A rear wheel semi-synchronous adjusting connecting rod mechanism for automobile rear suspension

Abstract

The utility model relates to the technical field of automobile damping, and specifically relates to a rear wheel semi-synchronous adjusting connecting rod mechanism for automobile rear suspension, which comprises a vehicle frame, a damping mechanism is installed on the vehicle frame, the damping mechanism comprises rear swing arms, rear swing arms are rotatably connected to both sides of one end of the vehicle frame, a transmission mechanism is installed between the two rear swing arms, the transmission mechanism comprises an anti-roll bar, the anti-roll bar is rotatably connected to one end of the vehicle frame, spherical heads are perpendicularly rotatably connected to both ends of the anti-roll bar, and the bottoms of the two spherical heads are connected to the two rear swing arms through connecting plates. Through the installation of the anti-roll bar, the two spherical heads cooperate, when one of the rear swing arms swings slightly, the spherical heads can work independently under the action of the spherical heads, when the swing arm reaches a certain angle, the spherical heads drive the anti-roll bar to work, the two rear swing arms can semi-synchronously swing, the left and right rear wheels are in a semi-synchronous state to a certain extent when the vehicle turns, the comfort during low-speed turning is ensured, and the stability of the vehicle during high-speed large-amplitude turning is ensured.

Description

Technical Field

[0001] This utility model relates to a motion linkage, specifically a rear wheel semi-synchronous adjustment linkage mechanism, belonging to the field of automotive shock absorption technology. Background Technology

[0002] Automotive shock absorbers are a key component of the automotive suspension system, primarily used to suppress rebound oscillations after spring absorption and road impacts, thereby improving ride comfort and driving stability. When a car travels on uneven roads, the chassis and axle will reciprocate. At this time, the piston inside the shock absorber will also reciprocate within the cylinder. The oil inside the housing repeatedly flows from one inner cavity to another through narrow orifices. The friction between the liquid and the inner wall, as well as the internal friction of the oil molecules, will generate damping force, thereby converting vibration energy into heat energy of the oil and dissipating it, thus achieving the purpose of reducing vehicle vibration.

[0003] In existing technologies, most conventional rear-wheel drive vehicles use two types of rear suspension systems: A. solid axle structure and B. independent rear suspension structure. A. Solid axle rear suspension, equipped with a stabilizer bar, can cause lateral swaying of the rear of the vehicle when encountering uneven road surfaces, which is detrimental to driving safety. B. Independent rear suspension, where the left and right rear wheels move completely independently, results in poor vehicle stability and a tendency to lose control and fishtail during high-speed cornering.

[0004] Therefore, developing a semi-synchronous adjustment linkage mechanism for the rear wheels of an automobile rear suspension that can achieve semi-synchronous movement of the rear wheels is of great practical significance and application value for improving the comfort and stability of the vehicle during steering and reducing manufacturing and maintenance costs. Utility Model Content

[0005] The purpose of this invention is to provide a semi-synchronous adjustment linkage mechanism for the rear wheels of an automobile to solve the above-mentioned problems. Through the installation of the anti-roll bar, with the cooperation of two ball joints and connecting plates, the two ends of the anti-roll bar are connected to the two rear control arms. When one of the rear control arms swings slightly, it can work independently under the action of the ball joint. When the rear control arm reaches a certain angle, the ball joint will drive the anti-roll bar to work, so that the two rear control arms can swing semi-synchronously. When the vehicle is turning, the left and right rear wheels are in a semi-synchronous state to a certain extent. This ensures both comfort during low and medium speed steering and vehicle stability during high-speed, large-amplitude steering to avoid danger, thus achieving the goal of both vehicle comfort and vehicle stability.

[0006] This utility model achieves the above-mentioned objective through the following technical solution: a semi-synchronous adjustment linkage mechanism for the rear wheel of an automobile rear suspension, comprising a frame, a shock-absorbing mechanism mounted on the frame, the shock-absorbing mechanism comprising a rear control arm, a rear control arm rotatably connected to both sides of one end of the frame, a transmission mechanism mounted between the two rear control arms, the transmission mechanism comprising an anti-roll bar, an anti-roll bar rotatably connected to one end of the frame, ball joints vertically rotatably connected to both ends of the anti-roll bar, and the bottoms of the two ball joints respectively connected to the two rear control arms through connecting plates.

[0007] Preferably, two sheet metal parts are respectively installed on the top of both sides of one end of the frame, and one end of each of the two rear swing arms is rotatably connected to the frame through the sheet metal parts.

[0008] Preferably, the rear swing arm has a right-angled triangular structure, and reinforcing tubes are welded onto the two rear swing arms.

[0009] Preferably, shock-absorbing lugs are respectively installed on the top side of the ends of the two rear swing arms, and the shock-absorbing lugs are U-shaped structures.

[0010] Preferably, two mounting seats are installed on the top side of one end of the frame, and the two ends of the anti-roll bar are rotatably connected to the frame through the two mounting seats.

[0011] Preferably, the anti-roll bar has a U-shaped structure, and the connecting plate and ball head are located at the center of the rear swing arm.

[0012] Preferably, motor mounts are installed at the top edges of the two rear swing arms, and the motor mounts are located on one side of the shock-absorbing lug.

[0013] The beneficial effects of this utility model are as follows: By installing the rear control arm to the frame, independent swinging of the left and right rear wheels is achieved. Through the installation of the anti-roll bar, with the cooperation of two ball joints and connecting plates, the two ends of the anti-roll bar are connected to the two rear control arms. When one of the rear control arms swings slightly, it can work independently under the action of the ball joint. When the rear control arm reaches a certain angle, the ball joint will drive the anti-roll bar to work, so that the two rear control arms can swing semi-synchronously. When the vehicle is turning, the left and right rear wheels are in a semi-synchronous state to a certain extent. This ensures both comfort during low and medium speed steering and vehicle stability during high-speed large-amplitude steering and hazard avoidance, achieving the goal of both vehicle comfort and vehicle stability. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0015] Figure 2 This is a schematic diagram of the connection structure between the rear control arm, anti-roll bar, and vehicle frame of this utility model;

[0016] Figure 3This is a schematic diagram of the connection structure between the anti-roll bar and the rear swing arm of this utility model.

[0017] In the diagram: 1. Frame; 2. Shock absorption mechanism; 201. Sheet metal part; 202. Rear control arm; 203. Motor mount; 204. Shock absorber lug; 205. Reinforcing tube; 3. Transmission mechanism; 301. Anti-roll bar; 302. Mounting base; 303. Ball joint; 304. Connecting plate. Detailed Implementation

[0018] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0019] Please see Figures 1-3 As shown, a semi-synchronous adjustment linkage mechanism for the rear wheel of a car rear suspension includes a frame 1, a shock absorber 2 mounted on the frame 1, the shock absorber 2 including a rear control arm 202, the rear control arms 202 being rotatably connected to both sides of one end of the frame 1, a transmission mechanism 3 being installed between the two rear control arms 202, the transmission mechanism 3 including an anti-roll bar 301, the anti-roll bar 301 being rotatably connected to one end of the frame 1, ball joints 303 being vertically rotatably connected to both ends of the anti-roll bar 301, and the bottoms of the two ball joints 303 being connected to the two rear control arms 202 respectively through connecting plates 304.

[0020] As a technical optimization of this utility model, two sheet metal parts 201 are respectively installed on the top of both sides of one end of the frame 1. One end of each of the two rear swing arms 202 is rotatably connected to the frame 1 through the sheet metal parts 201. By installing the sheet metal parts 201, the two rear swing arms 202 can be independently and rotatably installed with the frame 1.

[0021] As a technical optimization of this utility model, the rear swing arm 202 has a right-angled triangular structure, and reinforcing tubes 205 are welded on the two rear swing arms 202. The triangular mechanism design helps to increase the stability of the rear swing arm 202.

[0022] As a technical optimization of this utility model, shock-absorbing lugs 204 are respectively installed on the top side of the ends of the two rear swing arms 202. The shock-absorbing lugs 204 have a "U" shaped structure. The installation of the two shock-absorbing lugs 204 facilitates connection with external shock absorbers and realizes shock absorption of the rear swing arms 202.

[0023] As a technical optimization of this utility model, two mounting seats 302 are installed on the top side of one end of the frame 1. The two ends of the anti-roll bar 301 are rotatably connected to the frame 1 through the two mounting seats 302. Through the connection of the mounting seats 302, the anti-roll bar 301 is rotatably mounted on the frame 1, thereby realizing the transmission of the two rear swing arms 202.

[0024] As a technical optimization of this utility model, the anti-roll bar 301 has a U-shaped structure, with the connecting plate 304 and ball head 303 located at the center of the rear swing arm 202, which facilitates the rear swing arm 202 to drive the end of the anti-roll bar 301 and realize power transmission.

[0025] As a technical optimization of this utility model, motor mounts 203 are respectively installed at the top edges of the two rear swing arms 202. The motor mounts 203 are located on one side of the shock-absorbing lugs 204. The installation of the motor mounts 203 facilitates the installation of the motor output shaft, thereby realizing the drive control of the left and right wheels.

[0026] In use, the frame 1 is first assembled to the bottom of the vehicle. Then, the motor output shaft is installed through the motor mount 203 and connected to the two wheels. The two shock absorber lugs 204 are connected to the corresponding shock absorbers to achieve shock absorption for the two rear swing arms 202. Through the installation of the anti-roll bar 301, with the cooperation of the two ball joints 303 and the connecting plate 304, the two ends of the anti-roll bar 301 are connected to the two rear swing arms 202. When one of the rear swing arms 202 swings slightly, it can work independently under the action of the ball joint 303. When the rear swing arm 202 reaches a certain angle, the ball joint 303 will drive the anti-roll bar 301 to work, so that the two rear swing arms 202 can swing semi-synchronously. When the vehicle is turning, the left and right rear wheels are in a semi-synchronous state to a certain extent. This ensures both comfort during low and medium speed steering and vehicle stability during high-speed large-amplitude steering avoidance, achieving the goal of both vehicle comfort and vehicle stability.

[0027] It will be apparent to those skilled in the art that this invention is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or essential characteristics of this invention. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this invention is defined by the appended claims rather than the foregoing description. Thus, it is intended that all variations falling within the meaning and scope of equivalents of the claims be included within this invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0028] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A semi-synchronous adjustment linkage mechanism for the rear wheel of an automobile rear suspension, comprising a frame (1), characterized in that: The frame (1) is equipped with a shock absorption mechanism (2), which includes a rear swing arm (202). The frame (1) is rotatably connected to both sides of the rear swing arm (202). A transmission mechanism (3) is installed between the two rear swing arms (202). The transmission mechanism (3) includes an anti-roll bar (301). The frame (1) is rotatably connected to the anti-roll bar (301). The anti-roll bar (301) is vertically rotatably connected to both ends of the anti-roll bar (301). The bottoms of the two ball heads (303) are connected to the two rear swing arms (202) through connecting plates (304).

2. The semi-synchronous adjustment linkage mechanism for the rear wheel of an automobile rear suspension according to claim 1, characterized in that: Two sheet metal parts (201) are respectively installed on the top of both sides of one end of the frame (1), and one end of the two rear swing arms (202) is rotatably connected to the frame (1) through the sheet metal parts (201).

3. The semi-synchronous adjustment linkage mechanism for the rear wheel of an automobile rear suspension according to claim 1, characterized in that: The rear swing arm (202) has a right-angled triangular structure, and reinforcing tubes (205) are welded onto the two rear swing arms (202).

4. The semi-synchronous adjustment linkage mechanism for the rear wheel of an automobile rear suspension according to claim 1, characterized in that: The top sides of the ends of the two rear swing arms (202) are respectively equipped with shock-absorbing lugs (204), and the shock-absorbing lugs (204) are U-shaped structures.

5. The semi-synchronous adjustment linkage mechanism for the rear wheel of an automobile rear suspension according to claim 1, characterized in that: Two mounting seats (302) are installed on the top side of one end of the frame (1), and the anti-roll bar (301) is rotatably connected to the frame (1) at both ends through the two mounting seats (302).

6. The semi-synchronous adjustment linkage mechanism for the rear wheel of an automobile rear suspension according to claim 1, characterized in that: The anti-roll bar (301) has a U-shaped structure, and the connecting plate (304) and ball head (303) are located at the center of the rear swing arm (202).

7. A semi-synchronous adjustment linkage mechanism for the rear wheel of an automobile rear suspension according to claim 4, characterized in that: Motor mounts (203) are respectively installed at the top edges of the two rear swing arms (202), and the motor mounts (203) are located on one side of the shock-absorbing lugs (204).

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