CN115122843A - New forms of energy electric automobile and floating many connecting rods suspension thereof - Google Patents
New forms of energy electric automobile and floating many connecting rods suspension thereof Download PDFInfo
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- CN115122843A CN115122843A CN202210898685.0A CN202210898685A CN115122843A CN 115122843 A CN115122843 A CN 115122843A CN 202210898685 A CN202210898685 A CN 202210898685A CN 115122843 A CN115122843 A CN 115122843A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G3/00—Resilient suspensions for a single wheel
- B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
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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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Abstract
The invention relates to a new energy electric automobile and a floating type multi-connecting-rod suspension thereof. The floating type multi-link suspension includes: the first upper connecting rod, the second upper connecting rod, the first lower connecting rod, the second lower connecting rod, the upper restraining connecting rod and the lower restraining connecting rod. The inner end of the first upper connecting rod is connected with the inner end of the second upper connecting rod through a rotating pair, the outer end of the first upper connecting rod is connected with the upper end of the steering knuckle through a ball pair, and the outer end of the second upper connecting rod is connected with the vehicle body through a rotating pair. The inner end of the first lower connecting rod is connected with the inner end of the second lower connecting rod through a ball pair, the outer end of the first lower connecting rod is connected with the lower end of the steering knuckle through a ball pair, and the outer end of the second lower connecting rod is connected with the vehicle body through a rotating pair. The lower end of the upper restraint connecting rod is connected with the upper end of the lower restraint connecting rod through a rotating pair, the upper end of the upper restraint connecting rod is fixedly connected with the inner end of the first upper connecting rod, and the lower end of the lower restraint connecting rod is fixedly connected with the inner end of the second lower connecting rod. The floating type multi-connecting-rod suspension frame occupies a small lateral space, can increase the up-and-down jumping stroke of the wheel, and enables the wheel positioning parameters to be almost unchanged.
Description
Technical Field
The invention relates to the technical field of new energy automobiles, in particular to a new energy electric automobile and a floating type multi-connecting-rod suspension thereof.
Background
The hub motor driving system is an integrated electric driving system integrating a power device, a transmission device and a braking device into a hub, and is an ideal driving scheme of a new energy electric automobile. However, this arrangement occupies a significant amount of in-wheel space, creating new challenges for suspension design.
Because install the motor and taken up the space in the wheel to need the pin joint with suspension and wheel to the inboard skew of automobile body, then cause the lateral space that the suspension can occupy to reduce. The lateral space of the suspension is reduced, and the lengths of the upper link and the lower link of the suspension need to be shortened. The outer ends of the upper connecting rod and the lower connecting rod are hinged to the wheels, and the inner ends of the upper connecting rod and the lower connecting rod are hinged to the vehicle body. Because the automobile body is to the position restriction of upper connecting rod and lower connecting rod inner, and upper connecting rod and lower connecting rod length shorten to can cause the wheel to receive the stroke shortening of beating from top to bottom when jolting and assaulting, influence the riding comfort of vehicle, can make the wheel alignment parameter (including king pin inclination, wheel camber angle, king pin offset, wheel base) change the increase at the in-process that the wheel was beated from top to bottom moreover, influence the steering stability of vehicle.
Disclosure of Invention
Based on this, it is necessary to provide a new energy electric vehicle and a floating type multi-link suspension thereof, aiming at the technical problems that the side space of the existing suspension is reduced to cause the length reduction of the link, thereby causing the reduction of the jumping stroke of the wheel and the variation and increase of the wheel alignment parameters in the process of the vertical jumping of the wheel, the floating type multi-link suspension can increase the vertical jumping stroke of the wheel on the basis of occupying a smaller side space, and the wheel alignment parameters are almost unchanged in the process of the vertical jumping of the wheel, thereby causing the better riding comfort and the better operation stability of the vehicle.
A floating multi-link suspension comprising: a first upper connecting rod, a second upper connecting rod, a first lower connecting rod, a second lower connecting rod, an upper restraining connecting rod and a lower restraining connecting rod,
the inner end of the first upper connecting rod is connected with the inner end of the second upper connecting rod through a revolute pair, the outer end of the first upper connecting rod is connected with the upper end of a steering knuckle arranged on a wheel through a ball pair, and the outer end of the second upper connecting rod is connected with a vehicle body through a revolute pair;
the inner end of the first lower connecting rod is connected with the inner end of the second lower connecting rod through a ball pair, the outer end of the first lower connecting rod is connected with the lower end of the steering knuckle through a ball pair, and the outer end of the second lower connecting rod is connected with the vehicle body through a rotating pair;
the lower end of the upper restraint connecting rod is connected with the upper end of the lower restraint connecting rod through a rotating pair, the upper end of the upper restraint connecting rod is fixedly connected with the inner end of the first upper connecting rod, and the lower end of the lower restraint connecting rod is fixedly connected with the inner end of the second lower connecting rod.
In one embodiment, the number of the first upper connecting rods is two, the two first upper connecting rods are arranged along the front-rear direction, the outer ends of the two first upper connecting rods are fixedly connected and connected with the upper end of the steering knuckle by a same ball pair, and the inner ends of the two first upper connecting rods incline towards the direction away from each other along the front-rear direction; the number of the second upper connecting rods is two, the second upper connecting rods are correspondingly connected with the first upper connecting rods one by one, and the two second upper connecting rods are respectively positioned on the sides, away from each other, of the two first upper connecting rods; the inner ends of the two first upper connecting rods are fixedly connected with the upper ends of the upper constraint connecting rods;
the number of the first lower connecting rods is two, the two first lower connecting rods are arranged along the front-back direction, the outer ends of the two first lower connecting rods are respectively connected with the lower end of the steering knuckle through a ball pair, and the inner ends of the two first lower connecting rods are inclined along the front-back direction in the direction away from each other; the number of the second lower connecting rods is two, the second lower connecting rods are correspondingly connected with the first lower connecting rods one by one, and the two second lower connecting rods are respectively positioned on the sides, away from each other, of the two first lower connecting rods; and the two second lower connecting rods are fixedly connected with the lower ends of the lower constraint connecting rods.
In one embodiment, the upper restraining link has two upper ends distributed along the front-rear direction, one of the upper ends of the upper restraining link is fixedly connected with the inner end of one of the first upper links, and the other of the upper restraining links is fixedly connected with the inner end of the other of the first upper links;
the lower restraint connecting rod is provided with two lower ends distributed along the front-rear direction, one lower end of the lower restraint connecting rod is fixedly connected with the inner end of one of the second lower connecting rods, and the other lower end of the lower restraint connecting rod is fixedly connected with the inner end of the other one of the second lower connecting rods.
In one embodiment, the upper restraint connecting rod comprises a cross rod and a vertical rod, the cross rod is positioned above the vertical rod, and the upper end of the vertical rod is fixedly connected with the middle part of the cross rod;
the front end and the rear end of the cross rod are two upper ends of the upper restraint connecting rod distributed along the front-rear direction, and the lower end of the vertical rod is the lower end of the upper restraint connecting rod.
In one embodiment, the lower restraint connecting rod comprises a first inclined rod and a second inclined rod, and the upper end of the first inclined rod is fixedly connected with the upper end of the second inclined rod;
the joint of the upper end of the first inclined rod and the upper end of the second inclined rod is used as the upper end of the lower constraint connecting rod, and the lower end of the first inclined rod and the lower end of the second inclined rod are respectively two lower ends of the lower constraint connecting rod, wherein the two lower ends are distributed along the front-back direction.
In one embodiment, the connection structure of the first diagonal rod, the second diagonal rod and the two second lower connecting rods is a symmetrical structure.
In one embodiment, the two first upper connecting rods are of an integrally formed structure.
In an embodiment, the floating type multi-link suspension further includes a shock absorber and a shock absorber connecting rod, two ends of the shock absorber connecting rod are respectively connected with the two first upper links, the shock absorber connecting rod is located between the two first upper links, one end of the shock absorber is connected with the shock absorber connecting rod through a revolute pair, and the other end of the shock absorber is connected with a vehicle body.
A new energy electric automobile comprises an automobile body, wheels and the floating type multi-link suspension.
In one embodiment, the new energy electric automobile comprises a steering knuckle and a steering rod, wherein the steering knuckle is arranged on a wheel, and one end of the steering rod is connected with the steering knuckle through a ball pair.
When the wheels bump and impact and jump up and down, the new energy electric automobile and the floating type multi-link suspension thereof can approximately consider that the automobile body is not moved, so that the positions of the outer end of the second upper link and the outer end of the second lower link are approximately considered to be not moved, and the outer end of the first upper link and the outer end of the first lower link move up and down along with the wheels. Because the inner end of the first upper connecting rod is connected with the vehicle body through the second upper connecting rod, and the inner end of the first lower connecting rod is connected with the vehicle body through the second lower connecting rod, the positions of the inner end of the first upper connecting rod and the inner end of the first lower connecting rod can be flexibly changed (but not fixed on the vehicle body unchanged), and the up-and-down movement stroke is larger, so that the up-and-down movement stroke of the outer end of the first upper connecting rod and the outer end of the first lower connecting rod is larger, that is, the up-and-down jumping stroke of the wheels can be increased, and the riding comfort of the vehicle is better. And the lower end of the upper restraint connecting rod is connected with the upper end of the lower restraint connecting rod through the revolute pair, so that the upper end of the first upper connecting rod and the upper end of the first lower connecting rod can be associated and restrained through the revolute pair, the up-down runout of the outer end of the first upper connecting rod and the outer end of the first lower connecting rod respectively form a linear track, namely the up-down runout of the wheel forms a linear track, the wheel positioning parameters are almost unchanged in the up-down runout process of the wheel, and the steering stability of the vehicle is better. According to the floating type multi-link suspension, on the basis that the occupied lateral space is small, the up-and-down jumping stroke of the wheel can be increased, and the wheel positioning parameters are almost unchanged in the up-and-down jumping process of the wheel, so that the riding comfort of the vehicle is good and the operation stability is good.
Drawings
FIGS. 1(a) to 1(d) are schematic diagrams illustrating the movement of a floating type multi-link suspension during the upward bouncing of a wheel in an embodiment;
FIG. 2 is a schematic view of another embodiment of a floating multi-link suspension coupled to a wheel;
FIG. 3 is a rear view of the floating multi-link suspension of FIG. 2;
FIG. 4 is a schematic view of the connection of the two first upper links to the upper restraint link of FIG. 2;
fig. 5 is a schematic view of the connection relationship between the two second lower links and the lower restraining link in fig. 2.
The reference numbers illustrate:
a first upper link 10; a first upper front link 11; a first upper rear link 12;
a second upper link 20; a second upper front link 21; a second upper rear link 22;
a first lower link 30; a first lower front link 31; a first lower rear link 32;
a second lower link 40; a second lower front link 41; a second lower rear link 42;
an upper restraint link 50; a cross bar 51; a vertical rod 52;
a lower restraint link 60; a first diagonal member 61; a second diagonal rod 62;
a shock absorber 70; a damper connecting rod 71;
a knuckle 200; a steering tie rod 300;
a wheel 1000.
Detailed Description
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein.
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are not to be considered limiting of the invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or to implicitly indicate the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "above," and "over" a second feature may be directly on or obliquely above the second feature, or simply mean that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
It will be understood that when an element is referred to as being "secured to" or "disposed on" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein are for illustrative purposes only and do not denote a unique embodiment.
For the purpose of explanation, the terms "upper", "lower", "outer", "inner", "front" and "rear" used in the drawings and the detailed description of the present application refer to the orientation of the floating type multi-link suspension provided by the present application when the suspension is applied to a new energy electric vehicle. The "front" is the front of the new energy electric vehicle in the driving direction, and the "rear" is the rear of the new energy electric vehicle in the driving direction. The outer part points to the outer side of the body of the new energy electric automobile, and the inner part points to the inner side of the body of the new energy electric automobile. "upper" means above in the real space, and "lower" means above in the real space.
Referring to fig. 1(a) to 1(d), an embodiment of the present application provides a floating type multi-link suspension. A floating type multi-link suspension includes: a first upper link 10, a second upper link 20, a first lower link 30, a second lower link 40, an upper restraint link 50, and a lower restraint link 60.
The outer end a2 of the first upper link 10 is connected with the upper end of a knuckle provided on a wheel in a ball joint manner, and the outer end C2 of the first lower link 30 is connected with the lower end of the knuckle provided on the wheel in a ball joint manner, so that the outer end a2 of the first upper link 10 and the outer end C2 of the first lower link 30 are indirectly connected with the wheel in a ball joint manner.
Since the inner end a1 of the first upper link 10 is connected with the inner end B1 of the second upper link 20 by a turning pair and the outer end B2 of the second upper link 20 is connected with the vehicle body by a turning pair, the inner end a1 of the first upper link 10 is indirectly connected with the vehicle body. Since the inner end C1 of the first lower link 30 is connected with the inner end D1 of the second lower link 40 in a ball pair, the outer end D2 of the second lower link 40 is connected with the vehicle body in a turning pair, so that the inner end C1 of the first lower link 30 is indirectly connected with the vehicle body.
The upper end E2 of the upper restraining link 50 is fixedly connected to the inner end a1 of the first upper link 10, so that the upper restraining link 50 and the first upper link 10 can be seen as an integral structure, and a connecting line of the upper restraining link 50, the first upper link 10, the outer end a2 of the first upper link 10 and the lower end E1 of the upper restraining link 50 forms a first triangle structure. During the wheel jump up, the shape of the first triangular structure is fixed, i.e. the movements of the upper restraining link 50 and the first upper link 10 are synchronized.
The lower end F2 of the lower restraining link 60 is fixedly connected to the inner end D1 of the second lower link 40, so that the lower restraining link 60 and the second lower link 40 can be seen as an integral structure, and the connecting line of the outer end D2 of the lower restraining link 60, the second lower link 40 and the upper end F1 of the lower restraining link 60 forms a second triangular structure. During the wheel jump up, the shape of the second triangular structure is fixed, i.e., the movement of the lower restraining link 60 and the second lower link 40 are synchronized.
The lower end E1 of the upper restraining link 50 is connected to the upper end F1 of the lower restraining link 60 in a revolute pair, i.e., the first and second triangular structures are connected in a revolute pair.
In the floating type multi-link suspension, since the vehicle body is approximately considered to be stationary when the wheel vertically jumps due to jounce and impact, the positions of the outer end B2 of the second upper link 20 and the outer end D2 of the second lower link 40 are approximately considered to be stationary, and the outer end a2 of the first upper link 10 and the outer end C2 of the first lower link 30 move up and down with the wheel. Since the inner end a1 of the first upper link 10 is connected to the vehicle body through the second upper link 20 and the inner end C1 of the first lower link 30 is connected to the vehicle body through the second lower link 40, the positions of the inner end a1 of the first upper link 10 and the inner end C1 of the first lower link 30 can be flexibly changed (rather than fixed to the vehicle body), and the up-and-down movement stroke is larger, so that the up-and-down movement stroke of the outer end a2 of the first upper link 10 and the outer end C2 of the first lower link 30 is larger, that is, the up-and-down bouncing stroke of the wheels can be increased, and the riding comfort of the vehicle is better. And the lower end E1 of the upper restraint link 50 is connected with the upper end F1 of the lower restraint link 60 through a revolute pair, so that the motion of the first upper link 10 and the first lower link 30 can be related and restrained through the revolute pair, the vertical runout of the outer end A2 of the first upper link 10 and the outer end C2 of the first lower link 30 respectively form a linear track, namely, the vertical runout of the wheel is in a linear track, the wheel positioning parameters are almost unchanged in the vertical runout process of the wheel, and the steering stability of the vehicle is better.
In the floating type multi-link suspension, the inner end a1 of the first upper link 10 is connected with the vehicle body through the first lower link 20, the inner end C1 of the first lower link 30 is connected with the vehicle body through the second lower link 40, the first lower link 20 is positioned at the outer side of the inner end a1 of the first upper link 10, and the second lower link 40 is positioned at the outer side of the inner end C1 of the first lower link 30, therefore, the second lower link 40 and the first lower link 20 do not additionally increase the lateral space occupied by the floating type multi-link suspension, and the lateral space occupied by the floating type multi-link suspension can still be kept small. Therefore, on the basis of occupying a small lateral space, the floating type multi-link suspension can increase the up-and-down jumping stroke of the wheel, and the wheel positioning parameters are almost unchanged in the up-and-down jumping process of the wheel, so that the riding comfort of the vehicle is better and the operation stability of the vehicle is better.
The length of the upper restraining link 50 and the length of the lower restraining link 60 determine the position of the revolute pair between the lower end E1 of the upper restraining link 50 and the upper end F1 of the lower restraining link 60, and need to be determined according to circumstances. Specifically, depending on the connection positions and the lengths of the ends of the first upper link 10, the first lower link 30, the second upper link 20, and the second lower link 40, the positions of the revolute pairs between the lower end E1 of the upper restraining link 50 and the upper end F1 of the lower restraining link 60 are different, so that the vertical runout of the outer end a2 of the first upper link 10 and the outer end C2 of the first lower link 30 during the vertical runout of the wheel is respectively guaranteed to be linear. In the structural design, the length of the upper restraining link 50, the length of the lower restraining link 60, and the position of the revolute pair between the lower end E1 of the upper restraining link 50 and the upper end F1 of the lower restraining link 60 may be obtained through experiments, and preferably, may be obtained through numerical calculation.
Another embodiment of the present application further provides a floating type multi-link suspension, as shown in fig. 2-5. The floating type multi-link suspension of the present embodiment has the same basic structure and principle as those of the floating type multi-link suspension of the previous embodiment, and the description of the same parts is omitted. The following description focuses on the differences.
In the present embodiment, the number of the first upper links 10 is two, and the two first upper links 10 are arranged in the front-rear direction, and therefore, the two first upper links 10 are respectively referred to as a first upper front link 11 and a first upper rear link 12. The outer ends of the first upper front link 11 and the first upper rear link 12 are fixedly connected and connected to the upper end of the knuckle 200 provided on the wheel 1000 by the same ball pair, and the inner ends of the first upper front link 11 and the first upper rear link 12 are inclined in the front-rear direction in a direction away from each other. The number of the second upper connecting rods 20 is two, the second upper connecting rods 20 are connected with the first upper connecting rods 10 in a one-to-one correspondence manner, and the two second upper connecting rods 20 are respectively located on one side where the two first upper connecting rods 10 deviate from each other, so that the two second upper connecting rods 20 are respectively marked as a second upper front connecting rod 21 and a second upper rear connecting rod 22. The second upper front link 21 is located on the front side of the first upper front link 11, and the second upper rear link 22 is located on the rear side of the first upper rear link 12. The inner ends of the first upper front connecting rod 11 and the first upper rear connecting rod 12 are fixedly connected with the upper end of the upper restraining connecting rod 50.
Since the number of the first lower links 30 is two and the two first lower links 30 are arranged in the front-rear direction, the two first lower links 30 are respectively referred to as a first lower front link 31 and a first lower rear link 32. The first lower front link 31 and the first lower rear link 32 are respectively connected to the lower end of the knuckle 200 by a ball pair, that is, the first lower front link 31 is connected to the lower end of the knuckle 200 by a ball pair, and the first lower rear link 32 is connected to the lower end of the knuckle 200 by another ball pair. The inner ends of the first lower front link 31 and the first lower rear link 32 are inclined in the front-rear direction away from each other. The number of the second lower links 40 is two, the second lower links 40 are connected to the first lower links 30 in a one-to-one correspondence, and the two second lower links 40 are respectively located at a side where the two first lower links 30 are away from each other, so that the two second lower links 40 are respectively marked as a second lower front link 41 and a second lower rear link 42. The second lower front link 41 is located on the front side of the first lower front link 31, and the second lower rear link 42 is located on the rear side of the first lower rear link 32. The inner ends of the second lower front link 41 and the second lower rear link 42 are fixedly connected with the lower end of the lower restraining link 60.
Since the first lower front link 31 and the first lower rear link 32 are arranged in the front-rear direction, inner ends of the first lower front link 31 and the first lower rear link 32 are inclined in the front-rear direction in a direction away from each other, that is, outer ends of the first lower front link 31 and the first lower rear link 32 are inclined in a direction approaching each other, so that an outward extension line of the first lower front link 31 and an outward extension line of the first lower rear link 32 meet at a virtual connection point S1. The line connecting the virtual connecting point S1 and the connecting point S2 of the two first upper links 10 and the knuckle 200 is the king pin axis of the wheel 1000.
In the case of the floating type multi-link suspension of the present embodiment, in which the lateral space is small, the lengths of the two first lower links 30 and the two first upper links 10 in the inward and outward directions are short, however, the outward extension lines of the first lower front link 31 and the first lower rear link 32 meet at a virtual connection point S1, so that the kingpin axis of the wheel 1000 has a larger kingpin inclination angle, and the wheel has better steering flexibility. Moreover, the connection strength is higher by connecting the two first lower links 30 inclined to each other and the two first upper links 10 inclined to each other between the wheel 1000 and the vehicle body, so that the floating type multi-link suspension is more stable in the transmission process between the wheel 1000 and the vehicle body.
Referring to fig. 2 and 4, in one embodiment, upper restraint link 50 has two upper ends distributed in the fore-aft direction. One of the upper ends of the upper restraint links 50 is fixedly connected with the inner end of one of the first upper links 10, and the other of the upper restraint links 50 is fixedly connected with the inner end of the other of the first upper links 10, so that the inner ends of both of the first upper links 10 are fixedly connected with the upper end of the upper restraint link 50. Referring to fig. 2 and 5, the lower restraining link 60 has two lower ends distributed in the front-rear direction, one of the lower ends of the lower restraining link 60 is fixedly connected to the inner end of one of the second lower links 40, and the other of the lower ends of the lower restraining link 60 is fixedly connected to the inner end of the other of the second lower links 40, so that the inner ends of both the second lower links 40 are fixedly connected to the lower end of the lower restraining link 60.
Referring to fig. 2 and 5, in an embodiment, the upper restraining link 50 includes a cross bar 51 and a vertical bar 52, the cross bar 51 is located above the vertical bar 52, and the upper end of the vertical bar 52 is fixedly connected to the middle of the cross bar 51. Both ends of the cross bar 51 (i.e., the front and rear ends of the cross bar 51) are both upper ends of the upper restraining link 50 distributed in the front-rear direction. The front end of the cross bar 51 is fixedly connected with the inner end of the first upper front connecting rod 11, and the rear end of the cross bar 51 is fixedly connected with the inner end of the first upper rear connecting rod 12. The lower end of the vertical rod 52 is the lower end of the upper restraint link 50, and is connected with the upper end of the lower restraint link 60 through a revolute pair.
In other embodiments, the upper restraining link 50 may be designed in other forms, which are not limited as long as the function thereof is achieved.
As shown in fig. 4, since the cross bar 51 is fixedly connected with the vertical bar 52, the front end of the cross bar 51 is fixedly connected with the inner end of the first upper front connecting rod 11, and the rear end of the cross bar 51 is fixedly connected with the inner end of the first upper rear connecting rod 12. That is, the cross bar 51, the vertical bar 52, the first upper front connecting rod 11 and the first upper rear connecting rod 12 are integrated into a whole and move synchronously in the process of up-and-down jumping of the wheel 1000.
Referring to fig. 2 and 5, in an embodiment, the lower restraining link 60 includes a first inclined rod 61 and a second inclined rod 62, and an upper end of the first inclined rod 61 is fixedly connected with an upper end of the second inclined rod 62. The lower ends of the first inclined rod 61 and the second inclined rod 62 are respectively two lower ends of the lower constraint connecting rod 60 distributed along the front-rear direction, the lower end of the first inclined rod 61 is fixedly connected with the inner end of the second lower front connecting rod 41, and the lower end of the second inclined rod 62 is fixedly connected with the inner end of the second lower rear connecting rod 42. The joint of the upper end of the first inclined rod 61 and the upper end of the second inclined rod 62 serves as the upper end of the lower restraining link 60, and is connected with the lower end of the upper restraining link 50 through a revolute pair.
In other embodiments, the lower restraining link 60 may be designed in other forms, which are not limited as long as the function thereof is achieved.
As shown in fig. 5, since the first diagonal rod 61 and the second diagonal rod 62 are fixedly connected, the lower end of the first diagonal rod 61 is fixedly connected with the inner end of the second lower front link 41, and the lower end of the second diagonal rod 62 is fixedly connected with the inner end of the second lower rear link 42. That is, the first diagonal rod 61, the second diagonal rod 62, the second lower front link 41 and the second lower rear link 42 are integrated, and move synchronously in the process of vertical jumping of the wheel 1000.
As shown in fig. 2, in one embodiment, the connection of the upper end of the first diagonal rod 61 and the upper end of the second diagonal rod 62 is connected to the lower end of the vertical rod 52 in a revolute pair, such that the upper end of the lower restraining link 60 is connected to the lower end of the upper restraining link 40 in a revolute pair.
In an embodiment, the first upper front connecting rod 11 and the first upper rear connecting rod 12 are integrally formed, so that the outer ends of the first upper front connecting rod 11 and the first upper rear connecting rod 12 are the same end, and when the same end of the first upper front connecting rod 11 and the first upper rear connecting rod 12 is connected to the steering knuckle 200 by a ball pair, the outer ends of the first upper front connecting rod 11 and the first upper rear connecting rod 12 can be connected to the steering knuckle 200 by the same ball pair.
In one embodiment, the connection structure of the first diagonal rod 61, the second diagonal rod 62, the second lower front link 41 and the second lower rear link 42 is a symmetrical structure, so that the floating type multi-link suspension is more stable in transmission between the wheel 1000 and the vehicle body.
In other embodiments, the connection structures of the first inclined rod 61, the second inclined rod 62, the second lower front link 41 and the second lower rear link 42 may not be symmetrical structures.
In one embodiment, the connection structure of the cross rod 51, the vertical rod 52, the first upper front link 11 and the first upper rear link 12 is a symmetrical structure, so that the floating type multi-link suspension is more stable in transmission between the wheel 1000 and the vehicle body.
In other embodiments, the connection structure of the cross rod 51, the vertical rod 52, the first upper front connecting rod 11 and the first upper rear connecting rod 12 may not be a symmetrical structure.
Referring to fig. 2, in an embodiment, the floating type multi-link suspension further includes a damper 70 and a damper connecting rod 71, both ends of the damper connecting rod 71 are connected to the two first upper links 10, respectively, and the damper connecting rod 71 is located between the two first upper links 10. One end of the shock absorber 70 is connected with the shock absorber connecting rod 71 through a revolute pair, and the other end of the shock absorber 70 is connected with the vehicle body, so that the shock absorber 70 can be connected with the floating type multi-link suspension, and the shock absorber can further absorb the shock of the vehicle body.
An embodiment of the present application further provides a new energy electric vehicle, including automobile body, wheel 1000 and the floating multi-link suspension of any preceding embodiment.
In one embodiment, the new energy electric vehicle further includes a knuckle 200 and a tie rod 300, the knuckle 200 is disposed on the wheel 1000, and one end of the tie rod 300 is connected to the knuckle 200 by a ball pair.
All possible combinations of the technical features of the above embodiments may not be described for the sake of brevity, but should be considered as within the scope of the present disclosure as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only express several embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that various changes and modifications can be made by those skilled in the art without departing from the spirit of the invention, and these changes and modifications are all within the scope of the invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (10)
1. A floating multi-link suspension comprising: a first upper connecting rod, a second upper connecting rod, a first lower connecting rod, a second lower connecting rod, an upper restraining connecting rod and a lower restraining connecting rod,
the inner end of the first upper connecting rod is connected with the inner end of the second upper connecting rod through a rotating pair, the outer end of the first upper connecting rod is connected with the upper end of a steering knuckle arranged on a wheel through a ball pair, and the outer end of the second upper connecting rod is connected with a vehicle body through a rotating pair;
the inner end of the first lower connecting rod is connected with the inner end of the second lower connecting rod through a ball pair, the outer end of the first lower connecting rod is connected with the lower end of the steering knuckle through a ball pair, and the outer end of the second lower connecting rod is connected with the vehicle body through a rotating pair;
the lower end of the upper restraint connecting rod is connected with the upper end of the lower restraint connecting rod through a rotating pair, the upper end of the upper restraint connecting rod is fixedly connected with the inner end of the first upper connecting rod, and the lower end of the lower restraint connecting rod is fixedly connected with the inner end of the second lower connecting rod.
2. A floating multi-link suspension as claimed in claim 1,
the number of the first upper connecting rods is two, the two first upper connecting rods are arranged along the front-back direction, the outer ends of the two first upper connecting rods are fixedly connected and connected with the upper end of the steering knuckle by a same ball pair, and the inner ends of the two first upper connecting rods incline towards the direction away from each other along the front-back direction; the number of the second upper connecting rods is two, the second upper connecting rods are correspondingly connected with the first upper connecting rods one by one, and the two second upper connecting rods are respectively positioned on the sides, away from each other, of the two first upper connecting rods; the inner ends of the two first upper connecting rods are fixedly connected with the upper ends of the upper constraint connecting rods;
the number of the first lower connecting rods is two, the two first lower connecting rods are arranged along the front-back direction, the outer ends of the two first lower connecting rods are respectively connected with the lower end of the steering knuckle through a ball pair, and the inner ends of the two first lower connecting rods incline towards the direction away from each other along the front-back direction; the number of the second lower connecting rods is two, the second lower connecting rods are correspondingly connected with the first lower connecting rods one by one, and the two second lower connecting rods are respectively positioned on the sides, deviating from each other, of the two first lower connecting rods; and the two second lower connecting rods are fixedly connected with the lower ends of the lower constraint connecting rods.
3. A floating multi-link suspension as claimed in claim 2,
the upper restraining connecting rod is provided with two upper ends distributed along the front-rear direction, one upper end of the upper restraining connecting rod is fixedly connected with the inner end of one first upper connecting rod, and the other upper end of the upper restraining connecting rod is fixedly connected with the inner end of the other first upper connecting rod;
the lower restraint connecting rod is provided with two lower ends distributed along the front-rear direction, one lower end of the lower restraint connecting rod is fixedly connected with the inner end of one of the second lower connecting rods, and the other lower end of the lower restraint connecting rod is fixedly connected with the inner end of the other one of the second lower connecting rods.
4. A floating multi-link suspension as claimed in claim 3,
the upper restraint connecting rod comprises a cross rod and a vertical rod, the cross rod is positioned above the vertical rod, and the upper end of the vertical rod is fixedly connected with the middle part of the cross rod;
the front end and the rear end of the cross rod are two upper ends of the upper restraint connecting rod distributed along the front-rear direction, and the lower end of the vertical rod is the lower end of the upper restraint connecting rod.
5. A floating multi-link suspension as claimed in claim 3,
the lower restraint connecting rod comprises a first inclined rod and a second inclined rod, and the upper end of the first inclined rod is fixedly connected with the upper end of the second inclined rod;
the joint of the upper end of the first inclined rod and the upper end of the second inclined rod is used as the upper end of the lower constraint connecting rod, and the lower end of the first inclined rod and the lower end of the second inclined rod are respectively two lower ends of the lower constraint connecting rod, wherein the two lower ends are distributed along the front-back direction.
6. The floating multi-link suspension of claim 5 wherein the connection structure of the first skewer, the second skewer, and both of the second lower links are symmetrical.
7. A floating multi-link suspension as claimed in claim 2, characterized in that both of the first upper links are of one-piece construction.
8. The floating type multi-link suspension as claimed in claim 2, further comprising a damper and a damper connecting rod, wherein both ends of the damper connecting rod are connected to the two first upper links respectively, and the damper connecting rod is located between the two first upper links, one end of the damper is connected to the damper connecting rod with a revolute pair, and the other end of the damper is connected to a vehicle body.
9. A new energy electric vehicle, characterized by comprising a vehicle body, wheels and a floating type multi-link suspension as claimed in any one of claims 1 to 8.
10. The new energy electric automobile as claimed in claim 9, characterized by comprising a steering knuckle and a steering rod, wherein the steering knuckle is arranged on a wheel, and one end of the steering rod is connected with the steering knuckle through a ball pair.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202210898685.0A CN115122843B (en) | 2022-07-28 | 2022-07-28 | New forms of energy electric automobile and floating many connecting rods suspension thereof |
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| CN202210898685.0A CN115122843B (en) | 2022-07-28 | 2022-07-28 | New forms of energy electric automobile and floating many connecting rods suspension thereof |
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| CN115122843B CN115122843B (en) | 2023-03-10 |
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| CN115122843B (en) | 2023-03-10 |
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