Torsion-resistant torsion beam rear suspension

Abstract

The utility model discloses an anti-torsion torsion beam rear suspension which comprises a left integrated arm, a right integrated arm and a torsion cross beam, and the left integrated arm and the right integrated arm form a whole through the torsion cross beam. The torsion cross beam is of a variable cross-section structure, a plurality of oval lightening holes are distributed in the torsion cross beam in the length direction, flanging parts are arranged on the long side edges of the torsion cross beam, an anti-torsion rod is arranged in the torsion cross beam, the anti-torsion rod is a hollow rod, and the two ends of the anti-torsion rod are riveted to the left integrated arm and the right integrated arm respectively; according to the utility model, the conventional cross beam is changed into a variable cross-section structure with the lightening holes and the turnups, and the riveted hollow anti-torsion bar is additionally arranged in the cross beam, so that a parallel anti-torsion structure of the cross beam and the anti-torsion bar is formed, the anti-torsion performance is greatly improved, and the service life is obviously prolonged.

Description

A torsion beam rear suspension Technical Field

[0001] This utility model belongs to the field of torsion beam suspension for electric vehicles, and in particular, it is a torsion-resistant torsion beam rear suspension. Background Technology

[0002] Electric vehicles achieve their range by carrying large-capacity, high-density battery packs. Compared to traditional gasoline vehicles, they weigh about 1.3 times more, resulting in greater loads on the electric vehicle suspension and harsher operating conditions. Therefore, the suspension of electric vehicles needs greater rigidity and a longer torsional life.

[0003] To meet the higher load-bearing requirements of electric vehicles, manufacturers generally reinforce the suspension structure locally based on the torsion beam suspension of gasoline vehicles. This reinforcement includes increasing the strength of components and welds. If the suspension load capacity is to reach 1.3 times that of a gasoline vehicle suspension, common methods include: increasing the thickness of the crossbeams and trailing arms, replacing the crossbeams, using high-strength steel for the trailing arms, changing the welding wire material to enhance welding strength, and locally welding reinforcing plates to weak points. In short, further structural reinforcement is necessary to achieve at least 1.3 times the load capacity of a comparable gasoline vehicle suspension.

[0004] By analogy, this is like raising and deepening a dam to prevent flooding; the dam would then bear a greater load, experience greater stress, be more dangerous, and have a shorter lifespan. Similarly, for a torsion beam, strengthening the crossbeams, longitudinal arms, or welds increases their torsional stiffness, resulting in greater working stresses and insufficient service life. Therefore, blindly strengthening the structure is not a good approach. A more reasonable method is a combination of "reduction and reinforcement," reducing the stress on the crossbeams while transferring their torsional load to other structural components.

[0005] According to after-sales market research and quality feedback, the torsion beam assemblies for electric passenger cars currently have the following two main problems:

[0006] 1. Electric vehicle torsion beam suspensions are heavy. Currently, most electric vehicle torsion beam suspensions are based on similar torsion beams used in gasoline vehicles, with localized reinforcements. To support the additional battery pack, the torsion beam requires thickening of the crossbeams and trailing arms, replacement with higher-strength steel, and additional welded reinforcement patches. This results in electric vehicle suspensions generally weighing more than 40 kg, compared to the 30 kg of gasoline vehicle torsion beam suspensions, an increase of one-third (approximately 1.3 times).

[0007] 2. The torsion beam of electric vehicles has insufficient torsional life and is prone to torsional fracture. Traditional torsion beam reinforcement solutions increase the thickness of the crossbeam and reinforcing plates, and change the materials, thus increasing the stiffness of the crossbeam. However, this also leads to higher stress in various parts. The reinforced torsion beam operates under high stress for a long time, resulting in a lifespan far shorter than that of traditional fuel vehicles, and the risk of axle breakage is higher in electric vehicles. Summary of the Invention

[0008] This invention proposes a torsion beam rear suspension designed to address the problems of excessive weight and insufficient torsion life in existing products.

[0009] To solve the above-mentioned technical problems, the technical solution of this utility model is: a torsion beam rear suspension with torsion resistance, comprising a left integrated arm, a right integrated arm, and a torsion beam, wherein the left integrated arm and the right integrated arm are integrated as a whole by the torsion beam; the torsion beam is a variable cross-section structure, and multiple elliptical weight-reducing holes are distributed along the length direction of the torsion beam; characterized in that: a flange is provided at the long side edge of the torsion beam, and an anti-torsion bar is provided inside the torsion beam, the anti-torsion bar is a hollow bar, and the two ends of the anti-torsion bar are riveted to the left integrated arm and the right integrated arm respectively.

[0010] Further defining the above technical solution, the structure of the left integrated arm includes a longitudinal arm and a flange, shock absorber bracket, spring bracket and bearing tube fixed on the longitudinal arm.

[0011] To further define the above technical solution, the riveting structure between the anti-torsion bar and the left integrated arm is as follows: a riveting part is provided at the end of the anti-torsion bar.

[0012] To further improve the above technical solution, multiple opening slots are provided on the end of the torsion beam bottom plate.

[0013] Beneficial effects: This utility model replaces the existing crossbeam with a variable cross-section structure with weight-reducing holes and flanges, and adds riveted hollow anti-torsion bars inside the crossbeam, forming a structure in which the crossbeam and anti-torsion bars are connected in parallel to resist torsion, which greatly increases the anti-torsion performance and significantly improves the service life. Attached Figure Description

[0014] Figure 1 is a structural diagram of this utility model.

[0015] Figure 2 is a cross-sectional view of the end of the torsion beam.

[0016] Figure 3 is a cross-sectional view of the middle part of the torsion beam.

[0017] Figure 4 is a structural diagram of the anti-torsion bar.

[0018] Figure 5 is a diagram of the anti-torsion bar riveting structure. Detailed Implementation

[0019] As shown in Figure 1, a torsion beam rear suspension includes a left integrated arm 1, a right integrated arm 2 and a torsion beam 3. The left and right integrated arms are connected to the left and right ends of the torsion beam by welding.

[0020] As shown in Figure 1, the structure of the left integrated arm 1 further includes a longitudinal arm 101 and a flange 102, a shock absorber bracket 103, a spring bracket 104, and a bearing tube 105 fixed to the longitudinal arm by welding; the structures of the left integrated arm and the right integrated arm are the same.

[0021] As shown in Figures 2 and 3, the torsion beam 3 is further described as a variable cross-section structure. To explain the variable cross-section structure further: the cross-sections at both ends of the beam are similar to the shape of a channel steel (C-shape), while the middle cross-section is semi-circular, resulting in a uniform overall transition. The entire beam forms a shape that is wide at both ends and narrow in the middle, which helps reduce deformation in the middle of the beam. The beam is made of 780HE material.

[0022] As shown in Figure 1, the torsion beam 3 is further made of metal sheet by stamping. Multiple elliptical weight-reducing holes 301 are distributed along the length of the upright plates on both sides of the torsion beam, and flanged parts 302 are provided at the long side edges of the upright plates on both sides of the torsion beam. The torsion beam has a variable cross-section structure that gradually decreases in cross-section from both ends to the middle. The advantages of this structure are: the variable cross-section design is conducive to increasing torsional stiffness and further reducing weight; elliptical openings are evenly designed on both sides of the beam to reduce the stiffness and weight in the middle; the beam has an extended flanged feature to avoid torsional cracking.

[0023] As shown in Figure 1, the bottom plate of the torsion beam 3 is further provided with multiple opening slots 303; the opening slots can increase the welding area, which can improve the structural strength and its load-bearing capacity.

[0024] As shown in Figure 4, to further enhance the overall torsional resistance of the torsion beam, a hollow aluminum alloy tube, namely the anti-torsion rod 4, is added inside the torsion beam. The two ends of the anti-torsion rod are riveted to the left and right integrated arms, respectively, to share the load-bearing capacity of the beam. The anti-torsion rod is made of 6061 aluminum alloy. The advantages of this structure are: 1) The hollow structure balances the weight and stiffness of the anti-torsion rod; 2) Riveting has a stronger bonding force than traditional welding and can effectively resist torsional loads; due to the continuity of the riveting connection, its fatigue resistance is significantly higher than that of welding, making it suitable for mechanical structures that are subjected to repeated torsion over a long period of time.

[0025] As shown in Figure 5, further, the riveting structure of the anti-torsion bar 4 and the left integrated arm 1 is as follows: the end of the anti-torsion bar is provided with an annular riveting part 401; the longitudinal arm of the left integrated arm is provided with a rod hole, and after the anti-torsion bar passes through the rod hole from the longitudinal arm, an instantaneous high pressure is applied to the end of the anti-torsion bar by impact or a press machine, so that the end of the anti-torsion bar is plastically deformed to form a head, thereby achieving a stress-free connection, which is conducive to a tighter and more reliable connection; the right integrated arm is connected to the anti-torsion bar in the above manner.

[0026] Compared to existing products, the torsion beam rear suspension designed in this invention reduces weight by approximately 20%. This weight reduction allows electric vehicles to accommodate larger battery packs, resulting in longer driving ranges. In this invention, the anti-torsion bar and the variable cross-section beam work together to resist torsion. The force transmission path of the torsion beam changes from a "single channel" to a "parallel dual channel," significantly increasing torsional resistance. Simultaneously, the stress in the cross-beam and welds is controlled at a low level, resulting in a marked improvement in service life.

Claims

1. A torsion beam rear suspension, comprising a left integrated arm, a right integrated arm, and a torsion beam, wherein the left and right integrated arms are integrally formed by the torsion beam; the torsion beam has a variable cross-section structure, and multiple elliptical weight-reducing holes are distributed along the length direction of the torsion beam, characterized in that: The torsion beam has a flanged section on its long side edge, and an anti-torsion bar is installed inside the torsion beam. The anti-torsion bar is a hollow bar, and its two ends are riveted to the left integrated arm and the right integrated arm, respectively.

2. The torsion-resistant torsion beam rear suspension according to claim 1, characterized in that: The structure of the left integrated arm includes a longitudinal arm and a flange, shock absorber bracket, spring bracket and bearing tube fixed on the longitudinal arm.

3. A torsion-resistant torsion beam rear suspension according to claim 1 or 2, characterized in that: The riveting structure between the anti-torsion bar and the left integrated arm: the end of the anti-torsion bar is provided with a riveting part.

4. The torsion-resistant torsion beam rear suspension according to claim 3, characterized in that: The bottom plate of the torsion beam is provided with multiple opening slots at its end.

Images