Rear suspension system and vehicle

Abstract

The rear suspension system comprises a first connecting rod, a second connecting rod, a third connecting rod and a fourth connecting rod, the axis of the first connecting rod and the axis of the second connecting rod intersect at a first point, and the distance between the first connecting rod and the second connecting rod is gradually increased in the direction away from the first point; the third connecting rod is located below the first connecting rod, the fourth connecting rod is located below the second connecting rod, the axis of the third connecting rod and the axis of the fourth connecting rod intersect at a second point, and the distance between the third connecting rod and the fourth connecting rod is gradually increased in the direction away from the second point; a virtual master pin is formed by a straight line passing through the first point and the second point, and the virtual master pin is obliquely and downwards arranged in the direction close to the first point or the second point. The rear suspension system disclosed by the utility model can meet the installation and arrangement requirements of a rear double-electric-drive assembly occupying a large transverse space while considering the performance.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a rear suspension system and a vehicle. Background Art

[0002] In recent years, with the rapid development of the automotive industry, consumers have higher and higher requirements for vehicle comfort and handling performance. As the basis of vehicle comfort and handling, the performance of the chassis suspension system directly determines the user experience.

[0003] At present, some new energy vehicles adopt the drive form of rear dual electric drive assembly. The lateral width of this rear dual electric drive assembly is relatively large, and some even account for more than 50% of the width of the entire vehicle. Therefore, the rear dual electric drive assembly will squeeze more lateral space, and the existing rear suspension system cannot match the installation and layout needs of the larger rear dual electric drive assembly while taking into account performance. Utility Model Content

[0004] The utility model aims to solve one of the technical problems in the related art at least to a certain extent.

[0005] To this end, an embodiment of the utility model proposes a rear suspension system, which can adapt to the installation and layout requirements of the rear dual electric drive assembly that occupies more lateral space while taking into account the performance.

[0006] The embodiment of the utility model also provides a vehicle including the above-mentioned rear suspension system.

[0007] The rear suspension system of the utility model embodiment includes:

[0008] A first connecting rod and a second connecting rod, wherein the axis of the first connecting rod and the axis of the second connecting rod intersect at a first point, and the distance between the first connecting rod and the second connecting rod gradually increases in a direction away from the first point;

[0009] a third connecting rod and a fourth connecting rod, wherein the third connecting rod is located below the first connecting rod, and the fourth connecting rod is located below the second connecting rod, an axis of the third connecting rod and an axis of the fourth connecting rod intersect at a second point, and a distance between the third connecting rod and the fourth connecting rod gradually increases in a direction away from the second point;

[0010] A straight line passing through the first point and the second point forms a virtual kingpin, and the virtual kingpin is arranged obliquely downward in a direction close to the first point or the second point.

[0011] In some embodiments, a fifth link is included, the first link is located in front of the second link, the third link is located in front of the fourth link, and the fifth link is located between the first link and the third link.

[0012] In some embodiments, a steering knuckle and a shock absorber are included, wherein the shock absorber is arranged vertically, and the bottom end of the shock absorber is connected to the steering knuckle, and the first connecting rod, the second connecting rod, the third connecting rod, the fourth connecting rod, and the fifth connecting rod are all connected to the steering knuckle.

[0013] In some embodiments, the rear suspension system has a first direction that is consistent with the direction from the front to the rear of the vehicle after being assembled with the vehicle body, and the wheel connected to the rear suspension system has a wheel center;

[0014] In the first direction, the axis of the shock absorber is located at the rear side of the wheel center.

[0015] In some embodiments, the shock absorber includes a shock absorber body and a spring, and a lever ratio of the shock absorber body and the spring is not less than 1;

[0016] And / or, the lever ratio of the shock absorber is not less than 0.9.

[0017] In some embodiments, the rear suspension system has a first direction that is consistent with the direction from the front to the rear of the vehicle after being assembled with the vehicle body, and the virtual kingpin is arranged obliquely downward along the first direction;

[0018] And / or, a wheel connected to the rear suspension system has a wheel center, and the wheel center is located on the virtual kingpin.

[0019] In some embodiments, the axis of the first connecting rod and the axis of the second connecting rod form an angle α, the axis of the third connecting rod and the axis of the fourth connecting rod form an angle β, and both the angle α and the angle β are not less than 35 degrees.

[0020] In some embodiments, the rear suspension system has a second direction that coincides with the width direction of the vehicle body after assembly;

[0021] The angle formed by the axis of the first connecting rod and the second direction is greater than the angle formed by the axis of the second connecting rod and the second direction;

[0022] And / or, an angle formed by the axis of the third connecting rod and the second direction is greater than an angle formed by the axis of the fourth connecting rod and the second direction.

[0023] In some embodiments, the extending direction of the axis of the first connecting rod is consistent with the extending direction of the axis of the third connecting rod, and the extending direction of the axis of the second connecting rod is consistent with the extending direction of the axis of the fourth connecting rod.

[0024] The vehicle of the embodiment of the utility model includes the rear suspension system as described in any of the above embodiments.

[0025] Beneficial effects: The rear suspension system and vehicle of the embodiment of the utility model can adapt to the installation and layout needs of the rear dual electric drive assembly that occupies more lateral space while taking into account the performance, thereby fully meeting the requirements of high-performance vehicles for comfort and handling performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 It is a schematic diagram of the spatial distribution of each connecting rod of the rear suspension system of an embodiment of the utility model.

[0027] Figure 2 It is a schematic diagram for determining the virtual kingpin of the rear suspension system of the embodiment of the utility model.

[0028] Figure 3 It is a schematic diagram of a steering knuckle according to an embodiment of the utility model.

[0029] Figure 4 It is a schematic diagram of the assembly of the shock absorber and the steering knuckle of the embodiment of the utility model.

[0030] Figure 5 It is a schematic diagram of the positional relationship between the wheel center and the shock absorber in an embodiment of the utility model.

[0031] Figure 6 It is a schematic diagram of the inclination of the virtual kingpin in the first direction of an embodiment of the utility model.

[0032] Figure 7 It is a schematic diagram of a virtual kingpin passing through a wheel center according to an embodiment of the utility model.

[0033] Figure 8 It is a schematic diagram of the angle α and the angle β of an embodiment of the utility model.

[0034] Fig. 9 It is a schematic diagram of a rear suspension system of an embodiment of the utility model being assembled on a vehicle frame.

[0035] Fig.10 yes Fig. 9 Schematic front view of .

[0036] Fig.11 yes Fig. 9 Schematic top view of .

[0037] Reference numerals:

[0038] 1-first connecting rod; 2-second connecting rod; 3-third connecting rod; 4-fourth connecting rod; 5-fifth connecting rod; 6-steering knuckle; 7-shock absorber; 8-frame. DETAILED DESCRIPTION

[0039] The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and intended to be used to explain the present invention, but cannot be understood as limiting the present invention.

[0040] like Figure 1 As shown, the rear suspension system of the embodiment of the utility model includes a first link 1, a second link 2, a third link 3 and a fourth link 4.

[0041] The axis of the first connecting rod 1 and the axis of the second connecting rod 2 intersect at a first point, and the distance between the first connecting rod 1 and the second connecting rod 2 gradually increases in a direction away from the first point.

[0042] For example, Figure 1 As shown, the first connecting rod 1 and the second connecting rod 2 are arranged in an eight-shaped shape as a whole, wherein the first connecting rod 1 can be generally arranged along the direction from the left front to the right rear, and the second connecting rod 2 can be generally arranged along the direction from the right front to the left rear. Figure 2 As shown, the axis of the first connecting rod 1 and the axis of the second connecting rod 2 may intersect at point A, which is the first point, and the distance between the first connecting rod 1 and the second connecting rod 2 in the front-to-back direction may gradually increase from right to left.

[0043] The axis of the third connecting rod 3 and the axis of the fourth connecting rod 4 intersect at the second point, and the distance between the third connecting rod 3 and the fourth connecting rod 4 gradually increases in the direction away from the second point.

[0044] For example, Figure 1 As shown, the third link 3 and the fourth link 4 are arranged in an eight-shaped shape as a whole, wherein the third link 3 can be generally arranged along the direction from the left front to the right rear, and the fourth link 4 can be generally arranged along the direction from the right front to the left rear. Figure 2 As shown, the axis of the third link 3 and the axis of the fourth link 4 may intersect at point B, which is the second point. The distance between the third link 3 and the fourth link 4 in the front-to-back direction may also gradually increase from right to left.

[0045] The third connecting rod 3 is located below the first connecting rod 1, and the fourth connecting rod 4 is located below the second connecting rod 2. For example, Figure 1 and Figure 2 As shown, the third link 3 can be located entirely below the first link 1, that is, when viewed from above, the third link 3 will be blocked by the first link 1. The fourth link 4 can be located obliquely behind the second link 2, that is, a portion of the fourth link 4 will be blocked by the second link 2 when viewed from above.

[0046] It should be noted that the above-mentioned shielding may be partial shielding, that is, when viewed from above, the third link 3 may be partially but not completely shielded by the first link 1, and the fourth link 4 may be partially but not completely shielded by the second link 2.

[0047] A straight line passing through the first point and the second point forms a virtual kingpin, and the virtual kingpin is arranged obliquely downward in a direction close to the first point or the second point. It should be noted that the virtual kingpin is an ideal model and not a real component. In the process of automobile design, the virtual kingpin can be regarded as a rotation center of the wheel when turning.

[0048] For example, Figure 2 As shown, the direction close to the first point (point A) or the second point (point B) can be from right to left, and the virtual main pin is arranged obliquely downward along the direction from right to left. For details, see Figure 7 .

[0049] It should be noted that the ends of the first connecting rod 1 , the second connecting rod 2 , the third connecting rod 3 , and the fourth connecting rod 4 may be provided with structures such as bushings and pivots, so as to facilitate the rotational assembly with the vehicle body or the subsequent steering knuckle 6 .

[0050] The rear suspension system of the embodiment of the utility model is arranged with the virtual kingpin tilted downward along the direction from the inside of the vehicle to the outside of the vehicle, so that the first link 1, the second link 2, the third link 3, and the fourth link 4 are integrally formed into a structure similar to a cubic trapezoid. Therefore, after the rear suspension system is assembled to the vehicle body, the whole vehicle presents a structure that is narrow at the top and wide at the bottom, avoiding the situation in the prior art that the design of the rear dual electric drive assembly needs to sacrifice the length of some links, that is, the third link 3 and the fourth link 4 at the bottom are translated outward as a whole in order to achieve matching with the dual electric drive assembly with a larger lateral width, thereby ensuring that the length of each link can meet the performance requirements, avoiding the situation where the suspension performance is affected by the short size of the link, and is also beneficial to extending the service life of the bushings at the ends of each link.

[0051] In some embodiments, Figure 1 As shown, the rear suspension system includes a fifth link 5, which can be specifically a toe rod, the first link 1 is located in front of the second link 2, and the third link 3 is located in front of the fourth link 4, wherein the axis of the first link 1 and the axis of the second link 2 can be roughly at the same level, the axis of the third link 3 and the axis of the fourth link 4 can be roughly at the same level, and the fifth link 5 is located between the first link 1 and the third link 3, thereby further improving the comfort and operability of the suspension system.

[0052] In some embodiments, the rear suspension system includes a steering knuckle 6 and a shock absorber 7, the shock absorber 7 is arranged vertically, and the bottom end of the shock absorber 7 is connected to the steering knuckle 6, and the first link 1, the second link 2, the third link 3, the fourth link 4, and the fifth link 5 are all connected to the steering knuckle 6.

[0053] For example, Figure 3As shown, the steering knuckle 6 can be a casting, and the steering knuckle 6 is used to be assembled on the inner side of the wheel and used to realize the steering operation of the car. The steering knuckle 6 has a certain curvature and can protrude to the outer side of the car body. During assembly, one end of the first connecting rod 1, one end of the second connecting rod 2, one end of the third connecting rod 3, one end of the fourth connecting rod 4, and one end of the fifth connecting rod 5 can be pivotally assembled with the steering knuckle 6.

[0054] like Figure 4 As shown, the shock absorber 7 can be arranged vertically, the shock absorber 7 can be located on the top side of the steering knuckle 6, and the bottom end of the shock absorber 7 can be directly connected to the steering knuckle 6 in a pivoting manner. As a result, the damping of the shock absorber on the vertical vibration control arm of the unsprung mass is more direct, which can greatly improve the adjustment limit.

[0055] Secondly, since all the connecting rods (the first connecting rod 1, the second connecting rod 2, etc.) do not need to bear the vertical load of the shock absorber, the weight of the rod system is extremely small, thereby greatly reducing the unsprung mass and improving the handling of the entire vehicle.

[0056] In some embodiments, the rear suspension system has a first direction that is consistent with the direction from the front to the rear of the vehicle after being assembled with the vehicle body, for example, Figure 5 As shown, the first direction may be from front to back. The wheel connected to the rear suspension system has a wheel center, which may be specifically regarded as Figure 5 Midpoint C.

[0057] In the first direction, the axis of the shock absorber 7 is located at the rear side of the wheel center. The shock absorber 7 can be generally a cylindrical structure, and the axis of the shock absorber 7 can be regarded as the central axis of the shock absorber 7. Figure 5 As shown, point C is located on the front side of the axis of the shock absorber 7 .

[0058] Therefore, when the wheel jumps, the torque generated by the axis of the shock absorber and the lever arm of the wheel center can ensure the stability of the tire movement trajectory when the rear suspension system is subjected to the ultimate vertical load, that is, the wheel center can move in the direction of the axis of the shock absorber 7 and be roughly located on the axis of the shock absorber 7. Secondly, the change rate of the toe with the wheel jump can be kept more linear, thereby further improving the handling of the whole vehicle.

[0059] In some embodiments, the shock absorber 7 includes a shock absorber 7 body and a spring, the spring can be sleeved on the outer peripheral side of the shock absorber 7 body, and the lever ratio of the shock absorber 7 body and the spring is not less than 1. For example, the lever ratio of the shock absorber 7 body and the spring can be close to 1, so as to ensure the consistency of the overall shock absorption and buffering.

[0060] In some embodiments, the lever ratio of the shock absorber 7 is not less than 0.9. Thus, the damping control of the tire can be made more precise, and the lightweight design of the spring and each connecting rod can be achieved at the same time.

[0061] In some embodiments, the rear suspension system has a first direction which is consistent with the direction from the front end to the rear end of the vehicle after being assembled with the vehicle body, and the virtual kingpin is arranged obliquely downward along the first direction.

[0062] For example, Figure 6 As shown, the first direction may be the direction from front to back, and the virtual kingpin determined by the first point and the second point is arranged tilted in the inward and outward directions of the vehicle body, and is also arranged tilted downward in the direction from front to back. This virtual kingpin tilt design can make the tire trail a negative value, and then make the toe change caused by the lateral force a positive value, thereby improving the rear axle response speed and reducing the yaw response delay of the rear axle during the steering process.

[0063] In some embodiments, the wheel connected to the rear suspension system has a wheel hub, such as Figure 7 As shown, the wheel center can be regarded as Figure 7 At point C in the figure, the wheel center is located on the virtual kingpin. As a result, the length of the force arm of the wheel's driving force around the virtual kingpin can be zero, thereby eliminating the toe change caused by the driving force and improving the driving stability during acceleration, meeting the needs of high-horsepower rear-wheel drive.

[0064] In some embodiments, Figure 8 As shown, the axis of the first connecting rod 1 and the axis of the second connecting rod 2 form an angle α, the axis of the third connecting rod 3 and the axis of the fourth connecting rod 4 form an angle β, and the angle α and the angle β are not less than 35 degrees. For example, the angle α and the angle β can be 35 degrees, 36 degrees, 38 degrees, 40 degrees, 42 degrees, 45 degrees, etc.

[0065] When the angles α and β are within the above-mentioned angle range, the loads borne by each connecting rod when the tire is subjected to longitudinal and lateral impacts can be reduced, thereby achieving a lightweight design of the connecting rod and avoiding the connecting rod from being subjected to large impact forces, thereby ensuring the stability of the connecting rod and helping to extend its service life.

[0066] In some embodiments, the rear suspension system has a second direction that coincides with the width direction of the vehicle body after assembly, for example Figure 8 As shown, the second direction can be a left-right direction.

[0067] The angle formed by the axis of the first connecting rod 1 and the second direction is greater than the angle formed by the axis of the second connecting rod 2 and the second direction. Figure 8 As shown, the angle between the axis of the first link 1 and the left-right direction can be angle γ, and the angle between the axis of the second link 2 and the left-right direction can be angle θ, and angle γ is greater than angle θ. In this way, the lateral stiffness of the wheel center can be improved, and the yaw response of the whole vehicle can also be improved.

[0068] Similarly, the angle formed by the axis of the third link 3 and the second direction is greater than the angle formed by the axis of the fourth link 4 and the second direction. Thus, the lateral stiffness of the wheel center can be further improved, and the yaw response of the whole vehicle can also be improved, ensuring the up-and-down consistency of the rear suspension system.

[0069] In some embodiments, the extending direction of the axis of the first connecting rod 1 is consistent with the extending direction of the axis of the third connecting rod 3, and the extending direction of the axis of the second connecting rod 2 is consistent with the extending direction of the axis of the fourth connecting rod 4. Figure 1 As shown, the first link 1 and the third upright can be arranged substantially in parallel and spaced apart, and the second link 2 and the fourth link 4 can be arranged substantially in parallel and spaced apart. Thus, the angle α and the angle β can be made substantially the same, which is conducive to further improving the consistency of the upper and lower parts of the rear suspension system.

[0070] The following describes a vehicle according to an embodiment of the present invention.

[0071] The vehicle of the embodiment of the utility model includes a rear suspension system, and the rear suspension system can be the rear suspension system described in any of the above embodiments. Figures 9 to 11 As shown, the vehicle may include a frame 8, which may specifically be a rear frame of the vehicle. Two rear suspension systems are provided, and the two rear suspension systems are respectively installed on the left and right sides of the rear frame, and the rear suspension systems on both sides may be generally arranged in a mirror-symmetrical manner.

[0072] The vehicle of the embodiment of the utility model can specifically be a sedan, SUV, bus, truck or other vehicle. The rear suspension system of the vehicle of the embodiment of the utility model meets the requirements of the K&C characteristics (K characteristic is the suspension kinematic characteristic, C characteristic is the suspension elastic kinematic characteristic) of high-performance vehicles, and the unsprung mass is also small, which improves the overall handling performance.

[0073] Although the above embodiments have been shown and described, it is to be understood that the above embodiments are illustrative and cannot be construed as limitations on the present invention. Changes, modifications, substitutions and variations of the above embodiments by those of ordinary skill in the art are all within the scope of protection of the present invention.

Claims

1. A rear suspension system, characterized in that: include: A first connecting rod (1) and a second connecting rod (2), wherein the axis of the first connecting rod (1) and the axis of the second connecting rod (2) intersect at a first point, and the distance between the first connecting rod (1) and the second connecting rod (2) gradually increases in a direction away from the first point; a third connecting rod (3) and a fourth connecting rod (4), wherein the third connecting rod (3) is located below the first connecting rod (1), and the fourth connecting rod (4) is located below the second connecting rod (2), an axis of the third connecting rod (3) and an axis of the fourth connecting rod (4) intersect at a second point, and a distance between the third connecting rod (3) and the fourth connecting rod (4) gradually increases in a direction away from the second point; A straight line passing through the first point and the second point forms a virtual kingpin, and the virtual kingpin is arranged obliquely downward in a direction close to the first point or the second point.

2. The rear suspension system according to claim 1, characterized in that: The invention comprises a fifth connecting rod (5), wherein the first connecting rod (1) is located in front of the second connecting rod (2), the third connecting rod (3) is located in front of the fourth connecting rod (4), and the fifth connecting rod (5) is located between the first connecting rod (1) and the third connecting rod (3).

3. The rear suspension system according to claim 2, characterized in that: The invention comprises a steering knuckle (6) and a shock absorber (7), wherein the shock absorber (7) is arranged vertically, and the bottom end of the shock absorber (7) is connected to the steering knuckle (6), and the first connecting rod (1), the second connecting rod (2), the third connecting rod (3), the fourth connecting rod (4), and the fifth connecting rod (5) are all connected to the steering knuckle (6).

4. The rear suspension system according to claim 3, characterized in that: The rear suspension system has a first direction which is consistent with the direction from the front to the rear of the vehicle after being assembled with the vehicle body, and the wheel connected to the rear suspension system has a wheel center; In the first direction, the axis of the shock absorber (7) is located at the rear side of the wheel center.

5. The rear suspension system according to claim 3, characterized in that: The shock absorber (7) comprises a shock absorber body and a spring, and the lever ratio of the shock absorber body and the spring is not less than 1; And / or, the lever ratio of the shock absorber (7) is not less than 0.

9.

6. The rear suspension system according to claim 1, characterized in that: The rear suspension system has a first direction which is consistent with the direction from the front to the rear of the vehicle after being assembled with the vehicle body, and the virtual kingpin is arranged obliquely downward along the first direction; And / or, a wheel connected to the rear suspension system has a wheel center, and the wheel center is located on the virtual kingpin.

7. The rear suspension system according to any one of claims 1 to 6, characterized in that: The axis of the first connecting rod (1) and the axis of the second connecting rod (2) form an angle α, and the axis of the third connecting rod (3) and the axis of the fourth connecting rod (4) form an angle β, and both the angle α and the angle β are not less than 35 degrees.

8. The rear suspension system according to claim 7, characterized in that: The rear suspension system has a second direction which coincides with the width direction of the vehicle body after assembly; The angle formed by the axis of the first connecting rod (1) and the second direction is greater than the angle formed by the axis of the second connecting rod (2) and the second direction; And / or, the angle formed by the axis of the third connecting rod (3) and the second direction is greater than the angle formed by the axis of the fourth connecting rod (4) and the second direction.

9. The rear suspension system according to claim 7, characterized in that: The extension direction of the axis of the first connecting rod (1) is consistent with the extension direction of the axis of the third connecting rod (3), and the extension direction of the axis of the second connecting rod (2) is consistent with the extension direction of the axis of the fourth connecting rod (4).

10. A vehicle, characterized in that: The invention comprises a rear suspension system as claimed in any one of claims 1 to 9.

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