An independent suspension, vehicle chassis and vehicle

Abstract

The utility model belongs to the technical field of vehicle suspension, specifically provides a kind of independent suspension, vehicle chassis and vehicle.The independent suspension includes wheel edge structure, wheel edge structure is connected with the lower control arm of being able to connect with frame, lower control arm is connected with shock strut, shock strut axis is located in one side of wheel edge structure axis front and back two sides, and the other side of wheel edge structure axis front and back two sides is equipped with the air chamber mounting position for installing brake air chamber.The vehicle chassis and vehicle include above-mentioned independent suspension.The utility model can leave the position on wheel edge structure to install brake air chamber by eccentric installation of shock strut in the front side or rear side of wheel edge structure axis, so that shock strut and brake air chamber stagger front and back, so that shock strut and brake air chamber do not interfere with each other, meet the normal installation of brake air chamber.

Description

Technical Field

[0001] This utility model belongs to the field of vehicle suspension, and in particular relates to an independent suspension, a vehicle chassis, and a vehicle. Background Technology

[0002] As the public's demands for vehicle ride comfort increase, the number of bus models equipped with independent suspension is also gradually increasing.

[0003] The applicant's utility model patent with authorization announcement number CN211764763U provides a front independent suspension system for light passenger vehicles. This independent suspension system includes a wheel-side body (i.e., a wheel-side structure), with an upper control arm and a lower control arm hinged to its upper and lower ends respectively. A damping column (i.e., a damping strut) is located above the lower control arm, and the damping column includes a shock absorber and a damping spring. The damping spring is a coil spring and is fitted over the shock absorber. This independent suspension system can improve the overall vehicle ride smoothness and passenger comfort.

[0004] Currently, conventional vehicles generally use hydraulic brakes, but medium and large buses need to be equipped with air brake systems to meet the braking force requirements of the vehicles.

[0005] If an air brake system is configured, a brake chamber needs to be installed on the wheel-side structure. In the aforementioned independent suspension system, the coil spring is basically located in the center position at the front and rear, meaning the axis of the coil spring intersects with the axis of the wheel-side structure. If a brake chamber is directly added, it will interfere with the coil spring, making proper installation difficult. Utility Model Content

[0006] The purpose of this utility model is to provide an independent suspension to solve the technical problem in the prior art where the coil spring of the suspension interferes with the normal installation of the brake chamber. Another purpose of this utility model is to provide a vehicle chassis to solve the same technical problem. A further purpose of this utility model is to provide a vehicle to solve the same technical problem.

[0007] To achieve the above objectives, the technical solution for the independent suspension provided by this utility model is as follows:

[0008] An independent suspension includes a wheel-side structure, a lower control arm that can be connected to a vehicle frame, a damping strut connected to the lower control arm, the axis of the damping strut being located on one of the front and rear sides of the axis of the wheel-side structure, and a chamber mounting position for installing a brake chamber being provided on the other side of the front and rear sides of the axis of the wheel-side structure.

[0009] As a further improvement, the angle between the axis of the vibration damping strut and the vertical plane parallel to the front-to-back direction is greater than 20°.

[0010] As a further improvement, the vibration damping strut is located on the front side of the wheel-side structure axis, and the air chamber mounting position is located on the rear side of the wheel-side structure axis.

[0011] This utility model is an invention based on the modification of elements. Its beneficial effects are: This utility model changes the installation position of the vibration damping support, and installs the vibration damping support eccentrically on the front or rear side of the wheel side structure axis. This leaves space on the wheel side structure to install the brake chamber, so that the vibration damping support and the brake chamber are staggered, thereby ensuring that the vibration damping support and the brake chamber do not interfere with each other and meet the normal installation requirements of the brake chamber.

[0012] To achieve the above objectives, the technical solution for the vehicle chassis provided by this utility model is as follows:

[0013] A vehicle chassis includes a frame, on which an independent suspension is mounted. The independent suspension includes wheel-side structures located on the left and right sides of the frame, respectively. A lower control arm is connected to the wheel-side structure and is connected to the frame. A damping strut is connected to the lower control arm. The axis of the damping strut is located on one of the front and rear sides of the axis of the wheel-side structure. The other side of the front and rear sides of the axis of the wheel-side structure is provided with a chamber mounting position for mounting a brake chamber.

[0014] As a further improvement, the angle between the axis of the vibration damping strut and the vertical plane parallel to the front-to-back direction is greater than 20°.

[0015] As a further improvement, the vibration damping strut is located on the front side of the wheel-side structure axis, and the air chamber mounting position is located on the rear side of the wheel-side structure axis.

[0016] As a further improvement, steering rocker arms are installed on both the left and right sides of the frame. The steering rocker arms on both sides are directly connected to the wheel side structure on the corresponding side through steering side tie rods. A steering center tie rod is connected between the two steering rocker arms, and the steering center tie rod is located in front of the steering side tie rod.

[0017] As a further improvement, an upper control arm is connected to the wheel-side structure, located above the lower control arm. Both the upper and lower control arms are connected to a subframe and are indirectly connected to the frame through the subframe.

[0018] As a further improvement, the subframes on the left and right sides are bolted to crossbeams, with bolts passing through the longitudinal beams of the frame and connecting to the subframes.

[0019] This utility model is an improved invention, and its beneficial effects are: in the independent suspension configured on the chassis, the shock absorber strut is eccentrically installed on the front or rear side of the wheel-side structure axis, which leaves space on the wheel-side structure to install the brake chamber, so that the shock absorber strut and the brake chamber are staggered, thereby ensuring that the shock absorber strut and the brake chamber do not interfere with each other and meet the normal installation requirements of the brake chamber.

[0020] To achieve the above objectives, the technical solution for the vehicle provided by this utility model is as follows:

[0021] A vehicle includes a chassis, the chassis including a frame, an independent suspension mounted on the frame, the independent suspension including wheel-side structures located on the left and right sides of the frame respectively, a lower control arm connected to the wheel-side structure, the lower control arm being connected to the frame, a shock absorber strut connected to the lower control arm, the shock absorber strut axis being located on one of the front and rear sides of the wheel-side structure axis, and a chamber mounting position for mounting a brake chamber being provided on the other side of the front and rear sides of the wheel-side structure axis.

[0022] As a further improvement, the angle between the axis of the vibration damping strut and the vertical plane parallel to the front-to-back direction is greater than 20°.

[0023] As a further improvement, the vibration damping strut is located on the front side of the wheel-side structure axis, and the air chamber mounting position is located on the rear side of the wheel-side structure axis.

[0024] As a further improvement, steering rocker arms are installed on both the left and right sides of the frame. The steering rocker arms on both sides are directly connected to the wheel side structure on the corresponding side through steering side tie rods. A steering center tie rod is connected between the two steering rocker arms, and the steering center tie rod is located in front of the steering side tie rod.

[0025] As a further improvement, an upper control arm is connected to the wheel-side structure, located above the lower control arm. Both the upper and lower control arms are connected to a subframe and are indirectly connected to the frame through the subframe.

[0026] As a further improvement, the subframes on the left and right sides are bolted to crossbeams, with bolts passing through the longitudinal beams of the frame and connecting to the subframes.

[0027] This utility model is an improved invention, and its beneficial effects are: in the independent suspension configured on the chassis, the shock absorber strut is eccentrically installed on the front or rear side of the wheel-side structure axis, which leaves space on the wheel-side structure to install the brake chamber, so that the shock absorber strut and the brake chamber are staggered, thereby ensuring that the shock absorber strut and the brake chamber do not interfere with each other and meet the normal installation requirements of the brake chamber. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of the independent suspension implementation of this utility model installed at the rear of the vehicle frame;

[0029] Figure 2 This is a schematic diagram of the independent suspension implementation of this utility model installed at the rear of the vehicle frame from another perspective;

[0030] Figure 3 This is a side view of the independent suspension embodiment of this utility model installed at the rear of the vehicle frame;

[0031] Figure 4 This is a top view of the independent suspension embodiment of this utility model installed behind the vehicle frame;

[0032] Figure 5 This is a partial front view of the independent suspension embodiment of this utility model installed behind the vehicle frame.

[0033] Explanation of reference numerals in the attached figures:

[0034] 1. Wheel-side structure; 2. Brake chamber; 3. Upper control arm; 4. Coil spring; 5. Steering side tie rod; 6. Lower control arm; 7. Steering rocker arm; 8. Frame; 9. Steering center tie rod; 10. Stabilizer bar; 11. Subframe; 12. Connecting crossbeam. Detailed Implementation

[0035] To ensure the proper installation of the brake chamber on the wheel-side structure, the basic concept of this invention is to change the installation position of the vibration damping strut, so that the vibration damping strut is installed eccentrically relative to the axis of the wheel-side structure, thereby leaving space for the installation of the brake chamber.

[0036] Meanwhile, in some better methods, the shock absorber strut is tilted at a greater angle so that the lower end of the shock absorber strut is closer to the connection point between the lower control arm and the wheel-side structure (away from the frame). This also leaves more space for the wiring harness to pass through, ensuring the normal operation of the air brake system.

[0037] Based on the above concept, the present invention will be further described in detail below with reference to the embodiments.

[0038] Specific implementation of the independent suspension provided by this utility model:

[0039] The independent suspension provided in this embodiment, after being installed on the vehicle frame 8, is as follows: Figures 1-4 As shown, or you can also Figures 1-4 This can be considered a partial area of ​​the chassis, specifically the chassis, which includes a frame 8. The structure of the frame 8 is basically the same as existing technology, including longitudinal beams spaced apart on the left and right sides. An independent suspension is mounted on the frame 8. Specifically, the independent suspension includes wheel-side structures 1 located on the left and right sides of the frame 8, respectively. Each wheel-side structure 1 has a rotatable portion for mounting wheels. Lower control arms 6 are connected to the wheel-side structures 1, and the specific connection method is consistent with existing technology, such as the patent documents cited in the background art. A shock absorber strut is connected to the lower control arm 6. Also consistent with existing technology, the shock absorber strut includes a shock absorber and a coil spring 4 fitted over the shock absorber. This type of independent suspension has been practically verified in multiple vehicle models, significantly improving overall vehicle ride smoothness and comfort. Preferably, a stabilizer bar 10 can also be connected between the left and right lower control arms 6.

[0040] Considering the braking requirements of medium and large buses, when arranging the air brake system, a brake chamber 2 needs to be installed on the wheel-side structure 1. Unlike existing technologies, in this embodiment, the axis of the damping strut, i.e., the axis of the coil spring 4, is located on one side of the front or rear axis of the wheel-side structure 1. Specifically, refer to... Figure 3 The axis of the helical spring 4 is located in front of the axis A of the wheel-side structure 1. The wheel-side structure 1 has a chamber mounting position for installing the brake chamber 2 on the rear side of its axis A. In use, the brake chamber 2 can be installed in the chamber mounting position to ensure the normal operation of the air brake system.

[0041] It should be emphasized that in the embodiments provided above, by arranging the coil spring 4 on the front side of the axis A of the wheel-side structure 1, the position of the coil spring 4 can be ensured to be as forward as possible, which is suitable for vehicles with a front-mounted engine. However, it should be noted that in other embodiments, it is not excluded that the coil spring 4 is arranged on the rear side of the axis A of the wheel-side structure 1, while the air chamber mounting position for installing the brake chamber 2 is arranged on the front side of the axis A of the wheel-side structure 1.

[0042] In a preferred embodiment, the angle between the axis of the vibration damping strut and a vertical plane parallel to the front-to-back direction is greater than 20°, as can be referenced. Figure 5 The included angle can be 25°, 30°, 35°, etc., so that the coil spring 4 can be moved away from the longitudinal beam of the frame 8, thereby leaving more space inside the coil spring 4 for arranging connecting pipes and facilitating the arrangement of the braking system.

[0043] In some implementations, such as Figure 1 As shown, for the steering system of the chassis, in order to improve the flexibility of the steering system, the steering rocker arms 7 installed on the left and right sides of the frame 8 are directly connected to the steering side tie rod 5 and the wheel side structure 1 on the corresponding side, respectively. The steering center tie rod 9 is connected between the two steering rocker arms 7, and the steering center tie rod 9 is located in front of the steering side tie rod.

[0044] Compared to existing technologies that connect the steering side tie rod 5 to the steering center tie rod 9, this method first decouples the steering center tie rod 9 and the steering side tie rod 5. The steering side tie rod 5 is then directly driven by the movement of the steering rocker arm 7, improving steering agility. Simultaneously, the steering center tie rod 9 can be positioned as far forward as possible to avoid obstructing components such as batteries and engines mounted in front.

[0045] In some preferred embodiments, to facilitate the installation of the suspension on the chassis 8 by the OEM. For example... Figure 1 and Figure 2As shown, in addition to the lower control arm 6, the wheel-side structure 1 is connected to the upper control arm 3 (that is, the suspension in this embodiment is also a double wishbone suspension). The upper control arm 3 is located above the lower control arm 6, and the upper control arm 3 and the lower control arm 6 are both connected to the subframe 11, and are indirectly connected to the frame 8 through the subframe 11.

[0046] In this way, during chassis assembly and manufacturing, the upper control arm 3 and lower control arm 6 of the suspension can be integrated and installed with the subframe 11 first, and then the whole assembly can be installed as a module on the frame 8. Compared with connecting each part to the frame 8 separately, this is obviously more convenient for subsequent production operations and improves efficiency.

[0047] Furthermore, to enhance the overall strength and rigidity of the vehicle, in a preferred embodiment, the subframes 11 on both sides of the frame 8 are connected to connecting beams 12. Specifically, the connecting beams 12 are connected by a spiral connection, where bolts pass through the longitudinal beams of the frame 8 and connect to the subframes 11. In other words, the connecting beams 12 connect the frame 8, subframes 11, upper control arm 3, and lower control arm 6 to form an integral structure, giving the chassis and even the entire vehicle higher strength and rigidity, suitable for medium and large-sized vehicles. Preferably, the connecting beams 12 can be made of castings.

[0048] Specific embodiments of the vehicle chassis provided by this utility model:

[0049] The vehicle chassis implementation method is the same as the chassis described in the above independent suspension implementation method, and will not be further explained here.

[0050] Specific embodiments of the vehicle provided by this utility model:

[0051] The key feature of the vehicle is that it uses the chassis described in the above-described vehicle chassis implementation method. Other structures can be consistent with existing technologies and will not be described in detail here.

[0052] Finally, it should be noted that the above description is only a preferred embodiment of this utility model and is not intended to limit this utility model. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still make modifications to the technical solutions described in the foregoing embodiments without creative effort, or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. An independent suspension, characterized in that, It includes a wheel-side structure, on which a lower control arm that can be connected to the vehicle frame is connected, and a damping strut is connected to the lower control arm. The axis of the damping strut is located on one of the front and rear sides of the axis of the wheel-side structure, and the other side of the front and rear sides of the axis of the wheel-side structure is provided with a chamber mounting position for installing the brake chamber.

2. The independent suspension according to claim 1, characterized in that, The angle between the axis of the vibration damping support and the vertical plane parallel to the front-to-back direction is greater than 20°.

3. The independent suspension according to claim 1 or 2, characterized in that, The vibration damping strut is located on the front side of the wheel-side structure axis, and the air chamber mounting position is located on the rear side of the wheel-side structure axis.

4. A vehicle chassis, comprising a frame, characterized in that, The frame is equipped with an independent suspension, which includes wheel-side structures located on the left and right sides of the frame. A lower control arm is connected to the wheel-side structure and is connected to the frame. A damping strut is connected to the lower control arm. The axis of the damping strut is located on one of the front and rear sides of the axis of the wheel-side structure. The other side of the front and rear sides of the axis of the wheel-side structure is provided with a chamber mounting position for installing the brake chamber.

5. The vehicle chassis according to claim 4, characterized in that, The angle between the axis of the vibration damping support and the vertical plane parallel to the front-to-back direction is greater than 20°.

6. The vehicle chassis according to claim 4 or 5, characterized in that, The vibration damping strut is located on the front side of the wheel-side structure axis, and the air chamber mounting position is located on the rear side of the wheel-side structure axis.

7. The vehicle chassis according to claim 6, characterized in that, Steering rocker arms are mounted on both sides of the frame. The two steering rocker arms are directly connected to the wheel side structure on the corresponding side through steering side tie rods. A steering center tie rod is connected between the two steering rocker arms, and the steering center tie rod is located in front of the steering side tie rod.

8. The vehicle chassis according to claim 4 or 5, characterized in that, The wheel-side structure is connected to an upper control arm located above the lower control arm. Both the upper and lower control arms are connected to a subframe and are indirectly connected to the frame through the subframe.

9. The vehicle chassis according to claim 8, characterized in that, The subframes on both the left and right sides are connected to crossbeams by bolts, with the bolts passing through the longitudinal beams of the frame and connecting to the subframes.

10. A vehicle, including a chassis, characterized in that, The chassis is the vehicle chassis as described in any one of claims 4-9.

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