Multi-connecting-rod integral bridge type non-independent suspension with composite thrust rod

Abstract

The invention relates to the technical field of automobile chassis suspensions, in particular to a multi-connecting-rod integral bridge type non-independent suspension with a composite thrust rod, and a rear upper longitudinal thrust rod, a rear lower longitudinal thrust rod and the composite thrust rod are connected between a frame and a rear axle. According to the suspension structure, the rear upper longitudinal thrust rod, the rear lower longitudinal thrust rod and the transverse composite thrust rod which are arranged in parallel and the flexible kinetic energy absorbing pieces of all the connecting rods can effectively absorb deflection and torsion of the whole bridge type rear suspension and resist longitudinal and transverse displacement and impact; compared with a five-connecting-rod integral bridge type non-independent suspension (a single transverse thrust rod) and a six-connecting-rod integral bridge type non-independent suspension structure (with a Watt connecting rod thrust rod) which are commonly used at present, the rear axle transverse swing caused by vertical jumping of wheels of the integral bridge type non-independent suspension can be reduced to the minimum, and meanwhile the maximum stroke of the vehicle suspension is not limited; the whole vehicle driving stability is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of an automotive chassis suspension system. More specifically, the present invention relates to a multi-link integral bridge non-independent suspension structure with a composite anti-roll bar. Background Art

[0002] A suspension is an important part of a vehicle running system, which directly affects the stability, handling performance and comfort of the whole vehicle. The suspension system mainly includes types such as independent suspension, non-independent suspension and semi-independent suspension. Among them, the non-independent suspension has a relatively simple structure, stable grip performance, relatively easy installation and maintenance, and high load-bearing capacity. In the prior art, the non-independent suspension structure generally adopts a five-link integral bridge non-independent suspension system or a six-link integral bridge non-independent suspension system.

[0003] For example, the suspension system disclosed in CN202935110U is a typical five-link integral bridge non-independent suspension structure. The upper left longitudinal tie rod, the upper right longitudinal tie rod, the lower left longitudinal tie rod, the lower right longitudinal tie rod and the lateral thrust bar respectively restrict the longitudinal and lateral displacements of the rear axle. Since one end of the lateral thrust bar is hinged to the vehicle body and the other end is hinged to the rear axle, while the rear axle has a vertical bounce, the movement track of the connection center point of the lateral thrust bar and the rear axle is an arc. This structure results in poor smoothness and comfort during straight-line driving of the whole vehicle, and it is more likely to deviate from the course. Seriously, it may cause the vehicle to fishtail (oversteer) or sway laterally when steering in a certain direction. After careful research, it is found that the main reason for the poor smoothness and comfort is that due to the restraint of the lateral thrust bar, the rear axle will have a lateral displacement along the axis direction of the rear axle tube. Especially when the rear axle is a drive axle, this lateral displacement acts on the rear axle, causing the rear axle to have a certain angle along the top view direction of the whole vehicle under the restraint of the longitudinal tie rod. At the same time, there will also be a certain angle and offset between the propulsion line direction and the middle symmetry plane of the vehicle body.

[0004] Another example is the suspension system disclosed in CN104129251A, which is another common six-link integral bridge non-independent suspension structure. Compared with the aforementioned five-link integral bridge non-independent suspension structure, the lateral thrust bar is optimized into a Watt link form to reduce the lateral displacement between the vehicle body and the rear axle. However, it is found through research that the movement track of the center point of the Watt link is basically a vertical straight line within a certain stroke range. Therefore, for off-road vehicles and through vehicles that require a large suspension stroke, once this suspension form is adopted, it will inevitably limit the maximum suspension stroke of the vehicle and cannot give full play to the optimal performance of the vehicle. Summary of the Invention

[0005] In order to solve the above technical problems existing in the prior art, the present invention aims to improve one of the actual problems existing in the prior art. For this purpose, the present invention provides a multi-link integral bridge non-independent suspension with a composite anti-roll bar and a vehicle thereof.

[0006] The multi-link integral bridge non-independent suspension structure with a composite anti-roll bar according to the present invention includes a vehicle frame and a rear integral bridge. Among them, a coil spring is supported between the vehicle frame and the rear axle through reserved upper and lower spring mounts, and further includes: Left and right rear shock absorbers, which are installed on both sides of the rear axle and are bolted to the rear axle. The upper end of the rear shock absorber away from the rear axle is bolted to the vehicle frame; Left and right rear upper longitudinal thrust rods, which have a first front mounting point and a first rear mounting point. The first front mounting point is bolted to the vehicle frame, and the first rear mounting point is bolted to the rear axle; Left and right rear lower longitudinal thrust rods, which have a second front mounting point and a second rear mounting point. The second front mounting point is bolted to the vehicle frame, and the second rear mounting point is bolted to the rear axle; A composite anti-roll bar system, which includes left and right synchronous rotation keys, a synchronous rotation rod, left and right synchronous lateral tie rods, and left and right lateral thrust rods. The specific composition is as follows ①~④; ① Left and right synchronous rotation keys, which have an upper mounting point, a middle mounting point, and a lower mounting point. The upper mounting points of the synchronous rotation keys are bolted to the vehicle frame and are respectively located on both sides of the vehicle frame; ② A synchronous rotation rod, which has a central mounting point and two end mounting points. The central mounting point of the synchronous rotation rod is bolted to a fixed mounting point extending downward from the vehicle frame; ③ Left and right synchronous lateral tie rods, which have a third inner mounting point and a third outer mounting point. The third inner mounting points of the left and right synchronous lateral tie rods are bolted to the two end mounting points of the synchronous rotation rod, and the third outer mounting points of the left and right synchronous lateral tie rods are bolted to the middle mounting points of the synchronous rotation keys; ④ Left and right lateral thrust rods, which have a fourth inner mounting point and a fourth outer mounting point. The two fourth inner mounting points of the left and right lateral thrust rods are jointly bolted to a fixed mounting point at the center of the rear axle; the fourth outer mounting points of the left and right lateral thrust rods are bolted to the lower mounting points of the synchronous rotation keys; All the above connection nodes are flexibly connected through flexible kinetic energy absorbers to form a multi-link integral bridge non-independent suspension with a composite anti-roll bar.

[0007] According to the multi-link integral bridge non-independent suspension structure with a composite anti-roll bar of the present invention, the left and right rear upper longitudinal thrust rods and the left and right rear lower longitudinal thrust rods arranged longitudinally in parallel can jointly absorb and conduct the longitudinal load received by the vehicle. Through the transversely arranged composite anti-roll bar system, the lateral load received by the vehicle can be absorbed and conducted. By using the flexible kinetic energy absorbers respectively arranged on the left and right rear upper longitudinal thrust rods, the left and right rear lower longitudinal thrust rods and the composite anti-roll bar system, the deflection and torsion of the multi-link integral bridge non-independent suspension with a composite anti-roll bar, as well as the longitudinal and lateral displacements and impacts, can be effectively absorbed. The present invention can suppress the lateral sway of the vehicle body, balance the left and right vehicle body heights, improve the comfort of user use and the stability of the vehicle body, and is beneficial to obtaining better handling stability during cornering.

[0008] Wherein, a spring tray is welded on the rear axle, and left and right side coil springs are installed on the spring tray.

[0009] Wherein, the left rear upper longitudinal thrust rod and the right rear upper longitudinal thrust rod are arranged parallel or at an angle along the longitudinal direction of the vehicle body, and are symmetrical left and right in the vehicle installation position.

[0010] Wherein, the left rear lower longitudinal thrust rod and the right rear lower longitudinal thrust rod are arranged parallel along the longitudinal direction of the vehicle body, and are symmetrical left and right in the vehicle installation position.

[0011] Wherein, the left and right rear upper longitudinal thrust rods and the left and right rear lower longitudinal thrust rods are connected to the left and right longitudinal arm mounting brackets of the vehicle body.

[0012] Wherein, the upper ends of the left coil spring and the right coil spring are installed on the vehicle frame spring upper seats, and are symmetrical left and right in the vehicle installation position.

[0013] Wherein, the left and right shock absorbers are arranged on one side of the rear axle close to the tires and are fastened by bolts, so that the multi-link integral bridge non-independent suspension with a composite anti-roll bar has a large damping and can effectively suppress the up and down bouncing and jolting of the vehicle body.

[0014] Wherein, the upper ends of the left and right synchronous rotation keys are installed on the fixed connection points on both sides of the vehicle frame.

[0015] Wherein, the synchronous rotation rod has a central mounting point and two end mounting points, and the central mounting point is bolted to the fixed mounting point extending downward from the vehicle frame.

[0016] Wherein, the left and right synchronous lateral pull rods have a third inner mounting point and a third outer mounting point. The third inner mounting points of the left and right synchronous lateral pull rods are bolted to the two end mounting points of the synchronous rotation rod, and the third outer mounting points of the left and right synchronous lateral pull rods are bolted to the middle mounting point of the synchronous rotation key.

[0017] Among them, the left and right lateral thrust rods have a fourth inner mounting point and a fourth outer mounting point, and the two fourth inner mounting points of the left and right lateral thrust rods are bolted together with the fixed mounting point at the center of the rear axle; the fourth outer mounting point of the left and right lateral thrust rods is bolted to the mounting point under the synchronous rotation key.

[0018] The above-mentioned connection nodes are all flexibly connected through flexible kinetic energy absorbers to form a multi-link integral bridge type non-independent suspension with a composite thrust rod.

[0019] Advantages of additional aspects of the present invention will be given in part in the following description, and in part will be obvious from the following description, or will be learned through practice of the present invention.

[0020] The multi-link integral bridge type non-independent suspension structure with a composite thrust rod described in the present invention has more design freedom. By adjusting the length of the longitudinal pull rod and the installation hard point, the movement trajectory of the wheel center can be reasonably controlled, so that the whole vehicle has an axle steering characteristic with a good understeering trend. Compared with the currently commonly used single transverse thrust rod five-link integral bridge type non-independent suspension and six-link integral bridge type non-independent suspension, the lateral movement of the rear axle caused by the vertical bounce of the wheel of the multi-link integral bridge type non-independent suspension with a composite thrust rod can be basically eliminated, thereby improving the driving stability of the whole vehicle. For rear-wheel drive vehicles, the driving deviation phenomenon can be significantly reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0022] Figure 1 1. It is a schematic diagram of the exploded structure installation of a multi-link integral bridge type non-independent suspension with a composite thrust rod according to an embodiment of the present invention; Figure 2 is an overall view of a multi-link integral bridge type non-independent suspension with a composite thrust rod according to an embodiment of the present invention; Figure 3 is a rear view of a multi-link integral bridge type non-independent suspension with a composite thrust rod according to an embodiment of the present invention; Figure 4 is a front plan view of a multi-link integral bridge type non-independent suspension with a composite thrust rod according to an embodiment of the present invention;

[0023] Reference numerals: Frame (1), fixed mounting point (101) extending downward from the frame, rear axle (2), fixed mounting point (201) at the center of the rear axle, left rear shock absorber (3), right rear shock absorber (4), left rear upper longitudinal thrust rod (5), right rear upper longitudinal thrust rod (6), left rear lower longitudinal thrust rod (7), right rear lower longitudinal thrust rod (8), left coil spring (9), right coil spring (10), left synchronous rotation key (11), right synchronous rotation key (12), left lateral thrust rod (13), right lateral thrust rod (14), left synchronous lateral tie rod (15), synchronous rotation rod (16), right synchronous lateral tie rod (17). Detailed implementation mode

[0024] The embodiments of the present invention will be described in detail below. The embodiments described with reference to the drawings are exemplary. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0025] It should be noted that when an element is referred to as "connected" to another element, it can be directly connected to the other element or there may also be an intermediate element.

[0026] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those of ordinary skill in the technical field to which the present invention belongs. The terms used in the specification of the present invention herein are only for the purpose of describing specific implementation modes and are not intended to limit the present invention. The term "and / or" used herein includes any and all combinations of one or more of the related listed items.

[0027] In the description and claims of the present application and the above-mentioned drawings, the terms "first", "second", "third", "fourth", etc. are used to distinguish different objects and are not used to describe a specific order. In addition, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a series of steps or units are included, or optionally, steps or units not listed are further included, or optionally, other steps or units inherent to these processes, methods, products or devices are further included.

[0028] Only parts related to the present application are shown in the drawings, not all content. Before discussing the exemplary embodiments in more detail, it should be mentioned that some exemplary embodiments are described as processes or methods depicted as flowcharts.

[0029] Embodiment 1 Refer to Figures 1 to 4As shown, the multi-link integral bridge non-independent suspension with a composite anti-roll bar according to the first aspect embodiment of the present invention includes a vehicle frame (1) and a rear axle (2). Among them, the vehicle frame (1) and the rear axle (2) are connected by reserved upper and lower spring mounting seats to support the vehicle frame with left and right coil springs (9) (10). It further includes: Left and right rear shock absorbers (3) (4), the rear shock absorbers (3) (4) are installed on both sides of the rear axle (2), and are bolted to the rear axle (2). The upper ends of the rear shock absorbers (3) (4) away from the rear axle (2) are bolted to the vehicle frame (1); Left and right rear upper longitudinal thrust rods (5) (6), the rear upper longitudinal thrust rods (5) (6) have a first front mounting point and a first rear mounting point. The first front mounting point is bolted to the vehicle frame (1), and the first rear mounting point is bolted to the rear axle (2); Left and right rear lower longitudinal thrust rods (7) (8), the rear lower longitudinal thrust rods (7) (8) have a second front mounting point and a second rear mounting point. The second front mounting point is bolted to the vehicle frame (1), and the second rear mounting point is bolted to the rear axle (2); Composite anti-roll bar systems (11) - (17), the composite anti-roll bar systems (11) - (17) include left and right synchronous rotation keys (11) (12), a synchronous rotation rod (16), left and right synchronous lateral pull rods (15) (17), and left and right transverse thrust rods (13) (14); Left and right synchronous rotation keys (11) (12), the synchronous rotation keys (11) (12) have an upper mounting point, a middle mounting point, and a lower mounting point. The upper mounting points of the synchronous rotation keys (11) (12) are bolted to the vehicle frame (1) and are respectively located on both sides of the vehicle frame; Synchronous rotation rod (16), the synchronous rotation rod (16) has a central mounting point and two end mounting points. The central mounting point of the synchronous rotation rod (16) is bolted to a fixed mounting point (101) extending downward from the vehicle frame (1); Left and right synchronous lateral pull rods (15) (17), the left and right synchronous lateral pull rods (15) (17) have a third inner mounting point and a third outer mounting point. The third inner mounting points of the left and right synchronous lateral pull rods (15) (17) are bolted to the two end mounting points of the synchronous rotation rod (16), and the third outer mounting points of the left and right synchronous lateral pull rods (15) (17) are bolted to the middle mounting points of the synchronous rotation keys (11) (12); Left and right lateral thrust rods (13)(14), the left and right lateral thrust rods (13)(14) have a fourth inner mounting point and a fourth outer mounting point, and the two fourth inner mounting points of the left and right lateral thrust rods (13)(14) are commonly bolted to a fixed mounting point (201) at the center of the rear axle (2); the fourth outer mounting points of the left and right lateral thrust rods (13)(14) are bolted to the lower mounting points of the synchronous rotation keys (11)(12); All the above connection nodes are flexibly connected through flexible kinetic energy absorbers, forming a multi-link integral bridge non-independent suspension with a composite anti-roll bar.

[0030] According to the multi-link integral bridge non-independent suspension structure with a composite anti-roll bar of the embodiment of the present invention, the left and right rear upper longitudinal thrust rods and the left and right rear lower longitudinal thrust rods arranged longitudinally in parallel can jointly absorb and conduct the longitudinal loads received by the vehicle. Through the laterally arranged composite anti-roll bar system, the lateral loads received by the vehicle can be absorbed and conducted. By using the flexible kinetic energy absorbers respectively arranged on the left and right rear upper longitudinal thrust rods, the left and right rear lower longitudinal thrust rods and the composite anti-roll bar system, the deflection and torsion of the multi-link integral bridge non-independent suspension with a composite anti-roll bar, as well as the longitudinal and lateral displacements and impacts can be effectively absorbed. The present invention can suppress the lateral sway of the vehicle body, balance the left and right vehicle body heights, improve the comfort of user use and the stability of the vehicle body, and is beneficial to obtaining better handling stability when cornering.

[0031] It should be noted that the left and right synchronous rotation keys (11)(12) have an upper mounting point, a middle mounting point and a lower mounting point. The upper mounting points of the synchronous rotation keys (11)(12) are bolted to the vehicle frame (1) and are respectively arranged on both sides of the vehicle frame. When the rear axle (2) moves up and down, the left and right synchronous rotation keys (11)(12) swing left and right with the upper mounting point as the center.

[0032] It should be noted that the synchronous rotation rod (16) has a central mounting point and two end mounting points. The central mounting point of the synchronous rotation rod (16) is bolted to a fixed mounting point (101) extending downward from the vehicle frame (1).

[0033] It should be noted that the left and right synchronous lateral pull rods (15)(17) have a third inner mounting point and a third outer mounting point. The third inner mounting points of the left and right synchronous lateral pull rods (15)(17) are bolted to the two end mounting points of the synchronous rotation rod (16), and the third outer mounting points of the left and right synchronous lateral pull rods (15)(17) are bolted to the middle mounting points of the synchronous rotation keys (11)(12).

[0034] Optionally, the third inner mounting points of the synchronous lateral tie rods (15) and (17) can rotate synchronously around the fixed mounting point (101) extending downward from the vehicle frame (1), and at the same time, the third outer mounting points of the synchronous lateral tie rods (15) and (17) are laterally displaced along with the synchronous rotation key, so as to realize the same-angle opening and closing swing of the synchronous rotation keys (11) on the left and right sides.

[0035] In a possible implementation manner of the first aspect, the synchronous rotation rod (16) has a central mounting point and two end mounting points, and both the intermediate mounting point and the two end mounting points are cylindrical pairs, which are used to absorb the tensile displacement of the rear synchronous lateral tie rod.

[0036] In a possible implementation manner of the first aspect, the left and right synchronous rotation keys (11) and (12) have an upper mounting point, a middle mounting point and a lower mounting point, and the middle mounting point is a cylindrical pair, which is used to absorb the tensile displacement of the rear lateral synchronous rod.

[0037] It should be noted that the left and right lateral thrust rods (13) and (14) have fourth inner mounting points and fourth outer mounting points, and the two fourth inner mounting points of the left and right lateral thrust rods (13) and (14) are bolted to the fixed mounting point (201) at the center of the rear axle (2) together.

[0038] It should be noted that the fourth outer mounting points of the left and right lateral thrust rods (13) and (14) are bolted to the lower mounting points of the synchronous rotation keys (11) and (12).

[0039] It should be noted that when the vehicle body bounces up and down, due to the same-angle opening and closing swing of the left and right synchronous rotation keys (11) and (12), the positions of the left and right lateral thrust rods (13) and (14) and the fixed mounting point (201) at the center of the rear axle (2) only move vertically, and also only move vertically during large strokes, and the multi-link integral bridge non-independent suspension structure body with a composite anti-roll bar will not sway laterally.

[0040] It should be noted that flexible kinetic energy absorbers are provided at both the fourth inner mounting point and the fourth outer mounting point, and are respectively connected to the fixed mounting point (201) at the center of the rear axle (2) and the synchronous rotation keys (11) and (12) through the flexible kinetic energy absorbers, so as to absorb the impacts of deflection, torsion and lateral displacement of the left and right lateral thrust rods (13) and (14).

[0041] In a possible implementation manner of the first aspect, the left and right lateral thrust rods (13) and (14) have fourth inner mounting points and fourth outer mounting points, and both the fourth inner mounting point and the fourth outer mounting point are spherical pairs, which are used to absorb the yaw and tensile displacement of the rear lateral thrust rods (13) and (14).

[0042] Optionally, the left and right coil springs (9) (10) are steel springs and are symmetrically arranged about the central axis of the rear axle (2), capable of withstanding alternating loads and operating under high stress, and can be assisted by a stabilizer bar to balance the left and right roll of the vehicle when cornering.

[0043] It should be noted that the left and right rear shock absorbers (3) (4) are arranged on one side of the rear axle (2) close to the wheel and are fastened by bolts, so that the multi-link integral bridge type non-independent suspension with composite thrust rod has a large damping and can effectively uniformly control the up and down bouncing and bumping of the vehicle body.

[0044] The automobile suspension structure described in this embodiment has more design freedom. By adjusting the length of the longitudinal tie rod and the installation hard point, the wheel center motion trajectory can be reasonably controlled, so that the whole vehicle has a good understeering tendency axle steering characteristic. Under the allowable design space boundary conditions, by reasonably designing the length and installation hard point of the synchronous rotation key, synchronous rotation rod, synchronous lateral tie rod, and lateral thrust rod, compared with the currently commonly used five-link integral bridge non-independent suspension (single lateral thrust rod) and six-link integral bridge non-independent suspension structure (with Watt connecting rod thrust rod), the rear axle lateral movement caused by the vertical bounce of the multi-link integral bridge non-independent suspension wheel can be basically eliminated, the driving stability of the whole vehicle can be improved, and the driving deviation phenomenon can be significantly reduced for rear-wheel drive vehicles. In short, the automobile suspension structure described in the present invention has the advantages of eliminating the lateral displacement and axle steering of the rear axle caused by the vertical bounce of the wheel, reducing the deviation phenomenon on uneven roads, and for off-road vehicles and crossing vehicles that require a large suspension travel, this suspension form will not limit the maximum travel of the vehicle suspension, and can bring out the optimal performance of the vehicle.

[0045] Example 2 This embodiment provides a vehicle, which includes the above-mentioned multi-link integral bridge type non-independent suspension with a composite thrust rod.

[0046] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "vertical", "axial", "radial" and the like indicate positions or positional relationships based on the attached Figure 1 The orientation or positional relationship shown is only for the convenience of describing the present invention and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore should not be understood as a limitation on the invention.

[0047] In the description of this specification, the descriptions referring to terms such as "one embodiment", "some embodiments", "schematic embodiments", "examples", "specific examples", or "some examples", etc. mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example.

[0048] Obviously, the described embodiments are only a part of the embodiments of this application, rather than all the embodiments. The mention of "embodiment" in this article means that the specific features, structures, or characteristics described in connection with the embodiment can be included in at least one embodiment of this application. The appearance of this phrase at various positions in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. Those skilled in the art can explicitly and implicitly understand that the embodiments described herein can be combined with other embodiments. For those of ordinary skill in the art, the specific embodiments are only an exemplary description of the present invention in combination with the accompanying drawings. Obviously, the specific implementation of the present invention is not limited by the above methods. Based on the embodiments in this application, all other embodiments obtained by those of ordinary skill in the art without creative efforts, as long as they are various non-substantive improvements made by adopting the method concept and technical solution of the present invention, or the concept and technical solution of the present invention are directly applied to other occasions without improvement, fall within the scope of protection of this application.

[0049] Although the embodiments of the present invention have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and purposes of the present invention. The scope of the present invention is defined by the claims and their equivalents.

Claims

1. A multi-link integral bridge non-independent suspension with a composite anti-roll bar, comprising a vehicle frame (1) and a rear axle (2), characterized in that, A spring mounting seat is reserved between the vehicle frame (1) and the rear axle (2), and the vehicle frame (2) is supported by the spring mounting seat and the left and right helical springs (9) and (10). It also includes the left and right rear shock absorbers (3) and (4), the left and right rear upper longitudinal thrust rods (5) and (6), the left and right rear lower longitudinal thrust rods (7) and (8), and the composite anti-roll bar system (11) to (17). For the left and right rear shock absorbers (3) and (4), the rear shock absorbers (3) and (4) are installed on both sides of the rear axle (2) and are bolted to the rear axle (2). The upper ends of the rear shock absorbers (3) and (4) away from the rear axle (2) are bolted to the vehicle frame (1). For the left and right rear upper longitudinal thrust rods (5) and (6), the rear upper longitudinal thrust rods (5) and (6) have a first front mounting point and a first rear mounting point. The first front mounting point is bolted to the vehicle frame (1), and the first rear mounting point is bolted to the rear axle (2). For the left and right rear lower longitudinal thrust rods (7) and (8), the rear lower longitudinal thrust rods (7) and (8) have a second front mounting point and a second rear mounting point. The second front mounting point is bolted to the vehicle frame (1), and the second rear mounting point is bolted to the rear axle (2). For the composite anti-roll bar system (11) to (17), the composite anti-roll bar system (11) to (17) includes the left and right synchronous rotation keys (11) and (12), the synchronous rotation rod (16), the left and right synchronous lateral pull rods (15) and (17), and the left and right lateral thrust rods (13) and (14). For the left and right synchronous rotation keys (11) and (12), the synchronous rotation keys (11) and (12) have an upper mounting point, a middle mounting point, and a lower mounting point. The upper mounting points of the synchronous rotation keys (11) and (12) are bolted to the vehicle frame (1) and are placed on both sides of the vehicle frame. For the synchronous rotation rod (16), the synchronous rotation rod (16) has a central mounting point and two end mounting points. The central mounting point of the synchronous rotation rod (16) is bolted to the fixed mounting point (101) extending downward from the vehicle frame (1). For the left and right synchronous lateral pull rods (15) and (17), the left and right synchronous lateral pull rods (15) and (17) have a third inner mounting point and a third outer mounting point. The third inner mounting points of the left and right synchronous lateral pull rods (15) and (17) are bolted to the two end mounting points of the synchronous rotation rod (16), and the third outer mounting points of the left and right synchronous lateral pull rods (15) and (17) are bolted to the middle mounting points of the synchronous rotation keys (11) and (12). For the left and right lateral thrust rods (13) and (14), the left and right lateral thrust rods (13) and (14) have a fourth inner mounting point and a fourth outer mounting point. The two fourth inner mounting points of the left and right lateral thrust rods (13) and (14) are commonly bolted to the fixed mounting point (201) at the center of the rear axle (2). The fourth outer mounting points of the left and right lateral thrust rods (13) and (14) are bolted to the lower mounting points of the synchronous rotation keys (11) and (12). It constitutes a multi-link integral bridge non-independent suspension with a composite anti-roll bar.

2. The multi-link integral bridge non-independent suspension with a composite anti-roll bar according to claim 1, characterized in that , The synchronous rotation keys (11) and (12) have upper mounting points, middle mounting points and lower mounting points. The upper mounting points of the synchronous rotation keys (11) and (12) are bolted to the vehicle frame (1) and are located on both sides of the vehicle frame.

3. The multi-link integral bridge non-independent suspension with a composite anti-roll bar according to claim 1, characterized in that , The rear lateral thrust rods (13) and (14) have fourth inner mounting points and fourth outer mounting points. The fourth inner mounting points are commonly connected to the fixed mounting point (201) at the center of the rear axle (2); the fourth outer mounting points are bolted to the lower mounting points of the synchronous rotation keys (11) and (12).

4. The multi-link integral bridge non-independent suspension with a composite anti-roll bar according to claim 1, characterized in that, The synchronous rotation rod (16) has a center mounting point and two end mounting points. The center mounting point of the synchronous rotation rod (16) is bolted to the fixed mounting point (101) extending downward from the vehicle frame (1).

5. The multi-link integral bridge non-independent suspension with a composite anti-roll bar according to claim 1, characterized in that The left and right synchronous lateral tie rods (15) and (17) have third inner mounting points and third outer mounting points. The third inner mounting points are bolted to the two end mounting points of the synchronous rotation rod (16); the third outer mounting points are bolted to the middle mounting points of the synchronous rotation keys (11) and (12).

6. The multi-link integral bridge non-independent suspension with a composite anti-roll bar according to claim 1, wherein The upper left longitudinal thrust rod and the upper right longitudinal thrust rod are arranged parallel or at an angle along the longitudinal direction of the vehicle body and are left-right symmetric in the overall vehicle mounting position; the lower left longitudinal thrust rod and the lower right longitudinal thrust rod are arranged parallel along the longitudinal direction of the vehicle body and are left-right symmetric in the overall vehicle mounting position.

7. The multi-link integral bridge non-independent suspension with a composite anti-roll bar according to claim 1, characterized in that, The left and right rear shock absorbers (3) and (4) are arranged on one side of the rear axle (2) close to the tires and are fastened by bolts.

8. The multi-link integral bridge non-independent suspension with a composite anti-roll bar according to claim 1, characterized in that, A spring tray is welded on the rear axle (2) and is symmetric about the central axis of the rear axle (2). Left and right side coil springs are mounted on the spring tray; the upper ends of the left and right side coil springs are mounted on the spring upper seats of the vehicle frame (1).

9. A multi-link integral bridge non-independent suspension with a composite anti-roll bar, characterized in that, It includes the multi-link integral bridge non-independent suspension with a composite anti-roll bar as described in any one of claims 1-8, supplemented by a stabilizer bar to improve the vehicle roll angle, and flexible kinetic energy absorbers are provided at each mounting and fixing end. Through the flexible kinetic energy absorbers, the flexible kinetic energy absorbers are bushings.

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