CN110626137B - Rear suspension of heavy-load passenger car - Google Patents
Rear suspension of heavy-load passenger car Download PDFInfo
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- CN110626137B CN110626137B CN201910890782.3A CN201910890782A CN110626137B CN 110626137 B CN110626137 B CN 110626137B CN 201910890782 A CN201910890782 A CN 201910890782A CN 110626137 B CN110626137 B CN 110626137B
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- arm assembly
- control arm
- auxiliary frame
- suspension
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G15/00—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type
- B60G15/02—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring
- B60G15/06—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper
- B60G15/062—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper the spring being arranged around the damper
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- 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
- B60G21/055—Stabiliser bars
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G7/00—Pivoted suspension arms; Accessories thereof
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
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- 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
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- 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
- B62D7/20—Links, e.g. track rods
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The invention discloses a rear suspension of a heavy-load passenger car, which meets the requirements of high bearing capacity and light weight. The auxiliary frame assembly is connected with the vehicle body longitudinal beam, and the lower part of the auxiliary frame assembly cross beam is connected with the rear main reducer assembly; the upper end of the sliding column assembly is connected with the vehicle body, and the lower end of the sliding column assembly is connected with the upper control arm assembly; the inner side of the upper control arm assembly is connected with the auxiliary frame assembly, and the outer side of the upper control arm assembly is connected with the steering knuckle assembly; the upper end of the stabilizer bar connecting rod assembly is connected with the stabilizer bar assembly, and the lower end of the stabilizer bar connecting rod assembly is connected with the trapezoid arm assembly; the guide arm assembly is arranged on the rear side of the rear driving shaft assembly, the upper end of the guide arm assembly is connected with the steering knuckle assembly and the toe-in control arm assembly, the lower end of the guide arm assembly is connected with the trapezoidal arm assembly, and the other side of the toe-in control arm assembly is connected with the rear lower part of the auxiliary frame assembly; the stabilizer bar assembly and the auxiliary frame assembly; the upper end of the steering knuckle assembly is connected with the upper control arm assembly, and the lower end of the steering knuckle assembly is connected with the trapezoid arm assembly; the trapezoidal arm assembly is arranged at the lowest part of the rear suspension, and the front end and the rear end of the square part of the trapezoidal arm assembly are respectively connected with the auxiliary frame assembly through the bush assembly and the spherical pin.
Description
Technical Field
The invention relates to a rear suspension of a passenger vehicle, in particular to a rear suspension of a heavy-load passenger vehicle.
Background
At present, the passenger rear suspension structure with similar structure at home and abroad can only meet the bearing capacity of the total weight of the whole vehicle below 4 tons, and the passenger rear suspension structure with the total weight of the whole vehicle above 5 tons on the market is almost not available.
Patent CN205395682U discloses a control arm for a rear suspension of an automobile and a rear suspension of an automobile, which adopt an arrangement form that a spring is separated from a shock absorber, and occupy an arrangement space of the rear suspension.
Disclosure of Invention
The problem that conventional material selection and structure cannot meet the requirement of high-bearing reliability in the same passenger vehicle rear suspension arrangement space in the prior art is solved; the invention provides a rear suspension of a heavy-load passenger car, which meets the requirements of high bearing capacity and light weight on the premise of meeting the operating stability and smoothness of the passenger car and has the advantage of not reducing the performance.
The purpose of the invention is realized by the following technical scheme, which is combined with the attached drawings:
a rear suspension of a heavy-load passenger vehicle comprises an auxiliary frame assembly 1, a sliding column assembly 2, an upper control arm assembly 3, a stabilizer bar connecting rod assembly 4, a guide arm assembly 5, a stabilizer bar assembly 6, a toe-in control arm assembly 7, a steering knuckle assembly 8 and a trapezoidal arm assembly 9; the auxiliary frame assembly 1 is connected with a vehicle body longitudinal beam through four lining assemblies which are respectively pressed at the front end and the rear end of the auxiliary frame assembly 1, and the lower parts of the front cross beam and the rear cross beam of the auxiliary frame assembly 1 are connected with the front end of a rear main speed reducer assembly; the upper end of the sliding column assembly 2 is connected with the vehicle body through an upper suspension assembly 18, and the lower end of the sliding column assembly is connected with the upper control arm assembly 3 through a lower connecting fork of the shock absorber; the inner side of the upper control arm assembly 3 is connected with the auxiliary frame assembly 1 through an adjusting cam, and the outer side of the upper control arm assembly is connected with a steering knuckle assembly 8 through a bolt; the upper end of the stabilizer bar connecting rod assembly 4 is connected with the stabilizer bar assembly 6, and the lower end is connected with the trapezoid arm assembly 9; the guide arm assembly 5 is arranged on the rear side of the rear driving shaft assembly 11, the upper end of the guide arm assembly 5 is simultaneously in threaded connection with the steering knuckle assembly 8 and the toe-in control arm assembly 7 through a ball pin in the toe-in control arm assembly 7, the lower end of the guide arm assembly 5 is in bolted connection with the trapezoidal arm assembly 9, and the other side of the toe-in control arm assembly 7 is in bolted connection with the rear lower part of the auxiliary frame assembly 1 through an adjusting cam; the stabilizer bar assembly 6 is connected with a bolt below the auxiliary frame assembly 1 through a stabilizer bar cover plate; the upper end of the steering knuckle assembly 8 is connected with the upper control arm assembly 3 through a bolt, and the lower end of the steering knuckle assembly is connected with the trapezoidal arm assembly 9 through a spherical pin; trapezoidal arm assembly 9 arranges in the rear suspension bottommost behind the heavy load passenger car, and trapezoidal arm assembly 9 front end passes through the bush assembly to be connected with sub vehicle frame assembly, and the rear end passes through the sphere round pin to be connected with sub vehicle frame assembly.
Furthermore, the front and the back of the auxiliary frame assembly 1 are provided with 4 bushing connecting holes, and bushing assemblies are respectively pressed in the bushing connecting holes; the bushing connecting hole is provided with a pawl structure, the pawl is designed in two sections, and the height of the initial pawl in the pressing-in direction of the bushing assembly is smaller than that of the rear pawl.
Further, the strut assembly 2 comprises an upper suspension assembly 18, a coil spring 16, a damper assembly 17 and a damper lower connecting fork 19; the spiral spring 16 and the shock absorber assembly 17 adopt an integral structure, the upper suspension assembly 18 is fixed at the top of the shock absorber assembly 17, and the lower connection fork 19 of the shock absorber is fixed at the bottom of the shock absorber assembly 17.
Furthermore, the rear suspension comprises two spherical pin connections, wherein the lower end of the steering knuckle assembly (8) is connected with the trapezoidal arm assembly (9) through the spherical pin, and the rear end of the trapezoidal arm assembly (9) is connected with the auxiliary frame assembly through the spherical pin.
Furthermore, the upper sliding column assembly 2 is a spring and shock absorber integrated structure, the suspension assembly 18 is connected with the vehicle body through 4 bolts, and the shock absorber lower connecting fork 19 is connected with the middle bolt of the upper control arm assembly 3; an included angle of 45 degrees is formed between the diagonal lines of the 4 bolts of the upper suspension assembly 18 and the axis of the bolt hole of the lower connecting fork 19 of the shock absorber.
Further, the trapezoid arm assembly 9 is externally formed into an "H" shape or a trapezoid shape.
Furthermore, the trapezoid arm assembly is manufactured by adopting a high-strength ball-milling cast iron hollow casting process.
Furthermore, the auxiliary frame assembly adopts a hollow cast aluminum and aluminum profile welding process.
Furthermore, the steering knuckle assembly adopts a ball-milling cast iron casting process.
Furthermore, the upper control arm assembly, the guide arm assembly and the toe-in control arm assembly all adopt forging processes.
Furthermore, the left and right pieces of the upper control arm single body of the upper control arm assembly share the forging blank.
The invention applies high-strength materials such as high-strength nodular cast iron, forged steel and the like, and structures and processes such as double-spherical-surface pins, guide arms, hollow trapezoid arms, cast aluminum and aluminum profiles, and the like, so as to meet the requirements of high bearing capacity and light weight.
Drawings
FIG. 1 is an assembly diagram of the rear suspension and the peripheral components of the heavy-duty passenger vehicle according to the present invention;
FIG. 2 is a top view of the rear suspension and surrounding components of the heavy-duty passenger vehicle of the present invention;
FIG. 3 is a schematic structural view of a rear suspension of a heavy-duty passenger vehicle according to the present invention;
FIG. 4 is a rear view of the rear suspension structure of the heavy-duty passenger vehicle of the present invention;
FIG. 5 is a top view of the rear suspension structure of the heavy-duty passenger vehicle of the present invention;
FIG. 6 is a schematic view of a strut assembly according to the present invention;
FIG. 7 is a schematic axial relationship diagram of the strut assembly upper suspension assembly and the damper lower clevis according to the present invention;
FIG. 8 is a schematic view of a toe-in angle adjustment structure of the toe-in control arm assembly according to the present invention;
FIG. 9 is a schematic view of an upper control arm assembly camber angle adjustment configuration of the present invention;
FIG. 10 is a schematic view of the connection structure of the knuckle assembly, the guide arm assembly, the trapezoid arm assembly, and the toe-in control arm assembly according to the present invention;
FIG. 11 is a schematic view of a guide arm assembly according to the present invention;
FIG. 12 is a front view of the knuckle assembly of the present invention;
FIG. 13 is an isometric view of a knuckle assembly of the present invention;
FIG. 14 is a schematic axial view of a trapezoidal arm assembly according to the present invention;
FIG. 15 is a schematic view of the trapezoidal arm assembly of the present invention under force;
FIG. 16 is a schematic view of the subframe assembly and bushing assembly of the present invention;
FIG. 17 is a schematic view of a bushing assembly according to the present invention;
FIG. 18 is a schematic view of the clearance between the subframe assembly and the vehicle body and between the subframe assembly and the limiting pad of the present invention after assembly;
FIG. 19 is a schematic illustration of bushing assembly bore serrations formed in the subframe assembly of the present invention;
FIG. 20 is a cross-sectional view and a partial view taken at I-I of FIG. 19;
FIG. 21 is a schematic view of the rear suspension and rear final drive assembly front point engagement position of the present invention;
FIG. 22 is a schematic view of the connection of the subframe front cross member to the rear final drive front suspension according to the present invention;
in the figure: 1-subframe assembly; 2-a strut assembly; 3-an upper control arm assembly; 4-stabilizer link assembly; 5-a guide arm assembly; 6-stabilizer bar assembly; 7-toe-in control arm assembly; 8-a knuckle assembly; 9-a trapezoidal arm assembly; 10-rear main reducer assembly; 11-a rear drive shaft assembly; 12-a vehicle body; 13-a spacing washer; 14-a retaining pin; 15-main reducer bushing; 16-a coil spring; 17-a shock absorber assembly; 18-upper suspension assembly; 19-a lower clevis of the shock absorber; 20-ball stud; 21-cam bolt; 22-a cam nut; 23-spherical pin.
Detailed Description
The technical scheme of the invention is described in detail in the following with reference to the attached drawings:
a rear suspension of a heavy-load passenger car mainly has the functions as follows: 1. the vehicle is connected with wheels, a vehicle body and a fixed main reducer, and bears and transmits force and moment generated by working conditions such as steering, braking and the like; 2. the impact of the road surface is alleviated, and the vibration is attenuated; 3. and the good vehicle posture and wheel positioning of the vehicle are ensured.
As shown in fig. 1 to 5, a rear suspension of a heavy-duty passenger car integrally installed under a car body at the rear of the whole car includes: the device comprises an auxiliary frame assembly 1, a sliding column assembly 2, an upper control arm assembly 3, a stabilizer bar connecting rod assembly 4, a guide arm assembly 5, a stabilizer bar assembly 6, a toe-in control arm assembly 7, a steering knuckle assembly 8 and a trapezoidal arm assembly 9; the peripheral parts of the rear suspension mainly comprise a rear main reducer assembly 10 and a rear driving shaft assembly 11.
The front part and the rear part of the auxiliary frame assembly 1 are provided with four bushing assemblies in a press-fitting mode, and the auxiliary frame assembly 1 is in threaded connection with the longitudinal beam of the vehicle body through the bushing assemblies; the front suspension of the rear main reducer assembly 10 is fixed below the front cross beam of the auxiliary frame assembly 1 through a fixing pin, and the rear suspension of the rear main reducer assembly 10 is fixed below the rear cross beam of the auxiliary frame assembly 1 through a fixing pin. The upper end of the sliding column assembly 2 is connected with a vehicle body through an upper suspension assembly 18, and the lower end of the sliding column assembly is connected with the upper control arm assembly 3 through a lower connecting fork of the shock absorber. The inner side of the upper control arm assembly 3 is connected with the auxiliary frame assembly 1 through an adjusting cam bolt, and the outer side of the upper control arm assembly is connected with the steering knuckle assembly 8 through a bolt. The stabilizer bar connecting rod assembly 4 is of a ball head structure at two ends, the upper end of the stabilizer bar connecting rod assembly is in threaded connection with the stabilizer bar assembly 6, and the lower end of the stabilizer bar connecting rod assembly is in threaded connection with the trapezoid arm assembly 9. The guide arm assembly 5 is arranged on the rear side of the rear driving shaft assembly 11, the upper end of the guide arm assembly is in threaded connection with the steering knuckle assembly 8 and the toe-in control arm assembly 7 through a ball pin in the toe-in control arm assembly 7, and the lower end of the guide arm assembly is in bolted connection with the trapezoidal arm assembly 9. Stabilizer bar assembly 6 passes through stabilizer bar apron and sub vehicle frame assembly 1 below bolted connection. The toe-in control arm assembly 7 is arranged on the lower side of a rear vehicle body connecting point of the auxiliary frame assembly 1, the inner side of the toe-in control arm assembly is connected with the rear lower side of the auxiliary frame assembly 1 through an adjusting cam bolt, and the outer side of the toe-in control arm assembly is connected with the steering knuckle assembly 8 and the guide arm assembly 5 through a ball pin. The upper end of the steering knuckle assembly 8 is connected with the upper control arm assembly 3 through a bolt, and the lower end of the steering knuckle assembly is connected with the trapezoidal arm assembly 9 through a spherical pin through a bolt; the trapezoid arm assembly 9 is arranged at the lowest part of the rear suspension, the front inner point press-fitting lining assembly is in bolted connection with the auxiliary frame assembly, and the rear point press-fitting spherical pin is in bolted connection with the auxiliary frame assembly.
In order to reach high carrying capacity of more than 5 tons and meet the main functions of the rear suspension, the concrete technical scheme is as follows:
as shown in fig. 16 to 22, the subframe assembly 1 is a hollow cast aluminum and aluminum profile welding process structure, so as to achieve system lightweight, the subframe assembly 1 is provided with 4 bushing connection holes in the front and the rear, and the bushing assemblies are respectively press-mounted in the bushing connection holes, so as to play a role in vibration isolation and vehicle yielding. The auxiliary frame assembly 1 and the vehicle body longitudinal beam are connected through four-point threads through the bushing assembly, and the vibration isolation and the whole vehicle yielding characteristic effects are achieved. The left front point A1 is connected with the vehicle body by adopting a double-end stud, and the left front point is a fine positioning assembly hole and plays a positioning role; the right front point A2 is a long round hole matched assembly hole; the rear two points A3 and A4 are connected with the vehicle body by bolts.
As shown in fig. 16 to 18, the hole digging structures are designed for 4 bushing assemblies in the X direction of the whole vehicle to realize the yielding performance of the whole vehicle, and the range of the hole digging gap H1 of the bushing assembly in the X direction is 3-5 mm; in the design position of the whole vehicle, a gap H2 is reserved between the bushing assembly and the vehicle body 12, a gap H3 is reserved between the bushing assembly and the limiting gasket 13, the range of the gaps H2 and H3 is 3-5 mm, and the bushing is prevented from frequently impacting the vehicle body due to the arrangement of the gap.
As shown in fig. 19 and 20, a bush connecting hole of the auxiliary frame assembly is provided with a pawl structure, the pawl is designed in two sections, the initial pawl height H4 in the pressing-in direction of the bush assembly is smaller than the rear pawl height H5, and the matching structure ensures that the high-bearing lower bush cannot be disengaged.
As shown in fig. 21 and 22, the conventional fixing pin is in interference fit with the sub-frame to fix the main speed reducer, and the main speed reducer has increased in weight, so that the minimum pull-out force requirement cannot be met. In the invention, the front suspension of the rear main reducer assembly 10 is fixed at a front point fixing position A5 of the auxiliary frame and the rear main reducer assembly below the front beam of the auxiliary frame assembly 1 through a fixing pin, a fixing pin 14 is welded with the upper surface of the front beam of the auxiliary frame assembly 1 at a welding position A6, and the lower part of the fixing pin 14 is attached to the inner side of the lower surface of the front beam of the auxiliary frame, so that the upward force of a main reducer bush 15 directly acts on the lower surface of the auxiliary frame, and the connection reliability is greatly improved.
As shown in fig. 6 and 7, the strut assembly 2 includes an upper suspension assembly 18, a coil spring 16, a shock absorber assembly 17 and a shock absorber lower yoke 19, the coil spring 16 and the shock absorber assembly 17 are of an integral structure, the upper suspension assembly 18 is fixed on the top of the shock absorber assembly 17, and the shock absorber lower yoke 19 is fixed on the bottom of the shock absorber assembly 17. Because the spiral spring 16 and the shock absorber assembly 17 adopt an integrated structure, the arrangement of the spring and the shock absorber can be realized in a compact space under the condition of higher bearing, and compared with a split structure, the structure has absolute advantages.
The upper end of the sliding column assembly 2 is connected with a vehicle body through 4 bolts through an upper suspension assembly 18, the lower end of the sliding column assembly is connected with the middle part of the upper control arm assembly 3 through a lower connecting fork 19 of the shock absorber by bolts close to the outer side, wherein an angle formed between the diagonal lines of the 4 bolts of the upper suspension assembly 18 and the bolt hole axis of the lower connecting fork 19 of the shock absorber is 45 degrees, the left sliding column assembly and the right sliding column assembly are ensured to be the same part, and the number of the parts is reduced.
The lower connecting fork 19 of the shock absorber in the sliding column assembly is manufactured by adopting a forged steel process.
As shown in fig. 8 to 10, the upper control arm assembly 3 is of forged construction, having three connection positions, and is pressure-fitted with bushing assemblies. The inner side of the upper control arm assembly 3 is connected with the upper end of the middle part of the auxiliary frame assembly 1 through an adjusting cam bolt, so that the camber angle of the rear wheel is adjusted; the outer side is connected with a bolt at the upper point of the steering knuckle assembly 8; the position between the inner point and the outer point and close to the outer point is connected with the lower end bolt of the sliding column assembly 2, and the left and right pieces of the upper control arm monomer share the forging blank, so that the die is saved.
The stabilizer bar connecting rod assembly 4 is made of forged steel, so that the reliability of the side-tipping working condition under high bearing is realized; the stabilizer bar connecting rod assembly 4 is of a ball head structure at two ends, the upper end of the stabilizer bar connecting rod assembly is in threaded connection with the stabilizer bar assembly 6, and the lower end of the stabilizer bar connecting rod assembly is in threaded connection with the trapezoid arm assembly 9.
As shown in fig. 10 and 11, the guide arm assembly 5 is arranged behind the rear suspension driving shaft assembly 11, and compared with the conventional multi-link suspension in the braking condition, the guide arm assembly acts to restrain the rotation of the wheel, reduce the variation of the caster angle and improve the caster rigidity of the vehicle kingpin;
meanwhile, the upper end of the guide arm assembly is connected with the steering knuckle assembly 8 and the toe-in control arm assembly 7 through a ball pin of the toe-in control arm assembly 7, so that a connecting point of a rear suspension control arm and the steering knuckle is reduced, the weight of the rear suspension is effectively controlled, and the lower end of the guide arm assembly is connected with a rear outer point bolt of the trapezoidal arm assembly 9. The guide arm assembly is made of forged steel materials, and the reliability of the braking working condition under high bearing is realized.
As shown in fig. 5, the stabilizer bar in the stabilizer bar assembly 6 has a hollow structure, which is beneficial to weight reduction; the bush bonds on the stabilizer bar, and stabilizer bar bush apron adopts cast aluminium forming process, and stabilizer bar assembly 6 is fixed in sub vehicle frame assembly 1 below, and the end is connected with 4 bulb of stabilizer bar connecting rod assembly.
As shown in fig. 10, the toe-in control arm assembly 7 adopts a forging process to realize the reliability of the lateral and vertical working conditions under high load and the normal change of the toe-in of the rear wheel. The inner side of the toe-in control arm assembly 7 is connected with the lower side of a rear vehicle body connection point of the auxiliary frame assembly 1 through a bolt, a cam bolt 21 and a cam nut 22 are arranged at the connection position to realize toe-in angle adjustment, and the outer side of the toe-in control arm assembly 7 is connected with the steering knuckle assembly 8 through a conical surface fit through a ball stud 20.
As shown in fig. 10 to 13, the upper end of the knuckle assembly 8 is bolted to the upper control arm assembly 3, and the lower end is bolted to the front outer point of the trapezoid arm assembly 9 through a spherical pin 23; because the whole vehicle has large bearing capacity, the steering knuckle assembly 8 is designed with two brake caliper fixing positions A7 and A8, and because the shape is complex and the bearing requirement is high, the steering knuckle is made of high-strength ball-milling cast iron materials, the weight reduction of the whole vehicle is realized while the reliability is ensured;
as shown in fig. 14 and 15, because the whole vehicle has large bearing capacity and simultaneously takes the weight requirement of the whole vehicle into consideration, the trapezoidal arm assembly 9 adopts a high-strength ball-milling cast iron hollow casting process, the outer part of the trapezoidal arm assembly 9 forms an H shape or a trapezoid shape and is arranged at the lowest part of the rear suspension, the front inner point press-fitting lining assembly is in bolt connection with the auxiliary frame assembly 1, and the rear point press-fitting spherical pin is in bolt connection with the auxiliary frame assembly 1.
The point is connected with sub vehicle frame assembly 1 through rubber bush before trapezoidal arm assembly 9 is interior, and interior back point is connected with sub vehicle frame assembly 1 through the sphere round pin, and other traditional structure difference lies in are compared to the back point appearance: the invention is about to be parallel to the Y direction of the whole vehicle (as shown in figure 15), the design effectively reduces the stress of the rear point axial direction F1, the F1 and F2 are about to be the same, the reliability is effectively improved, the stress of the front point bushing axial direction F3 is reduced by 50%, the reliability of the front point bushing is improved, simultaneously, because the load is very large, the rear point adopts a spherical pin structure, the change of the hard point of the suspension is effectively inhibited, the motion parameter of the rear wheel is more accurate, the integral reliability is greatly improved, the trapezoidal arm type rear suspension adopts a double spherical pin structure for the first time, and the key structure of the rear suspension for achieving high bearing reliability is provided.
The invention realizes the technical scheme key points of high bearing capacity, suspension performance and light weight:
1. the auxiliary frame bushing connecting hole is provided with a pawl structure, the pawl is designed in two sections, the initial pawl height in the bushing pressing-in direction is smaller than the rear pawl height, and the matching structure ensures that the bushing cannot be separated under high load;
2. the rear end of the trapezoidal arm is designed to be parallel to the Y direction of the whole vehicle, so that the axial force of the front inner point and the rear inner point is greatly reduced, and the fatigue life of the lining is prolonged;
3. the suspension adopts a double-spherical-surface pin design, and the rear end of the trapezoidal arm adopts a spherical-surface pin, so that the reliability of the suspension is greatly improved, and the hard point accuracy of the suspension is greatly improved;
4. the guide arm is arranged behind the transmission shaft, so that the change of the caster angle of the kingpin is reduced, and the caster rigidity of the kingpin of the vehicle is improved;
5. the spiral spring and the shock absorber assembly adopt an integrated structure, so that the spring and the shock absorber can be arranged in enough space on the high-bearing passenger vehicle at this time, and the reliability of the elastic part and the smoothness of the rear suspension do not need to be sacrificed;
6. the auxiliary frame is connected with a front point structure of the main speed reducer, so that the problem of connection strength is thoroughly solved;
7. the auxiliary frame adopts a hollow cast aluminum and aluminum profile welding process structure;
8. the trapezoid arm adopts a high-strength ball-milling cast iron hollow casting process;
9. the steering knuckle adopts a high-strength ball-milling cast iron casting process;
10. the upper control arm, the guide arm and the toe-in arm adopt a forging process;
11. universal forging blank for left and right pieces of the upper control arm;
12. the angle of the connecting line of the diagonal lines of the 4 bolts suspended on the upper part of the sliding column assembly and the bolt holes of the fork of the shock absorber is 45 degrees, so that the left sliding column assembly and the right sliding column assembly are ensured to be the same part, and the number of the parts is reduced.
Claims (9)
1. A rear suspension of a heavy-load passenger car is characterized by comprising an auxiliary frame assembly (1), a sliding column assembly (2), an upper control arm assembly (3), a stabilizer bar connecting rod assembly (4), a guide arm assembly (5), a stabilizer bar assembly (6), a toe-in control arm assembly (7), a steering knuckle assembly (8) and a trapezoidal arm assembly (9);
the front and the back of the auxiliary frame assembly (1) are provided with 4 bushing connecting holes, and bushing assemblies are respectively pressed in the bushing connecting holes; the bushing connecting hole is provided with a pawl structure, the pawl is designed in two sections, and the initial pawl height in the pressing-in direction of the bushing assembly is smaller than the rear pawl height; the auxiliary frame assembly (1) is connected with a vehicle body longitudinal beam through four lining assemblies which are respectively pressed at the front end and the rear end of the auxiliary frame assembly, and the front end and the rear end of a rear main speed reducer assembly are respectively connected below a front cross beam and a rear cross beam of the auxiliary frame assembly (1); the upper end of the sliding column assembly (2) is connected with the vehicle body through an upper suspension assembly (18), and the lower end of the sliding column assembly is connected with the upper control arm assembly (3) through a lower connecting fork of the shock absorber; the inner side of the upper control arm assembly (3) is connected with the auxiliary frame assembly (1) through an adjusting cam, and the outer side of the upper control arm assembly is connected with a steering knuckle assembly (8) through a bolt; the upper end of the stabilizer bar connecting rod assembly (4) is connected with the stabilizer bar assembly (6), and the lower end is connected with the trapezoid arm assembly (9); the guide arm assembly (5) is arranged on the rear side of the rear driving shaft assembly (11), the upper end of the guide arm assembly (5) is in threaded connection with the steering knuckle assembly (8) and the toe-in control arm assembly (7) through a ball pin in the toe-in control arm assembly (7), the lower end of the guide arm assembly is in bolted connection with the trapezoidal arm assembly (9), and the other side of the toe-in control arm assembly (7) is in bolted connection with the rear lower part of the auxiliary frame assembly (1) through an adjusting cam; the stabilizer bar assembly (6) is connected with a bolt below the auxiliary frame assembly (1) through a stabilizer bar cover plate; the upper end of the steering knuckle assembly (8) is connected with the upper control arm assembly (3) through a bolt, and the lower end of the steering knuckle assembly is connected with the trapezoidal arm assembly (9) through a spherical pin; trapezoidal arm assembly (9) are arranged at the bottom of rear suspension of heavy-duty passenger car, and trapezoidal arm assembly (9) front end passes through the bush assembly to be connected with sub vehicle frame assembly, and the rear end passes through the sphere round pin to be connected with sub vehicle frame assembly.
2. The rear suspension of claim 1, wherein said strut assembly (2) includes an upper suspension assembly (18), a coil spring (16), a damper assembly (17) and a damper lower clevis (19); a spiral spring (16) and a shock absorber assembly (17) adopt an integrated structure, an upper suspension assembly (18) is fixed at the top of the shock absorber assembly (17), and a lower connection fork (19) of the shock absorber is fixed at the bottom of the shock absorber assembly (17).
3. The rear suspension of claim 2, wherein the upper suspension assembly (18) is connected to the vehicle body by 4 bolts, and the shock absorber lower yoke (19) is connected to the middle of the upper control arm assembly (3) by a bolt; and an included angle of 45 degrees is formed between the diagonal lines of 4 bolts of the upper suspension assembly (18) and the axis of a bolt hole of the lower connecting fork (19) of the shock absorber.
4. A heavy duty passenger vehicle rear suspension as claimed in claim 1, wherein said trapezoidal arm assembly (9) is shaped "H" or trapezoidal in shape.
5. The rear suspension of claim 1, wherein said trapezoidal arm assembly is cast using a high strength ductile iron hollow casting process.
6. The rear suspension of claim 1, wherein the subframe assembly is welded to a hollow cast aluminum and aluminum profile.
7. The rear suspension of claim 1, wherein said knuckle assembly is cast in a ball-milled iron casting process.
8. The rear suspension of claim 1, wherein said upper control arm assembly, said trailing arm assembly, and said toe control arm assembly are forged.
9. The rear suspension of claim 8, wherein said upper control arm unit left and right members of said upper control arm assembly share a forging blank.
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| CN115384252A (en) * | 2021-05-25 | 2022-11-25 | 广州汽车集团股份有限公司 | Rear suspension structure capable of adjusting vertical force of wheel and automobile with rear suspension structure |
| CN113232469B (en) * | 2021-06-24 | 2023-04-28 | 中国第一汽车股份有限公司 | Front suspension system and vehicle |
| CN113829816A (en) * | 2021-10-09 | 2021-12-24 | 中国第一汽车股份有限公司 | Front suspension system of heavy-load passenger vehicle |
| CN114676502B (en) * | 2022-03-22 | 2024-05-03 | 岚图汽车科技有限公司 | Assembly method of five-link rear suspension positioning parameter deviation simulation static model |
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