CN117698352A

CN117698352A - Five-link suspension system and vehicle

Info

Publication number: CN117698352A
Application number: CN202311700852.7A
Authority: CN
Inventors: 韩伟杰; 王英南; 王念强; 陈磊; 邓石超
Original assignee: FAW Group Corp
Current assignee: FAW Group Corp
Priority date: 2023-12-12
Filing date: 2023-12-12
Publication date: 2024-03-15

Abstract

The invention discloses a five-link suspension system and a vehicle, and relates to the technical field of multi-link suspensions; the five-link suspension system mainly comprises an auxiliary frame, a knuckle, a suspension structure, an air spring and a strut assembly. Wherein the knuckle includes a protruding portion that protrudes inward; one end of a first upper control arm of the suspension structure is hinged with the front side of the longitudinal beam, one end of a second upper control arm of the suspension structure is hinged with the middle part of the longitudinal beam, and one end of a first lower control arm of the suspension structure is hinged with the extending part; the air spring is adjacent the rear side of the stringer and the strut assembly is adjacent the suspension kingpin. According to the five-link suspension system, the inner side of the first upper control arm and the inner side of the second upper control arm are respectively connected to the front side and the middle of the longitudinal beam, so that the space layout of the five-link suspension is more compact, the strut assembly is closer to the suspension king pin, the overall width of the suspension system is reduced, and the overall width of a vehicle can be correspondingly reduced.

Description

Five-link suspension system and vehicle

Technical Field

The invention relates to the field of suspensions, in particular to a five-link suspension system and an automobile.

Background

The five-link rear suspension system is a common rear suspension form of a high-end medium-and-large-sized passenger car, as shown in fig. 8, in the existing five-link rear suspension system, because the spring-reduction integrated strut of the suspension system occupies a larger space in the transverse direction of the whole car, in order to realize a larger luggage compartment width under a limited vehicle width, the rear suspension also has a rear strut form adopting spring-reduction separation. In recent years, with the increasing popularity of new suspension equipment such as air springs, rear wheel steering and the like, difficulties are brought to the arrangement of the spring-reducing split five-link rear suspension, and the width of the whole vehicle is continuously increased, namely, the weight, the cost and the selling price of the vehicle are also continuously increased.

Disclosure of Invention

The present invention aims to solve at least one of the technical problems existing in the prior art. Therefore, the invention provides a five-link suspension system, which can fully utilize the space by optimizing the hard point arrangement and the structural design of the links, thereby shortening the length of the links and being beneficial to reducing the vehicle width.

The invention also provides a vehicle with the five-link suspension system.

An embodiment of a first aspect of the present invention provides a five-bar suspension system that generally includes a subframe, a knuckle, a suspension structure, an air spring, and a strut assembly. The auxiliary frame comprises two cross beams and two longitudinal beams, and a motor installation space is formed between the two cross beams and the two longitudinal beams in a surrounding mode; wherein the knuckle includes a protruding portion that protrudes inward; the suspension structure comprises a first upper control arm, a second upper control arm, a first lower control arm, a second lower control arm and a toe-in control arm; one end of the first upper control arm is hinged with the front side of the longitudinal beam, and the other end of the first upper control arm is hinged with the steering knuckle; one end of the second upper control arm is hinged with the middle part of the longitudinal beam, and the other end of the second upper control arm is hinged with the steering knuckle; one end of the first lower control arm is hinged with the auxiliary frame, and the other end of the first lower control arm is hinged with the extension part; wherein the lower end of the air spring is connected with the first lower control arm, and the air spring is close to the rear side of the longitudinal beam; wherein the lower end of the sliding column assembly is connected with the first lower control arm, and the sliding column assembly is close to the suspension main pin.

The five-link suspension system according to the embodiment of the first aspect of the present invention has at least the following advantageous effects: the inner sides of the first upper control arm and the second upper control arm are respectively connected with the front side and the middle part of the longitudinal beam, so that the rear side space of the auxiliary frame is vacated, an air spring can be placed on the rear side of the longitudinal beam, the space layout of the five-link suspension is more compact, and the strut assembly is closer to a suspension king pin by designing the length fit of the five links, so that the tire envelope of the strut assembly is smaller, the overall width of a suspension system is obviously reduced, and the overall width of an assembled vehicle can be correspondingly reduced; meanwhile, the steering knuckle is provided with the protruding part which protrudes inwards obviously and is used for being hinged with the first lower control arm, so that the length of the first lower control arm can be shortened, the length of the front beam control arm can be correspondingly shortened, and the effect of reducing the whole width can be achieved.

In some embodiments of the invention, a boss is provided on the outside of the first lower control arm, and the strut assembly is hinged to the boss.

In some embodiments of the present invention, a mounting table is provided in the middle of the first lower control arm, a concave surface is provided in the mounting table, the concave surface is lower than the reference surface of the first lower control arm, and the lower end of the air spring abuts against the concave surface.

In some embodiments of the invention, the toe-control arm includes a bend that is proximate to the air spring.

In some embodiments of the present invention, the stabilizer bar further comprises a straight body portion connected to the rear sides of the two stringers, a bent portion, and an end portion located inside the knuckle.

In some embodiments of the present invention, the steering knuckle includes a connecting ear, and the connecting ear is provided with a mounting hole penetrating up and down; the steering knuckle comprises a steering knuckle body, and is characterized by further comprising a connecting rod, wherein the upper end of the connecting rod is connected with the end part, and the lower end of the connecting rod penetrates through the mounting hole to be connected with the steering knuckle.

In some embodiments of the present invention, the rear side of the subframe is provided with a mounting seat, and the steering device further comprises a steering gear, wherein the steering gear is mounted on the mounting seat, and the steering gear is in driving connection with the toe-in control arm.

In some embodiments of the invention, the mount is inclined rearward and the mount includes a mounting datum line at an angle α from vertical of 15 ° < α <25 °.

In some embodiments of the invention, the rear side of the stringer is provided with an outwardly curved turn, and the air spring is adjacent the turn of the stringer.

A second aspect of the present invention provides a vehicle comprising a five-bar suspension system of any of the above. Specifically, the vehicle may be a private car, such as a sedan, SUV, MPV, or pick-up, or the like. The vehicle may also be an operator vehicle such as a minibus, bus, minivan or large trailer, etc. The vehicle can be an oil vehicle or a new energy vehicle. When the vehicle is a new energy vehicle, the vehicle can be a hybrid vehicle or a pure electric vehicle.

The vehicle according to the embodiment of the second aspect of the invention has at least the following advantageous effects: the overall width for the suspension system is smaller, so that the width of the vehicle body can be smaller with the same internal space, so that the weight and cost of the vehicle can be reduced.

Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.

Drawings

FIG. 1 is a perspective view of a five-bar suspension system provided in accordance with an embodiment of the present invention;

FIG. 2 is a top view of a subframe provided in accordance with an embodiment of the present invention;

fig. 3 is a front view of a suspension structure provided according to an embodiment of the present invention;

FIG. 4 is a perspective view of a first lower control arm provided in accordance with an embodiment of the present invention;

FIG. 5 is a schematic view of a connection structure of a knuckle and a stabilizer bar provided according to an embodiment of the present invention;

FIG. 6 is a partial front cross-sectional view of a subframe provided in accordance with an embodiment of the present invention;

FIG. 7 is a schematic view of a vehicle structure provided in accordance with an embodiment of the present invention;

fig. 8 is a schematic view of a structure of a vehicle in the related art.

Reference numerals:

the auxiliary frame 100, the cross beam 110, the longitudinal beam 120, the turning part 121, the connecting seat 122, the motor installation space 130, the installation seat 140, the first arm support 101, the second arm support 102, the third arm support 103 and the fourth arm support 104;

knuckle 200, body 210, first node 201, second node 202, third node 203, fourth node 204, fifth node 205, extension 220, and connection lug 230;

suspension structure 300, first upper control arm 310, second upper control arm 320, first lower control arm 330, boss 331, mount 332, second lower control arm 340, and toe-in control arm 350;

an air spring 400;

a spool assembly 500;

a stabilizer bar 600, a straight body portion 610, a bent portion 620, and an end portion 630;

a connecting rod 700;

steering gear 800.

Detailed Description

Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the invention.

In the description of the present invention, it should be understood that features defining "first", "second" may include one or more such features, either explicitly or implicitly. In the description of the present invention, unless otherwise indicated, the meaning of "a plurality" is two or more.

In the description of the present invention, it should be noted that, unless explicitly specified and limited otherwise, the terms "connected," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.

The suspension is a generic name of related devices which ensure that the wheels or the axles are in elastic connection with a vehicle bearing system (a frame or a bearing type vehicle body), can transfer load, alleviate impact, attenuate vibration, adjust the position of the vehicle body in the running process and the like, and can directly influence the stability, operability and comfort of the whole vehicle.

In high-end vehicles, a five-link suspension is adopted in many rear suspension systems at present, one end of each connecting arm in the five-link suspension is usually directly connected to a frame or a vehicle body by a bushing or a ball pin, and the other end of each connecting arm is connected to a steering knuckle. The existing market has the functions of air springs, rear wheel steering angles of more than plus or minus 8 degrees and five-link spring-damping separation type rear suspension, the width of the trunk is generally more than 1950mm under the condition that the transverse width of the trunk is 1000mm, and in order to save the space in the width direction, an expensive single-cylinder type continuous damping adjustable shock absorber (which is thinner than a double-cylinder type continuous damping adjustable shock absorber by 10-15 mm and occupies small space) is adopted.

Based on the above problems, the embodiment of the invention provides a five-link suspension system and a vehicle applied to a rear suspension system, which ensure that the space layout of the suspension system is more compact by optimizing the space layout and hard point arrangement of the links on the premise of keeping the basically same vehicle internal space, and simultaneously ensure that a suspension kingpin is closer to a strut, so that the movement range of a tire relative to the rear strut is reduced, and the effect of obviously reducing the vehicle width is achieved. The vehicle with the suspension system can realize that the width of the whole vehicle can be within 1910mm under the condition that the rear wheel is at a 9-degree corner and the transverse width of the luggage compartment is kept to be 1000 mm.

A five-bar suspension system and a vehicle according to an embodiment of the present invention are described below with reference to fig. 1-7.

As shown in fig. 1-2, the five-bar suspension system includes a sub-frame 100 having an overall pi shape, the sub-frame 100 including two cross members 110 disposed front-to-back and two side members 120 disposed side-to-side. Wherein the length of the front transverse beam 110 is greater than the length of the rear transverse beam 110, and the two longitudinal beams 120 are mirror images of each other. The front end of the longitudinal beam 120 is fixed to the rear side of the front-located cross beam 110, and the rear end of the longitudinal beam 120 includes a turn portion 121 gradually bent outward. Referring to fig. 2, the rear end of the side member 120 located at the left side is gradually bent leftward to form the turning portion 121, and the rear end of the side member 120 located at the right side is gradually bent rightward to form the turning portion 121. Suspension bush mounting holes are formed in the left and right ends of the front cross beam 110, and suspension bush mounting holes are formed in the rear ends of the longitudinal beams 120; the left and right ends of the rear cross member 110 are fixedly connected to two longitudinal members 120. It will be appreciated that the front end of the longitudinal beam 120 is located inboard of the suspension bushing mounting holes of the front cross beam 110.

A motor installation space 130 having a trapezoid shape as a whole is defined between the two cross beams 110 and the two longitudinal beams 120, the motor installation space 130 is vertically penetrated, and a motor (not shown) can be installed in the space along the vertical direction. The output shaft of the motor then passes through the motor shaft hole on the longitudinal beam 120 and is in driving connection with the wheel frame.

A first arm support 101 is arranged on the outer side of the joint of the front cross beam 110 and the longitudinal beam 120, a second arm support 102 is arranged on the outer side of the middle of the longitudinal beam 120, the first arm support 101 and the second arm support 102 are both positioned on the upper side of the auxiliary frame 100, and a third arm support 103 and a fourth arm support 104 are also arranged on the lower side of the auxiliary frame 100. The third arm rest 103 is located below the rear side of the longitudinal beam 120, and the fourth arm rest 104 is located below the front cross beam 110; in this embodiment, the first arm support 101 and the second arm support 102 are both in a binaural structure.

It can be appreciated that the subframe 100 of the present embodiment may be made of aluminum alloy, and an integral hollow casting process is adopted, which has a higher utilization rate than that of split materials, and reduces welding tools, and has a simple structural design and a light weight. Four suspension bush mounting holes are provided at four corners of the subframe 100 (i.e., left and right corners of the front cross member 110 and corners of the rear sides of the two side members 120) for press-fitting the subframe suspension bushes. Thus, the front suspension and the rear suspension bear the longitudinal force and the lateral force of the whole vehicle respectively, so that the suspension is uniform in stress, better in strength and durability, more uniform in stress of the whole rear suspension and the motor and better in stability of the whole vehicle. Meanwhile, in the embodiment, the two suspension bush mounting holes located at the front are more outward than the two suspension bush mounting holes located at the rear; referring to fig. 2, i.e., in top view, the distance between the two suspension bushing mounting holes on the front cross member 110 is greater than the distance between the suspension bushing mounting holes on the two side members 120.

As shown in fig. 1, 3 and 5, the five-link suspension system further includes a knuckle 200, where the knuckle 200 includes a body 210, and a first node 201, a second node 202, a third node 203, a fourth node 204 and a fifth node 205 are disposed on the body. The first node 201 is located directly above the body 210, and the second node 202 is adjacent to the first node 201 and located below the front of the first node 201; an inward protruding part 220 is further arranged on the rear lower part of the first node 201, the third node 203 is positioned on the protruding part 220, and the third node 203 is positioned on the inner side than other nodes; the fourth node 204 is arranged below the second node 202, and the fourth node 204 is positioned between the second node 202 and the third node 203; in the up-down direction, the fifth node 205 is located between the first node 201 and the third node 203. Meanwhile, a connection lug 230 is provided on the outer side of the protruding portion 220, and a mounting hole penetrating up and down is provided on the connection lug 230.

It will be appreciated that the knuckle 200 is an integrally formed product, and the knuckle 200 is typically made of an aluminum alloy, and is formed by a casting and forging process, which can make the material exhibit better mechanical properties, and in this embodiment, the knuckle 200 includes an obviously protruding portion 220, and the strength of the connection between the protruding portion 220 and the body 210 can be ensured by the integrally formed casting and forging process.

Referring to fig. 1, 3 and 7, a suspension structure 300 is provided between the knuckle 200 and the subframe 100, and the suspension structure 300 includes a first upper control arm 310, a second upper control arm 320, a first lower control arm 330, a second lower control arm 340 and a toe-in control arm 350. Wherein:

the inner side of the first upper control arm 310 is hinged with the second arm support 102, and the outer side is hinged with the first node 201;

the inner side of the second upper control arm 320 is hinged with the first arm support 101, and the outer side is hinged with the second node 202;

the inner side of the first lower control arm 330 is hinged with the third arm support 103, and the outer side is hinged with the third node 203;

the inner side of the second lower control arm 340 is hinged to the fourth arm support 104, and the outer side is hinged to the fourth node 204;

the toe control arm 350 is drivingly connected on the inside to the steering gear 800 and on the outside to the fifth node 205.

When the knuckle 200 and suspension structure 300 are identified, the suspension kingpin of the present suspension system is identified based on the interconnection therebetween, typically the axis of the pin connecting the front axle (i-beam) and the knuckle in a conventional macpherson, single ball pivot, double wishbone suspension, but in a multiple link suspension system there is no true kingpin axis. However, the kingpin of the suspension system can be determined by simulation of a kinematic model and some mathematical calculation method. For example, there may be two methods: 1. establishing an ADAMS model and performing simulation calculation; 2. the instantaneous screw axis method and simulation calculation analysis. (see, determination of the king pin axis of the multi-link front suspension, university of Qinghai, song Jian, dan Lei, article No. 1002-0268 (2001) 06-0099-04).

In addition, referring to fig. 1 and 3, the present embodiment further includes a shock absorbing structure for shock absorbing separation, which includes an air spring 400 and a spool assembly 500. The air spring 400 and the spool assembly 500 are mounted on the first lower control arm 330, wherein the air spring 400 is mounted farther inboard than the spool assembly 500. Taking fig. 3 as an example, the shock absorbing structure is installed on the left side of the subframe 100, and the whole strut assembly 500 is located on the right side of the air spring 400. Conversely, if the shock absorbing structure is mounted on the right side of subframe 100, then strut assembly 500 should be located on the left side of air spring 400. At the same time, the suspension kingpin of the present suspension system is determined from the above, and in this embodiment, the strut assembly 500 is closer to the suspension kingpin than the air spring 400.

As can be seen from the above, the five-link suspension system of the present embodiment is divided into the shock absorbing structure by two, and is divided into the independent air spring 400 and the strut assembly 500, and the inner and outer parts of the shock absorbing structure are respectively arranged on the first lower control arm 330; meanwhile, by optimizing the arrangement of the first arm support 101, the second arm support 102, the third arm support 103 and the fourth arm support 104 on the auxiliary frame 100 and the arrangement of the first node 201, the second node 202, the third node 203, the fourth node 204 and the fifth node 205 on the knuckle 200, the space layout of the suspension system is more compact, and the width (namely the length in the left-right direction) of the vehicle body can be smaller by utilizing the adjusted hard point arrangement and structural design. In addition, since the strut assembly 500 is closer to the suspension kingpin, the tire envelope of the rear wheel relative to the strut assembly is smaller when steering, further reducing the width dimension of the suspension.

Also, to reduce the load that the suspension transfers to the vehicle body, it is often required that the spring has a lever ratio greater than 0.5. I.e. as shown in fig. 3, the spring-to-lever ratio is approximately l ₁ /l ₀ Wherein l ₁ Control arm length, l, inside air spring 400 ₀ Is the total length of the first lower control arm 330. Because the air spring 400 has a relatively large diameter, it is required to slideThe column assemblies 500 leave a gap between them that is large enough to cause l in conventional designs ₀ I.e., the length of the first lower control arm 330 is very long, i.e., the vehicle width must be increased. In the five-link suspension system of the present embodiment, the extension 220 is provided on the knuckle 200, so that the outer side of the first lower control arm 330 is connected to the rear knuckle 200 at a position as close as possible to the inner side, thereby shortening the overall length l of the first lower control arm 330 ₀ Correspondingly, the toe-in control arm 350 is also shortened, reducing the overall vehicle width. Meanwhile, by the protrusion 220, a spring lever ratio of more than 0.5 can be ensured.

Since the spool assembly 500 is installed at the outer side of the air spring 400 and both the spool assembly 500 and the lower end of the air spring 400 are simultaneously installed on the first lower control arm 330, this tends to result in an increase in the length of the first lower control arm 330 in order to provide a sufficient installation space for the spool assembly 500. Still further, referring to fig. 3 and 4, the present embodiment overcomes the above-mentioned drawbacks by optimizing the structure of the first lower control arm 330.

Specifically, referring to fig. 4, the first lower control arm 330 includes two arcuate substrates, and the inner and outer ends of the substrates are respectively connected to the third arm support 103 and the third node 203. A mounting table 332 in a shape of a circular table is arranged between the two substrates, the mounting table 332 is positioned approximately in the middle of the substrates, the mounting table 332 divides the substrates into an inner part and an outer part, and the two substrates are separated at the front side and the rear side of the mounting table 332. On the outside of the base body, a protruding portion 331 protruding upward is provided, the lower end of the spool assembly 500 is hinged to the protruding portion, and the air spring 400 is mounted in the mounting table 332. In this embodiment, the lower end mounting point of the strut assembly 500 is raised, so that the lower outer diameter of the strut assembly 500 is smaller than the upper outer diameter, thereby expanding a larger space and shortening the length of the first lower control arm 330. As can be seen from the above discussion, the shorter the length of the first lower control arm 330, the more advantageous the reduction of the vehicle body width and the improvement of the spring leverage ratio.

In addition, since the height of the air spring 400 is predetermined, and the upper end of the air spring 400 is generally fixed directly to the bottom of the vehicle cabin, the lower the relative position of the air spring 400, the higher the height of the vehicle cabin can be made correspondingly. For this reason, further, referring to fig. 4, in the present embodiment, by providing a recessed surface in the mounting table 332, which is lower than the reference surface of the first control arm 330, the lower end of the air spring 400 can be mounted further down, i.e., the relative mounting position of the air spring 400 can be lowered, thereby increasing the height of the cabin and increasing the space in the height direction of the luggage compartment.

Further, the five-bar suspension system also includes a suspension stabilizing structure. The stabilizing structure includes a stabilizer bar 600 and a connecting bar 700. In the prior art, a stabilizer bar is generally arranged on an auxiliary frame or a lower bracket arm or a shock absorber strut which is hung left and right, wherein the stabilizer bar is generally a torsion bar spring made of spring steel and is used for preventing an automobile body from excessively and laterally rolling when the automobile turns, the stabilizer bar has the functions of preventing the automobile from laterally tipping and improving smoothness, and the specific action principle of the stabilizer bar is as follows: when the vehicle body only moves vertically and the suspensions at two sides deform equally, the suspensions at two sides move up and down simultaneously, and the transverse stabilizer bar rotates freely in the sleeve; when the vehicle turns, the two side suspensions are deformed unevenly due to the large force born by the outer side suspension, the vehicle body is inclined transversely relative to the road surface, the longitudinal parts of the two sides of the stabilizer bar are deflected in different directions, and the stabilizer bar is twisted. The torque generated by the elastic stabilizer bar reduces the deformation of the suspension spring, thereby reducing the lateral inclination and lateral angular vibration of the vehicle body, and improving the running stability of the vehicle. The stabilizer bar in the prior art is usually arranged on a cross beam or a longitudinal beam in front of the auxiliary frame, and when the stabilizer bar is applied to a part of pure electric rear-drive vehicle type, the installation structure is easy to interfere with the stabilizer bar due to the large size of a motor; in addition, in other structures of the prior art, when the vehicle body is turned over, the vehicle body deflection action to which the stabilizer bar is subjected needs to pass through the knuckle and the link in order before being transmitted to the stabilizer bar, so that the torque against which the stabilizer bar is made to oppose is reduced, thereby making the stability action of the stabilizer bar weaker than the action to which the knuckle is connected, and although the efficiency of the action can be improved by increasing the wire diameter of the stabilizer bar, the weight of the stabilizer bar is increased.

In this embodiment, the stabilizer 600 includes a straight portion 610, a bending portion 620 and an end portion 630, wherein two bending portions 620 and two end portions 630 are provided, and the straight portion 610 is located between the two bending portions 620. The inner sides, close to the mounting holes of the suspension bushings, of the rear parts of the two longitudinal beams 120 are provided with connecting seats 122, and the left and right ends of the straight body 610 are respectively in shaft connection with the two connecting seats 122. The bent portion 620 is bent from the back to the front outward such that the suspension bushing mounting hole is located inside the root of the bent portion 620 while the end portion 630 is located at the tip of the bent portion 620. While the end 630 is also located just above the extension 220, while in the up-down direction, the end 630 is located between the first node 201 and the fifth node 205. In this embodiment, the stabilizer bar 600 is mounted at the rear end of the subframe 100, so that most parts in the subframe 100 are avoided and the stabilizer bar does not interfere with the motor. In addition, the connecting end 630 of the stabilizer 600 is provided in the knuckle 200 by the bending part 620, so that the overall strength of the stabilizer can be improved, and the stabilizer can be stabilized well without increasing the weight of the stabilizer.

Further, the upper end of the connecting rod 700 is connected to the end 630, and the lower end of the connecting rod 700 is connected to the knuckle 200 through the mounting hole of the connecting lug 230. In the conventional stabilizer bar structure, the mounting direction of the connecting rod is generally along the left-right direction, and when the connecting position of the connecting rod is close to the inner side of the knuckle, the connecting rod is often shielded by a brake disc on the outer side of the knuckle when the connecting rod needs to be assembled or after-sales maintained, so that the operation is inconvenient. With the above improvement, as shown in fig. 5, the convenience of the operator is greatly improved when assembling because the installation direction of the connecting rod 700 is up and down.

Further, since the air spring 400 and the strut assembly 500 are installed between the knuckle 200 and the subframe 100, a plurality of links are provided between the two in such a compact space. Therefore, in order to ensure reasonable utilization of space, a plurality of connecting rods are required to be optimized in shape, and the shape of part of connecting rods is made into a bent shape, so that the space can be reasonably utilized, and meanwhile, the strength of the bent connecting rods is higher. For example, in the present embodiment, the inner side of the toe-in control arm 350 is in driving connection with the steering gear 800, and the outer side is connected with the fifth node 205, and since the fifth node 205 is located between the first node 201 and the third node 203, the toe-in control arm 350 is located at least partially above the first lower control arm 330, and the air spring 400 and the strut assembly 500 are mounted on the first lower control arm 330, and the outer diameter of the air spring 400 is large, so that the space of the toe-in control arm 350 is occupied. For this reason, the toe-in control arm 350 is provided with a bent portion at a portion near the air spring 400, which can just bypass the air spring 400, and at the same time, since the toe-in control arm 350 can slide relatively in the left-right direction during operation, and the air spring 400 is generally relatively motionless during actual operation, the bent portion should be ensured not to interfere with the air spring 400 within the sliding range of the toe-in control arm design.

In addition, as described above, the five-link suspension system provided in the present embodiment includes the steering gear 800. The steering machine is added in the rear suspension system, so that the rear wheels have steering functions. The rear wheel steering, as the name implies, is a vehicle type with rear wheel steering technology, and the rear wheels can realize steering at a certain angle like the front wheels, but the steering angle is usually within 10 degrees. The automobile has the most attractive advantages of helping the automobile body reduce the turning radius at low speed and facilitating the parking or turning around of a driver. For example, the steering angle of the rear wheel of a part of luxury class-C cars on the market reaches 10 degrees, the turning diameter of the car is shortened to 10.9 meters, and the car can be just like a car even if the car turns around at a narrow intersection. The logic is not difficult because the flexibility of the rear wheel steering is higher than that of the front wheel under the same wheelbase and steering angle, and the rear wheel steering is the vehicle which needs to flexibly walk like a forklift. Besides improving the flexibility at low speeds, rear wheel steering has the great advantage of improving the running stability and safety of the vehicle during high-speed running. For example, when the driver suddenly encounters an obstacle, he can subconsciously slam the steering wheel to avoid, and at the moment, the high speed and the large-angle steering can lead the originally stable tail to swing, so that the vehicle is out of control. This uncontrolled logic is similar to a train derailment. Because the normal rear wheel is not turned, you can imagine the rear wheel as a train wheel, which can only follow the track of the rail, completing a relatively gentle turn. The front wheel is equivalent to a rail, if a driver turns at a large angle at a high speed, the effect is no more than that of making a train suddenly turn at right angles, the rear wheel completely loses the grip, and the driver is out of control naturally. At this time, the steering action of the rear wheels is to make the rear wheels become passive to active, and the oversteer of the front wheels is neutralized by the active steering, so that the possibly out-of-control tail is stabilized.

While the addition of a steering gear to the rear suspension has many advantages as described above, the space arrangement creates a significant challenge for the otherwise already confined suspension space, as well as the addition of one steering gear 800. In order to more reasonably utilize the space, in the present embodiment, the steering gear 800 is disposed at the rear side of the sub-frame 100. Since the sub-frame 100 is generally pi-shaped, the rear ends of the two longitudinal beams 120 are respectively bent outwards, and the rear cross beam 110 is located between the two longitudinal beams 120, an open space with a rearward opening can be defined by the rear cross beam 110 and the rear ends of the two longitudinal beams 120, and the open space can be used for placing the steering gear 800. The steering gear 800 is installed in the open space, not only to skillfully utilize the space, but also to be effectively protected by the sub-frame 100. In order to realize the fixed mounting of the steering gear 800, two mounting seats 140 are provided in the open space, and the two mounting seats 140 are respectively positioned at the left and right sides of the rear cross member 110. The steering gear 800 is fixedly mounted on the mounting base 140.

Further, to facilitate the installation of the steering gear 800, the mounting base 140 is disposed obliquely backward with respect to the vertical line. Referring to fig. 6, it is assumed that the mount 140 includes a mounting reference line having an angle α,15 ° < α <25 ° from the vertical. Preferably, in this embodiment, the α angle is 20 °. That is, after the steering gear 800 is installed, the operation surface of the steering gear 800 is inclined backward by about 20 degrees, so that the power harness interface on the steering gear 800 is inclined backward as much as possible, and the assembly and after-sales maintenance of the power harness interface are convenient for staff.

In addition, the vehicle according to the embodiment of the invention includes the five-link suspension system of the above embodiment. As can be seen from comparison between fig. 7 and 8, the five-bar suspension system of the present embodiment has smaller space occupation in the transverse direction on the basis of the same suspension, and the vehicle body width of the vehicle of the present embodiment is effectively reduced while maintaining the same vehicle cabin interior space. The reduction in the width of the vehicle body can lead to a reduction in the weight of the vehicle body and a reduction in the overall cost.

In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

While embodiments of the present invention have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A five-link suspension system comprising:

the auxiliary frame (100) comprises two cross beams (110) and two longitudinal beams (120), and a motor installation space (130) is formed between the two cross beams (110) and the two longitudinal beams (120);

a knuckle (200) including a protruding portion (210), the protruding portion (210) protruding inward;

a suspension structure (300) including a first upper control arm (310), a second upper control arm (320), a first lower control arm (330), a second lower control arm (340), and a toe-in control arm (350); one end of the first upper control arm (310) is hinged with the front side of the longitudinal beam (120), and the other end is hinged with the steering knuckle (200); one end of the second upper control arm (320) is hinged with the middle part of the longitudinal beam (120), and the other end is hinged with the steering knuckle (200); one end of the first lower control arm (330) is hinged with the auxiliary frame (100), and the other end is hinged with the extension part (210);

an air spring (400) having a lower end connected to the first lower control arm (330), and the air spring (400) being adjacent to the rear side of the side member (120);

and the lower end of the sliding column assembly (500) is connected with the first lower control arm (330), and the sliding column assembly (500) is close to the suspension master pin.

2. The five-link suspension system according to claim 1, characterized in that the outer side of the first lower control arm (330) is provided with a boss (331), the strut assembly (500) being hinged to the boss (331).

3. The five-link suspension system according to claim 1, wherein a mount (332) is provided in the middle of the first lower control arm (330), a recessed surface is provided in the mount (332), the recessed surface is lower than a reference surface of the first lower control arm (330), and a lower end of the air spring (400) abuts against the recessed surface.

4. A five-bar suspension system according to any one of claims 1 to 3, wherein the toe-in control arm (350) includes a bend that is proximate the air spring (400).

5. The five-link suspension system of claim 1, further comprising a stabilizer bar (600), said stabilizer bar (600) comprising a straight body portion (610), a bent portion (620) and an end portion (630), said straight body portion (610) being connected to the rear side of said two stringers (120), said end portion (630) being located inside said knuckle (200).

6. The five-link suspension system according to claim 5, wherein the knuckle (200) includes a connecting lug (220), and the connecting lug (220) is provided with a mounting hole penetrating up and down; the steering knuckle assembly further comprises a connecting rod (700), wherein the upper end of the connecting rod (700) is connected with the end portion (630), and the lower end of the connecting rod passes through the mounting hole to be connected with the steering knuckle (200).

7. The five-link suspension system of claim 1, wherein a mount (140) is provided on a rear side of the subframe (100), further comprising a steering gear (800), the steering gear (800) being mounted on the mount (140), the steering gear (800) being drivingly connected to the toe-in control arm (350).

8. The five-bar suspension system of claim 7, wherein the mount (140) is inclined rearward, the mount (140) including a mount reference line, the mount reference line having an angle α,15 ° < α <25 ° from vertical.

9. The five-link suspension system according to claim 1, characterized in that the rear side of the longitudinal beam (120) is provided with an outwardly curved turn (121), the air spring (400) being adjacent to the turn (121) of the longitudinal beam (120).

10. A vehicle comprising a five-bar suspension system as claimed in any one of claims 1 to 9.