Torsion beam type suspension and vehicle

Abstract

The utility model provides a torsion beam type suspension and a vehicle, the torsion beam type suspension comprises two trailing arms which are oppositely arranged at an interval, and each trailing arm is provided with a wheel mounting rack; the cross beam is connected between the two longitudinal arms; the damping piece is connected between the two longitudinal arms and located on one side of the cross beam, at least one end of the damping piece is movably connected with the longitudinal arms, and the damping piece is arranged in a telescopic mode. The torsion beam type suspension solves the technical problem that a torsion beam type suspension in the prior art cannot restrain the change of the wheel track of a rear axle when left and right wheels jump reversely.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a torsion beam suspension and a vehicle. Background Technology

[0002] The shock absorbers in a torsion beam suspension system are generally arranged vertically (Z-axis). These shock absorbers absorb and attenuate vibrations in the vertical direction of the wheels during vehicle operation. When the left and right wheels encounter uneven road surfaces, such as one wheel entering a pothole or encountering an obstacle, the other wheel rises relatively. This reverse wheel bounce of the left and right wheels on the rear axle will cause a significant change in the rear axle track, thus affecting the vehicle's driving characteristics and stability, especially at high speeds or when cornering.

[0003] There is no effective solution yet to address the technical problem that existing torsion beam suspensions cannot suppress changes in the rear axle track when the left and right wheels bounce in opposite directions. Utility Model Content

[0004] This utility model provides a torsion beam suspension and a vehicle, aiming to improve the technical problem in the prior art that the torsion beam suspension cannot suppress the change in the rear axle track when the left and right wheels bounce in opposite directions.

[0005] To achieve the above objectives, according to one aspect of the present invention, a torsion beam suspension is provided, comprising: two trailing arms arranged opposite to each other and spaced apart, each trailing arm having a wheel mounting bracket; a crossbeam connected between the two trailing arms; and a damping element connected between the two trailing arms and located on one side of the crossbeam, at least one end of the damping element being movably connected to the trailing arm, and the damping element being telescopically configurable.

[0006] In the technical solution of this application, when the left and right wheels of the rear axle of the vehicle bounce in opposite directions, the rear axle track changes and a lateral force is applied to the two trailing arms, which in turn causes a change in the distance between the two trailing arms. In this application, the damping element is connected between the two trailing arms and located on one side of the crossbeam. The damping element absorbs the energy on the trailing arms through telescopic movement to suppress the change in the distance between the two trailing arms, thereby playing the role of suppressing the change in the rear axle track.

[0007] Furthermore, the damping element is positioned close to the wheel mount, which is located between the damping element and the crossbeam.

[0008] In the above technical solution, the wheel mounting bracket is used to mount the wheel. The lateral force on the wheel acts on the trailing arm through the wheel mounting bracket. The damping element is positioned close to the wheel mounting bracket to shorten the transmission path of the lateral force, thereby enabling the damper to respond quickly to wheel bounce changes. That is, when the vehicle encounters uneven road surfaces or makes rapid turns, the damping element can generate a damping effect in a timely manner, effectively suppressing changes in the lateral track width between the wheels and improving the vehicle's dynamic response speed and lateral stability. In addition, the position of the damping element close to the wheel mounting bracket reduces energy loss during the transmission process when absorbing and attenuating wheel bounce energy, improving the efficiency of energy conversion and utilization.

[0009] Furthermore, a damping spring bracket is provided on the trailing arm, and the damping component is connected to the trailing arm through the damping spring bracket.

[0010] In the above technical solution, the damping spring bracket is used to install the damping spring, which is used to absorb and attenuate the vertical vibration of the wheel. Compared with direct connection to the trailing arm, the connection between the damping component and the damping spring bracket is more convenient, that is, there is no need to set an additional connecting seat on the trailing arm.

[0011] Furthermore, a connecting plate is provided at the end of the vibration damping spring bracket away from the crossbeam, and the damping element is connected to the connecting plate.

[0012] In the above technical solution, a connecting plate is provided on the vibration damping spring bracket, and the damping component is connected to the connecting plate to reduce the impact on the stiffness of the vibration damping spring bracket, thereby reducing the impact on the spring vibration damping system.

[0013] Furthermore, in the extension direction of the crossbeam, the damping spring bracket and the wheel mounting bracket are arranged opposite to each other, with the damping spring bracket located on the inner side of the longitudinal arm and the wheel mounting bracket located on the outer side of the longitudinal arm.

[0014] In the above technical solution, the damping spring bracket is set opposite to the wheel mounting bracket. When the wheel bounces in the opposite direction, the damping spring bracket can better support the vehicle body and absorb vibration. At the same time, the lateral force is effectively transmitted to the damping component through the wheel mounting bracket, ensuring the stable control of the suspension system in the vertical and lateral directions.

[0015] Furthermore, the first end of the damping element is movably connected to one of the longitudinal arms, and the second end of the damping element is movably connected to the other longitudinal arm.

[0016] In the above technical solution, both ends of the damping component are movably connected to the corresponding trailing arm, so that the damping component can move freely following the opposite wheel bounce of the left and right wheels of the vehicle, ensuring that the damping component can respond quickly and generate a lateral damping effect when the vehicle encounters lateral vibration, such as uneven road surface or turning, suppressing wheel track changes and maintaining the lateral stability of the vehicle.

[0017] Furthermore, the damping element is hinged to the longitudinal arm ball joint.

[0018] In the above technical solution, the ball joint design allows the damping component to move freely in multiple directions, including not only the lateral (Y direction), but also the vertical (Z direction) and torsional directions, ensuring that the damping component can accurately respond to and control the movement of the wheel in various directions. In particular, when the left and right wheels bounce in opposite directions, it can generate lateral damping force in time to suppress changes in wheel track.

[0019] Furthermore, the damping element is a damping rod.

[0020] Furthermore, a reinforcing member is provided between the crossbeam and the longitudinal arm, and the reinforcing member is located near the connection point between the crossbeam and the longitudinal arm.

[0021] In the above technical solution, the crossbeam and two longitudinal arms form a torsion beam assembly. The reinforcement is designed to improve the rigidity of the torsion beam assembly, thereby playing a role in suppressing changes in the rear axle track to a certain extent.

[0022] According to another aspect of the present invention, a vehicle is provided, the vehicle including a torsion beam suspension, the torsion beam suspension being the torsion beam suspension described above.

[0023] In the aforementioned technical solution, the torsion beam suspension is mounted on the vehicle's chassis. The damping components suppress lateral track changes, effectively reducing the risk of vehicle rollover caused by uneven road surfaces or improper operation, thus improving driving safety. Simultaneously, precise damping control also reduces lateral sway during vehicle operation, enhancing ride comfort. Attached Figure Description

[0024] Figure 1 This is a perspective view of the torsion beam suspension in this utility model.

[0025] The above figures include the following reference numerals:

[0026] 1. Longitudinal arm;

[0027] 2. Crossbeam;

[0028] 3. Wheel mounting bracket;

[0029] 4. Damping components;

[0030] 5. Vibration damping spring bracket;

[0031] 6. Connecting plate;

[0032] 7. Reinforcing components. Detailed Implementation

[0033] To make the technical problems, technical solutions, and beneficial effects solved by this application clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0034] Combination Figure 1 As shown, according to a specific embodiment of this application, a torsion beam suspension is provided.

[0035] Specifically, the torsion beam suspension includes: trailing arms 1, a crossbeam 2, and a damper 4. There are two trailing arms 1, arranged opposite each other and spaced apart. Each trailing arm 1 is equipped with a wheel mounting bracket 3. The crossbeam 2 connects the two trailing arms 1. The damper 4 connects the two trailing arms 1 and is located on one side of the crossbeam 2. At least one end of the damper 4 is movably connected to a trailing arm 1, and the damper 4 is telescopically oriented.

[0036] In the embodiments of this application, when the left and right wheels of the rear axle of the vehicle bounce in opposite directions, the rear axle track changes and a lateral force is applied to the two longitudinal arms 1, which in turn causes a change in the distance between the two longitudinal arms 1. In this application, the damping member 4 is connected between the two longitudinal arms 1 and located on one side of the crossbeam 2. The damping member 4 absorbs the energy on the longitudinal arms 1 through telescopic movement to suppress the change in the distance between the two longitudinal arms 1, thereby playing the role of suppressing the change in the rear axle track.

[0037] It should be noted that the two trailing arms 1 and the crossbeam 2 constitute a torsion beam assembly. The torsion beam assembly has a U-shaped structure. When the trailing arms 1 are subjected to lateral forces, the torsion beam assembly is prone to deformation. The direction of the lateral forces is set along the width direction of the torsion beam assembly. The damping element 4 is connected between the two trailing arms 1 and located on one side of the crossbeam 2. The setting of the damping element 4 makes the torsion beam suspension a closed frame structure, thereby improving the stiffness of the torsion beam suspension.

[0038] like Figure 1 As shown, the two longitudinal arms 1 are located on the same horizontal plane, that is, the two longitudinal arms 1 are spaced apart along the width direction of the vehicle. The crossbeam 2 extends along the width direction of the vehicle, with its first end welded to one of the longitudinal arms 1 and its second end welded to the other longitudinal arm 1 to form a torsion beam assembly. Each longitudinal arm 1 has a wheel mounting bracket 3 on its outer side, which is welded or screwed to the longitudinal arm 1 and is used to mount wheels.

[0039] In one exemplary embodiment of this application, the damping element 4 is disposed close to the wheel mounting bracket 3, which is located between the damping element 4 and the crossbeam 2.

[0040] In the embodiments of this application, the wheel mounting bracket 3 is used to mount the wheel. The lateral force on the wheel acts on the trailing arm 1 through the wheel mounting bracket 3. The damping element 4 is positioned close to the wheel mounting bracket 3 to shorten the transmission path of the lateral force, thereby enabling the damper to respond quickly to wheel bounce changes. That is, when the vehicle encounters uneven road surfaces or makes rapid turns, the damping element 4 can generate a damping effect in a timely manner, effectively suppressing the lateral track changes between the wheels and improving the vehicle's dynamic response speed and lateral stability. In addition, the damping element 4 is positioned close to the wheel mounting bracket 3, which can reduce energy loss during the transmission process when absorbing and attenuating wheel bounce energy, thereby improving the efficiency of energy conversion and utilization.

[0041] Furthermore, the longitudinal arm 1 is provided with a damping spring bracket 5, and the damping component 4 is connected to the longitudinal arm 1 through the damping spring bracket 5.

[0042] In the embodiments of this application, the damping spring bracket 5 is used to install the damping spring, which is used to absorb and attenuate the vertical vibration of the wheel. Compared with direct connection to the trailing arm 1, the damping member 4 is more convenient to connect to the damping spring bracket 5, that is, there is no need to set an additional connecting seat on the trailing arm 1.

[0043] like Figure 1 As shown, each longitudinal arm 1 has a damping spring bracket 5 on its inner side, and the damping spring bracket 5 is welded or screwed to the longitudinal arm 1.

[0044] Furthermore, a connecting plate 6 is provided at the end of the vibration damping spring bracket 5 away from the crossbeam 2, and the damping element 4 is connected to the connecting plate 6.

[0045] In the embodiments of this application, a connecting plate 6 is provided on the vibration damping spring bracket 5, and the damping member 4 is connected to the connecting plate 6 to reduce the impact on the stiffness of the vibration damping spring bracket 5, thereby reducing the impact on the spring vibration damping system.

[0046] like Figure 1 As shown, a connecting plate 6 is welded to the end of the damping spring bracket 5 away from the crossbeam 2, and the damping component 4 is connected to the connecting plate 6.

[0047] In the extension direction of the crossbeam 2, the damping spring bracket 5 and the wheel mounting bracket 3 are arranged opposite to each other. The damping spring bracket 5 is located on the inner side of the longitudinal arm 1, and the wheel mounting bracket 3 is located on the outer side of the longitudinal arm 1.

[0048] In the embodiments of this application, the damping spring bracket 5 is arranged opposite to the wheel mounting bracket 3. When the wheel bounces in the opposite direction, the damping spring bracket 5 can better support the vehicle body and absorb vibration. At the same time, the lateral force is effectively transmitted to the damping component 4 through the wheel mounting bracket 3, ensuring the stable control of the suspension system in the vertical and lateral directions.

[0049] In one exemplary embodiment of this application, the first end of the damping member 4 is movably connected to one of the longitudinal arms 1, and the second end of the damping member 4 is movably connected to the other longitudinal arm 1.

[0050] In the embodiments of this application, both ends of the damping member 4 are movably connected to the corresponding trailing arm 1, so that the damping member 4 can move freely following the opposite wheel bounce of the left and right wheels of the vehicle, ensuring that the damping member 4 can respond quickly and generate a lateral damping effect when the vehicle encounters lateral vibration, such as uneven road surface or turning, suppressing wheel track changes and maintaining the lateral stability of the vehicle.

[0051] As an alternative implementation, the first end of the damping member 4 is movably connected to one of the longitudinal arms 1, and the second end of the damping member 4 is fixedly connected to the other longitudinal arm 1.

[0052] Preferably, the damping element 4 is ball-jointed with the longitudinal arm 1.

[0053] like Figure 1 As shown, a connecting plate 6 is welded to the end of the damping spring bracket 5 away from the crossbeam 2. A ball joint seat is connected to the connecting plate 6. The damping element 4 is connected to the ball joint seat, thereby realizing the ball joint connection between the damping element 4 and the longitudinal arm 1, that is, the damping element 4 can rotate freely relative to the longitudinal arm 1.

[0054] In the embodiments of this application, the ball joint design allows the damper 4 to move freely in multiple directions, including not only the lateral (Y-direction), but also the vertical (Z-direction) and torsional directions. This ensures that the damper 4 can accurately respond to and control the movement of the wheel in various directions, especially when the left and right wheels bounce in opposite directions, it can generate lateral damping force in a timely manner to suppress changes in wheel track. Here, the Y-direction is the width direction of the vehicle, and the Z-direction is the height direction of the vehicle.

[0055] Preferably, the damping component 4 is a damping rod. The damping rod includes a hydraulic cylinder, a piston, a valve system, and hydraulic fluid filling the hydraulic cylinder.

[0056] Furthermore, a reinforcing member 7 is connected between the crossbeam 2 and the longitudinal arm 1, and the reinforcing member 7 is located near the connection point between the crossbeam 2 and the longitudinal arm 1.

[0057] In the embodiments of this application, the crossbeam 2 and the two longitudinal arms 1 form a torsion beam assembly. The reinforcement 7 is provided to improve the rigidity of the torsion beam assembly, thereby playing a role in suppressing the change of the rear axle track to a certain extent.

[0058] like Figure 1 As shown, the reinforcing member 7 is a plate-like structure, and there are two reinforcing members 7. One reinforcing member 7 is located near the first end of the crossbeam 2, and the other reinforcing member 7 is located near the second end of the crossbeam 2. The reinforcing members 7 are welded to the crossbeam 2 and the longitudinal arm 1 respectively.

[0059] According to another specific embodiment of the present invention, a vehicle is provided, the vehicle including a torsion beam suspension, the torsion beam suspension being the torsion beam suspension in the above embodiment.

[0060] In the embodiments of this application, the damping member 4 is connected between the two longitudinal arms 1 and located on one side of the crossbeam 2. At least one end of the damping member 4 is movably connected to the longitudinal arm 1, and the damping member 4 is telescopically configured. When the left and right wheels of the vehicle's rear axle bounce in opposite directions, the rear axle track changes and applies a lateral force to the two longitudinal arms 1, thereby causing a change in the distance between the two longitudinal arms 1. The damping member 4 absorbs the energy on the longitudinal arms 1 through its telescopic movement to suppress the change in the distance between the two longitudinal arms 1, thus playing the role of suppressing the change in the rear axle track.

[0061] The aforementioned torsion beam suspension is mounted on the vehicle's chassis. Damping element 4 suppresses lateral track changes, effectively reducing the risk of vehicle rollover caused by uneven road surfaces or improper operation, thus improving driving safety. Simultaneously, precise damping control also reduces lateral sway during vehicle operation, enhancing ride comfort.

[0062] In this application, "multiple" refers to two or more.

[0063] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0064] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0065] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0066] Unless otherwise specified, all steps in this application may be performed sequentially or randomly. For example, if the method includes steps A and B, it means that the method may include steps A and B performed sequentially, or it may include steps B and A performed sequentially. For example, if the method may also include step C, it means that step C may be added to the method in any order. For example, the method may include steps A, B, and C, or it may include steps A, C, and B, or it may include steps C, A, and B, etc.

[0067] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A twist-beam suspension, characterized in that The application relates to a torsion beam suspension. The torsion beam suspension comprises: two longitudinal arms (1) oppositely and spacedly arranged, each of which is provided with a wheel mounting bracket (3); a cross beam (2) connected between the two longitudinal arms (1); 2. The twist-beam suspension according to claim 1, characterized in that a damping member (4) connected between the two longitudinal arms (1) and located at one side of the cross beam (2), at least one end of the damping member (4) being movably connected with the longitudinal arm (1), and the damping member (4) being telescopically arranged.

3. The twist-beam suspension according to claim 2, characterized in that The damping member (4) is arranged close to the wheel mounting bracket (3) between the damping member (4) and the cross beam (2).

4. The twist-beam suspension according to claim 3, characterized in that The longitudinal arm (1) is provided with a damping spring support (5), and the damping member (4) is connected with the longitudinal arm (1) through the damping spring support (5).

5. The twist-beam suspension according to claim 3, characterized in that One end of the damping spring support (5) away from the cross beam (2) is provided with a connecting plate (6), and the damping member (4) is connected with the connecting plate (6).

6. The twist-beam suspension according to any one of claims 1 to 5, characterized in that In the extending direction of the cross beam (2), the damping spring support (5) is oppositely arranged with the wheel mounting bracket (3), the damping spring support (5) is arranged at the inner side of the longitudinal arm (1), and the wheel mounting bracket (3) is arranged at the outer side of the longitudinal arm (1).

7. The twist-beam suspension according to claim 6, characterized in that The first end of the damping member (4) is movably connected with one of the longitudinal arms (1), and the second end of the damping member (4) is movably connected with the other longitudinal arm (1).

8. The twist-beam suspension of claim 1, wherein The damping member (4) is ball-jointedly connected with the longitudinal arm (1).

9. The twist-beam suspension of claim 1, wherein The damping member (4) is a damping rod.

10. A vehicle comprising a twist-beam suspension, characterised in that, A reinforcing member (7) is connected between the cross beam (2) and the longitudinal arm (1), and the reinforcing member (7) is arranged close to the connecting point of the cross beam (2) and the longitudinal arm (1). The torsion beam suspension is the torsion beam suspension according to any one of claims 1-9.

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