CN116118870A - Suspension system and vehicle - Google Patents

Abstract

The invention discloses a suspension system and a vehicle, and relates to the technical field of auto parts. On the one hand, the system includes a subframe and a claw-shaped rod system. The subframe includes two longitudinal beams spaced apart along the vehicle width direction and two The front cross member and the rear cross member connected by the root longitudinal member, the longitudinal member is arranged along the vehicle length direction and the part protruding from the front cross member and the rear cross member extends towards the vehicle width direction, and the area between the front and rear cross members is upward in the vehicle height direction Arched; the claw-shaped bar system is located on the outside of the longitudinal beam in the vehicle width direction, the assembly end of the claw-shaped bar system is hinged with the joint head assembly, and the branch ends are arranged at intervals along the length direction of the longitudinal beam and hinged with the sub-frame. In another aspect, the vehicle includes a suspension system. By extending the two ends of the longitudinal beam toward the vehicle width direction and arching toward the vehicle height direction, the rear impact impact force can be decomposed and transferred to the vehicle width and vehicle height directions, and supported by the two claw-shaped rods Down, so that the entire suspension system will not move toward the front of the car to avoid collision with the battery.

Description

A suspension system and vehicle

technical field

The invention relates to the technical field of auto parts, in particular to a suspension system and a vehicle.

Background technique

The rear subframe is an important component of the rear suspension of the vehicle chassis system, mainly including the main body of the rear subframe and the connecting structure connected with the body, suspension and other parts. In addition to supporting the above parts, the rear subframe can also block vibration and noise. When the vehicle encounters a collision, the deformation of the sub-frame can be used to absorb the impact and play a buffer role, while also protecting the components on the rear frame from damage.

The current rear sub-frame often only considers the stability of the connection structure. When it encounters an impact, the impact load is transmitted to the body through the side beams, but the impact energy absorption efficiency is not high, and the frame deformation is easy to cause damage to the frame. The collision of the battery can lead to safety accidents such as fire and explosion.

Contents of the invention

Aiming at the defects existing in the prior art, the object of the present invention is to provide a suspension system and a vehicle to solve the problem in the prior art that when the vehicle has a rear-collision accident, the sub-frame and the suspension produce forward displacement and The battery collides, causing safety accidents such as fire and explosion.

For achieving above object, the technical scheme that the present invention takes is:

In one aspect, the present application provides a suspension system, comprising:

The sub-frame includes two longitudinal beams spaced apart along the vehicle width direction and a front beam and a rear beam connected between the two longitudinal beams at intervals. The above-mentioned longitudinal beams are arranged along the vehicle length direction and protrude from the Partially extending in the direction of the vehicle width, the above-mentioned longitudinal member is arched upward in the direction of the vehicle height in the area between the front cross member and the rear cross member;

The claw-shaped rod system located outside the vehicle width direction of the above-mentioned longitudinal beam, the assembly end of the above-mentioned claw-shaped rod system is used for hinged connection with the joint head assembly, and the branch ends of the above-mentioned claw-shaped rod system are arranged at intervals along the length direction of the above-mentioned longitudinal beam, And it is hinged with the above-mentioned longitudinal beam near one side or the above-mentioned front crossbeam or the above-mentioned rear crossbeam.

In some optional embodiments, the above-mentioned front cross beam is connected to the bend of the above-mentioned longitudinal beam.

In some optional embodiments, the end of the rear beam connected to the longitudinal beam is in the shape of a truncated cone, the large-diameter end of the truncated cone is connected to the longitudinal beam, and the diameter of the large-diameter end is larger than the diameter of the longitudinal beam, and Part protrudes towards the bottom of the vehicle.

In some optional embodiments, the above-mentioned claw-type rod system includes:

The lower spring arm is located below the above-mentioned longitudinal beam, one end of the above-mentioned lower spring arm is hinged with the frustum-shaped end of the above-mentioned rear cross beam protruding toward the vehicle bottom, and the other end is used for hinged connection with the above-mentioned joint head assembly;

Front upper control arm, one end of which is hinged to the arched area of the above-mentioned longitudinal beam between the front beam and the rear beam, and the other end is used to be hinged to the above-mentioned joint head assembly;

The rear lower control arm is located below the above-mentioned longitudinal beam, one end of which is hinged to the truncated cone-shaped end of the above-mentioned rear cross member protruding toward the vehicle bottom, and the other end is used to be hinged to the above-mentioned joint head assembly;

Rear upper control arm, one end of which is hinged to the above-mentioned longitudinal beam near the front cross beam, and the other end is used to be hinged to the above-mentioned joint head assembly;

The front lower control arm has one end hinged with the above-mentioned longitudinal beam near the rear cross beam, and the other end is used for hinged joint with the above-mentioned joint head assembly.

In some optional embodiments, the above-mentioned front lower control arm and the above-mentioned rear upper control arm are respectively connected to the bends where the above-mentioned longitudinal beam is connected to the above-mentioned front cross-beam and the above-mentioned rear cross-beam.

In some optional embodiments, the two front lower control arms are respectively located on the extension lines at both ends of the front cross member.

In some optional embodiments, the longitudinal beams are arched upwards in the vehicle height direction to form an included angle of 120°-160°.

In some optional embodiments, the above-mentioned front upper control arm is connected to the above-mentioned longitudinal beam at a place where the arched area between the front cross-beam and the rear cross-beam is close to one-third of the above-mentioned front cross-beam.

In some optional embodiments, the above-mentioned rear upper control arm is bent along the vehicle length direction, and is arched between the connection points at both ends to set an arc.

On the other hand, the present application also provides a vehicle, including the suspension system mentioned above.

Compared with the prior art, the present invention has the advantage that by extending the two ends of the longitudinal beam toward the width direction of the vehicle and connecting it with the vehicle frame, the received rear impact impact force can be decomposed and transferred to the direction of the vehicle width. The beam arches toward the height of the vehicle, so that the impact force of the rear impact can be decomposed and transferred to the height of the vehicle, and under the support of the two claw-shaped rods, the entire suspension system will not move toward the front of the vehicle to avoid It is dangerous to collide with the battery.

Description of drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings that need to be used in the description of the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application. For those skilled in the art, other drawings can also be obtained based on these drawings without creative effort.

Fig. 1 is a schematic top view of a suspension system of the present invention;

Fig. 2 is a schematic side view of Fig. 1;

Fig. 3 is a schematic diagram of the connection between the claw-shaped bar system and the sub-frame in Fig. 1 .

Among the figure: 1, auxiliary frame; 11, longitudinal beam; 12, crossbeam; 121, front crossbeam; 122, rear crossbeam; 2, claw-type bar system; 21, lower spring arm; 22, front upper control arm; 23, Rear lower control arm; 24, rear upper control arm; 25, front lower control arm; 3, joint head assembly.

Detailed ways

In order to make the purposes, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments It is a part of the embodiments of this application, but not all of them. Based on the embodiments in the present application, all other embodiments obtained by persons of ordinary skill in the art without making creative efforts belong to the protection scope of the present application.

Embodiments of the present invention will be described in further detail below in conjunction with the accompanying drawings.

In the first aspect, as shown in FIG. 1 and FIG. 2 , the present application provides a suspension system, including a subframe 1 and a claw-type linkage 2 . There are two claw-shaped rod systems 2, which are respectively located on the outside of the sub-frame 1 in the vehicle width direction. The sub-frame 1 is used to connect with the vehicle frame. The branch end of the type rod system 2 is used to be hinged with the joint head assembly 3 .

Specifically, the sub-frame 1 includes two longitudinal beams 11 spaced along the vehicle width direction and a cross beam 12 connecting the two longitudinal beams 11, and the cross beam 12 includes a front cross beam 121 and a front cross beam 12 connected between the two longitudinal beams 11 at intervals. The rear beam 122, the above-mentioned longitudinal beam 11 is arranged along the vehicle length direction and the part protruding from the front beam 121 and the rear beam 122 extends toward the vehicle width direction, and the above-mentioned longitudinal beam 11 is located in the area between the front beam 121 and the rear beam 122 in the vehicle height direction arched upward; the claw-shaped rod system 2 is located on the outside of the longitudinal beam 11 in the vehicle width direction, the assembly end of the above-mentioned claw-shaped rod system 2 is used to be hinged with the joint head assembly 3, and the branch end of the above-mentioned claw-shaped rod system 2 is along the The longitudinal beams 11 are arranged at intervals in the longitudinal direction, and are hinged to the longitudinal beams 11 or the cross beams 12 near one side.

It can be understood that the two longitudinal beams 11 are arranged along the vehicle length direction and both ends extend toward the vehicle width direction, thereby forming an "inverted eight"-shaped structure near the front cross beam 121, and an "eight"-shaped structure near the rear cross beam 122, Therefore, when the impact force from the rear of the vehicle is received, the two longitudinal beams 11 are decomposed and transferred to the vehicle width direction; the area between the two longitudinal beams 11 between the front cross beam 121 and the rear cross beam 122 is arched upward in the vehicle height direction, Therefore, when receiving an impact force from the rear of the vehicle, the collision load when the vehicle collides from the rear can be decomposed into the vehicle height direction. Therefore, when the vehicle is hit from the rear, the collision load can be decomposed by the two longitudinal beams 11, so as to prevent the subframe 1 from shifting in the direction of the front and collide with the battery in front, resulting in fire and explosion accidents, thereby protecting the safety of the occupants and the vehicle. And because the upwardly arched area of the longitudinal beam 11 is located at the trunk of the vehicle, even if the longitudinal beam 11 deforms in the vehicle height direction under the impact load, it will not affect the safety of the occupants.

At the same time, the two longitudinal beams 11 are connected by the front cross beam 121 and the rear cross beam 122 to form a frame structure, which not only improves the overall rigidity of the sub-frame 1, but also leaves sufficient space for the arrangement of the drive motor, so that the rear wheel can be driven The vehicle moves forward.

It should be noted that the claw-type rod system 2 includes at least two connecting rods, and one end of all connecting rods is hinged with the joint head assembly 3 to form the above-mentioned assembly end, and each connecting rod is far away from being hinged with the joint head assembly 3 The other end is the branch end, which is arranged at intervals along the longitudinal direction of the longitudinal beam 11 and hinged with the longitudinal beam 11 or the front beam 121 or the rear beam 122 .

Since the assembly end of the claw-type rod system 2 is used to be hinged with the joint head assembly 3 and is arranged along the vehicle width direction, the force at the wheel center can be decomposed and the movement of the wheel center can be controlled at the same time. During the movement of the wheel, the wheel The distance change is as small as possible, the toe-in change and camber change are more reasonable, and the vehicle handling is improved.

Preferably, the above-mentioned front beam 121 is connected to the bend of the above-mentioned longitudinal beam 11 .

The purpose of this setting is that the front beam 121 and the rear beam 122 can provide better rigid support to the longitudinal beam 11, so as to prevent the longitudinal beam 11 from bending when the longitudinal beam 11 is subjected to a collision load and transmits the force to the vehicle width direction. deformed or even broken.

In some optional embodiments, the end of the rear beam 122 connected to the longitudinal beam 11 is in the shape of a truncated cone, the large-diameter end of the truncated cone is connected to the longitudinal beam 11 , and the diameter of the large-diameter end is larger than that of the longitudinal beam 11 diameter and partly protrudes towards the bottom of the vehicle.

It can be understood that the diameter of both ends of the rear beam 122 connected to the longitudinal beam 11 is greater than the diameter of the middle of the rear beam 122 to form a thin neck in the middle. And the diameter of the large-diameter end of the connecting end of the rear cross beam 122 and the longitudinal beam 11 is larger than the diameter of the above-mentioned longitudinal beam 11, thereby completely covering the outer walls of the side beams 11 close to each other, strengthening the structural strength of the sub-frame 1 near the rear of the vehicle, and The collision load can be better transmitted to the vehicle body via the rear cross member 122 to the side member 11 .

The rear beam 122 and the front beam 121 can be rigidly combined by welding or bolts. The rear beam 122 can be made into a metal cylindrical body, which is welded by multiple sheet metal parts, so as to meet the design requirements of lightweight vehicles. At the same time, in order to strengthen the structural strength, the thickness of the sheet metal parts can be thickened.

In some optional embodiments, the claw-type lever system 2 includes a lower spring arm 21 , a front upper control arm 22 , a rear lower control arm 23 , a rear upper control arm 24 and a front lower control arm 25 .

Specifically, as shown in Figure 3, the lower spring arm 21 is located below the above-mentioned longitudinal beam 11, and one end of the above-mentioned lower spring arm 21 is hinged with the frustum-shaped end of the above-mentioned rear beam 122 protruding toward the bottom of the vehicle, and the other end is connected with the It is hinged with the above-mentioned joint head assembly 3; one end of the front upper control arm 22 is hinged with the arched area of the above-mentioned longitudinal beam 11 between the front beam 121 and the rear beam 122, and the other end is used for hinge joint with the above-mentioned joint head assembly 3 The rear lower control arm 23 is located below the above-mentioned longitudinal beam 11, one end of which is hinged with the frustum-shaped end of the above-mentioned rear beam 122 extending toward the bottom of the vehicle, and the other end is used for hinged connection with the above-mentioned joint head assembly 3; One end of the control arm 24 is hinged with the above-mentioned longitudinal beam 11 near the front crossbeam 121, and the other end is used to be hinged with the above-mentioned joint head assembly 3; one end of the front lower control arm 25 is hinged with the above-mentioned longitudinal beam 11 near the rear crossbeam 122, and the other end is hinged with the above-mentioned joint head assembly 3; One end is used for being hinged with above-mentioned joint head assembly 3.

It can be understood that, in this embodiment, the lower spring arm 21 is used to support the weight of the vehicle; the front upper control arm 22 is used to limit the swing of the wheel in the vehicle width direction; the rear lower control arm 23 is used to limit the swing of the wheel in the vehicle length direction. swing angle to avoid excessive swing of the wheels; the front lower control arm 25 and the rear upper control arm 24 are used to decompose the force on the wheels in the vehicle width direction.

Since the lower spring arm 21 and the rear lower control arm 23 have one end hinged on the frustum-shaped end of the rear crossbeam 122 protruding toward the bottom of the vehicle, it should be noted that the connection point between the lower spring arm 21 and the rear crossbeam 122 is at the bottom of the vehicle. It is located between the rear lower control arm 23 and the front lower control arm 25 in the longitudinal direction, and is located below the rear lower control arm 23 in the vehicle height direction. And the rear lower control arm 23 is located between the rear upper control arm 24 and the lower spring arm 21 in both the vehicle height direction and the vehicle length direction.

Therefore, the lower spring arm 21, the front upper control arm 22, the rear lower control arm 23, the rear upper control arm 24 and the front lower control arm 25 form a claw shape, which can reasonably decompose the force on the wheel center and control the wheel center at the same time. The movement of the wheel makes the change of the wheel track as small as possible during the movement process, the change of the toe in and the change of the camber are more reasonable, and the handling of the vehicle is improved; at the same time, the gap between the wheels and the drive shaft during the beating process are fully considered. clearance to avoid interference.

Further, the above-mentioned front lower control arm 25 and the above-mentioned rear upper control arm 24 are respectively connected to the bending places where the above-mentioned longitudinal beam 11 is connected with the above-mentioned front cross beam 121 and the rear cross beam 122 .

It can be understood that since the front lower control arm 25 and the front cross member 121 are connected at the bend of the longitudinal member 11 close to the front of the car, the connection point at this place strengthens the front cross member 121 and the longitudinal member, which are easier to concentrate the stress in the load transfer path. 11 connected parts. Therefore, in this embodiment, the load transmission efficiency can be further improved, and the rigidity and strength of the sub-frame 1 can be further improved, so as to prevent the sub-frame 1 from being displaced in the direction of the front of the vehicle.

Preferably, in order to further enhance the load transmission, the two front lower control arms 25 are respectively located on the extension lines at both ends of the front cross member 121 .

Therefore, in this embodiment, each connecting rod of the claw-shaped rod system 2 and the sub-frame 1 form a space connection structure in the vehicle width direction, the vehicle length direction and the vehicle height direction, and between the two longitudinal beams 11, The front cross member 121 and the rear cross member 122 are arranged substantially parallel to each other, so that the load input at the time of a rear collision can be distributed and transmitted to the side frame of the vehicle body and the vehicle height direction. The two front lower control arms 25 and the front cross beam 121, the two rear upper control arms 24 and the rear cross beam 122 form a ring structure, which can not only effectively improve the supporting rigidity of the sub-frame 1 for the vehicle body, but also increase the impact of rear collision. load transfer efficiency. In addition, it is possible to withstand a shear load generated between the vehicle body and the sub-frame 1 , suppress the sub-frame 1 from falling off during a rear collision, and improve load transmission efficiency.

Moreover, in this embodiment, due to the arrangement of the five-link claw-shaped rod system 2, while controlling the force on the wheels, the load transmitted to the front side of the vehicle can be transmitted to the vehicle body through the longitudinal beam 11 and the claw-shaped rod system 2. The side frame and vehicle height are transmitted separately. As a result, in the present embodiment, the rigidity and strength of the rear portion of the vehicle body can be improved while suppressing an increase in the weight of the entire vehicle and an increase in manufacturing cost.

In some optional embodiments, the above-mentioned longitudinal beam 11 arches upwards in the vehicle height direction to form an included angle of 120°-160°.

It can be understood that the longitudinal beam 11 is arched upwards in the direction of vehicle height, so that the load of the rear impact can be decomposed to the direction of vehicle height, so as to prevent the subframe 1 from moving in the direction of the front of the vehicle, but it should be considered that the subframe 1 in the direction of vehicle height The layout space and the structural rigidity of the longitudinal beam 11 when under load are preferably arched to form an included angle of 120°-160°.

In some optional embodiments, the above-mentioned front upper control arm 22 is connected to the arched area of the above-mentioned longitudinal beam 11 between the front cross-beam 121 and the rear cross-beam 122 close to one-third of the above-mentioned front cross-beam 121 .

In order to further prevent the subframe 1 from being displaced toward the front of the vehicle when it is subjected to a rear impact, the front upper control arm 22 is connected to the arched area of the longitudinal beam 11 between the front beam 121 and the rear beam 122, and is close to the front beam 121, Thereby improving the support in the vehicle width direction.

In some optional embodiments, the above-mentioned rear upper control arm 24 is bent along the vehicle length direction, and is arched with a set arc between the connection points at both ends.

It can be understood that the rear upper control arm 24 is arched in a predetermined arc along the vehicle length direction, so as to absorb the force that is decomposed to the vehicle width direction after the rear collision. The angle formed by the arched radian of the upper rear control arm 24 can be specifically set by those skilled in the art according to the force requirements, and the embodiment of the present application makes no specific limitation.

On the other hand, the present application also provides a vehicle, including the suspension system mentioned above.

Specifically, the suspension system includes a subframe 1 and claw-type rod systems 2 connected to both sides of the subframe 1 in the vehicle width direction. The subframe 1 is connected with the vehicle frame, the assembly end of the claw-shaped rod system 2 is connected with the subframe 1, and the branch end is hinged with the joint head assembly 3 .

The subframe 1 includes two longitudinal beams 11 spaced along the vehicle width direction and a cross beam 12 connecting the two longitudinal beams 11, the cross beam 12 includes a front cross beam 121 and a rear cross beam 122 connected between the two above longitudinal beams 11 at intervals , the longitudinal beam 11 is arranged along the vehicle length direction and the part protruding from the front cross beam 121 and the rear cross beam 122 extends toward the vehicle width direction, and the area between the front cross beam 121 and the rear cross beam 122 is arched upward in the vehicle height direction The claw-shaped rod system 2 is located on the outside of the vehicle width direction of the above-mentioned longitudinal beam 11, the assembly end of the above-mentioned claw-shaped rod system 2 is used to be hinged with the joint head assembly 3, and the branch end of the above-mentioned claw-shaped rod system 2 is along the above-mentioned longitudinal beam. 11 are arranged at intervals in the longitudinal direction, and are hinged to the above-mentioned longitudinal beam 11 or the above-mentioned cross beam 12 close to one side.

It can be understood that the two longitudinal beams 11 are arranged along the vehicle length direction and both ends extend toward the vehicle width direction, thereby forming an "inverted eight"-shaped structure near the front cross beam 121, and an "eight"-shaped structure near the rear cross beam 122, Therefore, when the impact force from the rear of the vehicle is received, the two longitudinal beams 11 are decomposed and transferred to the vehicle width direction; the area between the two longitudinal beams 11 between the front cross beam 121 and the rear cross beam 122 is arched upward in the vehicle height direction, Therefore, when receiving an impact force from the rear of the vehicle, the collision load when the vehicle collides from the rear can be decomposed into the vehicle height direction. Therefore, when the vehicle is hit from the rear, the collision load can be decomposed by the two longitudinal beams 11, so as to prevent the subframe 1 from shifting in the direction of the front and collide with the battery in front, resulting in fire and explosion accidents, thereby protecting the safety of the occupants and the vehicle. And because the upwardly arched area of the longitudinal beam 11 is located at the trunk of the vehicle, even if the longitudinal beam 11 deforms in the vehicle height direction under the impact load, it will not affect the safety of the occupants.

At the same time, the two longitudinal beams 11 are connected by the front cross beam 121 and the rear cross beam 122 to form a frame structure, which not only improves the overall rigidity of the sub-frame 1, but also leaves sufficient space for the arrangement of the drive motor, so that the rear wheel can be driven The vehicle moves forward.

It should be noted that the claw-type rod system 2 includes at least two connecting rods, and one end of all connecting rods is hinged with the joint head assembly 3 to form the above-mentioned assembly end, and each connecting rod is far away from being hinged with the joint head assembly 3 The other end is the branch end, which is arranged at intervals along the longitudinal direction of the longitudinal beam 11 and hinged with the longitudinal beam 11 or the front beam 121 or the rear beam 122 .

Since the assembly end of the claw-type rod system 2 is used to be hinged with the joint head assembly 3 and is arranged along the vehicle width direction, the force at the wheel center can be decomposed and the movement of the wheel center can be controlled at the same time. During the movement of the wheel, the wheel The distance change is as small as possible, the toe-in change and camber change are more reasonable, and the vehicle handling is improved.

Preferably, the above-mentioned front beam 121 is connected to the bend of the above-mentioned longitudinal beam 11 .

The purpose of this setting is that the front beam 121 and the rear beam 122 can provide better rigid support to the longitudinal beam 11, so as to prevent the longitudinal beam 11 from bending when the longitudinal beam 11 is subjected to a collision load and transmits the force to the vehicle width direction. deformed or even broken.

In some optional embodiments, the end of the rear beam 122 connected to the longitudinal beam 11 is in the shape of a truncated cone, the large-diameter end of the truncated cone is connected to the longitudinal beam 11 , and the diameter of the large-diameter end is larger than that of the longitudinal beam 11 diameter and partly protrudes towards the bottom of the vehicle.

It can be understood that the diameter of both ends of the rear beam 122 connected to the longitudinal beam 11 is greater than the diameter of the middle of the rear beam 122 to form a thin neck in the middle. In addition, the diameter of the large-diameter end of the connecting end of the rear cross beam 122 and the longitudinal beam 11 is larger than the diameter of the above-mentioned longitudinal beam 11, so that the outer walls of the side beams 11 close to each other are completely covered, thereby strengthening the structural strength of the sub-frame 1 near the rear of the vehicle, And the collision load can be better transmitted to the vehicle body via the rear beam 122 to the longitudinal beam 11 .

The rear beam 122 and the front beam 121 can be rigidly combined by welding or bolts. The rear beam 122 can be made into a metal cylindrical body, which is welded by multiple sheet metal parts, so as to meet the design requirements of lightweight vehicles. At the same time, in order to strengthen the structural strength, the thickness of the sheet metal parts can be thickened.

In some optional embodiments, the claw-type lever system 2 includes a lower spring arm 21 , a front upper control arm 22 , a rear lower control arm 23 , a rear upper control arm 24 and a front lower control arm 25 .

Specifically, the lower spring arm 21 is located below the above-mentioned longitudinal beam 11, one end of the above-mentioned lower spring arm 21 is hinged with the frustum-shaped end of the above-mentioned rear cross beam 122 protruding toward the bottom of the vehicle, and the other end is used for connecting with the above-mentioned joint head. 3 hinges; one end of the front upper control arm 22 is hinged with the above-mentioned longitudinal beam 11 in the arched area between the front beam 121 and the rear beam 122, and the other end is used to hinge with the above-mentioned joint head assembly 3; the rear lower control arm 23 Located below the longitudinal beam 11, one end is hinged to the frustum-shaped end of the rear beam 122 protruding toward the bottom of the vehicle, and the other end is used to be hinged to the joint head assembly 3; one end of the rear upper control arm 24 is hinged to the The above-mentioned longitudinal beam 11 is hinged near the front crossbeam 121, and the other end is used to be hinged with the above-mentioned joint head assembly 3; one end of the front lower control arm 25 is hinged with the above-mentioned longitudinal beam 11 near the rear crossbeam 122, and the other end is used to be hinged with the above-mentioned joint head assembly 3; Head assembly 3 hinged.

It can be understood that, in this embodiment, the lower spring arm 21 is used to support the weight of the vehicle; the front upper control arm 22 is used to limit the swing of the wheel in the vehicle width direction; the rear lower control arm 23 is used to limit the swing of the wheel in the vehicle length direction. swing angle to avoid excessive swing of the wheels; the front lower control arm 25 and the rear upper control arm 24 are used to decompose the force on the wheels in the vehicle width direction.

Since the lower spring arm 21 and the rear lower control arm 23 have one end hinged on the frustum-shaped end of the rear crossbeam 122 protruding toward the bottom of the vehicle, it should be noted that the connection point between the lower spring arm 21 and the rear crossbeam 122 is at the bottom of the vehicle. It is located between the rear lower control arm 23 and the front lower control arm 25 in the longitudinal direction, and is located below the rear lower control arm 23 in the vehicle height direction. And the rear lower control arm 23 is located between the rear upper control arm 24 and the lower spring arm 21 in both the vehicle height direction and the vehicle length direction.

Therefore, the lower spring arm 21, the front upper control arm 22, the rear lower control arm 23, the rear upper control arm 24 and the front lower control arm 25 form a claw shape, which can reasonably decompose the force on the wheel center and control the wheel center at the same time. The movement of the wheel makes the change of the wheel track as small as possible during the movement process, the change of the toe in and the change of the camber are more reasonable, and the handling of the vehicle is improved; at the same time, the gap between the wheels and the drive shaft during the beating process are fully considered. clearance to avoid interference.

Further, the above-mentioned front lower control arm 25 and the above-mentioned rear upper control arm 24 are respectively connected to the bending places where the above-mentioned longitudinal beam 11 is connected with the above-mentioned front cross beam 121 and the rear cross beam 122 .

It can be understood that since the front lower control arm 25 and the front cross member 121 are connected at the bend of the longitudinal member 11 close to the front of the car, the connection point at this place strengthens the front cross member 121 and the longitudinal member, which are easier to concentrate the stress in the load transfer path. 11 connected parts. Therefore, in this embodiment, the load transmission efficiency can be further improved, and the rigidity and strength of the sub-frame 1 can be further improved, so as to prevent the sub-frame 1 from being displaced in the direction of the front of the vehicle.

Preferably, in order to further enhance the load transmission, the two front lower control arms 25 are respectively located on the extension lines at both ends of the front cross member 121 .

Therefore, in this embodiment, each connecting rod of the claw-shaped rod system 2 and the sub-frame 1 form a space connection structure in the vehicle width direction, the vehicle length direction and the vehicle height direction, and between the two longitudinal beams 11, The front cross member 121 and the rear cross member 122 are arranged substantially parallel to each other, so that the load input at the time of a rear collision can be distributed and transmitted to the side frame of the vehicle body and the vehicle height direction. The two front lower control arms 25 and the front cross beam 121, the two rear upper control arms 24 and the rear cross beam 122 form a ring structure, which can not only effectively improve the supporting rigidity of the sub-frame 1 for the vehicle body, but also increase the impact of rear collision. load transfer efficiency. In addition, it is possible to withstand a shear load generated between the vehicle body and the sub-frame 1 , suppress the sub-frame 1 from falling off during a rear collision, and improve load transmission efficiency.

Moreover, in this embodiment, due to the arrangement of the five-link claw-shaped rod system 2, while controlling the force on the wheels, the load transmitted to the front side of the vehicle can be transmitted to the vehicle body through the longitudinal beam 11 and the claw-shaped rod system 2. The side frame and vehicle height are transmitted separately. As a result, in the present embodiment, the rigidity and strength of the rear portion of the vehicle body can be improved while suppressing an increase in the weight of the entire vehicle and an increase in manufacturing cost.

In some optional embodiments, the above-mentioned longitudinal beam 11 arches upwards in the vehicle height direction to form an included angle of 120°-160°.

It can be understood that the longitudinal beam 11 is arched upwards in the direction of vehicle height, so that the load of the rear impact can be decomposed to the direction of vehicle height, so as to prevent the subframe 1 from moving in the direction of the front of the vehicle, but it should be considered that the subframe 1 in the direction of vehicle height The layout space and the structural rigidity of the longitudinal beam 11 when under load are preferably arched to form an included angle of 120°-160°.

In some optional embodiments, the above-mentioned front upper control arm 22 is connected to the arched area of the above-mentioned longitudinal beam 11 between the front cross-beam 121 and the rear cross-beam 122 close to one-third of the above-mentioned front cross-beam 121 .

In order to further prevent the subframe 1 from being displaced toward the front of the vehicle when it is subjected to a rear impact, the front upper control arm 22 is connected to the arched area of the longitudinal beam 11 between the front beam 121 and the rear beam 122, and is close to the front beam 121, Thereby improving the support in the vehicle width direction.

In some optional embodiments, the above-mentioned rear upper control arm 24 is bent along the vehicle length direction, and is arched with a set arc between the connection points at both ends.

The working principle of the embodiment of the present application is as follows: connect the sub-frame 1 with the frame, the assembly end of the claw-shaped rod system 2 is hinged with the sub-frame 1, and the branch end of the claw-shaped rod system 2 is hinged with the joint head assembly 3 . When the vehicle receives a collision from the rear, the load received by the collision is transmitted to the vehicle body through the two longitudinal beams 11 through the rear beam 122 to the longitudinal beam 11, and the force at the wheel center is reasonably decomposed by the claw-shaped rod system 2, At the same time, the movement of the wheel center is controlled to make the change of the wheel base as small as possible during the movement of the wheel, the change of the toe in and the change of the camber are more reasonable, and the handling of the vehicle is improved; at the same time, the gap between the wheels and the driving force during the beating process are fully considered. The gap between the shafts avoids interference, effectively improves the supporting rigidity of the subframe 1 for the vehicle body during a rear collision, and can also increase the load transfer efficiency during a rear collision.

In the suspension system and the vehicle of the present invention, by arranging two longitudinal beams along the vehicle length direction and extending both ends towards the vehicle width direction, an "inverted eight" structure is formed near the front cross beam, and an "inverted eight" structure is formed near the rear cross beam. Form a "eight"-shaped structure, so that when the impact force from the rear of the vehicle is received, it can be decomposed and transferred to the vehicle width direction through the two longitudinal beams; the area between the two longitudinal beams located between the front beam and the rear beam is upward in the vehicle height direction It is arched so that when receiving an impact force from the rear of the vehicle, the collision load when the vehicle collides from the rear can be decomposed into the vehicle height direction. Therefore, when the vehicle is hit from the rear, the collision load can be decomposed by the two longitudinal beams, so as to prevent the sub-frame from moving in the direction of the front and collide with the battery in the front, causing fire and explosion accidents, and protecting the safety of the passengers and the vehicle; The crossbeam is connected to the bend of the above-mentioned longitudinal beam to prevent the longitudinal beam from being deformed or even broken at the bend when the force is transmitted to the vehicle width direction when the longitudinal beam is subjected to a collision load; by connecting the above-mentioned rear crossbeam to the above-mentioned longitudinal beam The end of the truncated cone is in the shape of a truncated cone. The large diameter end of the above-mentioned truncated cone is connected to the above-mentioned longitudinal beam, and the diameter of the large-diameter end is larger than the diameter of the above-mentioned longitudinal beam, and part of it protrudes toward the bottom of the vehicle to strengthen the position of the sub-frame near the rear of the vehicle. Structural strength, and can better transfer the collision load to the body through the rear beam to the longitudinal beam; the lower spring arm, front upper control arm, rear lower control arm, rear upper control arm and front lower control arm form a claw shape , can reasonably decompose the force at the wheel center, and control the movement of the wheel center at the same time, so that the wheel base changes as little as possible during the movement process, the toe-in change and camber change are more reasonable, and the vehicle controllability is improved; at the same time, the wheel is fully considered The gap between each other and the drive shaft during the jumping process is to avoid interference; both the front upper control arm and the front cross member are connected to the bend of the longitudinal beam close to the front of the car, so through the connection point at this place, strengthen In the load transmission path, where the stress is easily concentrated at the connection between the front beam and the longitudinal beam, the load transmission efficiency is further improved, and the rigidity and strength of the sub-frame are further improved to prevent the sub-frame from shifting in the direction of the front.

In the description of the present application, it should be noted that the orientation or positional relationship indicated by the terms "upper", "lower" and so on is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description. It is not intended to indicate or imply that the device or element referred to must have a particular orientation, be constructed, or operate in a particular orientation, and thus should not be construed as limiting the application. Unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" should be interpreted in a broad sense, for example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection, It can also be an electrical connection; it can be a direct connection, or an indirect connection through an intermediary, or an internal communication between two components. Those of ordinary skill in the art can understand the specific meanings of the above terms in this application according to specific situations.

It should be noted that in this application, relative terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply There is no such actual relationship or order between these entities or operations. Furthermore, the term "comprises", "comprises" or any other variation thereof is intended to cover a non-exclusive inclusion such that a process, method, article, or apparatus comprising a set of elements includes not only those elements, but also includes elements not expressly listed. other elements of or also include elements inherent in such a process, method, article, or device. Without further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article or apparatus comprising said element.

The above descriptions are only specific implementation manners of the present application, so that those skilled in the art can understand or implement the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the application. Therefore, the present application will not be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims (10)

1. A suspension system, characterized in that, comprising: A subframe (1), comprising two longitudinal beams (11) spaced along the vehicle width direction and a front beam (121) and a rear beam (122) spaced between the two longitudinal beams (11), The longitudinal beam (11) is arranged along the length direction of the vehicle and the part extending out of the front beam (121) and the rear beam (122) extends towards the width direction of the vehicle, and the longitudinal beam (11) is located between the front beam (121) and the rear beam ( 122) The area between is arched upwards in the vehicle height direction; The claw-shaped rod system (2) located on the outer side of the longitudinal beam (11) in the vehicle width direction, the assembly end of the claw-shaped rod system (2) is used to hinge with the joint head assembly (3), the claw-shaped The branch ends of the rod system (2) are arranged at intervals along the longitudinal direction of the longitudinal beam (11), and are connected to the longitudinal beam (11) or the front beam (121) or the rear beam (122) close to one side. ) hinged. 2. The suspension system according to claim 1, characterized in that, the front cross beam (121) is connected to a bending point of the longitudinal beam (11). 3. The suspension system according to claim 2, characterized in that, the end connecting the rear beam (122) to the longitudinal beam (11) is in the shape of a truncated cone, and the large-diameter end of the truncated cone is in contact with the The longitudinal beam (11) is connected, and the diameter of the large-diameter end is larger than the diameter of the longitudinal beam (11), and partly protrudes toward the bottom of the vehicle. 4. The suspension system according to claim 3, characterized in that, the claw-type linkage (2) comprises: The lower spring arm (21), which is located below the longitudinal beam (11), one end of the lower spring arm (21) is hinged to the frustum-shaped end of the rear cross member (122) protruding toward the bottom of the vehicle , the other end is used to hinge with the joint head assembly (3); The front upper control arm (22), one end of which is hinged with the arched area of the longitudinal beam (11) between the front beam (121) and the rear beam (122), and the other end is used for connecting with the joint head assembly ( 3) Articulation; The rear lower control arm (23), which is located below the longitudinal beam (11), has one end hinged to the frustum-shaped end of the rear cross beam (122) protruding toward the bottom of the vehicle, and the other end is used to connect with the The joint head assembly (3) is hinged; The rear upper control arm (24), one end of which is hinged with the longitudinal beam (11) close to the front beam (121), and the other end is used for hinged with the joint head assembly (3); The front lower control arm (25), one end of which is hinged with the longitudinal beam (11) close to the rear cross beam (122), and the other end is used for hinged with the joint head assembly (3). 5. The suspension system according to claim 4, characterized in that, the front lower control arm (25) and the rear upper control arm (24) are respectively connected to the longitudinal beam (11) and the front The bend where the crossbeam (121) and the rear crossbeam (122) are connected. 6. The suspension system according to claim 5, characterized in that, the two front lower control arms (25) are respectively located on the extension lines at both ends of the front beam (121). 7. The suspension system according to claim 1, characterized in that, the longitudinal beam (11) arches upward in the vehicle height direction to form an included angle of 120°-160°. 8. The suspension system according to claim 4, characterized in that, the front upper control arm (22) is connected to the longitudinal beam (11) and is located between the front beam (121) and the rear beam (122). The raised area is close to one-third of the front beam (121). 9. The suspension system according to claim 4, characterized in that, the rear upper control arm (24) is bent along the vehicle length direction, and is arched with a set arc between the connection points at both ends. 10. A vehicle, characterized by comprising the suspension system according to any one of claims 1-9.

Images