Integrated rear suspension air suspension device for passenger car

Abstract

The utility model relates to the technical field of suspensions, in particular to an integrated rear suspension air suspension device for a passenger car, which comprises C-shaped beams which are symmetrically arranged and connected through reinforcing components, each C-shaped beam is composed of a straight middle section and an arc transition section connected with the middle section, and the arc transition sections are connected with the middle section. The reinforcing assembly is connected with the arc transition section, and the reinforcing assembly is a supporting part composed of reinforcing beams which are symmetrically arranged; the damping part is arranged above the supporting part and comprises a damper arranged at the end part of the C-shaped beam and an air spring arranged between the damper and the reinforcing assembly; the stabilizing part is arranged at the middle section of the C-shaped beam and comprises longitudinal thrust rods which are symmetrically arranged on the side surface of the middle section of the C-shaped beam, inclined thrust rods which are arranged between the longitudinal thrust rods and are arranged in a V shape, and a U-shaped stabilizing rod of which the end part is arranged at the top of the middle section of the C-shaped beam, so that the stability of the rear suspension air suspension is improved.

Description

Technical Field

[0001] This utility model relates to the field of suspension technology, and in particular to an integrated rear air suspension device for buses. Background Technology

[0002] The automotive suspension is the connection device between the vehicle body (frame) and the wheels. Its main function is to transmit the torque between the body and the wheels. Its performance directly affects the vehicle's ride smoothness, handling stability, and ride comfort. It also reduces the impact of uneven road surfaces on the vehicle body and absorbs vibrations generated by wheel movement, ensuring a comfortable ride. Currently, most bus rear air suspensions use a four-link structure or a traditional C-beam air suspension, composed of air springs, shock absorbers, thrust rods, and stabilizer bars. Traditional suspensions use multiple independent thrust rods and stabilizer bars, resulting in a large number of components and a dispersed layout, leading to a significant overall weight and impacting vehicle lightweighting and fuel economy. The rigid connection between the C-beam and the reinforcing beam occupies lateral space, compressing the area for air springs and shock absorbers, making it difficult to adapt to compact bus chassis designs. Under complex road conditions, the C-beam of traditional suspensions, lacking symmetrical reinforcement, is prone to localized deformation, leading to rear axle displacement or excessive roll, affecting driving safety.

[0003] Chinese Patent Publication No. CN209441129U discloses a rear suspension assembly for a pure electric city bus, used to connect the vehicle frame and the rear axle structure. It includes a pair of beam structures symmetrically distributed on the left and right sides. The middle part of the beam structure is connected to the rear axle structure of the vehicle. The middle part of each beam structure is also connected to the vehicle frame through a rear thrust rod structure. Rear airbag assemblies are installed at both ends of the beam structures. The rear airbag assemblies are configured as air spring structures. Each rear airbag assembly is connected to a rear shock absorber structure on its side. The rear shock absorber structure is connected to the vehicle frame. A rear stabilizer bar structure is also connected between the two beam structures.

[0004] It can be seen that the technical solution does not consider using a reinforcing beam, which makes the device prone to local deformation during operation, leading to rear axle displacement or fatigue cracking. Moreover, the air spring is directly installed at the end of the C-beam, limiting the travel adjustment range of the air spring. The stabilizer bar is connected to the frame through the rear suspension structure, causing friction noise when the suspension bounces. Utility Model Content

[0005] Therefore, this utility model provides an integrated rear air suspension device for buses to overcome the problems of existing technologies that do not consider the use of reinforcing beams, are prone to local deformation during operation, leading to rear axle displacement or fatigue cracking, and have air springs directly installed at the end of the C-beam, limiting the air spring travel adjustment range; and have stabilizer bars connected to the vehicle frame through the rear suspension structure, causing friction noise when the suspension bounces.

[0006] To achieve the above objectives, this utility model provides an integrated rear air suspension device for passenger vehicles, comprising:

[0007] The support includes symmetrically arranged C-shaped beams connected by reinforcing components, wherein the C-shaped beams consist of a straight middle section and an arc transition section connected to the middle section, the reinforcing components are connected to the arc transition section, and the reinforcing components consist of symmetrically arranged reinforcing beams;

[0008] A vibration damping section, which is disposed above the support section, includes a vibration damper disposed at the end of the C-shaped beam and an air spring disposed between the vibration damper and the reinforcing assembly;

[0009] The stabilizing component, which is disposed in the middle section of the C-shaped beam, includes longitudinal thrust rods symmetrically arranged on the side of the middle section of the C-shaped beam, oblique thrust rods arranged in a V-shape between the longitudinal thrust rods, and a U-shaped stabilizing rod with its end installed on the top of the middle section of the C-shaped beam.

[0010] Furthermore, the reinforcing beam has a rectangular structure and rectangular through holes are provided on the beam.

[0011] Furthermore, the air spring is connected to the end of the C-beam near the shock absorber via an airbag heightening bracket.

[0012] Furthermore, the air spring is bolted to the airbag height-increasing bracket.

[0013] Furthermore, the end of the U-shaped stabilizer bar is connected to the middle section of the C-shaped beam via a support arm, wherein one end of the U-shaped stabilizer bar is sleeved on one end of the support arm, and the other end of the support arm is connected to the middle section of the C-shaped beam via a pin.

[0014] Furthermore, the longitudinal thrust rod is connected to the pin of the C-beam.

[0015] Furthermore, the reinforcing beam is bolted to the C-shaped beam.

[0016] Furthermore, the airbag heightening support has a cylindrical structure.

[0017] Furthermore, the V-angle between the inclined thrust rods is 69 degrees.

[0018] Compared with the prior art, the beneficial effects of this utility model are as follows: This utility model forms a composite support structure through symmetrically arranged C-shaped beams and rectangular reinforcing beams. The arc transition section between the reinforcing beam and the C-shaped beam disperses stress, and the rectangular through holes on the reinforcing beam reduce its weight. In addition, the design of the U-shaped stabilizer bar connecting the support arm and the pin of the C-shaped beam eliminates friction noise when the suspension bounces and improves the service life of the components. The bolt connection design of the airbag heightening bracket improves the efficiency of disassembly and assembly, thereby improving the reliability of the rear air suspension.

[0019] Furthermore, this invention forms a composite support structure by connecting symmetrically arranged rectangular reinforcing beams with the arc transition section of the C-shaped beam, which disperses stress concentration, effectively suppresses rear axle displacement and fatigue cracking, thereby improving structural stability.

[0020] Furthermore, by setting up a stabilizing part, which is composed of a longitudinal thrust rod and a V-shaped oblique thrust rod to form a multi-directional guiding mechanism, this utility model reduces the lateral displacement of the rear axle and lowers the body roll angle, thereby improving the road condition adaptive performance of the rear air suspension.

[0021] Furthermore, this utility model improves space utilization by setting an air spring that is bolted to the end of the C-shaped beam via a height-increasing bracket. This allows the air spring to be installed at an adjustable height, and the main suspension structure does not need to be disassembled during maintenance.

[0022] Furthermore, by placing the shock absorber on the outermost side, the present invention allows it to directly bear the lateral force of the bumpy road surface transmitted by the wheels. The high rigidity area at the end of the C-beam rapidly attenuates the vibration, and the air spring, located close to the inner side, shortens the vertical load transmission path and reduces the bending stress of the C-beam, thereby improving the vibration reduction effect. Attached Figure Description

[0023] Figure 1 This is a structural schematic diagram of an integrated rear air suspension device for a passenger vehicle according to an embodiment of the present invention;

[0024] Figure 2 This is a schematic diagram of the structure in which the support part, vibration damping part, longitudinal thrust rod and U-shaped stabilizer are connected in an embodiment of the present utility model.

[0025] Figure 3 This is a top view of the airbag height-enhancing bracket according to an embodiment of the present invention;

[0026] Figure 4 This is a front view of the airbag height-enhancing bracket according to an embodiment of the present invention;

[0027] In the diagram, 1. C-shaped beam; 2. Reinforcing beam; 3. Vibration damper; 4. Air spring; 5. Longitudinal thrust rod; 6. Diagonal thrust rod; 7. U-shaped stabilizer bar; 8. Rectangular through hole; 9. Airbag heightening bracket; 10. Support arm. Detailed Implementation

[0028] To make the objectives, features, and advantages of this utility model more apparent and understandable, the technical solutions in the embodiments of this utility model are clearly and completely described. Obviously, the embodiments described below are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0029] It should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this utility model.

[0030] In the description of this utility model, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0031] In the description of the embodiments of this utility model, it should be noted that, unless otherwise explicitly specified and limited, 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 of two components. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this utility model based on the specific circumstances.

[0032] Please see Figure 1-4 These are, respectively, a structural schematic diagram of the integrated rear air suspension device for a bus according to an embodiment of the present invention; a structural schematic diagram of the connection between the support part, the damping part, the longitudinal thrust rod and the U-shaped stabilizer bar according to an embodiment of the present invention; a top view of the airbag height-increasing bracket according to an embodiment of the present invention; and a front view of the airbag height-increasing bracket according to an embodiment of the present invention.

[0033] This utility model discloses an integrated rear air suspension device for buses, which addresses the problems of: lack of a reinforcing beam leading to localized deformation during operation, causing rear axle displacement or fatigue cracking; air springs directly mounted on the ends of the C-beam limiting their travel adjustment range; and stabilizer bars connected to the frame via a rear suspension structure causing frictional noise during suspension movement.

[0034] This utility model provides an integrated rear air suspension device for passenger vehicles, comprising:

[0035] The support includes symmetrically arranged C-shaped beams 1 connected by reinforcing components. The C-shaped beams 1 consist of a straight middle section and an arc transition section connected to the middle section. The reinforcing components are connected to the arc transition section and consist of symmetrically arranged reinforcing beams 2.

[0036] The vibration damping part, which is disposed above the support part, includes a vibration damper 3 disposed at the end of the C-shaped beam 1 and an air spring 4 disposed between the vibration damper 3 and the reinforcing assembly;

[0037] The stabilizing part, which is disposed in the middle section of the C-shaped beam 1, includes longitudinal thrust rods 5 symmetrically arranged on the side of the middle section of the C-shaped beam 1, oblique thrust rods 6 arranged in a V-shape between the longitudinal thrust rods 5, and U-shaped stabilizing rods 7 with their ends installed on the top of the middle section of the C-shaped beam 1.

[0038] Specifically, the reinforcing beam 2 is a rectangular structure and has rectangular through holes 8.

[0039] Specifically, the air spring 4 is connected to the end of the C-beam 1 near the shock absorber 3 via the airbag heightening bracket 9.

[0040] Specifically, the shock absorber is located on the outermost side of the C-beam 1.

[0041] Specifically, the air spring 4 has an adjustable inflation height range of 200-300mm.

[0042] Specifically, the air spring 4 is bolted to the airbag height-increasing bracket 9.

[0043] Specifically, the end of the U-shaped stabilizer bar 7 is connected to the middle section of the C-shaped beam 1 via a support arm 10. One end of the U-shaped stabilizer bar 7 is sleeved on one end of the support arm 10, and the other end of the support arm 10 is connected to the middle section of the C-shaped beam 1 via a pin.

[0044] Specifically, the longitudinal thrust rod 5 is connected to the C-shaped beam 1 by a pin.

[0045] Specifically, the reinforcing beam 2 is bolted to the C-shaped beam 1.

[0046] Specifically, the reinforcing beam 2 is fixed to the outside of the arc transition section of the C-shaped beam 1 by M16 bolts.

[0047] Specifically, the airbag height-increasing support 9 has a cylindrical structure.

[0048] Specifically, the V-shaped angle between the inclined thrust rods 6 is 69 degrees.

[0049] The working process of this utility model is as follows: When the vehicle is in motion, the vertical load of the axle is transmitted to the rectangular reinforcing beam 2 through the C-shaped beam 1, dispersing stress and suppressing local deformation; the air spring 4 absorbs vertical vibration and adjusts the vehicle height through the height-increasing bracket, while the outer shock absorber 3 attenuates high-frequency impacts; the longitudinal thrust rod 5 and the V-shaped oblique thrust rod 6 work together to limit the rear axle displacement; the U-shaped stabilizer bar 7 transmits anti-rolling moment through the pin hinge of the support arm 10, eliminating friction noise; the rectangular through hole 8 of the reinforcing beam 2 is designed to reduce weight while ensuring rigidity, and bolt connections ensure reliable fixation of all components. The overall structure achieves high rigidity, low noise, and fast response, thereby improving the driving stability and comfort of the bus.

[0050] For those skilled in the art, based on the ideas of the embodiments of this utility model, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this utility model.

Claims

1. An integrated rear overhang air suspension device for a passenger vehicle, characterized by, The utility model relates to a kind of C-shaped beam support structure, including: Support part, it includes the C-shaped beam of symmetrical arrangement connected by reinforcing assembly, wherein the C-shaped beam is composed of straight middle section and circular arc transition section connected with middle section, the reinforcing assembly is connected with the circular arc transition section, and the reinforcing assembly is composed of symmetrically arranged reinforcing beam; Damping part, it is arranged above the support part, including the damper of the end of the C-shaped beam, air spring is arranged between the damper and the reinforcing assembly; Stabilizing part, it is arranged in the middle section of the C-shaped beam, including the longitudinal thrust rod of symmetrical arrangement installed in the side of the middle section of the C-shaped beam, oblique thrust rod is arranged in the V-shaped arrangement between the longitudinal thrust rod and U-shaped stabilizing rod is installed in the top of the middle section of the C-shaped beam.

2. The integrated rear overhang air suspension apparatus for a passenger vehicle of claim 1, wherein, The reinforcing beam is rectangular structure and rectangular through-hole is arranged on the beam.

3. The integrated rear overhang air suspension apparatus for a passenger vehicle of claim 2, wherein, The air spring is connected with the end of the C-shaped beam close to the damper by air bag heightening support.

4. The integrated rear overhang air suspension apparatus for a passenger vehicle of claim 3, wherein, The air spring is bolted with the air bag heightening support.

5. The integrated rear overhang air suspension apparatus for a passenger vehicle of claim 4, wherein, The end of the U-shaped stabilizing rod is connected with the middle section of the C-shaped beam by support arm, wherein one end of the U-shaped stabilizing rod is sleeved in one end of the support arm, and the other end of the support arm is connected with the middle section of the C-shaped beam by pin shaft.

6. The integrated rear overhang air suspension apparatus for a passenger vehicle of claim 5, wherein, The longitudinal thrust rod is connected with the C-shaped beam by pin shaft.

7. The integrated rear overhang air suspension apparatus for a passenger vehicle of claim 6, wherein, The reinforcing beam is bolted with the C-shaped beam.

8. The integrated rear overhang air suspension apparatus for a passenger vehicle of claim 4, wherein, The air bag heightening support is cylindrical structure.

9. The integrated rear overhang air suspension apparatus for a passenger vehicle of claim 4, wherein, The V-shaped angle between the oblique thrust rod is 69 degrees.

Images