CN110884312A - Electric automobile and multi-connecting-rod rear suspension thereof - Google Patents
Electric automobile and multi-connecting-rod rear suspension thereof Download PDFInfo
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- CN110884312A CN110884312A CN201811056586.8A CN201811056586A CN110884312A CN 110884312 A CN110884312 A CN 110884312A CN 201811056586 A CN201811056586 A CN 201811056586A CN 110884312 A CN110884312 A CN 110884312A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G3/00—Resilient suspensions for a single wheel
- B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
- B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G15/00—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type
- B60G15/02—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/09—Means for mounting load bearing surfaces
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Abstract
The invention discloses a multi-connecting-rod rear suspension for an electric automobile, which comprises an auxiliary frame and a guide mechanism for guiding wheels, wherein the guide mechanism comprises a wheel bracket, a front upper control arm, a front lower control arm, a rear upper control arm and a rear lower control arm, and two ends of the rear four are respectively hinged with the wheel bracket and the auxiliary frame of the electric automobile; the front upper control arm and the front lower control arm are arranged on the front side of the wheel center and respectively arranged above the wheel center and below the wheel center; the rear upper control arm and the rear lower control arm are arranged on the rear side of the wheel center and respectively arranged above the wheel center and below the wheel center; the guide mechanism also comprises a front binding rod, and two ends of the front binding rod are connected with the wheel bracket and a wheel steering mechanism of the auxiliary frame; the guide mechanism forms a five-link structure, has no longitudinal arm, has small longitudinal space, is more favorable for longitudinal space arrangement, can arrange a battery with larger volume in a rear suspension transverse space for the electric automobile, and greatly improves the cruising ability of the automobile if the capacity of the corresponding battery is larger.
Description
Technical Field
The invention relates to the technical field of automobile suspensions, in particular to an electric automobile and a multi-connecting-rod rear suspension thereof.
Background
The rear suspension system is used as an important system for transmitting vertical, longitudinal and lateral forces to a vehicle body, and the requirements of the vehicle on the operation stability such as wheel bounce and side inclination and understeer caused by the reverse motion of wheels at two sides are met in the running process of the vehicle. Meanwhile, the vibration from the ground is absorbed in the vertical direction, the requirement of passengers on smoothness is met, and the design requirement of a suspension system is met for the comfort of the vehicle when different passengers count.
The rear suspension widely used at present is mainly a four-bar suspension, wherein the blade arm type four-bar suspension is a typical structure of the four-bar suspension and mainly comprises three transverse arms and a longitudinal arm, the three transverse arms are connected between an auxiliary frame and a wheel bracket through a bushing, the longitudinal arm is arranged along the longitudinal direction of a vehicle, the front end of the longitudinal arm is connected with the vehicle body through the bushing, and the rear end of the longitudinal arm is connected with the wheel bracket through the bushing or a bolt.
Above-mentioned four-bar linkage suspension among the prior art is because the arrangement of longitudinal arm, and the battery box of pure electric rear-drive vehicle can't install in the rear overhang position, leads to suspension rear space extravagant, and the four-bar linkage suspension can't satisfy the battery of pure electric rear-drive vehicle and drive shaft spatial arrangement requirement promptly.
In addition, the yield characteristic of the rear suspension is reduced along with the increase of the number of passengers on the rear axle of the four-bar suspension; meanwhile, longitudinal load is transmitted to the vehicle body through the longitudinal arm with certain flexibility, and riding comfort of a rough road surface is reduced.
Therefore, how to provide a suspension device suitable for an electric vehicle, which can optimize the arrangement of batteries on the premise of realizing a good damping function, is a technical problem to be solved urgently by technical personnel in the field.
Disclosure of Invention
The invention provides a multi-connecting-rod rear suspension for an electric automobile, which comprises an auxiliary frame and a guide mechanism for guiding wheels, wherein the guide mechanism comprises a wheel bracket, a front upper control arm, a front lower control arm, a rear upper control arm and a rear lower control arm, and two ends of the rear four control arms are respectively hinged with the wheel bracket and the auxiliary frame of the electric automobile; the front upper control arm and the front lower control arm are arranged on the front side of the wheel center and respectively arranged above the wheel center and below the wheel center; the rear upper control arm and the rear lower control arm are arranged on the rear side of the wheel center and respectively arranged above the wheel center and below the wheel center;
the multi-connecting-rod rear suspension device further comprises a front binding rod, and two ends of the front binding rod are connected with the wheel support and the wheel steering mechanism of the auxiliary frame.
The multi-link rear suspension device provided by the invention has the following advantages:
first, the guide mechanism provided by the invention is of a five-link structure, the rear suspension is of a five-link rear axle, and the link structure is simple, low in cost, light in weight and high in riding comfort.
Secondly, the five-link rear suspension provided by the invention can realize the rotation of wheels at a certain angle, realize the function of rear wheel steering, reduce the diameter of a low-speed turn and realize the running stability of a high-speed vehicle.
Thirdly, the five-link rear suspension provided by the invention can provide a rear axle avoiding characteristic with good resistance by optimizing the installation angle of the front lower control arm and the spatial arrangement of the rear lower control arm without a longitudinal arm.
Fourthly, according to the five-link rear suspension provided by the invention, the control arms are all connected to the vehicle body through the auxiliary frame, and the vibration transmitted to the vehicle body by the traditional longitudinal arm is reduced through secondary vibration isolation, so that the structural noise transmitted to the interior of the vehicle from the road surface is effectively reduced.
Fifth, the five-link rear suspension provided by the invention has no trailing arm, has small longitudinal space, is more favorable for longitudinal space arrangement, can arrange a battery with larger volume in the rear suspension transverse space for an electric automobile, has larger corresponding battery capacity, and greatly improves the cruising ability of the automobile.
Optionally, the front upper control arm, the front lower control arm, the rear upper control arm, the rear lower control arm and the two ends of the front binding rod are respectively connected with the wheel support and the auxiliary frame through ball hinges or bushes.
Optionally, the rear lower control arm is further provided with a spring mounting seat and a damper mounting seat, the spring mounting seat is used for being mounted in a matched manner with a vehicle spring, and the damper mounting seat is used for being mounted in a matched manner with a vehicle damper.
Optionally, the spring mount and the damper mount are disposed near a wheel center of the wheel carrier.
Optionally, after assembly, the shock absorber and the vehicle spring are respectively located in front of and behind the wheel center, and an included angle between the shock absorber and the vertical direction ranges from 5 degrees to 30 degrees.
Optionally, the longitudinal distance range between the connecting point of the front upper control arm and the wheel support, the connecting point of the rear upper control arm and the wheel support, and the longitudinal distance range between the two connecting points and the wheel center are both 80mm-100 mm.
Optionally, a connecting line of the two connecting points and a transverse included angle between the connecting point of the front upper control arm and the wheel bracket and the connecting point of the front upper control arm and the auxiliary frame are less than or equal to 60 degrees; and/or the first and/or second light sources,
the connecting point of the front lower control arm and the wheel bracket and the connecting point of the front lower control arm and the auxiliary frame, and the included angle between the connecting line of the two connecting points and the transverse direction is less than or equal to 60 degrees; and/or the first and/or second light sources,
the connecting point of the rear upper control arm and the wheel bracket and the connecting point of the rear upper control arm and the auxiliary frame, and the included angle between the connecting line of the two connecting points and the transverse direction is less than or equal to 60 degrees; and/or the first and/or second light sources,
the connecting point of the rear lower control arm and the wheel bracket and the connecting point of the rear lower control arm and the auxiliary frame are connected, and the included angle between the connecting line of the two connecting points and the transverse direction is less than or equal to 60 degrees; and/or the first and/or second light sources,
the connecting point of the front beam rod and the wheel bracket, the connecting point of the front beam rod and the wheel steering mechanism, and the connecting line of the two connecting points and the transverse included angle are less than 20 degrees.
Optionally, the rigidity of a system formed by the front upper control arm, the front lower control arm, the rear upper control arm and the rear lower control arm and the connecting bushings at the respective ends is greater than the rigidity of a system formed by the front beam rod and the end thereof.
Optionally, the framework of the auxiliary frame is composed of two longitudinal beams, a front cross beam and a rear cross beam which are fixedly connected with the two longitudinal beams; the inner ends of the front upper control arm, the front lower control arm, the rear upper control arm and the rear lower control arm are connected to the corresponding longitudinal beams close to the inner ends of the front upper control arm, the front lower control arm, the rear upper control arm and the rear lower control arm.
In addition, the invention also provides an electric automobile which comprises wheels and the multi-link rear suspension, wherein the multi-link rear suspension is the multi-link rear suspension for the electric automobile.
Drawings
FIG. 1 is a schematic diagram of a multi-link rear suspension for an electric vehicle according to an embodiment of the present invention;
FIG. 2 is an exploded schematic view of the multi-link rear suspension for the electric vehicle shown in FIG. 1;
fig. 3 is a schematic structural view of a multi-link rear suspension section member for an electric vehicle shown in fig. 1.
Wherein, in fig. 1 to 3:
the suspension device comprises a stabilizer bar 1, a rear upper control arm 2, a front beam 3, a shock absorber 4, a wheel bracket 5, a rear lower control arm 6, a spring mounting seat 61, a shock absorber mounting seat 62, a front lower control arm 7, a frame spring 8, a front upper control arm 9, an auxiliary frame 10, a longitudinal beam 11, a rear cross beam 12 and a front cross beam 13.
Detailed Description
In order to make the technical solutions of the present invention better understood by those skilled in the art, the present invention will be further described in detail with reference to the accompanying drawings and specific embodiments.
Referring to fig. 1 to 3, fig. 1 is a schematic structural diagram of a multi-link rear suspension for an electric vehicle according to an embodiment of the present invention; FIG. 2 is an exploded schematic view of the multi-link rear suspension for the electric vehicle shown in FIG. 1; fig. 3 is a schematic structural view of a multi-link rear suspension section member for an electric vehicle shown in fig. 1.
The invention provides a multi-link rear suspension for an electric automobile, which comprises a subframe 10 and a guide mechanism for guiding wheels, wherein each wheel corresponds to one set of guide mechanism, and the motion guide of the wheels is realized through the action of the guide mechanism.
The guide mechanism mainly comprises a wheel bracket 5, a front upper control arm 9, a front lower control arm 7, a rear upper control arm 2 and a rear lower control arm 6, wherein two ends of the rear four arms are respectively hinged with the wheel bracket 5 and an auxiliary frame 10 of the electric automobile; the front upper control arm 9 and the front lower control arm 7 are arranged on the front side of the wheel center and respectively arranged above the wheel center and below the wheel center; the rear upper control arm 2 and the rear lower control arm 6 are disposed on the rear side of the wheel center, and are respectively located above and below the wheel center.
The multi-link rear suspension device further comprises a front beam rod 3, and two ends of the front beam rod 3 are connected with a wheel bracket 5 and a wheel steering mechanism.
The framework of the subframe 10 may include two longitudinal beams 11, and a front cross beam 13 and a rear cross beam 12 for fixedly connecting the two longitudinal beams. Compared with the prior art in which a longitudinal arm is arranged in a rear suspension, the suspension outer side parts can be connected with the auxiliary frame 10 through the front upper control arm 9, the front lower control arm 7, the rear upper control arm 2, the rear lower control arm 6 and the front beam rod 3, not only can vertically guide and move along the shock absorber 4 and a frame spring, but also can ensure that the longitudinal arm does not need to be arranged through the configuration, and further has the following advantages:
sixthly, the guide mechanism provided by the invention is of a five-link structure, the rear suspension is of a five-link rear axle, and the link structure is simple, low in cost, light in weight and high in riding comfort.
Seventh, the five-link rear suspension provided by the invention can realize the rotation of wheels at a certain angle, realize the function of rear wheel steering, reduce the diameter of low-speed turning and realize the running stability of high-speed vehicles.
Eighth, the five-link rear suspension provided by the invention can provide a rear axle avoidance characteristic with good resistance by eliminating a longitudinal arm and optimizing the installation angle of the front lower control arm 7 and the spatial arrangement of the rear lower control arm 6.
Ninth, according to the five-link rear suspension provided by the invention, the control arms are all connected to the vehicle body through the auxiliary frame 10, and through secondary vibration isolation, the vibration transmitted to the vehicle body by the traditional longitudinal arm is reduced, and the structural noise transmitted to the interior of the vehicle from the road surface is effectively reduced.
Tenth, the five-link rear suspension provided by the invention has no trailing arm, has small longitudinal space, is more favorable for longitudinal space arrangement, can arrange a battery with larger volume in the transverse space of the rear suspension for an electric automobile, has larger corresponding battery capacity, and greatly improves the cruising ability of the automobile.
In order to increase the flexibility of the system, the two ends of the front upper control arm 9, the front lower control arm 7, the rear upper control arm 2, the rear lower control arm 6 and the toe rod 3 are respectively connected with the wheel bracket 5 and the auxiliary frame 10 through ball joints or bushings.
That is, the two end portions of the front upper control arm 9 may be connected to the wheel carrier 5 and the sub-frame 10 by ball joints or bushes; the two end parts of the front lower control arm 7 can be respectively connected with the wheel bracket 5 and the auxiliary frame 10 through ball joints or bushings; the two end parts of the rear upper control arm 2 can be respectively connected with the wheel bracket 5 and the auxiliary frame 10 through ball hinges or bushings; the two end parts of the rear lower control arm 6 can be respectively connected with the wheel bracket 5 and the auxiliary frame 10 through ball hinges or bushings; the two ends of the front beam 3 can be connected with the wheel steering mechanisms of the wheel bracket 5 and the auxiliary frame 10 respectively through ball joints or bushes.
The specific structure of the bushing and the specific mounting of the ball joint are not described in detail herein, and those skilled in the art will be fully able to understand and implement the technical solutions described herein based on the above description.
For a vehicle suspension, which necessarily comprises a vehicle spring 8 and a shock absorber 4 for damping, usually the number of vehicle springs 8 is two, two vehicle springs 8 are arranged symmetrically along a central longitudinal plane, and similarly the number of shock absorbers 4 is also two, and two shock absorbers 4 are arranged symmetrically along a central longitudinal plane of the vehicle. In order to allow the vehicle spring 8 and the damper 4 to exert the largest possible damping effect, the mounting positions of the two may be set as follows.
In one embodiment, the rear lower control arm 6 may further be provided with a spring mount 61 and a damper mount 62, the spring mount 61 being adapted to be mounted in cooperation with the vehicle spring 8, and the damper mount 62 being adapted to be mounted in cooperation with the vehicle damper 4.
The lower end parts of the vehicle spring 8 and the shock absorber 4 are supported on the rear lower control arm 6, so that the shock absorption performance can be improved as much as possible, and the riding comfort of the vehicle is improved.
In a preferred embodiment, the spring mount 61 and the damper mount 62 are disposed near the center of the wheel bracket 5; practice proves that the shock absorber 4 is arranged as close to the wheel center as possible, so that the movement efficiency of the shock absorber 4 can be improved, the lower end of the shock absorber 4 can be arranged on the rear lower control arm 6 or the wheel bracket 5 according to comprehensive requirements of arrangement and performance, and the included angle between the shock absorber 4 and the vertical direction is arranged between 5 degrees and 30 degrees; the spring can be integrated with the shock absorber 4, and can be designed in a mode of air spring and active shock absorber, and can also be separately arranged between the rear lower control arm 6 or the wheel bracket 5 and the vehicle body.
Preferably, the shock absorber 4 and the vehicle spring 8 are respectively positioned in front of and behind the wheel center when assembled, and the angle between the shock absorber 4 and the vertical direction is in the range of 5 degrees to 10 degrees.
The multi-link rear suspension outer side part is vertically guided to move along the shock absorber 4 and the vehicle spring 8 through the front upper control arm 9, the front lower control arm 7, the rear upper control arm 2, the rear lower control arm 6 and the front beam rod 3 which are connected with the auxiliary frame 10. The front upper control arm 9 rotates around the inner mounting point connecting bush; the front lower control arm 7 rotates around the inner mounting point connecting bush; the rear upper control arm 2 rotates around the inner mounting point bushing; the rear lower control arm 6 rotates around the inner mounting point connecting bush; the front beam rod 3 rotates around the inner mounting point bushing; in the motion guiding process, the motion of the rod pieces is coordinated through flexible deformation by the aid of the bushings and the ball hinges. The shock absorber 4 and the vehicle spring 8 are separately arranged and mounted between the rear lower control arm 6 and the vehicle body, and play roles of buffering shock and absorbing energy.
Multiple tests prove that the front upper control arm 9 and the rear upper control arm 2 are vertical, and the camber stiffness of the suspension can be improved by enlarging the distance between the wheel center and the connecting point of the front upper control arm 9 and the wheel bracket 5 and the connecting point of the rear upper control arm 2 and the wheel bracket 5 as much as possible on the premise of meeting the arrangement. The longitudinal distance range between the connecting point of the front upper control arm 9 and the wheel bracket 5 and the connecting point of the rear upper control arm 2 and the wheel bracket 5 is 80-100 mm. Preferably, the camber stiffness of the rear suspension is better when located about 90mm fore and aft of the wheel center in the longitudinal direction.
As shown in fig. 3, the outer mounting point ① of the front upper control arm 9 and the outer mounting point ⑤ of the rear upper control arm 2 are as far as possible from the wheel center.
In the above embodiments, the connection point of the front upper control arm 9 to the wheel carrier 5 and the connection point of the front upper control arm 9 to the subframe 10 are preferably located at an angle of 60 degrees or less with respect to the lateral direction, and more preferably located at an angle of 30 degrees with respect to the lateral direction, that is, the front upper control arm 9 extends from the wheel carrier 5 to the subframe 10 at an angle of 30 degrees with respect to the lateral direction.
As shown in fig. 3, the outer rear mounting point ① and the inner mounting point ② of the lower front control arm 7 are at an angle of 60 degrees to the lateral direction of the vehicle.
Furthermore, the connecting point of the front lower control arm 7 and the wheel carrier 5 and the connecting point of the front lower control arm 7 and the subframe 10 are connected at an angle of 60 degrees or less with respect to the lateral direction, that is, the outer side mounting point ③ and the inner side mounting point ④ of the front lower control arm 7 are within an angle of 60 degrees with respect to the lateral direction of the vehicle, and extend from the wheel carrier 5 to the subframe 10 in the vehicle lateral direction.
Similarly, the connection point between the rear upper control arm 2 and the wheel bracket 5 and the connection point between the rear upper control arm 2 and the subframe 10 may have an included angle of 60 degrees or less with respect to the transverse direction, that is, the outer side mounting point ⑤ and the inner side mounting point ⑥ of the rear upper control arm 2 extend from the wheel frame to the subframe 10 in the vehicle transverse direction within an included angle of 60 degrees with respect to the vehicle transverse direction.
Optionally, the connection point between the rear lower control arm 6 and the wheel bracket 5, and the connection point between the rear lower control arm 6 and the subframe 10, and the connection line between the two connection points and the transverse included angle is less than or equal to 60 degrees, that is, the outer side mounting point ⑦ and the inner side mounting point ⑧ of the rear lower control arm 6 form an included angle range of 60 degrees with the transverse direction of the vehicle, and preferably extend from the wheel frame to the subframe 10 along the transverse direction of the vehicle within 30 degrees.
The front beam rod 3 is far away from the wheel center as far as possible in the longitudinal direction, the front beam rigidity is improved, and the front beam rod 3 can be located above or below the wheel center according to the arrangement requirement in the vertical position, the connecting point of the front beam rod 3 and the wheel bracket 5 and the connecting point of the front beam rod 3 and the auxiliary frame 10 or the rear wheel steering mechanism, and the connecting line of the two connecting points and the transverse included angle is less than 20 degrees, namely the outer mounting point ⑨ of the front beam rod 3 and the inner mounting point ⑩ of the front beam rod 3 form an included angle range of 20 degrees with the transverse direction of the automobile, and preferably extend from the wheel frame to be connected to the auxiliary frame 10 or the rear wheel steering mechanism along the transverse direction of the automobile within the included angle.
In the selection of the system rigidity, the system rigidity formed by the front upper control arm 9, the front lower control arm 7, the rear upper control arm 2 and the rear lower control arm 6 and the connection bushings at the respective end parts is greater than the system rigidity formed by the front beam rod 3 and the end parts thereof, namely the system rigidity of the front beam rod 3 is the minimum (it should be noted that the front beam rod 3 system is a system formed by the front beam rod 3 and the internal and external connection bushings), and the system rigidity of the front upper control arm 9, the front lower control arm 7, the rear upper control arm 2 and the rear lower control arm 6 is the maximum (the rigidity of the upper and lower control arms and the internal and external connection bushings), so that the camber angle change and the toe angle change of the rear axle are beneficial to the stability of the whole automobile under the condition of ensuring the lateral force through the rigidity setting.
The framework of the subframe 10 may be composed of two longitudinal beams, and a front cross beam and a rear cross beam which are fixedly connected to the two longitudinal beams; the inner ends of the front upper control arm 9, the front lower control arm 7, the rear upper control arm 2 and the rear lower control arm 6 are connected to the corresponding longitudinal beams close to the inner ends.
As described above, the multi-link rear suspension device may further include the stabilizer bar 1, and the subframe is connected to both ends of the stabilizer bar 1, and specifically, both ends of the stabilizer bar 1 may be connected to the two longitudinal beams 11 of the subframe, respectively.
On the basis of the upper multi-link rear suspension, the invention also provides an electric automobile which comprises wheels and the multi-link rear suspension, wherein the multi-link rear suspension is the multi-link rear suspension for the electric automobile.
Please refer to the prior art for other information of the electric vehicle, which is not described herein.
Because the electric automobile is provided with the multi-link rear suspension, the electric automobile also has the technical effect of the multi-link rear suspension.
It should be noted that, the longitudinal direction of the vehicle is defined as the longitudinal direction, the width direction of the vehicle is defined as the transverse direction, the corresponding height direction is the vertical direction, the side close to the wheel of the vehicle is the outer side, and the side close to the longitudinal center plane of the vehicle is the inner side. The above definitions of the various orientations are provided only for brevity and clarity in describing the technical solutions so that those skilled in the art can better understand the technical solutions herein.
The electric automobile and the multi-link rear suspension thereof provided by the invention are described in detail above. The principles and embodiments of the present invention are explained herein using specific examples, which are presented only to assist in understanding the method and its core concepts. It should be noted that, for those skilled in the art, it is possible to make various improvements and modifications to the present invention without departing from the principle of the present invention, and those improvements and modifications also fall within the scope of the claims of the present invention.
Claims (10)
1. The multi-connecting-rod rear suspension for the electric automobile is characterized by comprising an auxiliary frame (10) and a guide mechanism for guiding wheels, wherein the guide mechanism comprises a wheel support (5), a front upper control arm (9), a front lower control arm (7), a rear upper control arm (2) and a rear lower control arm (6), and two ends of the rear four arms are respectively hinged with the wheel support (5) and the auxiliary frame (10) of the electric automobile; the front upper control arm (9) and the front lower control arm (7) are arranged on the front side of the wheel center and respectively arranged above the wheel center and below the wheel center; the rear upper control arm (2) and the rear lower control arm (6) are arranged on the rear side of the wheel center and respectively arranged above the wheel center and below the wheel center;
the guide mechanism further comprises a front binding rod (3), and two ends of the front binding rod (3) are connected with the wheel support (5) and the wheel steering mechanism of the auxiliary frame (10).
2. The multi-link rear suspension for electric vehicles according to claim 1, wherein both ends of the front upper control arm (9), the front lower control arm (7), the rear upper control arm (2), the rear lower control arm (6), and the front toe rod (3) are respectively connected to the wheel carrier (5) and the sub-frame (10) through ball joints or bushings.
3. The multi-link rear suspension for electric vehicles according to claim 2, wherein the rear lower control arm (6) is further provided with a spring mount (61) and a damper mount (62), the spring mount (61) being adapted to be fitted with a vehicle spring (8), and the damper mount (62) being adapted to be fitted with a vehicle damper (4).
4. The multi-link rear suspension for an electric vehicle according to claim 3, wherein the spring mount (61) and the damper mount (62) are disposed near a wheel center of the wheel carrier (5).
5. The rear multi-link suspension for electric vehicles according to claim 3 or 4, wherein the shock absorber (4) and the vehicle spring (8) are located respectively in front of and behind the wheel center when assembled, and the angle of the shock absorber (4) to the vertical is in the range of 5 to 30 degrees.
6. The multi-link rear suspension for electric vehicles according to claim 2, characterized in that the longitudinal distance between the connection point of the front upper control arm (9) to the wheel carrier (5) and the connection point of the rear upper control arm (2) to the wheel carrier (5) is in the range of 80mm to 100 mm.
7. The multi-link rear suspension for electric vehicles according to claim 2, wherein the connecting point of the upper front control arm (9) to the wheel bracket (5) and the connecting point of the upper front control arm (9) to the subframe (10) have a line that forms an angle of 60 degrees or less with the lateral direction; and/or the first and/or second light sources,
the connecting point of the front lower control arm (7) and the wheel bracket (5) and the connecting point of the front lower control arm (7) and the auxiliary frame (10) form an included angle of less than or equal to 60 degrees with the transverse direction; and/or the first and/or second light sources,
the connecting point of the rear upper control arm (2) and the wheel bracket (5) and the connecting point of the rear upper control arm (2) and the auxiliary frame (10) form an included angle of less than or equal to 60 degrees with the transverse direction; and/or the first and/or second light sources,
the connecting point of the rear lower control arm (6) and the wheel bracket (5) and the connecting point of the rear lower control arm (6) and the auxiliary frame (10) form an included angle of less than or equal to 60 degrees with the transverse direction; and/or the first and/or second light sources,
the front binding rod (3) is connected with the wheel support (5), the front binding rod (3) is connected with the wheel steering mechanism, and the connecting line of the two connecting points and the transverse included angle are smaller than 20 degrees.
8. The multi-link rear suspension for electric vehicles according to claim 2, characterized in that the rigidity of the system formed by the front upper control arm (9), the front lower control arm (7), the rear upper control arm (2), the rear lower control arm (6) and the respective end connection bushings is greater than the rigidity of the system formed by the front toe rod (3) and its ends.
9. The multi-link rear suspension for electric vehicles according to claim 2, characterized in that the skeleton of the subframe (10) is composed of two longitudinal beams and a front cross beam (13) and a rear cross beam (12) fixedly connecting the two longitudinal beams; the inner ends of the front upper control arm (9), the front lower control arm (7), the rear upper control arm (2) and the rear lower control arm (6) are connected to the corresponding longitudinal beams close to the inner ends.
10. An electric vehicle comprising a wheel and a multi-link rear suspension, characterized in that the multi-link rear suspension is the multi-link rear suspension for an electric vehicle according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811056586.8A CN110884312A (en) | 2018-09-11 | 2018-09-11 | Electric automobile and multi-connecting-rod rear suspension thereof |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811056586.8A CN110884312A (en) | 2018-09-11 | 2018-09-11 | Electric automobile and multi-connecting-rod rear suspension thereof |
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| CN110884312A true CN110884312A (en) | 2020-03-17 |
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| CN201811056586.8A Pending CN110884312A (en) | 2018-09-11 | 2018-09-11 | Electric automobile and multi-connecting-rod rear suspension thereof |
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Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN113459747A (en) * | 2021-07-30 | 2021-10-01 | 安徽江淮汽车集团股份有限公司 | Rear suspension structure of electric vehicle |
| CN113581348A (en) * | 2021-02-26 | 2021-11-02 | 重庆隆鑫新能源科技有限公司 | Multi-link suspension mechanism and motorcycle |
| CN114572311A (en) * | 2022-03-25 | 2022-06-03 | 东风汽车集团股份有限公司 | Rear suspension beam assembly adapted to rear-drive double-motor double-fork-arm suspension of rear steering gear |
| CN114571932A (en) * | 2022-03-02 | 2022-06-03 | 浙江吉利控股集团有限公司 | Multi-connecting-rod independent suspension and vehicle |
| CN114801619A (en) * | 2021-01-27 | 2022-07-29 | 比亚迪股份有限公司 | Multi-link suspension device and vehicle |
| EP4173857A1 (en) * | 2021-11-01 | 2023-05-03 | Lotus Tech Innovation Centre GmbH | Rear suspension system |
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Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114801619A (en) * | 2021-01-27 | 2022-07-29 | 比亚迪股份有限公司 | Multi-link suspension device and vehicle |
| CN113581348A (en) * | 2021-02-26 | 2021-11-02 | 重庆隆鑫新能源科技有限公司 | Multi-link suspension mechanism and motorcycle |
| CN113459747A (en) * | 2021-07-30 | 2021-10-01 | 安徽江淮汽车集团股份有限公司 | Rear suspension structure of electric vehicle |
| EP4173857A1 (en) * | 2021-11-01 | 2023-05-03 | Lotus Tech Innovation Centre GmbH | Rear suspension system |
| EP4173856A1 (en) * | 2021-11-01 | 2023-05-03 | Lotus Tech Innovation Centre GmbH | Rear suspension system |
| CN114571932A (en) * | 2022-03-02 | 2022-06-03 | 浙江吉利控股集团有限公司 | Multi-connecting-rod independent suspension and vehicle |
| CN114572311A (en) * | 2022-03-25 | 2022-06-03 | 东风汽车集团股份有限公司 | Rear suspension beam assembly adapted to rear-drive double-motor double-fork-arm suspension of rear steering gear |
| CN116118870A (en) * | 2023-03-10 | 2023-05-16 | 岚图汽车科技有限公司 | Suspension system and vehicle |
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