161b中球头部的中心。如图7所示，K2为第一转轴162水平方向的一个轴线，K3为第一转轴162竖直方向的另一轴线(中心线)，K2与K3两根轴线的交点为球头连杆161b的球心。由于第一球头连接机构161直接与转向节13相连接，球头连杆161b的球心位于第一转轴162的轴线上，可以在竖直方向上减小转向节13的尺寸。
根据本申请的实施例，球头连杆161b的球心位于第一转轴162的轴线上，在保证实现第一球头连接机构161旋转功能的同时，有利于减小转向节13的竖直方向的尺寸，减轻转向节13的重量，实现转向节13的轻量化设计。
参见图4和图8，根据本申请的实施例，板簧组件11相对于一个中间平面对称设置，减震器14的轴线位于所述中间平面上。
轴线，是指一个物体或一个三维图形绕着旋转或者可以设想着旋转的一根直线，又可以称为中轴线或中心线。如图4所示，K1线为减震器14的轴线，减震器14位于K1线上伸缩减震运动。如图8所示，K4线为与板簧组件11的长度方向Y相平行的线，K4线与K1线共同位于在一个平面上，即为本申请实施例的中间平面；而且板簧组件11相对于上述的中间平面对称设置。
根据本申请的实施例，减震器14受力可以直接作用于车轮的跳动中心线上，减震效果更加明显；同时减震器14可不再承受偏置力矩，降低减震器14的磨损，从而延长减震器14的使用寿命。
参见图3，根据本申请的实施例，板簧总成还包括“U形”螺栓18，用于将板 簧组件11的中部与主体结构连接。
“U形”螺栓18，又称为骑马螺栓，用途广泛，两头有螺纹可与螺帽(图中未示出)结合，常用于将悬架结构1中的板簧组件11中部固定在车辆的主体结构上。
根据本申请的实施例，“U形”螺栓18结构简单，可轻量化设计，并能便捷地对板簧组件11实现紧固的操作。
参见图3，根据本申请的实施例，板簧总成还包括加强板19。加强板19设置于两个板簧组件11的下方，用于支撑两个板簧组件11。加强板19通过“U形”螺栓18与主体结构相连接。
加强板19，用于将前后两个板簧组件11连接在一起。加强板19与“U形”螺栓18相配合，能够可以将整个板簧总成与车辆的主体结构连接。加强板19可以为板状或者其他形状，而且其可以由不锈钢等高强度材质制成，并不易变形。
根据本申请的实施例，加强板19能够增加板簧总成的连接强度与稳定性，从而可增加悬架结构1的载重质量。加强板19与“U形”螺栓18的配合，使得板簧总成与主体结构的连接更为紧固。
参见图2至图4，根据本申请的实施例，板簧组件11包括至少两片板簧、板簧连接组件115、两个第一安装部111和两个第二安装部112。所述至少两片板簧沿竖直方向重叠设置；从下方至上方，所述至少两片板簧的长度逐渐减小。所述至少两片板簧包括第一板簧113和第二板簧114，第一板簧113的长度大于第二板簧114的长度。板簧连接组件115用于将所述至少两片板簧的长度方向的主体部分固定连接在一起。两个第一安装部111，沿长度方向，分别设置于第一板簧113的两个第一自由端。两个第二安装部112，沿长度方向，分别设置于第二板簧114的两个第二自由端。
板簧连接组件115，用于将板簧组件11中上述至少两片板簧的主体部分固定连接在一起。连接组件一般由锁固件与限位件组成，可以是螺栓连接、卡扣连接等其他可拆卸的连接方式，或是焊接、铆接，或是冲压等一体成型方式，板簧连接组件115多以可拆卸连接为主。螺栓连接可以为螺母与螺栓的组合，是一种用螺栓将两个或多个部件或构件连成整体的连接方式。具体而言，螺栓连接的组件可以将板簧组件11中的所有板簧的主体部分固定。卡扣连接可以为卡扣、限位块的组合，也可以为卡簧或扣环等构件的使用，用于限制板簧的移动。
“长度方向”是相对于板簧自身而言，沿板簧长度延伸的方向；结合图4， “长度方向”为Y方向。如图2所示，沿板簧的长度方向，在板簧组件11设置两个第一安装部111和两个第二安装部112。此外，“竖直方向”是指板簧组件11水平面平行放置时，与水平面相垂直的方向，或相对于板簧组件11的长度方向相垂直的方向，即为图4中的X方向。沿板簧的竖直方向，所述至少两片板簧重叠设置。而“重叠设置”，为所述至少两片板簧层层堆叠与叠加的放置；优选地，在竖直方向重叠放置，可从下方至上方，所述至少两片板簧的长度逐渐减小。
根据本申请的实施例，板簧组件11包括至少两片板簧，不仅可以增强板簧组件11的连接强度和耐用性，而且可以提高板簧组件11的疲劳寿命。而且第一板簧113与第二板簧114均设有两个安装部，能够为转向节13和减震器14提供安装的空间，提高了车辆安装空间的利用率。
参见图4，根据本申请的实施例，第一板簧113设置于板簧组件11的最下端。
“最下端”是相对于板簧组件11而言，在重叠设置的所有板簧中沿竖直方向位于最下面的一端。可以理解为，第一板簧113为所有板簧中在竖直方向最下面的一片板簧。而且沿竖直方向，从下方至上方，板簧的长度逐渐减小，由此处于最下端的第一板簧113应当为长度最长的板簧。
根据本申请的实施例，第一板簧113设置于板簧组件11的最下端，便于第一板簧113沿长度方向在两个第一自由端上设置两个第一安装部111，而且在最下端能够支撑其他板簧以及其他部件。
参见图4，根据本申请的实施例，第二板簧114位于第一板簧113的上方。
“上方”是指沿竖直方向，与“下方”相对的方向。第一板簧113处于板簧组件11的最下端，其他板簧都在第一板簧113的上方，第二板簧114也位于第一板簧113的上方。而且从下方至上方，板簧的长度逐渐减小，由此第二板簧114的长度短于第一板簧113的长度。
根据本申请的实施例，将第二板簧114设置于第一板簧113的上方，便于在第二板簧114的两个第二自由端上设置两个第二安装部112。
参见图4，根据本申请的实施例，第二板簧114与第一板簧113相邻或者间隔设置。
“相邻或者间隔设置”指沿竖直方向，第二板簧114位于第一板簧113的上方，可以是相邻设置，即第一板簧113的上端面与第二板簧114的下端面相接触；也 可以是间隔设置，即在第二板簧114与第一板簧113的中间夹有至少一片板簧，本申请实施例对此不作限制。
根据本申请的实施例，第二板簧114与第一板簧113相邻或者间隔设置，可以灵活调节两个第一自由端与两个第二自由端之间的竖直方向上距离，能够更加灵活地适配转向节13与减震器14等其他部件的安装空间需求。
参见图4，根据本申请的实施例，两个第二安装部112位于两个第一安装部111之间。
根据本申请的实施例，两个第二安装部112位于两个第一安装部111之间，能够将第一安装部111与第二安装部112的位置相互错开，避免安装时连接部件的相互干扰，便于转向节13、减震器14或者其他部件的安装。
本申请第二方面，参见图9，本申请实施例公开了一种车辆，包括以上所有的悬架结构1。
根据本申请的实施例，本申请的车辆，一方面车辆悬架结构1的连接强度和稳定性得到显著性的提升；另一方面，车辆中转向节13与减震器14设置于两个板簧组件11之间，不仅能够减少连接的零部件数量，而且有利于车轮的转向，减震效果更加明显。
参见图9，根据本申请的实施例，主体结构为车身和/或副车架。
根据本申请的实施例，主体结构为车身和/或副车架，与本申请的悬架结构1连接，可以提高车辆的稳定性与舒适性；同时能够降低减震器14的磨损，以提高车辆的可靠性和使用寿命。
虽然已经参考优选实施例对本申请进行了描述，但在不脱离本申请的范围的情况下，可以对其进行各种改进并且可以用等效物替换其中的部件。尤其是，只要不存在结构冲突，各个实施例中所提到的各项技术特征均可以任意方式组合起来。本申请并不局限于文中公开的特定实施例，而是包括落入权利要求的范围内的所有技术方案。

Claims (15)

  1. 一种悬挂结构，包括：
    板簧总成，包括两个沿前后方向排列的板簧组件；每个所述板簧组件相对于主体结构横向布置，每个所述板簧组件的中部与所述主体结构固定连接；每个板簧组件的长度方向均设有两个自由端，每个所述自由端均设有第一安装部和第二安装部；
    上摆臂，所述上摆臂的一端与所述主体结构可转动连接；
    转向节，所述转向节的上端通过第一连接机构与所述上摆臂的另一端连接；所述转向节的下端通过第二连接机构与两个所述板簧组件的所述第一安装部连接；和
    减震器，所述减震器的上端与所述主体结构连接；所述减震器的下端通过第三连接机构与两个所述板簧组件的所述第二安装部连接。
  2. 根据权利要求1所述的悬挂结构，其中，所述第一安装部包括第一吊耳；
    所述第二连接机构包括第一转轴和第一球头连接机构；
    所述第一转轴的两端与所述两个板簧组件的所述第一吊耳铰接；
    所述第一球头连接机构连接所述第一转轴的中部和所述转向节的所述下端。
  3. 根据权利要求1或2所述的悬挂结构，其中，所述第二安装部包括第二吊耳；
    所述第三连接机构包括第二转轴；
    所述第二转轴的两端与所述两个板簧组件的所述第二吊耳铰接；
    所述减震器的所述下端与所述第二转轴的中部连接。
  4. 根据权利要求2所述的悬挂结构，其中，所述第一球头连接机构包括球头座和球头连杆；所述球头座设置在所述第一转轴的中部，所述球头连杆与所述球头座可转动配合，所述球头连杆连接所述转向节的所述下端。
  5. 根据权利要求4所述的悬挂结构，其中，所述球头连杆的球心位于所述第一转轴的轴线上。
  6. 根据权利要求1-5任一项所述的悬挂结构，其中，两个所述板簧组件相对于一个中间平面对称设置，所述减震器的轴线位于所述中间平面上。
  7. 根据权利要求2所述的悬挂结构，其中，所述板簧总成还包括“U形”螺栓，用于将所述板簧组件的中部与所述主体结构连接。
  8. 根据权利要求7所述的悬挂结构，其中，所述板簧总成还包括加强板；所述加 强板设置于两个所述板簧组件的下方，用于支撑两个所述板簧组件；所述加强板通过所述“U形”螺栓与所述主体结构相连接。
  9. 根据权利要求1-8任一项所述的悬挂结构，其中，所述板簧组件包括：
    至少两片板簧，所述至少两片板簧沿竖直方向重叠设置；从下方至上方，所述至少两片板簧的长度逐渐减小；所述至少两片板簧包括第一板簧和第二板簧；所述第一板簧的长度大于所述第二板簧的长度；
    板簧连接组件，用于将所述至少两片板簧的长度方向的主体部分固定连接在一起；和
    两个所述第一安装部，沿长度方向，分别设置于所述第一板簧的两个第一自由端；
    两个所述第二安装部，沿长度方向，分别设置于所述第二板簧的两个第二自由端。
  10. 根据权利要求9所述的悬挂结构，其中，所述第一板簧设置于所述板簧组件的最下端。
  11. 根据权利要求9所述的悬挂结构，其中，所述第二板簧位于所述第一板簧的上方。
  12. 根据权利要求11所述的悬挂结构，其中，所述第二板簧与所述第一板簧相邻或者间隔设置。
  13. 根据权利要求9-12任一项所述的悬架结构，其中，沿所述长度方向，两个所述第二安装部位于两个所述第一安装部之间。
  14. 一种车辆，所述车辆包括权利要求1-13任一项所述的悬挂结构。
  15. 根据权利要求14所述的车辆，其中，所述主体结构为车身和/或副车架。
PCT/CN2022/104233 2021-09-29 2022-07-06 悬架结构、车辆 Ceased WO2023050964A1 (zh)

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EP4238786A4 (en) 2024-05-01
US12070979B2 (en) 2024-08-27

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