Rear non-independent integral bridge suspension system
By introducing a V-shaped thrust rod assembly and a longitudinal lower trailing arm structure into the rear non-independent solid axle suspension system, the problems of limited suspension bounce and insufficient roll performance have been solved, achieving higher impact resistance and better ride comfort, while reducing costs and improving the efficiency of modular design.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-12-16
- Publication Date
- 2026-03-31
AI Technical Summary
Existing three-link and five-link solid axle suspension systems suffer from limited suspension sway due to the vehicle frame, poor impact resistance, insufficient suspension roll performance, and the inability to modularize springs and shock absorbers due to their independent installation, which limits their anti-roll performance.
The V-shaped thrust rod assembly replaces multiple independent links, and combined with the longitudinally arranged lower trailing arm to form a compound triangular structure. The Pan-Ha rod is eliminated, the limit of the suspension's upward travel is increased, and the spring and shock absorber are integrated through the shock absorber assembly to improve anti-roll capability.
It improves the suspension's impact resistance and ride comfort, enhances the suspension's roll control, saves space and material costs, and achieves modular design.
Smart Images
Figure CN121756791A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle suspension technology, and more particularly to a rear non-independent solid axle suspension system. Background Technology
[0002] Existing three-link solid axle suspension systems mainly consist of a solid axle, lower trailing arm, and Pan-Ha strut. This system uses fewer parts and has lower maintenance costs, but: a) When the suspension bounces, it is limited by the body frame, resulting in a limited amount of bounce and poor impact resistance; b) Body roll is only provided by the springs, resulting in poor anti-roll performance; c) Springs and shock absorbers are installed independently, making modularization impossible.
[0003] The existing five-link solid axle structure, based on the three-link solid axle suspension system, adds left and right upper control arms, which significantly improves suspension roll and wheel control, but still has the following drawbacks: a) Suspension bounce is still limited by the frame, creating a conflict between impact resistance and interior space; b) Springs and shock absorbers are installed independently, making modularization impossible; c) The suspension roll performance is related to the spring position, which in turn is related to the position of the vehicle frame, resulting in a contradiction between the suspension roll performance and the vehicle torsional stiffness. Summary of the Invention
[0004] This application proposes a rear non-independent solid axle suspension system, relating to the field of vehicle suspension technology. It replaces the multiple independent links in a traditional multi-link system with a V-shaped thrust rod assembly. Combined with a longitudinally arranged lower trailing arm, it forms a stable composite triangular spatial structure. The V-shaped thrust rod simultaneously constrains both lateral movement and lateral rotation, simplifying the structure and providing excellent anti-roll capability.
[0005] In a first aspect, embodiments of this application provide a rear non-independent solid axle suspension system, including a rear axle, a shock absorber assembly, and a control arm assembly; The rear axle is connected to wheel hub brackets at both ends, and the shock absorber assembly is connected to the wheel hub brackets; The control arm assembly includes a V-shaped thrust rod and two lower longitudinal arms; the two lower longitudinal arms are arranged along the longitudinal direction of the vehicle body and connected to both ends of the rear axle, and the two lower longitudinal arms are located inside the wheel hub bracket. The V-shaped thrust rod is disposed between the two lower longitudinal arms, and the V-shaped apex of the thrust rod is softly connected to the middle of the rear axle.
[0006] In this embodiment, the suspension system consists of a rear axle formed by thermoforming, a shock absorber assembly, and a control arm assembly. The V-shaped thrust rod is mainly formed by cutting, bending, and welding round tubes, which is simple and requires few steps, making it easy to form. Compared to traditional five-link and three-link systems, the Pan-Ha rod is eliminated, saving space and material costs. At the same time, the optimized control arm assembly ensures the same lateral support performance.
[0007] Optionally, the rear axle is a trapezoidal arch bridge structure, and the center of the rear wheel is higher than the lower bridge surface of the rear axle but lower than the upper bridge surface of the rear axle.
[0008] In this embodiment, the trapezoidal arch bridge structure increases the gap between the rear axle and the vehicle body beam, thereby increasing the suspension's maximum upward travel. The working stroke of the springs in the shock absorber assembly increases accordingly, allowing them to absorb more energy upon impact, effectively cushioning bumps, improving ride comfort, and protecting components.
[0009] Optionally, shock absorber brackets are fixed to the inner sides of the two sets of wheel hub brackets, and the shock absorber assembly is connected to the shock absorber brackets via flexible connecting bushings.
[0010] Optionally, the end of the shock absorber assembly away from the shock absorber bracket is connected to the vehicle body via a flexible bushing.
[0011] In this embodiment, the shock absorber assembly integrates a shock absorber, a spring, and a buffer block, arranged obliquely via a shock absorber bracket. This achieves two major effects: "three forces combined" acting on the wheel end and "space overlap between the spring and the tire," while simultaneously achieving the goals of improving vibration isolation efficiency and space utilization.
[0012] Optionally, lower trailing arm brackets are also fixed to the lower sides of both ends of the rear axle, and the two lower trailing arms are connected to the lower trailing arm brackets through flexible connecting bushings.
[0013] Optionally, the end of the lower trailing arm away from the lower trailing arm bracket is connected to the vehicle body via a flexible bushing.
[0014] In this embodiment, the left and right lower trailing arms are arranged longitudinally, which saves space occupied by the suspension in the Y direction and is used to constrain the longitudinal movement of the motion system, while determining the movement trajectory of the wheels.
[0015] Optionally, the control arm assembly further includes a U-shaped frame, with the middle part of the rear axle connected to the inside of the U-shaped opening of the U-shaped frame, and the V-shaped thrust rod connected to the end face of the U-shaped frame.
[0016] Optionally, the middle part of the rear axle is connected to the inside of the U-shaped opening of the U-shaped frame via at least two flexible connecting bushings.
[0017] Optionally, the U-shaped frame has a groove on the end face facing the V-shaped thrust rod, and the V-shaped thrust rod has a planar segment at the V-shaped apex, the planar segment being embedded in the groove.
[0018] Optionally, both ends of the V-shaped thrust rod are connected to the vehicle body via flexible connecting bushings.
[0019] In this embodiment, the V-shaped thrust rod assembly is used to constrain the degree of freedom of the motion system along the lateral rotation, and absorbs the transmitted vibration through the soft connecting bushings at both ends of the V-shaped thrust rod; the left and right shock absorber assemblies are used to support and bear the load transmitted from the motion system to the vehicle body fixing system, and the soft connecting bushings at both ends of the left and right shock absorber assemblies can absorb the transmitted impact and vibration; the composite triangular structure formed by the V-shaped thrust rod assembly constrains the lateral movement of the motion system through the deformation of the soft connecting bushings, and also has the function of anti-roll. Attached Figure Description
[0020] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this specification. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0021] Figure 1 This is a structural schematic diagram of a rear non-independent integral bridge suspension system provided in an embodiment of this application; Figure 2 A bottom view of a rear non-independent integral bridge suspension system provided in an embodiment of this application; Figure 3 This application provides a schematic diagram of the structure of the rear axle in a rear non-independent integral axle suspension system. Figure 4 A schematic diagram of the shock absorber assembly and rear wheel in a rear non-independent solid axle suspension system provided in this application embodiment; Figure 5 A triangular schematic diagram of a control arm assembly in a rear non-independent integral bridge suspension system provided in an embodiment of this application; Figure 6 This is a schematic diagram of the force transmission of a rear non-independent integral bridge suspension system subjected to rearward forces, provided in an embodiment of this application. Figure 7 This application provides a schematic diagram of the force transmission of lateral forces in a rear non-independent integral bridge suspension system, as shown in the embodiments of this application. Figure 8 This is a schematic diagram of force transmission in a rear non-independent integral bridge suspension system under steering and single-sided bump crossing conditions, provided as an embodiment of this application.
[0022] Explanation of reference numerals in the attached figures: 1. Rear axle; 2. Shock absorber assembly; 3. Wheel hub bracket; 4. Lower trailing arm; 5. V-shaped thrust rod; 6. U-shaped frame; 7. Shock absorber bracket; 8. Lower trailing arm bracket. Detailed Implementation
[0023] To better understand the technical solutions in this specification, the embodiments of this application will be described in detail below with reference to the accompanying drawings.
[0024] It should be understood that the described embodiments are merely some, not all, of the embodiments in this specification. All other embodiments obtained by those skilled in the art based on the embodiments in this specification without inventive effort are within the scope of protection of this specification.
[0025] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this specification. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.
[0026] Currently, existing rear non-independent solid axle suspension systems have the following problems: a) Traditional integral bridges are limited by the height of the main beam, and there is a conflict between impact resistance and interior space.
[0027] b) Springs and shock absorbers are installed independently, making modularization impossible.
[0028] c) After reducing the Panhall rods of the integral bridge suspension, the control arm motion control system lacks lateral force support capability.
[0029] d) The springs and wheels cannot share space, and the anti-roll performance is limited by the spring position, resulting in poor suspension roll performance.
[0030] In view of this, according to Figures 1 to 8 As shown, this application embodiment provides a rear non-independent solid axle suspension system, including a rear axle 1, a shock absorber assembly 2, and a control arm assembly.
[0031] The rear axle 1 has wheel hub brackets 3 connected to both ends, and the shock absorber assembly 2 is connected to the wheel hub brackets 3. The shock absorber assembly 2 is used to bear the damping force, spring force, and bumper force generated by the suspension movement. It is connected between the wheel hub brackets 3 and the rear axle 1, so that the force is transmitted to the rear axle 1 and the wheel hub brackets 3, thereby improving the rigidity of the load-bearing structure. The wheel hub brackets 3 are used to connect the brake calipers to the rear axle 1 and bear the load.
[0032] The control arm assembly includes a V-shaped thrust rod 5 and two lower longitudinal arms 4; the two lower longitudinal arms 4 are arranged along the longitudinal direction of the vehicle body and connected to both ends of the rear axle 1, and the two lower longitudinal arms 4 are located inside the wheel hub bracket 3.
[0033] The V-shaped thrust rod 5 is disposed between the two lower longitudinal arms 4, and the V-shaped apex of the V-shaped thrust rod 5 is softly connected to the middle of the rear axle 1.
[0034] In this embodiment, the suspension system consists of a rear axle 1 formed by thermoforming, a shock absorber assembly 2, and a control arm assembly. The V-shaped thrust rod 5 is mainly formed by cutting, bending, and welding round tubes, which is simple and has few components, making it easy to form. Compared with traditional five-link and three-link systems, the Pan-Ha rod is eliminated, saving space and material costs. At the same time, the optimized control arm assembly ensures the same lateral support performance.
[0035] In some embodiments, according to Figure 3 As shown, the rear axle 1 has a trapezoidal arch bridge structure, and the wheel center is higher than the lower bridge surface of the rear axle 1 but lower than the upper bridge surface. Unlike traditional three-link and five-link integral bridge suspensions, the rear axle 1 in this embodiment has a trapezoidal arch bridge structure, resulting in a height difference A between the wheel center and the lower bridge surface, and a height difference B between the wheel center and the upper bridge surface. Specifically, the lower bridge surface of the rear axle 1 is the horizontal axis of the two ends of the arch, and the upper bridge surface is the axis of the arch section of the rear axle 1.
[0036] The height difference A increases the gap C between the rear axle 1 and the body frame, increases the upper limit travel of the motion system, and increases the working stroke of the shock absorber body and spring, which can absorb more energy during impact and improve the suspension's impact resistance performance.
[0037] The height difference B allows the bushing housing of the flexible connection between the V-shaped thrust rod 5 and the rear axle 1 to penetrate through the rear axle 1, increasing the shear force bearing area of the V-shaped thrust rod 5 and enhancing the structural durability and strength.
[0038] In this embodiment, the trapezoidal arch bridge structure increases the gap between the rear axle 1 and the vehicle body beam, thereby increasing the suspension's maximum upward travel. The working stroke of the springs in the shock absorber assembly 2 is thus increased, allowing them to absorb more energy upon impact, effectively cushioning bumps, improving ride comfort, and protecting components.
[0039] In some embodiments, according to Figure 4 As shown, shock absorber brackets 7 are fixed on the inner sides of the two sets of wheel hub brackets 3 facing each other, and the shock absorber assembly 2 is connected to the shock absorber brackets 7 through a flexible connecting bushing.
[0040] In this embodiment, since the shock absorber bracket 7 is connected between the wheel hub bracket 3 and the rear axle 1, the left and right shock absorber assemblies 2 can be arranged in an oblique manner. The shock absorber body, spring, and buffer block are integrated on the shock absorber assembly 2, and the three forces act simultaneously on the wheel end, improving the vibration isolation efficiency of the shock absorber assembly 2. This reduces the space occupied by the shock absorber body and spring. Compared with traditional three-link and five-link solid axle suspensions that place the spring on the rear axle 1, making the spring direction parallel to the tire radial direction and the spring position inward, the efficiency of converting spring stiffness into suspension stiffness is low. According to the formula: suspension stiffness = spring stiffness × spring position Y direction / 0.5 times wheel track, the oblique arrangement of the shock absorber assembly 2 can reduce the space occupied by the shock absorber assembly 2 in the wheel, realize the overlap of the spring and tire spatial positions, increase the spring Y direction position, and improve the efficiency of converting spring stiffness into suspension roll stiffness.
[0041] In some embodiments, the end of the shock absorber assembly 2 away from the shock absorber bracket 7 is connected to the vehicle body via a flexible bushing.
[0042] In this embodiment, the shock absorber assembly 2 includes a shock absorber body, a spring, and a buffer block integrated together, arranged obliquely via a shock absorber bracket 7. This achieves two major effects: "three forces combined" acting on the wheel end and "space overlap between the spring and the tire," while simultaneously achieving the goals of improving vibration isolation efficiency and space utilization.
[0043] In some embodiments, lower trailing arm brackets 8 are fixed to the lower sides of both ends of the rear axle 1, and the two lower trailing arms 4 are connected to the lower trailing arm brackets 8 via flexible connecting bushings. The ends of the lower trailing arms 4 away from the lower trailing arm brackets 8 are connected to the vehicle body via flexible connecting bushings.
[0044] In this embodiment, the left and right lower trailing arms 4 are arranged longitudinally, which saves space occupied by the suspension in the Y direction and is used to constrain the longitudinal movement of the motion system, while determining the movement trajectory of the wheels.
[0045] In some embodiments, the control arm assembly further includes a U-shaped frame 6, the middle part of the rear axle 1 is connected to the inside of the U-shaped opening of the U-shaped frame 6, and the V-shaped thrust rod 5 is connected to the end face of the U-shaped frame 6.
[0046] In this embodiment, the V-shaped thrust rod 5 needs to withstand the lateral force and longitudinal force of the suspension, as well as the resistance torque that inhibits the body from rotating laterally. The force is complex and the frequency is high, so it needs to be reliably connected to the rear axle 1 and the body.
[0047] In some embodiments, the middle portion of the rear axle 1 is connected to the inside of the U-shaped opening of the U-shaped frame 6 via at least two flexible connecting bushings.
[0048] In this embodiment, the outer shells of the two flexible connecting bushings in the U-shaped frame 6 are installed vertically through the rear axle 1, and the middle of the rear axle 1 encloses the outer shells of the flexible connecting bushings. This increases the installation and fastening area between the V-shaped thrust rod 5 and the rear axle 1, maximizing the uniform force distribution and reliability of the V-shaped thrust rod 5. For the high-strength, high-frequency force connection point between the V-shaped thrust rod 5 and the rear axle 1, this embodiment adopts a connection method where the bushing outer shell vertically penetrates the rear axle 1. The metal structure of the rear axle 1 can fully enclose the bushing outer shell, upgrading the traditional "point" or "surface" connection to a "volume" connection, greatly improving the strength and durability of the connection point.
[0049] In some embodiments, the U-shaped frame 6 has a groove on the end face facing the V-shaped thrust rod 5, and the V-shaped thrust rod 5 has a planar segment at the V-shaped apex, the planar segment being embedded in the groove.
[0050] In some embodiments, both ends of the V-shaped thrust rod 5 are connected to the vehicle body via flexible connecting bushings.
[0051] In this embodiment, the V-shaped thrust rod 5 assembly is used to constrain the degree of freedom of the motion system along the lateral rotation, and absorbs the transmitted vibration through the soft connecting bushings at both ends of the V-shaped thrust rod 5; the left and right shock absorber assemblies 2 are used to support and bear the load transmitted from the motion system to the vehicle body fixing system, and the soft connecting bushings at both ends of the left and right shock absorber assemblies 2 can absorb the transmitted impact and vibration; the composite triangular structure formed by the V-shaped thrust rod 5 assembly is used to constrain the lateral movement of the motion system through the deformation of the soft connecting bushings, and also has the function of anti-rollover.
[0052] Specifically, according to Figure 5 As shown, the V-shaped thrust rod 5, together with the two sets of left and right shock absorber assemblies 2 and the two lower longitudinal arms 4, form a composite triangular structure.
[0053] The compound triangular structure is composed of the left side of the lower left longitudinal arm 4 and the left side of the V-shaped thrust rod 5, as well as the straight lines connecting the left side of the lower left longitudinal arm 4 and the left side of the V-shaped thrust rod 5 to the vehicle body, and the right side of the lower right longitudinal arm 4 and the right side of the V-shaped thrust rod 5, as well as the straight lines connecting the right side of the lower right longitudinal arm 4 and the right side of the V-shaped thrust rod 5 to the vehicle body.
[0054] Then according to Figure 6 and Figure 7As shown in the diagram, the arrows illustrate the force transmission of the lower trailing arm 4 and the V-shaped thrust rod 5 under load. The lower trailing arm 4 and the V-shaped thrust rod 5 are located above and below the wheel center, respectively. When the vehicle is subjected to longitudinal forces, the longitudinal forces of the lower trailing arm 4 and the V-shaped thrust rod 5 are in different directions, achieving force balance between the vehicle body and the motion system and reducing unnecessary vibrations. Since both ends of the lower trailing arm 4 are soft connections and arranged longitudinally, it conforms to the characteristics of a two-force member, and the force direction is longitudinal. The triangular structure formed by the V-shaped thrust rod 5 assembly allows the suspension to withstand lateral forces, thus constraining the lateral movement of the motion system.
[0055] Then according to Figure 8 As shown, when the vehicle is turning or going over a pothole on one side, the control arm assembly will exhibit a lateral tilting motion with one side bouncing up and the other side bouncing down. Unlike the control arm assembly on a traditional five-link solid axle suspension, the V-shaped thrust rod 5 does not move with the suspension system during lateral tilting. Since the V-shaped thrust rod 5 is connected to the rear axle 1 through two soft connecting bushings, there is no relative displacement between the V-shaped thrust rod 5 and the suspension system. The force and torque generated by the deformation of the two soft connecting bushings are all used to suppress the body roll, making the V-shaped thrust rod 5 both a good motion control element and a good anti-rolling element.
[0056] The above description is merely a preferred embodiment of this specification and is not intended to limit this specification. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this specification should be included within the scope of protection of this specification.
Claims
1. A rear non-independent integral bridge suspension system, characterized in that, The rear axle, the shock absorber assembly and the control arm assembly are included; Two wheel hub supports are connected to the two ends of the rear axle, and the shock absorber assembly is connected to the wheel hub supports; The control arm assembly includes a V-shaped push rod and two lower longitudinal arms, the two lower longitudinal arms are arranged along the longitudinal direction of the vehicle body, are connected to the two ends of the rear axle, and are located on the inner sides of the wheel hub supports; The V-shaped push rod is arranged between the two lower longitudinal arms, and the V-shaped top of the V-shaped push rod is connected to the middle part of the rear axle.
2. The rear non-independent integral bridge suspension system of claim 1, wherein, The rear axle is in the shape of a trapezoidal arch, and the wheel center of the rear wheel is higher than the lower bridge surface of the rear axle and lower than the upper bridge surface of the rear axle.
3. The rear non-independent integral bridge suspension system of claim 1, wherein, The inner sides of the two groups of wheel hub supports are fixed with shock absorber supports, and the shock absorber assembly is connected to the shock absorber supports through soft connection bushings.
4. The rear non-independent integral bridge suspension system of claim 3, wherein, The ends of the shock absorber assembly away from the shock absorber supports are connected to the vehicle body through soft connection bushings.
5. The rear non-independent integral bridge suspension system of claim 1, wherein, The lower sides of the two ends of the rear axle are also fixed with lower longitudinal arm supports, and the two lower longitudinal arms are connected to the lower longitudinal arm supports through soft connection bushings.
6. The rear non-independent integral bridge suspension system of claim 5, wherein, The ends of the lower longitudinal arms away from the lower longitudinal arm supports are connected to the vehicle body through soft connection bushings.
7. The rear non-independent integral bridge suspension system of claim 1, wherein, The control arm assembly further includes a U-shaped frame, the middle part of the rear axle is connected to the inner side of the U-shaped mouth of the U-shaped frame, and the V-shaped push rod is connected to the end face of the U-shaped frame.
8. The rear non-independent integral bridge suspension system of claim 7, wherein, The middle part of the rear axle is connected to the inner side of the U-shaped mouth of the U-shaped frame through at least two soft connection bushings.
9. The rear non-independent integral bridge suspension system of claim 8, wherein, The end face of the U-shaped frame facing the V-shaped push rod is provided with a groove, the V-shaped top of the V-shaped push rod is provided with a flat section, and the flat section is embedded in the groove.
10. The rear non-independent integral bridge suspension system of claim 9, wherein, The ends of the V-shaped push rod are connected to the vehicle body through soft connection bushings.