A connecting structure of a rear axle through type thrust rod and a shock absorber support

Abstract

The utility model discloses a kind of connection structure of rear axle through type thrust rod and shock absorber support, which belongs to the technical field of automobile manufacturing. It mainly includes: rear axle main body, the outer wall of rear axle main body is fixed with shock absorber support, upper longitudinal thrust rod support, lower longitudinal thrust rod support;The shock absorber support is fixed on one side of lower longitudinal thrust rod support, and upper longitudinal thrust rod support is fixed on the other side of lower longitudinal thrust rod support;Wherein, one end of lower longitudinal thrust rod support is fixedly connected with shock absorber support, and the other end is fixedly connected with upper longitudinal thrust rod support.The structure design of the utility model can effectively improve the problem of insufficient dynamic stiffness in rear axle area, effectively block the vibration energy transmitted by road surface or power assembly-rear axle assembly-body structure;If this structure is used in the early stage of product development, it can effectively improve the vehicle road noise performance, reduce the cost of vehicle NVH performance tuning, and shorten the tuning cycle.The utility model is mainly used for optimizing the connection structure of thrust rod and shock absorber support.

Description

Technical Field

[0001] This utility model belongs to the field of automobile manufacturing technology, and more specifically, it relates to a connection structure between a rear axle through-type thrust rod and a shock absorber bracket. Background Technology

[0002] In the rear axle non-independent suspension system of a gasoline-powered vehicle (such as a solid axle suspension), the rear axle assembly is a critical load-bearing and force-transmitting component. Its longitudinal thrust rod is a key force-bearing component connecting the axle (or drive axle housing) to the vehicle frame (or body). Its main function is to transmit the enormous longitudinal forces (i.e., traction and braking forces) generated by the vehicle during driving and braking, while simultaneously constraining the longitudinal movement of the axle relative to the vehicle body, ensuring the stability of vehicle power transmission, handling, and driving safety. Meanwhile, the shock absorber bracket is used to fix the shock absorber, working together with the spring to dampen vibrations transmitted from the road surface, making it a crucial component affecting ride comfort. However, most traditional structural designs currently employ independent straight-rod structures. In this design, the longitudinal thrust rod bracket and shock absorber bracket are separate components welded to the rear axle housing. This design often results in insufficient dynamic stiffness due to excessively long cantilever arms, leading to increased efficiency in transferring rear axle vibration energy to the vehicle body via the thrust rod. This causes low-frequency vibrations and booming noise in areas such as the cab floor and seats, severely impacting the vehicle's NVH performance. Furthermore, insufficient dynamic stiffness exacerbates deformation and stress at the ends of the shock absorbers and thrust rods, potentially causing the shock absorber brackets, thrust rod bodies, and connecting brackets to experience higher alternating stresses, posing a risk of fatigue failure and shortening component lifespan. Therefore, there is an urgent need to develop a novel rear axle bracket design that can fundamentally solve the problems of low dynamic stiffness and poor NVH performance inherent in independent suspension structures. Utility Model Content

[0003] The technical problem to be solved by this utility model is to overcome the shortcomings of the prior art and provide a connection structure between the rear axle through-type thrust rod and the shock absorber bracket. This structural design (through-type support beam) can effectively improve the problem of insufficient dynamic stiffness in the rear axle area and effectively block the vibration energy transmitted from the road surface or powertrain-rear axle assembly-body structure. If this structure is adopted in the early stage of product development, it can effectively improve the road noise performance of the whole vehicle, reduce the cost of NVH performance tuning of the whole vehicle, and shorten the tuning cycle.

[0004] The aforementioned connection structure between a rear axle through-type thrust rod and a shock absorber bracket includes a rear axle body. A shock absorber bracket, an upper longitudinal thrust rod bracket, and a lower longitudinal thrust rod bracket are fixed to the outer wall of the rear axle body. The shock absorber bracket is fixed to one side of the lower longitudinal thrust rod bracket, and the upper longitudinal thrust rod bracket is fixed to the other side of the lower longitudinal thrust rod bracket. One end of the lower longitudinal thrust rod bracket is fixedly connected to the shock absorber bracket, and the other end is fixedly connected to the upper longitudinal thrust rod bracket.

[0005] Preferably, the upper longitudinal thrust rod bracket and the lower longitudinal thrust rod bracket are arranged alternately, and a first sleeve is fixed between the upper longitudinal thrust rod bracket and the lower longitudinal thrust rod bracket.

[0006] Preferably, the first sleeve passes through the upper longitudinal thrust rod bracket and the lower longitudinal thrust rod bracket, and is fixedly connected to both.

[0007] Preferably, the fixing point of the first sleeve to the lower longitudinal thrust rod bracket is higher than the fixing point to the upper longitudinal thrust rod bracket.

[0008] Preferably, a second sleeve is fixed between the shock absorber bracket and the lower longitudinal thrust rod bracket.

[0009] Preferably, the second sleeve passes through the shock absorber bracket and the lower longitudinal thrust rod bracket, and is fixedly connected to both.

[0010] Compared with the prior art, the beneficial effects of this utility model are: 1. Through the sleeve through-type design, the original three independent low stiffness cantilever points are connected into a high stiffness integral frame, which can increase the dynamic stiffness by more than 30%.

[0011] 2. Improve the bending and torsional resistance of the rear axle longitudinal thrust rod bracket and shock absorber bracket, and reduce the load transfer function of the "rear axle-body (frame)" path.

[0012] 3. Improves rear axle positioning accuracy, enabling more precise control of rear axle sway trajectory, while also benefiting the durability of longitudinal thrust rod supports and shock absorber supports.

[0013] 4. The structural design is highly versatile, and subsequent passenger vehicle models can all use this structure for platform development. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the original longitudinal thrust rod and vibration damper. Figure 2 This is a schematic diagram of the connection between the longitudinal thrust rod and the vibration damper of this utility model; Figure 3 This is a front view of the connection between the longitudinal thrust rod and the vibration damper of this utility model; Figure 4 Comparison of simulation results of dynamic stiffness of the rear axle shock absorber bracket of this utility model; Figure 5 Comparison of simulation results of the dynamic stiffness of the longitudinal thrust rod bracket on the rear axle of this utility model; Figure 6 Comparison of simulation results of the dynamic stiffness of the lower longitudinal thrust rod support of this utility model.

[0015] In the diagram, 1 is the rear axle body; 2 is the upper longitudinal thrust rod bracket; 3 is the lower longitudinal thrust rod bracket; 4 is the shock absorber bracket; 5 is the first sleeve; 6 is the second sleeve; 7 is the original upper longitudinal thrust rod bracket; 8 is the original lower longitudinal thrust rod bracket; and 9 is the original shock absorber bracket. Detailed Implementation

[0016] The present invention will be further described below with reference to the accompanying drawings: The directional terms used in the detailed description paragraphs are only for the convenience of those skilled in the art to understand the technical solutions described in this application based on the visual orientation shown in the accompanying drawings. Unless otherwise expressly specified and limited, the terms "setting," "installation," "connection," etc., should be interpreted broadly, and those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0017] like Figure 1 As shown, in the original design, the original upper longitudinal thrust rod bracket 7, the original lower longitudinal thrust rod bracket 8, and the original shock absorber bracket 9 were all simple support rod designs. They were independent of each other and the cantilever was too long. This not only amplified the end displacement, lateral and vertical vibration, but also failed to effectively block the energy from the road surface or powertrain from being transmitted to the frame or body. It may even amplify the excitation, which in turn amplified the vibration energy transmitted to the body, resulting in increased road noise in the whole vehicle.

[0018] like Figure 2 and Figure 3 As shown, the new structure optimizes the structure of the upper longitudinal thrust rod support 2, the lower longitudinal thrust rod support 3, and the vibration damper support 4. Through the addition of a first sleeve 5 and a second sleeve 6, not only does the first sleeve 5 penetrate through the upper longitudinal thrust rod support 2 and the lower longitudinal thrust rod support 3, but the second sleeve 6 also penetrates through the lower longitudinal thrust rod support 3 and the vibration damper support 4. This allows the upper longitudinal thrust rod support 2, the lower longitudinal thrust rod support 3, and the vibration damper support 4 to support each other, forming a unified frame structure with spatial penetration and mutual support characteristics. This not only shortens the cantilever length of each support but also enhances the local stiffness and strength of the entire installation area.

[0019] like Figure 2 and Figure 3 As shown, by introducing the first sleeve 5 and the second sleeve 6 into the rear axle body 1 and the suspension system, the lateral and vertical bending resistance and torsional resistance of the upper longitudinal thrust rod bracket 2, the lower longitudinal thrust rod bracket 3 and the shock absorber bracket 4 can be significantly improved, greatly enhancing their overall stiffness and significantly blocking the transmission of road excitation and powertrain vibration to the vehicle body through the longitudinal thrust rod and shock absorber path, thereby effectively improving the overall vehicle road noise performance.

[0020] like Figures 4 to 6As shown, comparing the effects of the original structure and the optimized structure on dynamic stiffness, the dynamic stiffness levels of the optimized structure (upper longitudinal thrust rod support 2, lower longitudinal thrust rod support 3, and damper support 4) from 20Hz to 400Hz are significantly better than those of the original structure (the lower the curve value, the better).

[0021] The dynamic stiffness performance in the Y direction (lateral stiffness) is improved by 20% to 300% compared to the initial structure, which is a significant improvement. The enhanced dynamic stiffness in the Y direction can reduce the lateral deformation of the thrust rod and shock absorber when the vehicle is turning, changing lanes, or driving on uneven roads, making the vehicle's positioning parameters more stable, thereby reducing problems such as steering deviation and poor self-centering performance.

[0022] The dynamic stiffness performance in the Z-direction (vertical direction) is improved by 20% to 60% compared to the initial state. The enhanced vertical stiffness can effectively suppress the effects of road bumps, thereby improving passenger comfort.

[0023] The dynamic stiffness performance in the X direction (longitudinal direction) is improved by 10% to 30% compared to the initial structure. The improvement in dynamic stiffness in the X direction can not only effectively block the transmission path of vibrations from the road surface to the vehicle body, thereby significantly reducing in-vehicle vibration and noise caused by the transmission system, but also reduce the longitudinal deformation of the thrust rod during acceleration and braking, preventing excessive relative displacement between the rear axle body 1 and the frame, thereby ensuring the stability of the vehicle during driving.

[0024] The structural design (through-type support beam) of this application can effectively solve the problem of insufficient stiffness in the rear axle main body area 1, and effectively block the vibration energy transmitted from the road surface or powertrain-rear axle assembly-body structure. If this structure is adopted in the early stage of product development, it can effectively improve the road noise performance of the whole vehicle, reduce the cost of NVH performance tuning of the whole vehicle, and shorten the tuning cycle.

[0025] Finally, although this specification describes embodiments, not every embodiment contains only one independent technical solution. This way of describing the specification is only for clarity. Those skilled in the art should regard the specification as a whole. 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 connection structure between a rear axle through-type thrust rod and a shock absorber bracket, comprising a rear axle body (1), characterized in that: The rear axle body (1) has an upper longitudinal thrust rod bracket (2), a lower longitudinal thrust rod bracket (3), and a shock absorber bracket (4) fixed on its outer wall. The shock absorber bracket (4) is fixed to one side of the lower longitudinal thrust rod bracket (3), and the upper longitudinal thrust rod bracket (2) is fixed to the other side of the lower longitudinal thrust rod bracket (3). One end of the lower longitudinal thrust rod bracket (3) is fixedly connected to the shock absorber bracket (4), and the other end is fixedly connected to the upper longitudinal thrust rod bracket (2).

2. The connection structure between the rear axle through-type thrust rod and the shock absorber bracket according to claim 1, characterized in that: The upper longitudinal thrust rod bracket (2) and the lower longitudinal thrust rod bracket (3) are arranged alternately, and a first sleeve (5) is fixed between the upper longitudinal thrust rod bracket (2) and the lower longitudinal thrust rod bracket (3).

3. The connection structure between the rear axle through-type thrust rod and the shock absorber bracket according to claim 2, characterized in that: The first sleeve (5) passes through the upper longitudinal thrust rod bracket (2) and the lower longitudinal thrust rod bracket (3) and is fixedly connected to both.

4. The connection structure between the rear axle through-type thrust rod and the shock absorber bracket according to claim 3, characterized in that: The fixing point of the first sleeve (5) and the lower longitudinal thrust rod bracket (3) is higher than the fixing point of the upper longitudinal thrust rod bracket (2).

5. The connection structure between the rear axle through-type thrust rod and the shock absorber bracket according to claim 1, characterized in that: A second sleeve (6) is fixed between the shock absorber bracket (4) and the lower longitudinal thrust rod bracket (3).

6. The connection structure between the rear axle through-type thrust rod and the shock absorber bracket according to claim 5, characterized in that: The second sleeve (6) passes through the damper bracket (4) and the lower longitudinal thrust rod bracket (3) and is fixedly connected to both.

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