Multi-connecting-rod independent integral bridge composite suspension and chassis

Abstract

The utility model belongs to the technical field of automobile suspensions, and relates to a multi-connecting-rod independent integral axle composite suspension and a chassis, suspension assemblies are symmetrically installed at the two ends of a main axle, and each suspension assembly comprises an upper swing arm, a lower swing arm, a wheel center stand column, a direction pull rod and a shock absorber. The bottom of the wheel center stand column is in spherical hinge connection with the main axle and the girder through a lower swing arm and a rear dragging arm respectively, the top of the wheel center stand column is in spherical hinge connection with the main axle through an upper swing arm, the middle of the upper swing arm is rotationally connected with one end of an inner swing arm through a first pull rod, and the inner swing arm is connected with a shock absorber through a second pull rod. A sliding groove is formed in the main axle, the inner swing arm is fixedly connected with an inner swing arm connecting rod, and the inner swing arm connecting rod horizontally slides in the sliding groove in a limited mode. A pure mechanical structure is adopted to combine an independent suspension and an integral bridge suspension into a whole, the working modes of the independent suspension and the integral bridge suspension are switched according to the compression stroke of the suspension, the unsprung mass of a traditional hard bridge is reduced, and comfort and controllability are improved.

Description

Technical Field

[0001] This utility model belongs to the field of automotive suspension technology, specifically relating to a multi-link independent integral axle composite suspension and chassis. Background Technology

[0002] Traditional hardcore off-road vehicles mostly adopt a non-load-bearing body with a solid axle (solid axle) layout. Solid axle suspension has the characteristics of large travel and strong passability. Its strong passability is especially reflected in the fact that solid axle suspension is a non-independent suspension. The left and right wheels are rigidly connected and not independent of each other. When one wheel is lifted, the other side can be leveraged by the solid axle to apply pressure to the wheel on that side, thereby increasing the tire's traction.

[0003] Solid axles are mostly based on non-load-bearing vehicle bodies. On the one hand, the overall structural mass of the axle is large, with a large unsprung mass, resulting in less responsive handling and a lower limit for lateral support. Simultaneously, because the left and right wheels are not independent, the large unsprung mass, along with the presence of a heavy beam rigidly connected to the vehicle body, leads to a large impulse from the axle and beam when encountering bumps, transferring more energy to the vehicle body and resulting in poor ride comfort. Furthermore, because the solid axle's left and right wheels are rigidly connected and influence each other, its handling limits and stability are poor, making it prone to loss of control.

[0004] Currently, most modern SUVs adopt a monocoque chassis with independent suspension to achieve good comfort and handling, thus sacrificing the inherent advantages of solid axle suspension, such as good off-road capability and long travel. Summary of the Invention

[0005] The purpose of this utility model is to provide a multi-link independent solid axle composite suspension, which adopts a purely mechanical structure, combining independent suspension and solid axle suspension into one, and switching the working modes of independent suspension and solid axle suspension according to the compression stroke of the suspension.

[0006] The technical solution adopted by this utility model to solve its technical problem is: a multi-link independent integral axle composite suspension, including a beam and a main axle, with a number of support arms connected by a ball joint between the beam and the main axle, and suspension components symmetrically installed at both ends of the main axle. Each suspension component includes an upper control arm, a lower control arm, a wheel center column, a steering tie rod, and a shock absorber. A rear differential is installed at the bottom of the main axle, and both ends of the rear differential are respectively connected to one end of a set of half shafts. The other end of the half shafts is rotatably connected to the inner side of the center of the corresponding wheel center column. An axle for mounting wheels is connected to the outer side of the center of the wheel center column.

[0007] At the bottom of the wheel center column, a lower control arm and a rear trailing arm are respectively ball-jointed. The other end of the lower control arm is ball-jointed to the lower end of the main axle, and the other end of the rear trailing arm is ball-jointed to the main beam.

[0008] The top of the wheel center column is ball-jointed to one end of the upper control arm, and the other end of the upper control arm is hinged to the upper end of the main axle. A first tie rod is installed in the middle of the upper control arm, and one end of the inner control arm is rotatably connected to the middle of the first tie rod. A second tie rod is installed on the inner control arm, and one end of the shock absorber is rotatably connected to the second tie rod. The other end of the shock absorber is ball-jointed to the main beam. A sliding groove is provided on the main axle, and an inner control arm connecting rod is fixedly connected to the other end of the inner control arm. The inner control arm connecting rod slides horizontally within the sliding groove.

[0009] Furthermore, the upper swing arm is V-shaped, with the V-shaped tip of the upper swing arm connected to the top ball joint of the wheel center column, and the two V-shaped open support arms of the upper swing arm respectively connected to the upper end of the main axle. The first tie rod is laterally fixedly connected to the middle of the two V-shaped open support arms of the upper swing arm.

[0010] Furthermore, the inner swing arm is V-shaped, and the V-shaped tip of the inner swing arm is rotatably connected to the middle of the first pull rod. The two V-shaped open support arms of the inner swing arm are respectively connected to a set of inner swing arm connecting rods. Two sliding grooves are symmetrically provided, and each set of inner swing arm connecting rods is slidably connected in the corresponding sliding groove.

[0011] Furthermore, the wheel center column has a shaft hole at its center, a limit guide shaft is installed in the shaft hole, a bearing is installed between the limit guide shaft and the wheel center column, the outer end of the limit guide shaft is connected to the wheel axle, and the inner end of the limit guide shaft is rotatably connected to one end of the half shaft; a limit guide shaft is also installed between the other end of the half shaft and the rear differential, and the other end of the half shaft is rotatably connected to the limit guide shaft.

[0012] Furthermore, when the wheel moves up and down, the wheel center column moves up and down with the wheel, and the lower swing arm, half shaft and upper swing arm swing up and down with the wheel center column. The upper swing arm drives one end of the inner swing arm to swing up and down through the first tie rod, and the other end of the inner swing arm drives the inner swing arm connecting rod to slide left and right in the sliding groove. At the same time, the inner swing arm drives the shock absorber to compress or extend through the second tie rod.

[0013] Furthermore, an auxiliary support arm is fixedly connected to one side of the wheel center column, and a directional tie rod is ball-jointed to the end of the auxiliary support arm. The other end of the directional tie rod is ball-jointed to the main axle. The auxiliary support arm and the directional tie rod are used to improve the connection stability between the wheel center column and the main axle.

[0014] Another objective of this utility model is to provide a chassis that adopts the aforementioned multi-link independent integral axle composite suspension, wherein the multi-link independent integral axle composite suspension is installed at the rear of the chassis.

[0015] The present invention has the following beneficial effects: The composite suspension of the present invention combines independent suspension and solid axle suspension into one, and switches the working modes of independent suspension and solid axle suspension according to the compression stroke of the suspension. It adopts only a pure mechanical structure and can realize the switching between independent suspension and solid axle suspension without the need for additional electronic control components. It takes into account the advantages of independent suspension and solid axle suspension. The multi-link method reduces the unsprung mass of traditional solid axle and improves comfort and handling. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the overall three-dimensional structure of the multi-link independent integral bridge composite suspension independent suspension mode of this utility model.

[0017] Figure 2 This is a left view of the independent suspension mode of the multi-link independent integral bridge composite suspension of this utility model.

[0018] Figure 3 yes Figure 2 Sectional view along line AA.

[0019] Figure 4 This is a front view of the independent suspension mode of the multi-link independent integral bridge composite suspension of this utility model.

[0020] Figure 5 This is a top view of the independent suspension mode of the multi-link independent integral bridge composite suspension of this utility model.

[0021] Figure 6 yes Figure 5 Enlarged view of the local structure at point B in the middle.

[0022] Figure 7 This is a schematic diagram of the overall three-dimensional structure of the multi-link independent integral bridge composite suspension system of this utility model.

[0023] Figure 8 yes Figure 7 Enlarged view of the local structure at point C.

[0024] Figure 9 This is a front view of the multi-link independent integral bridge composite suspension mode of this utility model.

[0025] Figure 10 This is a schematic diagram of the chassis structure using the multi-link independent integral bridge composite suspension of this utility model.

[0026] In the diagram: 1. Main beam, 2. Main axle, 3. Upper control arm, 4. Lower control arm, 5. Inner control arm, 6. Wheel column, 7. Half shaft, 8. Wheel axle, 9. Shock absorber, 10. Support arm, 11. Rear differential, 12. Steering tie rod, 13. First tie rod, 14. Sliding groove, 15. Inner control arm link, 16. Second tie rod, 17. Auxiliary support arm, 18. Limiting guide shaft, 19. Bearing, 20. Rear trailing arm, 21. Multi-link independent integral axle composite suspension. Detailed Implementation

[0027] The following are specific embodiments of this utility model, which further describe the technical solution of this utility model. However, the protection scope of this utility model is not limited to these embodiments. Any changes or equivalent substitutions that do not depart from the concept of this utility model are included within the protection scope of this utility model.

[0028] like Figures 1-9 As shown, a multi-link independent integral axle composite suspension includes a main beam 1 and a main axle 2. Several support arms 10 are ball-jointed between the main beam 1 and the main axle 2. The main beam 1 is connected to the vehicle body and supports the main axle and suspension components, thereby connecting the main axle 2 and suspension components to the vehicle body via the main beam 1. Suspension components are symmetrically mounted at both ends of the main axle 2. Each suspension component includes an upper control arm 3, a lower control arm 4, a wheel column 6, a tie rod 12, and a shock absorber 9. A rear differential 11 (tooth ring) is mounted at the bottom of the main axle 2. Both ends of the rear differential 11 are respectively connected to one end of a set of half-shafts 7. The other end of the half-shaft 7 is rotatably connected to the inner center of the corresponding wheel column 6. A wheel axle 8 for mounting wheels is connected to the outer center of the wheel column 6. When the wheel moves up and down, the end of the half-shaft 7 near the wheel axle 8 moves up and down with the wheel.

[0029] At the bottom of the wheel center column 6, a lower control arm 4 and a rear trailing arm 20 are ball-jointed. The other end of the lower control arm 4 is ball-jointed to the lower end of the main axle 2, and the other end of the rear trailing arm 20 is ball-jointed to the main beam 1. The rear trailing arm 20 is shared in both independent suspension and solid axle suspension modes, reducing the overall weight of the composite suspension. In independent suspension mode, the rear trailing arm 20 swings up and down with the movement of the lower control arm 4; in solid axle suspension mode, the suspension assembly and the main axle 2 form a solid axle suspension, and the rear trailing arm 20 provides support for the solid axle suspension.

[0030] The top of the wheel center column 6 is ball-jointed to one end of the upper control arm 3, and the other end of the upper control arm 3 is hinged to the upper end of the main axle 2. A first tie rod 13 is installed in the middle of the upper control arm 3. One end of the inner control arm 5 is rotatably connected to the middle of the first tie rod 13. A second tie rod 16 is installed on the inner control arm 5. One end of the shock absorber 9 is rotatably connected to the second tie rod 16, and the other end of the shock absorber 9 is ball-jointed to the main beam 1. A sliding groove 14 is provided on the main axle 2. An inner control arm connecting rod 15 is fixedly connected to the other end of the inner control arm 5. The inner control arm connecting rod 15 slides horizontally within the sliding groove 14. The main axle 2 and the suspension assembly share the shock absorber 9.

[0031] In a preferred embodiment of this utility model, the upper swing arm 3 is V-shaped, the V-shaped tip of the upper swing arm 3 is ball-jointed to the top of the wheel center column 6, the two V-shaped open support arms of the upper swing arm 3 are respectively hinged to the upper end of the main axle 2, and the first tie rod 13 is horizontally fixedly connected to the middle of the two V-shaped open support arms of the upper swing arm 3.

[0032] In a preferred embodiment of the present invention, the inner swing arm 5 is V-shaped, and the V-shaped tip of the inner swing arm 5 is rotatably connected to the middle of the first pull rod 13. The two V-shaped open support arms of the inner swing arm 5 are respectively connected to a set of inner swing arm connecting rods 15. Two sliding grooves 14 are symmetrically provided, and each set of inner swing arm connecting rods 15 is slidably connected in the corresponding sliding groove 14.

[0033] In a preferred embodiment of this utility model, the center of the wheel column 6 is provided with a shaft hole, and a limiting guide shaft 18 is installed in the shaft hole. A bearing 19 is installed between the limiting guide shaft 18 and the wheel column 6. The outer end of the limiting guide shaft 18 is connected to the wheel axle 8, and the inner end of the limiting guide shaft 18 is rotatably connected to one end of the half shaft 7. The other end of the half shaft 7 is also provided with a limiting guide shaft 18 between it and the rear differential 11, and the other end of the half shaft 7 is rotatably connected to the limiting guide shaft 18.

[0034] In a preferred embodiment of this utility model, an auxiliary support arm 17 is fixedly connected to one side of the wheel center column 6, and a directional tie rod 12 is ball-jointed to the end of the auxiliary support arm 17. The other end of the directional tie rod 12 is ball-jointed to the main axle 2. The auxiliary support arm 17 and the directional tie rod 12 are used to improve the connection stability between the wheel center column 6 and the main axle 2.

[0035] When the wheel moves up and down, the wheel center column 6 moves up and down with the wheel, and the lower control arm 4, half shaft 7 and upper control arm 3 swing up and down with the wheel center column 6. The upper control arm 3 drives one end of the inner control arm 5 to swing up and down through the first tie rod 13, and the other end of the inner control arm 5 drives the inner control arm connecting rod 15 to slide left and right in the sliding groove 14. At the same time, the inner control arm 5 drives the shock absorber 9 to compress or extend through the second tie rod 16. At this time, the suspension components at both ends of the main axle 2 are in independent suspension mode, and each suspension component works in conjunction with the corresponding shock absorber 9.

[0036] When the vertical movement range of the wheel continues to increase and the inner swing arm link 15 horizontally moves to the extreme positions at both ends within the sliding groove 14, at this time, the inner swing arm 5, the upper swing arm 3, the lower swing arm 4, and the half shaft 7 are all restricted in movement. At this time, the suspension assembly and the main axle 2 are in a rigid connection state, that is, the suspension assembly and the main axle 2 form an integral bridge suspension mode, and the suspension assembly and the main axle 2 work together as a whole with the shock absorber 9.

[0037] The specific working process of the independent integral bridge composite suspension of the present utility model is as follows:

[0038] Let the up-and-down wheel jump stroke of the tire be L. As Figure 4 shown in the figure, L is divided into L1 and L2 stages from bottom to top, and L1 + L2 = L.

[0039] In the L1 stage, the suspension is an independent suspension. The left and right wheels are independent of each other. When dealing with impacts and bumps where the required suspension formation <L1, the bumps are filtered through the form of independent suspension. At this time, the left and right wheels are not only independent of each other, but the impact on the main axle is very small. The guiding of the main wheel jump movement occurs on the five-link structure of the independent suspension. Here, the five-link structure refers to the "V"-shaped upper swing arm 3, the steering tie rod 12, the lower swing arm 4, and the trailing arm 20 (the upper swing arm 3 can be further decoupled into two upper swing arms. In the industry, the structure composed of the two upper swing arms 3, the steering tie rod 12, the lower swing arm 4, and the trailing arm 20 is defaulted as a "five-link" independent suspension). Therefore, the source of the impulse is mainly the suspension structure of the five-link. In the working mode of the independent suspension in the L1 stage, the unsprung mass is small, and the comfort and handling stability are good.

[0040] In the L2 stage, it is an integral bridge non-independent suspension. During the wheel jump stroke, the upper swing arm drives the inner swing arm link to make left and right translational movements, and the limit of the left and right translational movement positions is restricted by designing the inner swing arm link and the sliding groove inside the main axle. When the wheel jump stroke exceeds L1, the inner swing arm link moves to the extreme position. At this time, the upper swing arm is also restricted, and the lower swing arm and the steering tie rod are also affected. At this time, the suspension assembly is restricted, and the suspension assembly of the independent suspension and the main axle are restricted as a whole. After entering the L2 wheel jump stroke, the suspension is in the integral bridge working mode. Because at this time, the wheel and the main axle are restricted as a whole, the characteristic that the integral bridge suspension applies pressure from one side to the other side can be realized at this time, and the characteristic of a large stroke can also be reflected here.

[0041] The present utility model also provides a chassis. As Figure 10 shown in the figure, the above-mentioned multi-link independent integral bridge composite suspension 21 is adopted, and the multi-link independent integral bridge composite suspension 21 is installed at the rear of the chassis.

[0042] In summary, this utility model combines the advantages of independent suspension and solid axle suspension by switching between purely mechanical working modes. At the same time, by adding the inner swing arm 5, the first tie rod 13 and the second tie rod 16 to form a multi-link structure, it achieves a combination of the structure and function of independent suspension and solid axle suspension, reduces the unsprung mass of traditional solid axles, and increases feasibility.

[0043] This utility model is not limited to the above-described embodiments. Anyone should know that any structural changes made under the guidance of this utility model, and any technical solutions that are the same as or similar to this utility model, fall within the protection scope of this utility model.

[0044] The technologies, shapes, and structures not described in detail in this utility model are all known technologies.

Claims

1. A multi-link independent integral axle composite suspension, comprising a main beam and a main axle, wherein the main beam and the main axle are connected by a plurality of support arms via ball joints, characterized in that, Suspension assemblies are symmetrically installed at both ends of the main axle. Each suspension assembly includes an upper control arm, a lower control arm, a wheel column, a tie rod, and a shock absorber. A rear differential is installed at the bottom of the main axle. Both ends of the rear differential are connected to one end of a set of half shafts. The other end of the half shafts is rotatably connected to the inner side of the center of the corresponding wheel column. An axle for mounting wheels is connected to the outer side of the center of the wheel column. At the bottom of the wheel center column, a lower control arm and a rear trailing arm are respectively ball-jointed. The other end of the lower control arm is ball-jointed to the lower end of the main axle, and the other end of the rear trailing arm is ball-jointed to the main beam. The top of the wheel center column is ball-jointed to one end of the upper control arm, and the other end of the upper control arm is hinged to the upper end of the main axle. A first tie rod is installed in the middle of the upper control arm, and one end of the inner control arm is rotatably connected to the middle of the first tie rod. A second tie rod is installed on the inner control arm, and one end of the shock absorber is rotatably connected to the second tie rod. The other end of the shock absorber is ball-jointed to the main beam. A sliding groove is provided on the main axle, and an inner control arm connecting rod is fixedly connected to the other end of the inner control arm. The inner control arm connecting rod slides horizontally within the sliding groove.

2. The multi-link independent integral bridge composite suspension as described in claim 1, characterized in that, The upper swing arm is V-shaped, with the V-shaped tip of the upper swing arm connected to the top of the wheel center column via a ball joint. The two V-shaped open support arms of the upper swing arm are respectively connected to the upper end of the main axle via a hinge. The first tie rod is laterally fixedly connected to the middle of the two V-shaped open support arms of the upper swing arm.

3. The multi-link independent integral axle composite suspension as described in claim 2, characterized in that, The inner swing arm is V-shaped, and the V-shaped tip of the inner swing arm is rotatably connected to the middle of the first pull rod. The two V-shaped open support arms of the inner swing arm are respectively connected to a set of inner swing arm connecting rods. Two sliding grooves are symmetrically provided, and each set of inner swing arm connecting rods is slidably connected in the corresponding sliding groove.

4. The multi-link independent integral axle composite suspension as described in claim 1, characterized in that, The wheel center column has a shaft hole at its center, and a limit guide shaft is installed in the shaft hole. A bearing is installed between the limit guide shaft and the wheel center column. The outer end of the limit guide shaft is connected to the wheel axle, and the inner end of the limit guide shaft is rotatably connected to one end of the half shaft. A limit guide shaft is also installed between the other end of the half shaft and the rear differential, and the other end of the half shaft is rotatably connected to the limit guide shaft.

5. The multi-link independent integral axle composite suspension as described in claim 1, characterized in that, When the wheel moves up and down, the wheel center column moves up and down with the wheel, and the lower swing arm, half shaft and upper swing arm swing up and down with the wheel center column. The upper swing arm drives one end of the inner swing arm to swing up and down through the first tie rod, and the other end of the inner swing arm drives the inner swing arm connecting rod to slide left and right in the sliding groove. At the same time, the inner swing arm drives the shock absorber to compress or extend through the second tie rod.

6. The multi-link independent integral axle composite suspension as described in claim 1, characterized in that, An auxiliary support arm is fixedly connected to one side of the wheel center column. The end of the auxiliary support arm is ball-jointed to a directional tie rod, and the other end of the directional tie rod is ball-jointed to the main axle. The auxiliary support arm and the directional tie rod are used to improve the connection stability between the wheel center column and the main axle.

7. A chassis, characterized in that, The multi-link independent solid axle composite suspension as described in any one of claims 1-6 is used, and the multi-link independent solid axle composite suspension is installed at the rear of the chassis.

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