Expandable rear suspension system and automobile
By improving the connection structure between the subframe and the control arm, the key hard point coordinates can be adjusted, the problem that the five-link suspension system cannot adapt to different models is solved, and the handling stability and smoothness of the rapid adaptation to multiple models is improved.
Patent Information
- Application Number
- CN202510893071.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-06-30
- Publication Date
- 2025-08-15
AI Technical Summary
The existing five-link rear suspension system cannot quickly adapt to different models, especially models with axle load, high centroid, and large differences in wheel pitch and tire specifications, resulting in the inability to effectively exert dynamic performance, and is even worse than the lower-cost four-link or torsion beam suspension system.
By improving the connection structure between the subframe and the control arm, especially the vertical mating surface of the front lower control arm and the subframe and the transition support of the front upper control arm, the Z- and Y-direction coordinates of the key hard points can be adjusted within a certain range, and are suitable for different models, including SUV, sedan, MPV, minibus, etc.
It quickly adapts to the handling stability and smoothness of different models in the minimum cost and shortest cycle, improves the scalability and performance of the suspension system, and avoids problems such as driving deviation and tire wear.
Smart Images
Figure CN120481508A_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to the technical field of automobile suspension systems, and in particular to an expandable rear suspension system and an automobile. Background Art
[0002] The five-link independent rear suspension system, with its "longitudinal, lateral, and vertical force decoupling" technology, can achieve comprehensive improvements in braking anti-noise, acceleration anti-pitch, cornering anti-skid, and vertical anti-bumping performance through the rational design of the five-link rear suspension system's hardpoint coordinates. Existing five-link rear suspension solutions, once the suspension system's hardpoint coordinates are locked, are only suitable for a single vehicle model. Very few suspension systems can simultaneously meet the handling stability and comfort requirements of both SUVs and sedans, and only when the two models have similar parameters such as wheel center coordinates, suspension travel, axle load, wheelbase, and center of mass height, resulting in very limited scalability.
[0003] However, due to the large differences in demands of different consumer groups for vehicle size, space, usage scenarios, etc., the requirements for axle load, wheelbase, track, center of gravity height, roll center height, tire specifications, ground clearance, suspension travel, etc. of different models of SUV, sedan, MPV, and minibus are all very different. The existing five-link rear suspension system can only meet the handling stability and comfort of a single model and cannot be quickly adapted to other models. In particular, for models with large differences in axle load, center of gravity height, track and tire specifications, if the same five-link independent rear suspension system is used completely, the vehicle dynamics performance cannot be effectively exerted, and may even be inferior to the cheaper four-link independent suspension system or torsion beam non-independent rear suspension system. For example, a five-link rear suspension system developed for a sedan model has relatively reasonable steer-to-jump (2.0-6.0 deg / m) and roll steer (3.0-7.0 deg / m) under the design state (such as half load). However, when switching to a minibus model, changes in body posture or suspension travel will cause the vertical coordinate of the wheel center under the design state to change significantly (usually 5-20 mm). At this time, if the same set of suspension hard points or bushing stiffness are still used, the steer-to-jump and roll steer values will greatly exceed the target range, ultimately resulting in problems such as driving deviation and increased tire wear. Summary of the Invention
[0004] In response to the shortcomings of the existing technology, the purpose of the present invention is to provide an expandable rear suspension system and automobile. By improving the installation structure of the hard point coordinates that are most sensitive to handling stability, the Z and Y coordinates of the key hard points can be adjusted within a certain range to suit different vehicle models, ensure the vehicle's handling stability and smoothness, and have good expandability.
[0005] In order to achieve the above object, the present invention is implemented through the following technical solutions: In a first aspect, an embodiment of the present invention provides an expandable rear suspension system, comprising a subframe, wherein a vertical mating surface is provided at the connection between the subframe and the front lower control arm, wherein the mating surface enables the Z-axis coordinates of the mounting points of the front lower control arm and the subframe to satisfy a first adjustment range; and a transition support is provided at the connection between the subframe and the front upper control arm, wherein the transition support enables the Y-axis coordinates of the mounting points of the front upper control arm and the subframe to satisfy a second adjustment range.
[0006] As a further implementation, a mounting groove is provided at the connection between the subframe and the front lower control arm, and the mating surfaces are arranged symmetrically relative to the mounting groove.
[0007] As a further implementation, the connection end of the front lower control arm and the subframe is rotatably connected to an inner frame, and both ends of the inner frame are provided with a mating portion that fits with the mating surface; The matching portion and the matching surface are fixedly connected via a connecting piece.
[0008] As a further implementation, the transition support includes a mounting body and mounting ear plates connected to both sides of the mounting body, and the two mounting ear plates are arranged at a set distance along the X direction.
[0009] As a further implementation, the mounting ear plate is provided with a mounting hole, and the front upper control arm is hinged at the mounting hole.
[0010] As a further implementation, the bottom surface of the mounting body is fitted with the top surface of the sub-frame and connected via a connector.
[0011] As a further implementation, the subframe includes a first longitudinal matrix and a second longitudinal matrix that are symmetrically arranged, and the first longitudinal matrix and the second longitudinal matrix are connected by at least two transverse matrices.
[0012] As a further implementation, the first longitudinal matrix, the second longitudinal matrix and the transverse matrix therebetween are formed using a split molding process so as to adjust the length of the crossbeam to suit different vehicle models.
[0013] As a further implementation, the subframe is further hinged to one end of the middle upper control arm, the rear upper control arm and the rear lower control arm, and the other ends of the front lower control arm, the front upper control arm, the middle upper control arm, the rear upper control arm and the rear lower control arm are all hinged to the steering knuckle; The steering knuckle is installed on the inner side of the brake disc.
[0014] In a second aspect, an embodiment of the present invention further provides an automobile, comprising the expandable rear suspension system.
[0015] The beneficial effects of the present invention are as follows: (1) The connection between the subframe and the front lower control arm of the present invention is provided with a vertical mating surface, which can meet the requirements of the front lower control arm installation point being adjustable in the Z direction; the connection between the subframe and the front upper control arm is provided with an independent transition support, which can achieve the adjustment of the Y-direction installation point position of the front upper control arm within a certain range, and the transition support is easy to disassemble; when different models are developed based on the same architecture, it is only necessary to give priority to adjusting the hard point coordinates of the above two places to achieve the optimal handling stability and smoothness goals at the minimum cost and shortest period. It can be quickly applied to different models with great differences such as SUV, sedan, MPV, minibus, etc., and has good scalability.
[0016] (2) The connection end of the front lower control arm and the subframe of the present invention is rotatably mounted on the inner frame, and both ends of the inner frame have matching parts, which can completely fit with the matching surface to ensure the connection performance of the front lower control arm and the subframe; for different vehicle models, it is only necessary to adjust the connection position of the matching part and the matching surface; the transition support is an integrated structure, which includes a mounting body and mounting ear plates provided on both sides of the mounting body in the X direction, the mounting body can fit with the longitudinal base surface, and the mounting ear plates are provided with mounting holes. Different mounting hole positions can be designed for different vehicle models, so that the Y-axis coordinate of the hard point of the front upper control arm can be adjusted within a certain range.
[0017] (3) The subframe of the present invention includes a first longitudinal base and a second longitudinal base that are symmetrically arranged. The first longitudinal base and the second longitudinal base are connected by at least two transverse bases. The longitudinal base and the transverse base are formed using a split molding process. When the wheelbases of different models under the same structure vary greatly, the expansion of the large wheelbase change can be quickly achieved by simply extending the crossbeam of the intermediate extrusion molding process. BRIEF DESCRIPTION OF THE DRAWINGS
[0018] The accompanying drawings, which constitute a part of the present invention, are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute improper limitations on the present invention.
[0019] Figure 1 is a schematic structural diagram of an expandable rear suspension system according to one or more embodiments of the present invention; Figure 2 is a schematic diagram of the connection between the brake disc and each control arm according to one or more embodiments of the present invention; Figure 3 is a schematic diagram of a subframe structure according to one or more embodiments of the present invention; Figure 4 It is a schematic diagram of a partial structure of a subframe according to one or more embodiments of the present invention.
[0020] Among them, 100, brake disc; 200, front lower control arm; 300, front upper control arm; 400, middle upper control arm; 500, rear upper control arm; 600, rear lower control arm; 700, subframe; 800, stabilizer bar; 900, shock absorber; 1000, spring; 110, brake caliper, 120, steering knuckle, 130, fender; 210, mating portion; 220, bushing; 710, first longitudinal base; 720, second longitudinal base; 730, first transverse base; 740, second transverse base; 750, third transverse base; 760, mating surface; 770, mounting groove; 780, transition support; 781. Install the main body. 782. Install the ear plate. DETAILED DESCRIPTION
[0021] It should be noted that the following detailed description is illustrative and is intended to provide further explanation of the present invention. Unless otherwise specified, all technical and scientific terms used in the present invention have the same meaning as commonly understood by those skilled in the art to which the present invention belongs.
[0022] For ease of description, the words "upper," "lower," "front," "back," "left," and "right" appearing in this disclosure merely indicate the same orientation as in the accompanying drawings and do not limit the structure. These terms are intended solely to facilitate and simplify the description of the present invention and do not indicate or imply that the device or component referred to must have a specific orientation, be constructed, or operate in a specific manner. Therefore, they should not be construed as limiting the present invention. In the description of the present invention, the terms "first," "second," and the like are used for descriptive purposes only and should not be construed as indicating or implying relative importance.
[0023] Example 1: Most existing five-link rear suspension systems can only meet the handling stability and comfort requirements of a single vehicle model and cannot be quickly adapted to other models. A small number of suspension systems can meet the handling stability and comfort requirements of both SUVs and sedans, but these systems must ensure that the wheel center coordinates, suspension travel, axle load, wheelbase, track width, center of gravity height and other parameters of the two models are not much different, and their scalability is very limited.
[0024] Based on this, this embodiment provides an expandable rear suspension system, which is mainly designed for the connection positions of the front lower control arm 200, the front upper control arm 300 and the subframe 700. This is because the above-mentioned connection positions are the most sensitive parts affecting the bounce steering and roll steering of the rear suspension system; when different models are developed based on the same architecture, it is only necessary to prioritize the adjustment of the hard point coordinates of the above two locations to achieve the optimal handling stability and smoothness goals at the minimum cost and shortest period.
[0025] like Figure 1 and Figure 2 As shown, the rear suspension system of this embodiment includes a brake disc 100, a front lower control arm 200, a front upper control arm 300, a middle upper control arm 400, a rear upper control arm 500, a rear lower control arm 600, a subframe 700, etc. The brake disc 100, the front lower control arm 200, the front upper control arm 300, the middle upper control arm 400, the rear upper control arm 500, and the rear lower control arm 600 are all symmetrically installed relative to the subframe 700, which can ensure that the forces acting on the left and right wheels can be evenly transmitted to the subframe 700 during driving of the vehicle, thereby ensuring the balance and stability of the vehicle.
[0026] A steering knuckle 120 is installed on the inner side of the brake disc 100, wherein the brake disc 100 is rotatably connected to the steering knuckle 120 through a bearing, and the brake caliper 110 cooperates with the brake disc 100, and the brake caliper 110 is fixedly connected to the steering knuckle 120 through bolts; a fender 130 is installed between the brake disc 100 and the steering knuckle 120, which can effectively block mud, water and debris splashed during driving, protect the cleanliness of the brake disc 100 and the brake caliper 110, prevent the braking performance from being affected, and also play a certain noise reduction role.
[0027] One end of the front lower control arm 200 is hinged to the steering knuckle 120, and a bushing 220 is installed at the hinged end of the two; the other end of the front lower control arm 200 is hinged to the subframe 700. Figure 1 and Figure 2 As shown, the mating ends of the front lower control arm 200 and the subframe 700 are rotatably connected to the inner frame via bushings 220. The ends of the inner frame extend from the ends of the bushings 220 to form mating portions 210, which are used to connect to the subframe 700. To ensure that the Z-axis coordinates of the mounting points of the front lower control arm and subframe 700 can be adjusted within a certain range, this embodiment changes the mounting position structure of the subframe 700 relative to the front lower control arm 200.
[0028] like Figure 3 and Figure 4As shown, the subframe 700 includes a symmetrically arranged first longitudinal base 710 and a second longitudinal base 720. Their plane of symmetry roughly coincides with the longitudinal center plane of the vehicle, enabling even distribution of rear vehicle loads and enhancing vehicle balance. The first longitudinal base 710 and the second longitudinal base 720 are connected by at least two transverse bases to increase structural rigidity, ensure more uniform and efficient force transmission, and reduce the risk of localized stress concentration. In this embodiment, three transverse bases are provided: the first longitudinal base 710 and the second longitudinal base 720 are connected at one end by a first transverse base 730 and at the other end by a third transverse base 750. A second transverse base 740 is also connected between the first longitudinal base 710 and the second longitudinal base 720 at a certain distance from the third transverse base 750. It will be appreciated that in other embodiments, the number of transverse bases can be adjusted according to actual requirements.
[0029] In addition, the longitudinal matrix in this embodiment adopts aluminum low-pressure casting or differential pressure casting process. Low-pressure casting is a method of filling the mold cavity with liquid metal under low pressure and solidifying it under this pressure to form a casting, so that the longitudinal matrix has good strength and toughness to withstand various longitudinal loads and impact forces during vehicle driving; differential pressure casting is based on low-pressure casting. By applying a certain pressure difference during the pouring process, the filling and solidification process of the molten metal is further optimized, so that the quality of the casting is more stable and reliable, and the dimensional accuracy is higher. The transverse matrix adopts aluminum extrusion molding process. The transverse matrix manufactured by the extrusion molding process can obtain a uniform cross-sectional structure and high dimensional accuracy. At the same time, extrusion molding can enhance the tensile, compressive and shear resistance of the material in the transverse direction, ensure the stability and reliability of the transverse matrix during vehicle driving, and effectively resist the effects of various lateral forces.
[0030] The longitudinal and transverse bases are welded together, achieving a welded connection that not only exhibits high strength but also maintains excellent toughness, enabling the longitudinal and transverse bases to work together to form the subframe 700. The subframe 700 of this embodiment features a rational overall structural design. Combining the first longitudinal base 710, the second longitudinal base 720, and multiple transverse bases, it forms a high-strength, high-rigidity load-bearing frame. This structure not only withstands various loads during vehicle operation but also provides a stable mounting base for other components of the rear suspension system, ensuring the proper functioning of the entire rear suspension system and enhancing the vehicle's driving performance and safety.
[0031] like Figure 3 and Figure 4As shown, the outer sides of the first longitudinal base 710 and the second longitudinal base 720 are provided with mounting locations for the front lower control arm 200. These mounting locations are provided with U-shaped mounting slots 770, with the openings of the mounting slots 770 facing outward. The outer end surfaces of the mounting slots 770 are vertically arranged mating surfaces 760, each of which has mounting holes. When the front lower control arm 200 is connected to the longitudinal bases, the mating portions 210 at both ends of the inner frame mate with the mating surfaces 760. To ensure effective mating between the mating portions 210 and the mating surfaces 760, the mating portions 210 are flat, with a mounting hole defined in their center. Align the mating portions 210 with the mounting holes of the mating surfaces 760, and then connect them using bolts or other fasteners.
[0032] like Figure 4 As shown, mating surface 760 has a certain height in the vertical direction (Z direction) and a certain width in the X direction to ensure contact area with mating portion 210. This allows the Z-axis coordinate of the hard point (mounting point) at the inner end of the front lower control arm to be adjusted within a certain range, i.e., satisfying the first adjustment range. In this embodiment, mating surface 760 can satisfy the Z-axis coordinate adjustment range of the hard point at the inner end of the front lower control arm to be ±15 mm.
[0033] In order to adjust the installation position of the front upper control arm 300, an independent transition support 780 is provided at the connection between the longitudinal base and the front upper control arm 300. The transition support 780 can stably support the front upper control arm 300 and effectively resist various forces and moments generated by wheel movement and road impact. Figure 3 and Figure 4 As shown, the transition support 780 is a one-piece structure comprising a mounting body 781. The mounting body 781 is shaped to conform to the longitudinal base surface, with its bottom surface closely fitting the corresponding longitudinal base surface. The mounting body 781 is bolted together for easy removal. In this embodiment, the mounting body 781 is secured at three points to ensure stable installation. Mounting lugs 782 are positioned on either side of the mounting body 781. The two mounting lugs 782 are spaced apart in the X-direction, creating a mounting space for the front upper control arm 300 between the two mounting lugs 782 and the mounting body 781.
[0034] The two mounting ears 782 are provided with corresponding mounting holes. One end of the front upper control arm 300 is hinged at the mounting hole via a bushing; the other end of the front upper control arm 300 is hinged to the steering knuckle 120 via a bushing. Different mounting hole positions can be designed for different vehicle models so that the Y-axis coordinate of the hard point of the front upper control arm 300 meets the second adjustment range. In this embodiment, the transition support 780 allows the Y-axis coordinate of the hard point of the front upper control arm 300 to be adjusted left and right by ±20 mm. To meet the requirements of different vehicle models, a separate transition support 780 can be designed, which is cost-effective and easy to replace. The provision of the transition support 780 not only improves the convenience and accuracy of adjusting the installation position of the front upper control arm 300, but also enhances the structural strength and stability of the connection between the subframe 700 and the front upper control arm 300. During vehicle operation, the transition support 780 effectively transmits forces acting on the front upper control arm 300 to the longitudinal base.
[0035] like Figure 1 and Figure 2 As shown, the steering knuckle 120 and subframe 700 are also hingedly connected to the center upper control arm 400, the rear upper control arm 500, and the rear lower control arm 600. Furthermore, the rear lower control arm 600 is mounted with a shock absorber 900, one end of which is hinged to the rear lower control arm 600 and the other end is fixed to the vehicle body via a support. A spring 1000 is also interposed between the rear lower control arm 600 and the vehicle body. During vehicle operation, the spring 1000 cushions impacts, absorbing some of the energy and preventing the impact force from being directly transmitted to the vehicle body. The shock absorber 900 quickly attenuates the vibration generated by the spring 1000 after absorbing the impact. The subframe 700 is also hingedly connected to one end of a stabilizer bar 800, the other end of which is connected to one end of a connecting rod, which is hinged to the rear upper control arm 500 at its other end, enhancing structural stability.
[0036] The longitudinal and transverse subframes of this embodiment's subframe 700 utilize a separate molding process. When the wheelbases of different vehicle models within the same architecture vary significantly (greater than 30mm), the larger wheelbase variation can be quickly accommodated by simply extending the crossbeams produced during the intermediate extrusion process. The first and second longitudinal subframes 710 and 720 feature vertical mating surfaces 760 at their connection to the front lower control arm 200. These mating surfaces 760 align with the end surfaces of the inner frame at the end of the front lower control arm 200, and the mounting points between the inner frame and the mating surfaces 760 are adjustable in the Z direction. Independent transition supports 780 are installed at the connection between the first and second longitudinal subframes 710 and 720 and the front upper control arm 300. These transition supports 780 allow the Y-direction mounting point of the front upper control arm 300 to be adjusted within a certain range. When developing different vehicle models based on the same architecture, simply prioritizing the hardpoint coordinates of these two locations can achieve optimal handling stability and ride quality with minimal cost and cycle time.
[0037] This embodiment can be quickly adapted to a wide variety of vehicle types, including SUVs, sedans, MPVs, and minibuses, and can leverage the unique handling stability and ride comfort advantages of the five-link independent rear suspension system while also shortening the development cycle and saving development costs.
[0038] Example 2: This embodiment provides an automobile, which is equipped with the expandable rear suspension system described in Example 1. The rear suspension system is connected to the vehicle body through multiple points, and the connection points are distributed on the longitudinal beams and cross beams of the vehicle body. Shock-absorbing pads are provided at the connections to reduce vibration transmission during driving and improve ride comfort. At the same time, the expandable rear suspension system can meet the diverse requirements of different models for the suspension system in terms of spatial layout, performance parameters, etc., has good adaptability, and can effectively reduce the production cost and development cycle of the automobile.
[0039] The car model of this embodiment can be SUV, sedan, MPV, minibus, etc. For different car models, the corresponding expandable rear suspension system only needs to change the connection structure of the front lower control arm 200 and the front upper control arm 300 and the stiffness of the bushings at both ends of each control arm.
[0040] The above description is merely a preferred embodiment of the present application and is not intended to limit the present application. Various modifications and variations are possible for those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present application shall be included within the scope of protection of the present application.
Claims
1. An expandable rear suspension system, characterized in that: The vehicle comprises a subframe, wherein a vertical mating surface is provided at the connection between the subframe and the front lower control arm, wherein the mating surface enables the Z-axis coordinates of the mounting points of the front lower control arm and the subframe to satisfy a first adjustment range; and a transition support is provided at the connection between the subframe and the front upper control arm, wherein the transition support enables the Y-axis coordinates of the mounting points of the front upper control arm and the subframe to satisfy a second adjustment range.
2. The expandable rear suspension system according to claim 1, characterized in that: A mounting groove is provided at the connection between the subframe and the front lower control arm, and the matching surfaces are arranged symmetrically relative to the mounting groove.
3. The expandable rear suspension system according to claim 2, characterized in that: The connection end of the front lower control arm and the subframe is rotatably connected to an inner frame, and both ends of the inner frame are provided with a matching portion that fits with the matching surface; The matching portion and the matching surface are fixedly connected via a connecting piece.
4. The expandable rear suspension system according to claim 1, characterized in that: The transition support includes a mounting body and mounting ear plates connected to both sides of the mounting body, and the two mounting ear plates are arranged at a set distance along the X direction.
5. The expandable rear suspension system according to claim 4, characterized in that: The mounting ear plate is provided with a mounting hole, and the front upper control arm is hinged at the mounting hole.
6. The expandable rear suspension system according to claim 4 or 5, characterized in that: The bottom surface of the installation body is in contact with the top surface of the auxiliary frame and is connected via a connecting piece.
7. The expandable rear suspension system according to claim 1, characterized in that: The sub-frame includes a first longitudinal matrix and a second longitudinal matrix that are symmetrically arranged, and the first longitudinal matrix and the second longitudinal matrix are connected by at least two transverse matrices.
8. The expandable rear suspension system according to claim 7, characterized in that: The first longitudinal base, the second longitudinal base and the transverse base therebetween are formed using a split-type molding process so that the length of the crossbeam can be adjusted to suit different vehicle models.
9. The expandable rear suspension system according to claim 1, characterized in that: The subframe is also hinged to one end of the middle upper control arm, the rear upper control arm and the rear lower control arm, and the other ends of the front lower control arm, the front upper control arm, the middle upper control arm, the rear upper control arm and the rear lower control arm are all hinged to the steering knuckle; The steering knuckle is installed on the inner side of the brake disc.
10. An automobile, characterized in that: Comprising the expandable rear suspension system as described in any one of claims 1-9.