CN207579476U - A kind of independent rear suspension system for passenger car - Google Patents

Abstract

The utility model is related to a kind of independent rear suspension system for passenger car, lower control arm is H-shaped or trapezoidal, is hinged at preceding point c and interior rear point d with subframe inside, is hinged with wheel stand at point e, is hinged at outer preceding point f with wheel stand by vertical connecting rod afterwards outside；Prenex control arm is hinged in wheel side and wheel stand, and opposite side is hinged with subframe；Upper suspension arm is hinged in wheel side wheel stand, and opposite side is hinged with subframe；Lower spring end is mounted on the rear lower control arm of wheel axis, upper end connection vehicle body；Damper lower end is connect with wheel stand, and on front side of core wheel, upper end connection vehicle body；Stabiliser bar on both sides of the middle is fixed on subframe, and both ends are connect respectively by stabilizer bar connecting bar with lower control arm.The arrangement space of sufficient spring, damper is capable of providing, arranges handling and comfort that is more compact and can preferably promoting vehicle.

Description

An independent rear suspension system for passenger cars

technical field

The utility model belongs to the technical field of automobile suspension, in particular to an independent rear suspension system for passenger cars.

Background technique

At present, the rear suspension of domestic mid-to-high-end cars is generally based on 5-link or E-shaped multi-link independent suspension. Its structure is complex, it takes up a lot of space, and it is not compact enough. The goal of sex and smoothness.

Contents of the invention

In order to solve the above problems, the purpose of this utility model is to provide an independent suspension system for the rear suspension of passenger cars, which can provide sufficient space for the arrangement of springs and shock absorbers, and the arrangement is more compact and better Improve vehicle handling and comfort.

The technical scheme of the utility model is achieved in that:

An independent rear suspension system for a passenger car, comprising a lower control arm 1, a wheel bracket 2, a vertical link 3, an upper control arm 4, a toe control arm 5, a subframe 6, a spring 7, a vibrator 8, stabilizer bar 9 and stabilizer bar connecting rod 10; the lower control arm 1 is H-shaped or trapezoidal, hinged with the subframe 6 at the inner front point c and inner rear point d, and at the outer rear point e It is hinged with the wheel bracket 2, and the outer front point f is hinged with the wheel bracket 2 through the vertical link 3; the toe control arm 5 is hinged with the wheel bracket 2 on the wheel side, and hinged with the subframe 6 on the other side; The upper control arm 4 is hinged at the wheel bracket 2 on the wheel side, and the other side is hinged with the subframe 6; the lower end of the spring 7 is installed on the rear lower control arm 1 located at the wheel axis, and the upper end is connected to the vehicle body; The lower end of the shock absorber 8 is connected to the wheel bracket 2, and is located on the front side of the wheel center, and the upper end is connected to the vehicle body; the two sides of the middle part of the stabilizer bar 9 are fixed on the sub-frame 6, and the two ends are respectively connected to each other through the stabilizer bar connecting rod 10. Lower control arm 1 connection.

The included angle between the line connecting the inner front point c and the inner rear point d and the horizontal plane is 8° to 15°.

The extension line of the line connecting the inner front point c and the inner rear point d of the two connection points on the body side of the trapezoidal lower control arm 1 and the connection line between the outer front point e and the outer rear point f of the two connection points on the wheel side The extension line intersects the front side of the vehicle, and the projection angle α of the included angle on the XY plane of the vehicle is less than 30°.

The beneficial effects of the utility model are as follows:

The upper control arm of the trapezoidal arm suspension of the utility model is separately arranged on the wheel axis and the structure bends downwards in a crescent shape, which ensures that the longitudinal beam of the vehicle body is more straight, increases the horizontal span, and significantly Increased seating space in the rear.

The utility model has a rear suspension system in which the shock absorber and the spring are separately arranged, which is beneficial to the compactness of the lifting structure, maximizes the interior space of the vehicle, and facilitates the maintenance of the suspension system after sales. It can provide more sufficient layout space for springs and shock absorbers, and has greater layout potential. It can meet the space requirements for larger-sized split air springs for SUVs and MPVs on the same model platform, and achieve higher comfort and durability. sexual indicators.

Description of drawings

Fig. 1 is the structural representation of the utility model;

Fig. 2 is the front view of the utility model;

Fig. 3 is the left view of the utility model;

Fig. 4 is the bottom view of the utility model;

Fig. 5 is a rear view of the utility model.

in:

1. Lower control arm, 2. Wheel bracket, 3. Vertical link, 4. Upper control arm, 5. Toe control arm, 6. Subframe, 7. Spring, 8. Shock absorber, 9. Stability Rod, 10, stabilizer bar connecting rod.

Detailed ways

In different drawings, the same component is always indicated by the same reference numeral, and the component is usually only described once.

As shown in FIG. 1 , it is an independent rear suspension system of a vehicle according to an embodiment of the present invention. The term "vehicle" as used herein is understood to mean a passenger car. The utility model is only used for the rear suspension system of passenger cars, including driven wheels and driving wheels.

An independent rear suspension system for a passenger car as shown in Figure 1, including a lower control arm 1, a wheel bracket 2, a vertical link 3, an upper control arm 4, a toe control arm 5, and a subframe 6. Spring 7, shock absorber 8, stabilizer bar 9 and stabilizer bar connecting rod 10;

The lower control arm 1 of the wheel bracket 2 is H-shaped or trapezoidal, hinged with the subframe 6 at the inner front point c and inner rear point d, hinged with the wheel bracket 2 at the outer rear point e, and hinged at the outer front point f It is hinged with the wheel bracket 2 through the vertical link 3; the toe control arm 5 is hinged with the wheel bracket 2 on the wheel side, and the other side is hinged with the subframe 6; the upper control arm 4 is hinged at the wheel side wheel The bracket 2 is hinged, and the other side is hinged with the subframe 6; the lower end of the spring 7 is installed on the lower control arm 1 behind the wheel axis, and the upper end is connected to the vehicle body; the lower end of the shock absorber 8 is connected with the wheel bracket 2 , and is located at the front side of the wheel center, the upper end is connected to the vehicle body; the two sides of the middle part of the stabilizer bar 9 are fixed on the subframe 6, and the two ends are respectively connected with the lower control arm 1 through the stabilizer bar connecting rod 10.

The included angle between the line connecting the inner front point c and the inner rear point d and the horizontal plane is 8° to 15°.

The extension of the line connecting the two connection points of the inner front point c and the inner rear point d on the side of the trapezoidal lower control arm 1 and the extension of the connection line of the two connection points on the wheel side, the outer front point e and the outer rear point f The lines intersect at the front side of the vehicle, and the projection angle α of the included angle on the XY plane of the vehicle is less than 30°. In the utility model, in order to ensure the comfort of the vehicle, the auxiliary frame 6 is connected with the vehicle body through a rubber bush or a hydraulic bush.

As shown in Figures 2 and 4, the lower control arm 1 adopts an H-shaped or trapezoidal structure, and is connected to the sub-frame 6 through two internal connection points. In order to ensure the comfort of the vehicle, the inner front point c is arranged on the upper side of the inner rear point d in the vertical direction. This arrangement is conducive to improving the vehicle's motion yield performance, so that the wheels can be controlled with the downward movement when encountering an impact. The arm 1 rotates backward and upward along the inner two points c and d to enhance the ride comfort. The angle between the line connecting the inner front point c and the inner rear point d and the horizontal plane is 8° to 15°. The inner rear point d is connected to the sub-frame 6 through a ball stud or a bush with high radial rigidity, which is conducive to improving the lateral rigidity of the suspension system and improving handling. The inner front point c is connected to the sub-frame 6 through the bushing, and the stiffness of the bushing can be reduced as required, which is beneficial to improving the elastic concession during braking and passing through pits, and improving the driving comfort of the vehicle. The radial stiffness of the inner rear point d is 10 to 15 times that of the inner front point c, and the axial stiffness of the inner rear point d is 50 to 60 times that of the inner front point c. The outer rear point e of the lower control arm 1 is connected with the wheel bracket 2 through a ball stud, and the outer front point f is connected with the wheel bracket 2 through a vertical link 3. The function of the vertical connecting rod 3 is to restrain the rotation of the wheel support 2 around the wheel axis direction, improve the caster stiffness, and improve the ability of anti-squat. As shown in this embodiment, the vertical connecting rod 3 is composed of two metal sheets or one aluminum connecting rod, which is beneficial to reduce the weight and realize the compactness of the arrangement. Both connecting ends of the vertical connecting rod are of rubber bushing structure. As shown in Figure 2, in the driving direction of the vehicle, the extension line of the line connecting the inner front point c and the inner rear point d of the two connection points on the body side of the trapezoidal lower control arm 1 and the outer front point e of the two connection points on the wheel side The extension line of the line connecting with the outer rear point f intersects at the front side of the vehicle. The projection angle α of the included angle on the XY plane of the vehicle should be less than 30°. The toe control arm 5 is connected to the wheel bracket 2 on the wheel side via a ball stud or a rubber bush, and is connected to the subframe 6 on the other side via a rubber bush. In this embodiment, the bracket connecting the subframe 6 with the inner point a of the toe control arm 5 has an eccentric nut adjustment mechanism, which can set and adjust the toe value of the vehicle. The lateral force received by the wheel bracket 2 is decomposed during the steering process of the vehicle. Since the inner bushing a of the toe control arm 5 has a lower stiffness, the wheel will produce a circle around the inner rear point of the control arm 1 under the condition of lateral force. d's flexible steering improves stability.

The upper control arm 4 is connected with the wheel bracket 2 through a rubber bush on the wheel side, and connected with the subframe 6 through a rubber bush at the other side. The support that subframe 6 is connected with upper control arm 4 inboard has eccentric nut adjusting mechanism, can set and adjust the camber value of vehicle. As shown in Figures 3 and 5, the spring 7 is installed on the lower control arm 1, located behind the axis of the wheel, as low as possible within the range allowed by the vehicle's ground clearance. The installation position of spring 7 is between the connecting line of two rear points d and e of lower control arm 1, as close as possible to the wheel, which is more conducive to the stress of suspension components. Generally, the leverage ratio of the spring 7 is between 0.5 and 0.65. The lower end of the shock absorber 8 is connected to the front side of the wheel center through the rubber bushing and the wheel bracket 2, and the upper point is connected to the vehicle body through the upper suspension. The utility model can be configured with a helical spring or an air spring, the lower end of which is connected to the lower control arm and is positioned at the rear side of the wheel center, and the upper end is connected to the vehicle body. The utility model can be configured with a traditional shock absorber or a continuous damping adjustable shock absorber. The lower end of the shock absorber is connected to the wheel bracket on the front side of the wheel center, and the upper end is connected to the vehicle body. The shock absorber is arranged between the toe control arm and the upper transverse control arm, and the spring is arranged behind the upper transverse control arm. The stabilizer bar 9 is a hollow structure, and the weight is further reduced on the basis of ensuring that the torsional rigidity meets the requirements. The two sides of the middle part of the stabilizer bar 9 are fixed on the sub-frame 6 through two vulcanized rubber bushes, and the two ends of the stabilizer bar are respectively passed through the stabilizer bar. The connecting rod 10 is connected with the lower control arm 1 . The wheel bracket 2 connected to the wheel through the bearing of the utility model, one point of the wheel bracket 2 is hinged with the rear mounting point on the wheel side of the trapezoidal lower control arm 1, and one point is connected to the front mounting point on the wheel side of the trapezoidal lower control arm through the vertical connecting rod hinged. The trapezoidal lower control arm 1 is hinged to the sub-frame 6 through the front and rear installation points on the side of the vehicle body. According to the utility model, the wheel bracket 2 still needs a connection point to be hinged with the upper control arm 4 to set or adjust the camber angle of the wheel. In addition, the wheel bracket 2 still needs a connection point to be hinged with the 4 toe control arm 5 to set or adjust the toe value of the wheel. The vertical connecting rod 3 is composed of two symmetrically arranged metal sheets or a separate integral connecting rod. In the vertical direction, the upper end is hinged with the wheel bracket, and the lower end is hinged with the trapezoidal lower control arm 1 . The function of the vertical connecting rod 3 is to restrain the rotation of the wheel bracket around the axis of the wheel, to increase the caster stiffness, and to enhance the ability to resist recoil.

Claims (3)

1. An independent rear suspension system for a passenger car, characterized in that it comprises a lower control arm (1), a wheel support (2), a vertical link (3), an upper control arm (4), a front beam control arm (5), subframe (6), spring (7), shock absorber (8), stabilizer bar (9) and stabilizer bar connecting rod (10); described lower control arm (1) is H-shaped or trapezoidal, hinged with the sub-frame (6) at the inner front point c and inner rear point d, hinged with the wheel bracket (2) at the outer rear point e, and passed through the wheel bracket (2) at the outer front point f The vertical link (3) is hinged; the toe control arm (5) is hinged with the wheel bracket (2) on the wheel side, and the other side is hinged with the subframe (6); the upper control arm (4) ) is hinged to the wheel bracket (2) on the wheel side, and the other side is hinged to the sub-frame (6); the lower end of the spring (7) is installed on the lower control arm (1) located behind the wheel axis, and the upper end is connected to the vehicle body; The lower end of the shock absorber (8) is connected to the wheel bracket (2), and is located on the front side of the wheel center, and the upper end is connected to the vehicle body; the two sides of the middle part of the stabilizer bar (9) are fixed on the sub-frame (6), The two ends are respectively connected with the lower control arm (1) through the stabilizer bar connecting rod (10). 2. An independent rear suspension system for passenger cars as claimed in claim 1, wherein the angle between the line connecting the inner front point c and the inner rear point d and the horizontal plane is 8° to 15°. 3. A kind of independent rear suspension system for passenger car as claimed in claim 1, is characterized in that: described trapezoidal lower control arm (1) two connecting points on the vehicle body side inner front point c and inner rear The extension line of the line connecting point d intersects the extension line of the line connecting the outer front point e and the outer rear point f of the (1) two connection points on the wheel side on the front side of the vehicle, and the projection of the included angle on the XY plane of the vehicle The angle α is smaller than 30°.