Automobile rear suspension cross beam connecting assembly

Abstract

The utility model discloses a kind of automobile rear suspension beam connecting assemblies, it is related to automobile manufacturing technical field.The automobile rear suspension beam connecting assembly, including vehicle chassis, the tail beam is fixedly installed below the tail end of vehicle chassis, the support rod is fixedly installed below vehicle chassis, the front frame is fixedly installed on support rod, one support arm is fixedly installed respectively at the both ends of front frame, the rear frame is fixedly installed in common at the end of two support arms away from front frame, the tail of two support arms close to rear frame is fixedly connected with tail beam by bolt, closed loop base frame is formed, closed loop base frame can strengthen overall structure rigidity, the road load transmitted by wheel is evenly dispersed to vehicle chassis, avoid the deformation of frame caused by local stress concentration, improve the tensile, anti-deformation ability of component, guarantee the structural stability in long-term driving, triangular support unit can flexibly compensate the up-and-down bouncing and left-right deviation of wheel, ensure that wheel is always adhered to road surface.

Description

Technical Field

[0001] This utility model relates to the field of automobile manufacturing technology, and in particular to a crossbeam connection assembly for automobile rear suspension. Background Technology

[0002] In the rear suspension system of a car, the crossbeam connection structure is the core part for load bearing and power transmission, and its design rationality directly affects the vehicle's driving stability, safety and comfort.

[0003] The existing rear suspension crossbeam connection structure of automobiles generally suffers from insufficient overall load-bearing capacity. Specifically, the structural frame lacks an effective closed-loop support design, and the load transmission path is not continuous. This results in the road load transmitted by the wheels not being evenly distributed to the vehicle body, which easily leads to stress concentration in local components. During long-term driving, this stress concentration will cause deformation of the frame structure, which not only destroys the installation benchmark of each component, but may also cause the component connection to loosen. In severe cases, it may even affect the overall stability of the rear suspension system and pose a potential risk to driving safety.

[0004] In the power transmission stage, the connection design between the power distribution components and the wheel rotation components in the existing structure has flaws. It lacks a compensation mechanism that can adapt to the relative displacement during vehicle operation. Regarding wheel contact and vibration damping, the cooperation design between the linkage and support components in the existing structure is not reasonable enough, and it cannot effectively compensate for the vertical bounce and lateral offset of the wheels during operation. This makes it difficult for the wheels to maintain a good contact with the road surface at all times. This not only reduces the vehicle's driving stability, but also allows the impact force generated by road bumps to be directly transmitted to the vehicle body, significantly increasing the body vibration amplitude and thus reducing the ride comfort of passengers. In addition, the design of the existing shock absorber components also has shortcomings. The energy dissipation capacity and reset assistance function are not perfect. When faced with road impacts, it cannot fully dissipate the energy generated by the impact, and the reset speed of the shock absorber components is slow. This not only has a limited shock absorption effect, but also accelerates the damage of the shock absorber components due to long-term excessive stress, further weakening the shock absorption reliability of the rear suspension system.

[0005] In terms of braking performance, the mounting base of the braking-related components in the existing rear suspension crossbeam connection structure lacks sufficient stability. During braking, the position is easily shifted due to vibration or force, which leads to a decrease in the matching accuracy between the braking components and the rotating wheel components, resulting in unstable braking effects, such as insufficient braking force and braking delay, which significantly increases the safety hazards during driving. Utility Model Content

[0006] The purpose of this utility model is to solve at least one of the technical problems existing in the prior art, and to provide a car rear suspension crossbeam connection component that can solve the problems of insufficient overall rigidity and uneven load distribution in the existing car rear suspension crossbeam connection structure. The existing structure often fails to form a stable load transfer closed loop, resulting in road loads being concentrated on local frames or connection parts, which can easily cause frame deformation and loosening of connections. After long-term use, the structural stability will be greatly reduced, affecting driving safety.

[0007] To achieve the above objectives, this utility model provides the following technical solution: a rear suspension crossbeam connection assembly for automobiles, including a vehicle chassis, a rear crossbeam fixedly installed below the rear end of the vehicle chassis, a support rod fixedly installed below the vehicle chassis, and a front frame fixedly installed on the support rod; a support arm is fixedly installed at each end of the front frame, and the rear frame is fixedly installed at the ends of the two support arms away from the front frame; the tail ends of the two support arms near the rear frame are fixedly connected to the rear crossbeam by bolts to form a closed-loop basic frame;

[0008] A lower connecting rod is rotatably mounted on each side of the front frame, and a lower connecting rod is rotatably mounted on each side of the rear frame;

[0009] Two upper connecting rods are rotatably mounted at the middle position of each of the two support arms. Each pair of upper connecting rods is rotatably connected to a counter-curved frame at the end away from the support arm. The lower end of each counter-curved frame is simultaneously rotatably connected to two lower connecting rods. A bearing is fixedly mounted at the middle position of each counter-curved frame.

[0010] The gearbox is fixedly installed between the rear frame and the support rod. One end of a universal joint is fixedly connected to the output shaft on both sides of the gearbox, and the other ends of the two universal joints are fixedly connected to a rotating shaft.

[0011] The two shafts are respectively rotatably inserted through and connected to the bearings of the corresponding shafts at the ends near the shafts, and a wheel is respectively fixedly installed at the ends of the two shafts away from the shafts.

[0012] Each of the recurve frames is fixedly mounted with a brake bracket on the side near the pivot, and each of the brake brackets is fixedly mounted with a brake.

[0013] A damper is rotatably mounted on each side of the vehicle chassis. The ends of the two dampers away from the vehicle chassis are rotatably connected to the lower connecting rods of the rear frame on the corresponding sides. A spring is sleeved on the outside of each damper, and the two ends of each spring are fixedly mounted on the two ends of the corresponding damper.

[0014] Preferably, the support arm is fixedly connected to the front frame by welding or bolting, and the support arm is fixedly connected to the rear frame by welding or bolting.

[0015] Preferably, each of the support arms is provided with two rotating mounting seats at the middle position, and the ends of the two upper connecting rods away from the anti-curve frame are respectively rotatably connected to the corresponding rotating mounting seats by pins.

[0016] Preferably, each of the recurved frames has two lower connecting lugs at its lower end, and the ends of the two lower connecting rods away from the front frame or the rear frame are respectively rotatably connected to the corresponding lower connecting lugs by means of pins.

[0017] Preferably, the inverted frame has a bearing mounting hole or bearing mounting seat at the middle position, and the bearing is interference-fitted into the bearing mounting hole or bolted to the bearing mounting seat.

[0018] Preferably, one end of the universal joint is connected to the output shaft of the gearbox via a spline, and the other end of the universal joint is connected to the rotating shaft via a spline.

[0019] Preferably, the chassis has upper damper connecting seats on both sides, and the end of the damper near the chassis is rotatably connected to the upper damper connecting seat via a pin; the lower connecting rod of the rear frame has a lower damper connecting seat, and the end of the damper away from the chassis is rotatably connected to the lower damper connecting seat via a pin.

[0020] Preferably, the two ends of the spring are fixed to the two ends of the damper by retaining rings or welded bosses, and the spring has no gap with the outer wall of the damper when it is in its natural state.

[0021] Compared with the prior art, the beneficial effects of this utility model are:

[0022] 1. This automotive rear suspension crossbeam connection assembly provides efficient and stable power transmission. The gearbox can evenly distribute power to the universal joint. The universal joint, with its telescopic and deflectable characteristics, compensates for the relative displacement between the gearbox and the shaft during vehicle operation. Combined with the low-friction support of the bearing on the recurve bracket for the shaft, it can reduce the rotational resistance and wear of the shaft, ensuring smooth power transmission to the wheels and avoiding power interruption or component damage.

[0023] 2. The rear suspension crossbeam connection component of this automobile has a closed-loop basic frame that can enhance the overall structural rigidity, evenly distribute the road load transmitted by the wheels to the chassis, avoid frame deformation caused by localized stress concentration, improve the component's tensile and deformation resistance, and ensure structural stability during long-term driving.

[0024] 3. The rear suspension crossbeam connection assembly significantly improves driving comfort. The triangular support unit formed by the lower link, upper link, and inverted frame can flexibly compensate for the vertical and horizontal movement of the wheels, ensuring that the wheels always keep in contact with the road surface. At the same time, the damper can absorb the impact energy generated by road bumps, and the outer spring assists in buffering and helps the damper to return to its original position, greatly reducing the transmission of vibration to the chassis. Braking is reliable, and the brake bracket fixed on the inverted frame can ensure that the brake does not shift during braking. The brake can act stably on the axle, ensuring efficient deceleration or stopping of the wheels and improving driving safety. Attached Figure Description

[0025] The present invention will be further described below with reference to the accompanying drawings and embodiments:

[0026] Figure 1 This is a schematic diagram of a crossbeam connection assembly for a car rear suspension according to the present invention;

[0027] Figure 2 This is a schematic diagram of a crossbeam connection assembly for a car rear suspension according to the present invention;

[0028] Figure 3 This is a cross-sectional schematic diagram of a car rear suspension crossbeam connection assembly according to the present invention;

[0029] Figure 4 This is a cross-sectional schematic diagram of a car rear suspension crossbeam connection assembly according to the present invention.

[0030] Reference numerals: 1. Chassis; 2. Lower connecting rod; 3. Upper connecting rod; 4. Support arm; 5. Front frame; 6. Support rod; 7. Gearbox; 8. Shaft; 9. Universal joint; 10. Reverse bend frame; 11. Bearing; 12. Brake; 13. Wheel; 14. Damper; 15. Spring; 16. Rear crossbeam; 17. Rear frame; 18. Bolt. Detailed Implementation

[0031] This section will describe in detail the specific embodiments of the present utility model. The preferred embodiments of the present utility model are shown in the accompanying drawings. The purpose of the drawings is to supplement the textual description with graphics, so that people can intuitively and vividly understand each technical feature and the overall technical solution of the present utility model, but they should not be construed as limiting the scope of protection of the present utility model.

[0032] In the description of this utility model, it should be understood that the directional descriptions, such as up, down, front, back, left, right, etc., indicate the directional or positional relationship based on the directional or positional relationship shown in the accompanying drawings. They are only for the convenience of describing 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 this utility model.

[0033] In the description of this utility model, terms such as greater than, less than, and exceeding are understood to exclude the stated number, while terms such as above, below, and within are understood to include the stated number. The use of terms like "first" and "second" is merely for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the quantity or sequence of the indicated technical features.

[0034] In the description of this utility model, unless otherwise explicitly defined, terms such as "setting," "installation," and "connection" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this utility model in conjunction with the specific content of the technical solution.

[0035] Please see Figure 1-4 This utility model provides a technical solution: a car rear suspension crossbeam connection assembly, including a car chassis 1, a rear crossbeam 16 fixedly installed below the rear end of the car chassis 1, a support rod 6 fixedly installed below the car chassis 1, a front frame 5 fixedly installed on the support rod 6, a support arm 4 fixedly installed at each end of the front frame 5, a rear frame 17 fixedly installed at the ends of the two support arms 4 away from the front frame, and bolts 18 are provided at the tail ends of the two support arms 4 and the ends near the rear frame 17 to be fixedly connected to the rear crossbeam 16 to form a closed-loop basic frame;

[0036] The chassis 1 serves as the core load-bearing base of the entire rear suspension crossbeam connection assembly. The rear crossbeam 16 fixed at its rear end and the support rod 6 fixed below it form a two-point support structure, providing a stable reference for the installation of subsequent components. The front frame 5 fixed on the support rod 6 is the mounting carrier for the support arm 4. After a support arm 4 is fixed at each end of the front frame 5, the ends of the two support arms 4 away from the front frame are jointly fixed to the rear frame 17, forming a transverse frame chain. At this time, the support arm 4 is fixed to the rear end of the rear frame 17 and the rear crossbeam 16 by bolts 18, so that the entire structure forms a closed loop. This closed loop can distribute the road load transmitted by the wheel 13 to the chassis 1 through the support arm 4, the front frame 5, and the support rod 6. At the same time, the rear crossbeam 16 further restricts the longitudinal displacement of the support arm 4 by bolts 18, preventing the frame from deforming during vehicle operation and ensuring the stability of the basic structure.

[0037] A lower connecting rod 2 is rotatably installed on both sides of the front frame 5, and a lower connecting rod 2 is rotatably installed on both sides of the rear frame 17. Two upper connecting rods 3 are rotatably installed at the middle of the two support arms 4. A recurved frame 10 is rotatably connected to the end of each pair of upper connecting rods 3 away from the support arm. Two lower connecting rods 2 are rotatably connected to the lower end of each recurved frame 10. A bearing 11 is fixedly installed at the middle of the recurved frame 10.

[0038] The lower connecting rods 2 on both sides of the front frame 5 and the rear frame 17 are all rotatably mounted and can swing flexibly around the mounting point. The upper connecting rod 3 rotatably mounted in the middle of the support arm 4 also has a degree of rotational freedom. This rotatable connection design allows the connecting rod to adjust its angle with the road surface when the vehicle is in motion, avoiding component damage caused by rigid connection.

[0039] The ends of each pair of upper connecting rods 3 furthest from the support arm are rotatably connected to a recurved frame 10. The load borne by the recurved frame 10 can be evenly transferred to the support arm 4 through the two upper connecting rods 3. At the same time, the lower end of the recurved frame 10 is rotatably connected to two lower connecting rods 2, so that the lower connecting rods 2, the upper connecting rods 3 and the recurved frame 10 form a triangular support unit. This unit can compensate for the vertical jump and left and right deviation of the wheel 13 through the swing of the connecting rods, ensuring that the wheel 13 always keeps in contact with the road surface.

[0040] The bearing 11 fixed in the middle of the recurve frame 10 provides rotational support for the subsequent installation of the shaft 8. The fixed installation of the bearing 11 can ensure that the shaft 8 maintains coaxiality during rotation, avoid abnormal noise or wear caused by the shaft 8 due to misalignment, and lay a stable foundation for power transmission and wheel 13 rotation.

[0041] A gearbox 7 is fixedly installed between the rear frame 17 and the support rod 6. One end of a universal joint 9 is fixedly connected to the output shaft on both sides of the gearbox 7. The other ends of the two universal joints 9 are fixedly connected to a rotating shaft 8. The ends of the two rotating shafts 8 near the recurve frame are rotatably inserted and connected to the bearings 11 of the corresponding recurve frame 10. A wheel 13 is fixedly installed at the ends of the two rotating shafts 8 away from the recurve frame. A brake bracket is fixedly installed on the side of each recurve frame 10 near the rotating shaft 8. A brake 12 is fixedly installed on the brake bracket.

[0042] The gearbox 7 is fixed between the rear frame 17 and the support rod 6. It can receive the power transmitted by the vehicle power system and distribute it to the output shafts on both sides. The output shaft of the gearbox 7 transmits the power to the rotating shaft 8 through the universal joint 9 which is fixedly connected. The telescopic and deflectable characteristics of the universal joint 9 can compensate for the relative displacement between the gearbox 7 and the rotating shaft 8 during vehicle operation, so as to avoid power transmission interruption or component damage. The end of the rotating shaft 8 near the recurve frame is inserted and rotatably connected in the bearing 11 of the recurve frame 10. The bearing 11 provides stable support for the rotating shaft 8 and reduces the frictional resistance when the rotating shaft 8 rotates. Finally, the rotating shaft 8 drives the wheel 13 fixed at the end away from the recurve frame to rotate, so as to realize vehicle movement.

[0043] The brake bracket fixed on the side of the recurve frame 10 near the rotating shaft 8 provides a fixed mounting base for the brake 12. When the vehicle needs to brake, the brake 12 is activated and contacts the rotating shaft 8. The friction force resists the rotation of the shaft 8, thereby slowing down the wheel 13 until it stops. The fixed installation of the brake bracket ensures that the brake 12 does not shift during the braking process, ensuring stable braking effect.

[0044] A damper 14 is rotatably mounted on both sides of the chassis 1. The ends of the two dampers 14 away from the chassis are rotatably connected to the lower connecting rod 2 of the rear frame 17 on the corresponding side. A spring 15 is sleeved on the outside of each damper 14, and the two ends of the spring 15 are fixedly mounted on the two ends of the damper 14.

[0045] The dampers 14, which are rotatably mounted on both sides of the chassis 1, are connected to the lower link 2 of the rear frame 17 at the end away from the chassis. When the wheel 13 encounters a bump on the road and generates an upward impact force, the impact force is transmitted to the lower link 2 through the pivot 8 and the anti-bend frame 10. The lower link 2 swings upward and pushes the damper 14 to extend and retract. The damper 14 consumes the energy generated by the impact force through its internal damping structure, thus slowing down the vibration transmission speed. At the same time, the spring 15 sleeved on the outside of the damper 14 deforms with the extension and retraction of the damper 14. The elastic restoring force of the spring 15 can help the damper 14 return to its initial state and further buffer the impact force, ultimately greatly reducing the vibration transmitted to the chassis 1 and improving the vehicle's driving comfort. The rotatable connection between the damper 14, the lower link 2, and the chassis 1 ensures that the damper 14 swings and adjusts its angle with the lower link 2, avoiding damage caused by rigid tension.

[0046] Working principle: When the vehicle is in motion, the gearbox 7 receives power and transmits it to the universal joint 9 through the output shafts on both sides. The universal joint 9 compensates for the relative displacement and then transmits the power to the rotating shaft 8. The rotating shaft 8 drives the wheel 13 to rotate under the support of the bearing 11 of the recurve frame 10. The impact force generated by the wheel 13 encountering road bumps is transmitted to the upper connecting rod 3 and the lower connecting rod 2 through the recurve frame 10. The upper connecting rod 3 transmits the force to the support arm 4, and the lower connecting rod 2 transmits it to the front frame 5 and the rear frame 17 respectively. Then, it is distributed to the chassis 1 through the support rod 6 and the rear crossbeam 16. At the same time, the triangular unit formed by the upper connecting rod 3, the lower connecting rod 2 and the recurve frame 10 compensates for the wheel 13 offset. When the lower connecting rod 2 swings, it pushes the damper 14 to extend and retract. The damper 14 consumes energy, and the outer spring 15 deforms to assist in buffering and reduce the vibration transmitted to the chassis 1. When braking is required, the brake 12 fixed on the brake bracket on the recurve frame 10 acts on the rotating shaft 8 to prevent its rotation and stop the wheel 13.

[0047] The closed-loop basic frame can enhance the overall structural rigidity, evenly distribute the road load transmitted by the wheel 13 to the chassis 1, avoid frame deformation caused by local stress concentration, improve the tensile and deformation resistance of the components, and ensure the structural stability during long-term driving.

[0048] The power transmission is efficient and stable. The gearbox 7 can evenly distribute power to the universal shaft 9. The universal shaft 9 compensates for the relative displacement between the gearbox 7 and the shaft 8 during vehicle operation by means of its telescopic and deflectable characteristics. Combined with the low friction support of the bearing 11 on the recurve frame 10 for the shaft 8, it can reduce the rotational resistance and wear of the shaft 8, ensure smooth power transmission to the wheel 13, and avoid power interruption or component damage.

[0049] Driving comfort is greatly improved. The triangular support unit formed by the lower link 2, the upper link 3 and the inverted bend frame 10 can flexibly compensate for the vertical bounce and lateral offset of the wheel 13, ensuring that the wheel 13 always keeps in contact with the road surface. At the same time, the damper 14 can absorb the impact energy generated by road bumps. The outer spring 15 assists in buffering and helps the damper 14 to return to its original position, greatly reducing the transmission of vibration to the chassis 1. Braking is reliable. The brake bracket fixed on the inverted bend frame 10 can ensure that the brake 12 does not shift when braking. The brake 12 can act stably on the pivot 8, ensuring that the wheel 13 decelerates or stops efficiently, improving driving safety.

[0050] Structural Description:

[0051] Chassis 1: The core load-bearing base of the rear suspension crossbeam connection assembly. It is a frame structure adapted to the vehicle body and is located at the top of the entire assembly. It serves as the mounting base for components such as the rear crossbeam 16 and support rod 6. Its function is to bear the load of the entire rear suspension assembly and to distribute the road load transmitted by the wheel 13 to other parts of the vehicle body through the support rod 6, rear crossbeam 16, etc., to ensure the overall installation stability of the assembly.

[0052] Lower connecting rod 2: There are four in total. They are all rod-shaped structures that can swing around the mounting point. They are rotatably mounted on both sides of the front frame 5 and both sides of the rear frame 17. The end away from the front frame 5 or the rear frame 17 is rotatably connected to the recurve frame 10. Its function is to flexibly adjust the angle according to the road surface changes through rotation characteristics, so as to avoid component damage caused by rigid connection. At the same time, it forms a triangular support unit with the upper connecting rod 3 and the recurve frame 10 to compensate for the vertical jump and left and right offset of the wheel 13, ensuring that the wheel 13 always keeps in contact with the road surface. It can also transfer the load borne by the recurve frame 10 to the front frame 5 or the rear frame 17.

[0053] Upper connecting rod 3: There are four in total. They are all rod-shaped structures that can swing around the installation point. They are rotatably installed in the middle of the two support arms 4. The end away from the support arm 4 is rotatably connected to the inverted frame 10. Its function is to adjust the angle according to the road surface changes through rotational freedom, so as to evenly transfer the load borne by the inverted frame 10 to the support arm 4. It works with the lower connecting rod 2 and the inverted frame 10 to strengthen the stability of the triangular support unit and avoid the deviation caused by uneven force on the inverted frame 10.

[0054] Support arm 4: There are two in total. They are rigid frame rod structures. The two ends are fixedly installed at the ends of the front frame 5 and the rear frame 17, respectively. The tail end is close to the end of the rear frame 17 and is fixedly connected to the tail crossbeam 16 by bolts 18. The upper connecting rod 3 is installed in the middle. Its function is to form a transverse frame chain of "front frame 5-support arm 4-rear frame 17", to transmit the load between the front frame 5 and the rear frame 17, to provide a mounting carrier for the upper connecting rod 3, and at the same time, to form a closed loop with the base frame through the fixed connection with the tail crossbeam 16, to limit its own longitudinal displacement and avoid frame deformation during vehicle movement.

[0055] Front frame 5: It is a U-shaped or rectangular rigid frame structure, fixedly installed on the support rod 6, with support arms 4 fixedly installed at both ends, and lower connecting rods 2 rotatably installed on both sides. Its function is to serve as the mounting carrier for the support arms 4 and the front lower connecting rods 2, connecting the support rod 6 and the support arms 4, distributing the chassis 1 load transmitted by the support rod 6 to the support arms 4, and forming a lateral force-bearing structure with the support arms 4 and the rear frame 17 to improve the deformation resistance of the basic frame;

[0056] Support rod 6: It is a rigid support structure, which is fixedly installed under the chassis 1. The upper part is fixedly connected to the chassis 1, and the lower part is fixedly installed with the front frame 5. Together with the rear frame 17, it supports the gearbox 7. Its function is to form a "two-point support" structure with the rear crossbeam 16 at the rear end of the chassis 1, providing a stable installation reference for the front frame 5. At the same time, it cooperates with the rear frame 17 to support the gearbox 7, distributing the road load transmitted by the front frame 5 and the weight of the gearbox 7 upward to the chassis 1, avoiding damage to the front frame 5 and gearbox 7 due to concentrated force.

[0057] Gearbox 7: This is a power distribution component. It contains a power transmission gear structure and is fixedly installed between the rear frame 17 and the support rod 6. The output shafts on both sides are connected to the universal joints 9 respectively. Its function is to receive the power transmitted by the vehicle's power system and distribute the power evenly to the output shafts on both sides through the internal gear structure, providing a stable power source for the universal joints 9 and the rotating shaft 8, and ensuring that the wheels 13 receive continuous driving force.

[0058] Rotating shaft 8: There are two in total. They are rigid rotating shaft structures. One end is fixedly connected to the end of the universal shaft 9 away from the gearbox 7. The end closer to the recurve frame 10 is rotatably inserted and connected to the bearing 11 of the recurve frame 10. The end away from the recurve frame 10 is fixedly mounted with the wheel 13. Its function is to receive the power transmitted by the universal shaft 9 and drive the wheel 13 to rotate so that the vehicle can move. It obtains stable rotation support through the bearing 11, maintains coaxiality during rotation, avoids abnormal noise or wear due to misalignment, and provides a mounting carrier for the wheel 13.

[0059] Universal joint 9: There are two in total. They are retractable and deflectable power transmission components. One end is fixedly connected to the output shaft of gearbox 7, and the other end is fixedly connected to rotating shaft 8. Their function is to transmit power between the output shaft of gearbox 7 and rotating shaft 8. Through their retractable and deflectable characteristics, they compensate for the relative displacement between gearbox 7 and rotating shaft 8 during vehicle operation, and avoid power transmission interruption or rigid tension damage to components.

[0060] Recurve frame 10: There are two in total. It is a rigid structure with integrated connection function. The upper connecting rod 3 is rotated to connect the end away from the support arm 4 and the two lower connecting rods 2 from the front frame 5 and the rear frame 17 respectively. The bearing 11 is fixedly installed in the middle and the brake bracket is fixedly installed on the side close to the rotating shaft 8. Its function is to integrate the connection between the upper connecting rod 3 and the lower connecting rod 2 to form the core force point of the triangular support unit, provide a fixed installation position for the bearing 11 to ensure the stable rotation of the rotating shaft 8, and provide an installation base for the brake bracket to disperse the impact force transmitted by the wheel 13 to each connecting rod.

[0061] Bearing 11: There are two bearings in total. They are rolling bearings and are fixedly installed in the middle of the recurve frame 10. The end of the rotating shaft 8 near the recurve frame 10 is rotatably inserted through them. The function is to provide low-friction rotational support for the rotating shaft 8, reduce the frictional resistance when the rotating shaft 8 rotates, ensure that the rotating shaft 8 maintains coaxiality during high-speed rotation, avoid abnormal noise or wear caused by direct friction between the rotating shaft 8 and the recurve frame 10 due to misalignment, and ensure power transmission efficiency.

[0062] Brake 12: There are two of them. They are brake actuators and are fixedly mounted on the brake bracket. The brake end faces the radial outer side of the rotating shaft 8. When the vehicle needs to brake, the internal braking structure contacts the rotating shaft 8 or the brake-related components on the shaft 8. The friction force is used to resist the rotation of the shaft 8, thereby slowing down the wheel 13 until it stops. The fixed installation of the brake bracket ensures that the brake 12 does not shift during braking, ensuring stable braking effect.

[0063] Wheel 13: There are two in total. They are the driving wheels of the car. They are fixedly installed at the end of the shaft 8 away from the recurve frame 10. Their function is to receive the power transmitted by the shaft 8, realize the vehicle's movement through friction with the ground, and at the same time bear the various impact forces transmitted by the road surface and transmit the impact forces to the recurve frame 10 and the linkage structure to provide driving support for the vehicle.

[0064] Dampers 14: There are two in total. They are shock-absorbing components with internal damping structures. Springs 15 are sleeved on the outside. They are rotatably mounted on both sides of the chassis 1. The end away from the chassis 1 is rotatably connected to the lower link 2 of the corresponding side rear frame 17. Their function is to consume the energy generated by the impact force when the wheel 13 encounters road bumps and generates impact force, thereby slowing down the vibration transmission speed. At the same time, they can swing with the lower link 2 to adjust the angle, avoid damage caused by rigid tension, reduce the intensity of vibration transmitted to the chassis 1, and improve the driving comfort of the vehicle.

[0065] Spring 15: There are two springs in total. They are elastic components and are sleeved on the outside of the damper 14. The two ends are fixedly installed at both ends of the damper 14. Their function is to deform synchronously with the extension and contraction of the damper 14. Through their own elastic restoring force, they help the damper 14 return to its initial state, further buffer the impact force transmitted by the wheel 13, enhance the shock absorption effect, reduce the stress load on the damper 14, and extend the service life of the damper 14.

[0066] Rear crossbeam 16: This is a rigid frame component, fixedly installed below the rear end of the chassis 1. It is fixedly connected to the support arm 4 near the rear end of the rear frame 17 by bolts 18. Its function is to cooperate with the support rod 6 to form a "two-point support" structure, providing stable support for the rear end of the chassis 1. It is fixedly connected to the support arm 4 by bolts 18, so that "chassis 1-support rod 6-front frame 5-support arm 4-rear crossbeam 16-chassis 1" form a closed-loop basic frame, which restricts the longitudinal displacement of the support arm 4, avoids frame deformation during vehicle operation, and at the same time distributes the load transmitted by the support arm 4 to the chassis 1.

[0067] Rear frame 17: It is a U-shaped or rectangular rigid frame structure. Both ends are fixedly connected to the two support arms 4 at the ends away from the front frame 5. The lower connecting rods 2 are rotatably installed on both sides. The gearbox 7 is fixedly installed between the lower connecting rods 6 and the support rods. Its function is to cooperate with the front frame 5 and the support arms 4 to form a "transverse frame chain", providing a rotatable mounting carrier for the rear lower connecting rods 2. At the same time, it serves as the mounting support point for the gearbox 7, ensuring the stability of the gearbox 7 during power transmission. It can also distribute the load transmitted by the lower connecting rods 2 and the weight of the gearbox 7 to the two support arms 4, thereby strengthening the overall stress balance of the basic frame.

[0068] Bolt 18: There are two bolts in total. They are threaded fasteners that are inserted through and fixed between the rear end of the support arm 4 near the rear frame 17 and the rear crossbeam 16. Their function is to firmly connect the support arm 4 and the rear crossbeam 16, ensure the structural integrity of the closed-loop foundation frame, enhance the frame's tensile and deformation resistance, ensure the stable transmission of load between the support arm 4 and the rear crossbeam 16, and prevent the connection between the two from loosening during vehicle operation.

[0069] The embodiments of the present utility model have been described in detail above with reference to the accompanying drawings. However, the present utility model is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present utility model.

Claims

1. A rear suspension crossbeam connection assembly for automobiles, comprising a vehicle chassis (1), characterized in that: A tail beam (16) is fixedly installed below the rear end of the vehicle chassis (1), a support rod (6) is fixedly installed below the vehicle chassis (1), and a front frame (5) is fixedly installed on the support rod (6). A support arm (4) is fixedly installed at each end of the front frame (5). The two support arms (4) are fixedly installed at the ends away from the front frame (5) together with the rear frame (17). The tail ends of the two support arms (4) near the rear frame (17) are fixedly connected to the tail beam (16) by bolts (18) to form a closed-loop basic frame. A lower connecting rod (2) is rotatably installed on both sides of the front frame (5), and a lower connecting rod (2) is rotatably installed on both sides of the rear frame (17). Two upper connecting rods (3) are rotatably installed at the middle position of each of the two support arms (4). A counter-curved frame (10) is rotatably connected to the end of each pair of upper connecting rods (3) away from the support arm (4). Two lower connecting rods (2) are rotatably connected to the lower end of each counter-curved frame (10). A bearing (11) is fixedly installed at the middle position of each counter-curved frame (10). A gearbox (7) is fixedly installed between the rear frame (17) and the support rod (6). One end of a universal joint (9) is fixedly connected to the output shaft on both sides of the gearbox (7), and the other end of the two universal joints (9) is fixedly connected to a rotating shaft (8). The two shafts (8) are respectively rotatably inserted through and connected to the bearings (11) of the corresponding shafts (10) at the ends near the shafts (10), and a wheel (13) is respectively fixedly installed at the ends away from the shafts (10). Each of the recurve frames (10) has a brake bracket fixedly installed on the side near the shaft (8), and a brake (12) is fixedly installed on each brake bracket. A damper (14) is rotatably mounted on both sides of the chassis (1). The ends of the two dampers (14) away from the chassis (1) are rotatably connected to the lower connecting rod (2) of the rear frame (17) on the corresponding side. A spring (15) is sleeved on the outside of each damper (14). The two ends of each spring (15) are fixedly mounted on the two ends of the corresponding damper (14).

2. The automotive rear suspension crossbeam connecting assembly according to claim 1, characterized in that: The support arm (4) is fixedly connected to the front frame (5) by welding or bolting, and the support arm (4) is fixedly connected to the rear frame (17) by welding or bolting.

3. The automotive rear suspension crossbeam connecting assembly according to claim 2, characterized in that: Each of the support arms (4) is provided with two rotating mounting seats at the middle position, and the ends of the two upper connecting rods (3) away from the anti-bend frame (10) are respectively rotatably connected to the corresponding rotating mounting seats by pins.

4. The automotive rear suspension crossbeam connection assembly according to claim 3, characterized in that: Each of the recurved frames (10) has two lower connecting lugs at its lower end. The ends of the two lower connecting rods (2) away from the front frame (5) or the rear frame (17) are respectively rotatably connected to the corresponding lower connecting lugs by means of pins.

5. The automotive rear suspension crossbeam connecting assembly according to claim 4, characterized in that: The inverted frame (10) is provided with a bearing mounting hole or bearing mounting seat in the middle position, and the bearing (11) is installed in the bearing mounting hole with interference fit or fixed on the bearing mounting seat with bolts.

6. The automotive rear suspension crossbeam connecting assembly according to claim 5, characterized in that: One end of the universal joint (9) is connected to the output shaft of the gearbox (7) via a spline, and the other end of the universal joint (9) is connected to the rotating shaft (8) via a spline.

7. The automotive rear suspension crossbeam connecting assembly according to claim 6, characterized in that: The chassis (1) is provided with upper damper connecting seats on both sides. The end of the damper (14) near the chassis (1) is rotatably connected to the upper damper connecting seat via a pin. The lower connecting rod (2) of the rear frame (17) is provided with a lower damper connecting seat. The end of the damper (14) away from the chassis (1) is rotatably connected to the lower damper connecting seat via a pin.

8. The automotive rear suspension crossbeam connecting assembly according to claim 7, characterized in that: The two ends of the spring (15) are fixed to the two ends of the damper (14) by snap rings or welded bosses, and the spring (15) has no gap with the outer wall of the damper (14) when it is in its natural state.

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