CN216300693U - Multi-connecting-rod rear suspension assembly and automobile - Google Patents

Abstract

The utility model relates to a multi-connecting-rod rear suspension assembly and an automobile, which comprise a shaft joint, a front upper swing arm, a rear upper swing arm, a front lower swing arm, a rear lower swing arm, a front beam arm, a shock absorber and a rear auxiliary frame, wherein the front upper swing arm is connected with the front beam arm; the outer ends of the five swing arms are connected to the shaft joints, the inner ends of the five swing arms are connected to the rear auxiliary frame, and the shock absorbers are connected to the front lower swing arms; the included angle between the connecting line of the inner point and the outer point of the rear upper swing arm and the Y axis is 25-35 degrees; the included angle between the connecting line of the inner point and the outer point of the toe-in arm and the Y axis is 5-15 degrees; the included angle between the connecting line of the inner point and the outer point of the front lower swing arm and the Y axis is 35-45 degrees; the included angle between the connecting line of the inner point and the outer point of the front upper swing arm and the Y axis is 15-25 degrees; the distance between the rear upper swing arm and the wheel center is 60-80 mm; the distance between the rear upper swing arm and the shock absorber is more than or equal to 10 mm. By means of the above-mentioned constraints, the caster angle of the kingpin of the rear wheel can be controlled between 3 and 5 degrees, and the caster angle of the kingpin can be controlled between-3 and-1 degrees, so that the automobile can have better maneuverability and riding comfort.

Description

Multi-connecting-rod rear suspension assembly and automobile

Technical Field

The utility model belongs to the technical field of automobiles, and particularly relates to a multi-connecting-rod rear suspension assembly and an automobile.

Background

The rear suspension is an important component of an automobile, plays an important role in the stability and comfort of the whole automobile, has the advantages of simple connecting rod structure, large design freedom and the like in various types of rear suspensions, and is widely applied to high-end automobile types.

The five-link suspension has no fixed steering shaft, and when the five-link suspension is used, the contradiction between the link arrangement and the reserved design of rear wheel steering needs to be solved, wherein the reserved design of rear wheel steering mainly comprises a constraint design of a kingpin inclination angle and a kingpin caster angle. However, in the existing five-link suspension, for example, the audi five-link suspension does not reserve a rear wheel steering design, and the unreasonable arrangement of all links causes the caster angle of the kingpin and the caster angle of the kingpin to be too large or too small, thereby affecting the operation stability and comfort of the automobile.

SUMMERY OF THE UTILITY MODEL

The technical problem to be solved by the utility model is as follows: the multi-link rear suspension assembly and the automobile are provided for solving the problems that the operating stability and the comfort of the automobile are affected due to the fact that the caster angle of a kingpin and the caster angle of the kingpin are too large or too small due to unreasonable arrangement of all links in the existing five-link suspension.

In order to solve the technical problem, an embodiment of the utility model provides a multi-link rear suspension assembly, which is applied to an automobile and comprises a front upper swing arm, a rear upper swing arm, a front lower swing arm, a rear lower swing arm, a toe-in arm and a shock absorber; the outer ends of the upper swing arm, the rear upper swing arm, the front lower swing arm, the rear lower swing arm and the toe-in arm are respectively connected to the shaft joints, the inner ends of the outer ends of the upper swing arm, the rear upper swing arm, the front lower swing arm, the rear lower swing arm and the toe-in arm are respectively connected to a rear auxiliary frame of an automobile or a rear bearing type automobile body of the automobile, and the shock absorber is connected to the front lower swing arm; the minimum included angle between a connecting line between the outer point and the inner point of the rear upper swing arm and the Y-axis direction is theta 1, wherein theta 1 is more than or equal to 25 degrees and less than or equal to 35 degrees; the minimum included angle between a connecting line between the outer point and the inner point of the toe-in arm and the Y-axis direction is theta 2, wherein theta 2 is more than or equal to 5 degrees and less than or equal to 15 degrees; the minimum included angle between a connecting line between the outer point and the inner point of the front lower swing arm and the Y-axis direction is theta 3, wherein theta 3 is more than or equal to 35 degrees and less than or equal to 45 degrees; the minimum included angle between a connecting line between the outer point and the inner point of the front upper swing arm and the Y-axis direction is theta 4, wherein theta 4 is more than or equal to 15 degrees and less than or equal to 25 degrees; the minimum distance between the rear upper swing arm and the wheel center of the wheel connected to the shaft joint in the X-axis direction is L1, wherein L1 is more than or equal to 60mm and less than or equal to 80 mm; the minimum distance between the rear upper swing arm and the shock absorber is L2, wherein L2 is more than or equal to 10 mm; the Y-axis direction is parallel to the left-right direction of the automobile, and the X-axis direction is parallel to the front-back direction of the automobile.

Optionally, the multi-link rear suspension assembly further includes a damping spring, the damping spring is connected to the rear lower swing arm, a minimum distance between an outer point of the rear lower swing arm and a lower point of the damping spring is La, and a distance between the outer point and an inner point of the rear lower swing arm is Lb, where La: Lb is greater than or equal to 0.6.

Optionally, the minimum distance between the damping spring and a transmission shaft for driving the wheel connected to the shaft joint to rotate is L3, wherein L3 is greater than or equal to 15 mm; the minimum distance between the damping spring and the rear upper swing arm is L4, wherein L4 is more than or equal to 10 mm; the minimum distance between the damping spring and the toe-in arm is L5, wherein L5 is more than or equal to 10 mm; the minimum distance between the shock absorber and the wheel connected to the shaft joint is L6, wherein L6 is more than or equal to 15 mm; the minimum distance between the shock absorber and the shock absorption spring is L7, wherein L7 is more than or equal to 10 mm; the minimum distance between the outer point of the rear lower swing arm and the wheel center of the wheel connected to the shaft joint in the X-axis direction is L8, wherein the distance is more than or equal to 55mm and less than or equal to L8 and less than or equal to 75 mm; the minimum included angle between the transmission shaft and the axis of the wheel connected to the shaft joint is theta 5, wherein theta 5 is more than or equal to 0 degree and less than or equal to 7 degrees; the minimum included angle between a connecting line between the outer point and the inner point of the rear lower swing arm and the Y-axis direction is theta 6, wherein theta 6 is more than or equal to 10 degrees and less than or equal to 20 degrees.

Optionally, the damping spring is detachably connected to the rear lower swing arm, and the damping spring is an air spring or a spiral spring.

Optionally, the outer ends of the toe-in arm, the front upper swing arm and the front lower swing arm are connected to the shaft joint through rubber bushings, and the outer ends of the rear upper swing arm and the rear lower swing arm are connected to the shaft joint through ball hinge bushings.

Optionally, the multi-link suspension assembly is a five-link rear suspension assembly, and the upper swing arm, the rear upper swing arm, the front lower swing arm, the rear lower swing arm and the toe-in arm are five links of the five-link rear suspension assembly.

In order to solve the above technical problem, an embodiment of the present invention further provides an automobile including the multi-link rear suspension assembly as described above.

In the multi-link rear suspension assembly provided by the embodiment of the utility model, the inner inclination angle of the main pin of the rear wheel can be controlled between 3 degrees and 5 degrees and the back inclination angle of the main pin can be controlled between-3 degrees and-1 degree by restricting each link, so that the automobile has better controllability and riding comfort.

Drawings

FIG. 1 is a schematic structural view of a five-bar rear suspension assembly for an automobile according to an embodiment of the present invention;

FIG. 2 is a schematic illustration of a five-link rear suspension assembly of an automobile with links coupled together according to an embodiment of the present invention;

FIG. 3 is a partial schematic view one of a five-bar rear suspension assembly for an automobile according to one embodiment of the present invention;

FIG. 4 is a partial schematic view of a five-link rear suspension assembly of an automobile according to an embodiment of the present invention;

FIG. 5 is a partial schematic illustration of a five-link rear suspension assembly of an automobile in accordance with an embodiment of the present invention;

fig. 6 is a partial schematic view of a five-link rear suspension assembly of an automobile according to an embodiment of the utility model.

The reference numerals in the specification are as follows:

100. a multi-link suspension assembly; 200. a wheel; 1. a shaft coupling; 2. a front upper swing arm; 3. a rear upper swing arm; 4. a front lower swing arm; 5. a rear lower swing arm; 6. a toe-in arm; 7. a shock absorber; 8. a damping spring; 9. a rear subframe; 10. a drive shaft; 11. a stabilizing tie rod; 12. a stabilizer bar.

Detailed Description

In order to make the technical problems, technical solutions and advantageous effects solved by the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the utility model and are not intended to limit the utility model.

As shown in fig. 1 and 4, in one embodiment, the vehicle includes a vehicle body, a multi-link rear suspension assembly 100, and a wheel 200, wherein the multi-link rear suspension assembly 100 is connected to the vehicle body, the wheel 200 is a rear wheel of the vehicle, and the wheel 200 is mounted on the multi-link rear suspension assembly 100.

As shown in fig. 1, in one embodiment, the multi-link rear suspension assembly 100 is a five-link rear suspension assembly, and includes a coupling 1, a front upper swing arm 2, a rear upper swing arm 3, a front lower swing arm 4, a rear lower swing arm 5, a toe-in arm 6, a shock absorber 7, and a shock absorbing spring 8. The five front upper swing arm 2, the rear upper swing arm 3, the front lower swing arm 4, the rear lower swing arm 5 and the toe-in arm 6 are five connecting rods of the five-connecting-rod rear suspension assembly.

In one embodiment, the body is of a non-self-supporting body design, in which case the body has, in addition to the body, a rear subframe 9 attached to the body. The outer ends of the front upper swing arm 2, the rear upper swing arm 3, the front lower swing arm 4, the rear lower swing arm 5 and the toe-in arm 6 are all connected to the shaft joint 1, and the inner ends of the five arms are all connected to the rear auxiliary frame 9. One end of a shock absorber 7 is connected to the rear lower swing arm 5, and the other end of the shock absorber 7 is connected to the vehicle body; one end of the damping spring 8 is connected to the rear lower swing arm 5, and the other end of the damping spring 8 is connected to the vehicle body. The outer end refers to one end of each connecting rod which is positioned at the outer side after the automobile is assembled, and the inner end refers to one end of each connecting rod which is positioned at the inner side after the automobile is assembled.

It should be understood that the vehicle includes two multi-link rear suspension assemblies 100, the two multi-link rear suspension assemblies 100 being respectively disposed on the left and right sides of the rear sub-frame 9, and two rear wheels being respectively connected to the axle joints 1 of the two multi-link rear suspension assemblies 100.

In one embodiment, the outer ends of the front upper swing arm 2, the front lower swing arm 4 and the toe-in arm 6 can be connected to the shaft joint 1 through rubber bushings, so that the three can rotate up and down relative to the shaft joint 1; the inner ends of the three parts can be connected to the rear auxiliary frame 9 through rubber bushings, so that the three parts can rotate up and down relative to the rear auxiliary frame 9. The outer ends of the rear upper swing arm 3 and the rear lower arm are connected to the shaft joint 1 through spherical hinge bushings, so that the rear upper swing arm and the rear lower arm can rotate universally relative to the shaft joint 1; in addition, the inner ends of the two can be connected to the sub-frame through rubber bushings, so that the two can rotate up and down relative to the rear sub-frame 9. The lower end of the shock absorber 7 can be connected to the rear lower swing arm 5 through a bushing, and the upper end of the shock absorber 7 can be fixed on the vehicle body through a bolt.

The connection modes between the upper swing arm, the rear upper swing arm 3, the front lower swing arm 4, the rear lower swing arm 5 and the toe-in arm 6 and the shaft joint 1, the connection relations between the five arms and the rear auxiliary frame 9, the connection relations between the shock absorber 7 and the rear lower swing arm 5, the connection relations between the shock absorber 7 and the vehicle body, the connection relations between the auxiliary frame and the vehicle body and the like are all existing connection modes, any existing design capable of achieving the scheme can be adopted, and the embodiment does not describe the scheme much.

As shown in fig. 2 and 3, in an embodiment, a minimum included angle between a connecting line between an outer point of the rear upper swing arm 3 and an inner point of the rear upper swing arm 3 and the Y-axis direction is θ 1, wherein θ 1 is greater than or equal to 25 ° and less than or equal to 35 °; the minimum included angle between the connecting line between the outer point of the toe-in arm 6 and the inner point of the toe-in arm 6 and the Y-axis direction is theta 2, wherein theta 2 is more than or equal to 5 degrees and less than or equal to 15 degrees; the minimum included angle between the connecting line between the outer point of the front lower swing arm 4 and the inner point of the front lower swing arm 4 and the Y-axis direction is theta 3, wherein theta 3 is more than or equal to 35 degrees and less than or equal to 45 degrees; the minimum included angle between the connecting line between the outer point of the front upper swing arm 2 and the inner point of the front upper swing arm 2 and the Y-axis direction is theta 4, wherein the theta 4 is more than or equal to 15 degrees and less than or equal to 25 degrees; the minimum distance between the outer point of the rear upper swing arm 3 and the wheel center of the wheel 200 connected to the shaft joint 1 in the X-axis direction is L1, wherein L1 is more than or equal to 60mm and less than or equal to 80 mm; the minimum distance between the rear upper swing arm 3 and the shock absorber 7 is L2, wherein L2 is more than or equal to 10 mm. The minimum distance L1 in the X axis direction between the outer point of the rear upper swing arm 3 and the wheel center of the wheel 200 connected to the coupling 1 means: the minimum length of the orthographic projection of a connecting line between the outer point of the rear upper swing arm 3 and the wheel center of the wheel 200 connected to the coupling 1 on the X axis.

In this embodiment, the automobile is located in a three-dimensional coordinate system composed of an X axis, a Y axis, and a Z axis, where the X axis is a front-rear length direction of the automobile, the Y axis is a left-right width direction of the automobile, and the Z axis is a top-bottom height direction of the automobile. In addition, when the two rear wheels of the automobile do not rotate, the connecting line of the wheel centers of the two rear wheels is parallel to the Y-axis direction.

By means of the restraint of the connecting rods, the inner inclination angle of the main pin of the rear wheel can be controlled between 3 degrees and 5 degrees, and the rear inclination angle of the main pin can be controlled between-3 degrees and-1 degrees, so that the automobile has better maneuverability and riding comfort. Meanwhile, through the embodiment, on the basis of the structure of the existing five-link rear suspension, corresponding restraint is carried out on the corresponding connecting rod, so that the automobile has better controllability and riding comfort.

In one embodiment, the damping spring 8 can be an air spring, so that the nonlinear stiffness and amplitude-frequency characteristics of the air spring can be fully utilized, the roll and pitch control of the whole vehicle and the vibration filtering capability of a low-amplitude high-frequency road surface can be greatly improved, and the operation stability and the riding comfort can be further improved.

As shown in FIG. 4, in one embodiment, the minimum distance between the outer point of the rear lower swing arm 5 and the lower point of the shock absorbing spring 8 is La, and the minimum distance between the outer point of the rear lower swing arm 5 and the inner point of the rear lower swing arm 5 is Lb, wherein La: Lb ≧ 0.6. That is to say, damping spring 8's lever ratio is more than or equal to 0.6, can reduce the size of the atress of back lower swing arm 5 like this to solve the big problem of spring preloading, improve damping spring 8's the shock absorption performance, and then improve the travelling comfort of taking. The lower point of the damper spring 8 is the intersection point of the axis of the damper spring 8 and the front lower swing arm 4.

As shown in fig. 4 to 6, in one embodiment, the automobile further includes a transmission shaft 10, and the transmission shaft 10 is connected to the rear wheel for driving the rear wheel to rotate. In order to make the lever ratio of the damping spring 8 greater than or equal to 0.6, the following constraint is adopted between the parts: the minimum distance between the damping spring 8 and the transmission shaft 10 is L3, wherein L3 is more than or equal to 15 mm; the minimum distance between the damping spring 8 and the rear upper swing arm 4 is L4, wherein L4 is more than or equal to 10 mm; the minimum distance between the damping spring 8 and the toe-in arm 6 is L5, wherein L5 is more than or equal to 10 mm; the minimum distance between the shock absorber 7 and the wheel 200 connected to the shaft joint 1 is L6, wherein L6 is more than or equal to 15 mm; the minimum distance between the shock absorber 7 and the shock absorbing spring 8 is L7, wherein L7 is more than or equal to 10 mm; the minimum distance between the outer point of the rear lower swing arm 5 and the wheel center of the wheel 200 connected to the shaft joint 1 in the X-axis direction is L8, wherein L8 is more than or equal to 55mm and less than or equal to 75 mm; the minimum included angle between the transmission shaft 10 and the axis of the wheel 200 is theta 5, wherein theta 5 is more than or equal to 0 degree and less than or equal to 7 degrees; the minimum included angle between the connecting line between the outer point of the rear lower swing arm 5 and the inner point of the rear lower swing arm 5 and the Y-axis direction is theta 6, wherein theta 6 is more than or equal to 10 degrees and less than or equal to 20 degrees.

The minimum distance L8 in the X axis direction between the outer point of the rear lower arm 5 and the wheel center of the wheel 200 connected to the spindle joint 1 means: the minimum length of the orthographic projection of the connecting line of the outer point of the rear lower swing arm 5 and the wheel center of the wheel 200 connected to the shaft joint 1 on the X axis.

The multi-link rear suspension assembly 100 can be integrated through the constraints, so that the invasion of parts such as the shock absorber 7 to the rear evacuation room of the automobile is reduced, and the space of a rear seat and a trunk is increased. Simultaneously, through the restraint, the stress balance of the suspension can be considered in the design of hard points of each swing arm, the lightweight design of the suspension is facilitated, and the performance of the suspension is more balanced.

The minimum distance and the minimum included angle between the components are the minimum distance between the relevant components when the vehicle is running or at rest, for example, the minimum distance L6 between the shock absorber 7 and the wheel 200 occurs when the wheel 200 jumps up and down during the running of the automobile. Meanwhile, the spacing and the angle between the parts are defined by the spacing and the angle between the parts which are positioned on the same multi-connecting-rod rear suspension assembly and the parts such as the wheel 200, the transmission shaft and the like which are connected with the multi-connecting-rod rear suspension assembly.

As shown in fig. 1, in an embodiment, the automobile further includes a stabilizer link 11 and a stabilizer bar 12, a first end of the stabilizer link 11 may be connected to the front upper swing arm 2 by a ball pin or the like, a second end of the stabilizer link 11 may be connected to a first end of the stabilizer bar 12 by a ball pin, and a second end of the stabilizer bar 12 may be connected to the subframe 9 by a bushing.

In other embodiments, a vehicle body of a vehicle may be a body type, in which case, the rear subframe 9 is not provided in the vehicle, and the links, the shock absorber 7, the shock absorbing spring 8, and the like in the multi-link rear suspension assembly 100 may be directly connected to the body of the body type. The connection of the other components is the same as that of the above embodiments except that the vehicle body and the rear subframe 9 of the above embodiments are replaced with the vehicle body fingers, that is, the vehicle body and the rear subframe 9 of the above embodiments are of an integrally formed structure.

In other embodiments, the damping spring 8 may also be a common coil spring, that is, an air spring or a coil spring may be selected for damping in the multi-link rear suspension assembly 100 according to actual requirements, so as to improve the adaptability thereof.

The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the utility model, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.

Claims (7)

1. A multi-connecting-rod rear suspension assembly is applied to an automobile and is characterized by comprising a front upper swing arm, a rear upper swing arm, a front lower swing arm, a rear lower swing arm, a toe-in arm and a shock absorber;

the outer ends of the upper swing arm, the rear upper swing arm, the front lower swing arm, the rear lower swing arm and the toe-in arm are respectively connected to the shaft joints, the inner ends of the outer ends of the upper swing arm, the rear upper swing arm, the front lower swing arm, the rear lower swing arm and the toe-in arm are respectively connected to a rear auxiliary frame of an automobile or a rear bearing type automobile body of the automobile, and the shock absorber is connected to the front lower swing arm;

the minimum included angle between a connecting line between the outer point and the inner point of the rear upper swing arm and the Y-axis direction is theta 1, wherein theta 1 is more than or equal to 25 degrees and less than or equal to 35 degrees;

the minimum included angle between a connecting line between the outer point and the inner point of the toe-in arm and the Y-axis direction is theta 2, wherein theta 2 is more than or equal to 5 degrees and less than or equal to 15 degrees;

the minimum included angle between a connecting line between the outer point and the inner point of the front lower swing arm and the Y-axis direction is theta 3, wherein theta 3 is more than or equal to 35 degrees and less than or equal to 45 degrees;

the minimum included angle between a connecting line between the outer point and the inner point of the front upper swing arm and the Y-axis direction is theta 4, wherein theta 4 is more than or equal to 15 degrees and less than or equal to 25 degrees;

the minimum distance between the outer point of the rear upper swing arm and the wheel center of the wheel connected to the axle joint in the X-axis direction is L1, wherein L1 is more than or equal to 60mm and less than or equal to 80 mm;

the minimum distance between the rear upper swing arm and the shock absorber is L2, wherein L2 is more than or equal to 10 mm;

wherein, the Y-axis direction is parallel to the left and right direction of the automobile, and the X-axis direction is parallel to the front and back direction of the automobile.

2. The rear multi-link suspension assembly of claim 1 further comprising a shock absorbing spring connected to the rear lower swing arm, wherein the minimum distance between the outer point of the rear lower swing arm to the lower point of the shock absorbing spring is La, and the distance between the outer point and the inner point of the rear lower swing arm is Lb, wherein La: Lb is greater than or equal to 0.6.

3. The rear multi-link suspension assembly of claim 2 wherein the minimum spacing between the damper spring and the axle shaft for driving the wheel connected to the axle stub to rotate is L3, wherein L3 ≧ 15 mm;

the minimum distance between the damping spring and the rear upper swing arm is L4, wherein L4 is more than or equal to 10 mm;

the minimum distance between the damping spring and the toe-in arm is L5, wherein L5 is more than or equal to 10 mm;

the minimum distance between the shock absorber and the wheel connected to the shaft joint is L6, wherein L6 is more than or equal to 15 mm;

the minimum distance between the shock absorber and the shock absorption spring is L7, wherein L7 is more than or equal to 10 mm;

the minimum distance between the outer point of the rear lower swing arm and the wheel center of the wheel connected to the shaft joint in the X-axis direction is L8, wherein the distance is more than or equal to 55mm and less than or equal to L8 and less than or equal to 75 mm;

the minimum included angle between the transmission shaft and the axis of the wheel connected to the shaft joint is theta 5, wherein theta 5 is more than or equal to 0 degree and less than or equal to 7 degrees;

the minimum included angle between a connecting line between the outer point and the inner point of the rear lower swing arm and the Y-axis direction is theta 6, wherein theta 6 is more than or equal to 10 degrees and less than or equal to 20 degrees.

4. The rear multi-link suspension assembly of claim 2 wherein the shock absorbing spring is removably attached to the rear lower swing arm, the shock absorbing spring being an air spring or a coil spring.

5. The rear multi-link suspension assembly of claim 1 wherein the toe arm, the upper front swing arm, and the lower front swing arm are connected at their outer ends to the axle joints by rubber bushings, and the upper rear swing arm and the lower rear swing arm are connected at their outer ends to the axle joints by ball-and-socket bushings.

6. The multi-link rear suspension assembly of claim 1 wherein the multi-link suspension assembly is a five-link rear suspension assembly, and the upper swing arm, rear upper swing arm, front lower swing arm, rear lower swing arm, and toe arm are the five links of the five-link rear suspension assembly.

7. An automobile, comprising a multi-link rear suspension assembly as claimed in any one of claims 1 to 6.

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