Torsion beam structure of rear suspension

Abstract

The invention relates to a torsion beam structure of a rear suspension, and belongs to the technical field of suspensions of automobiles. The torsion beam structure of the rear suspension comprises a transverse beam, front sleeves, front lining assemblies, outer plates of longitudinal arms, inner plates of the longitudinal arms, a brake bottom plate, shock absorber supports, rear vertical harness supports, spring trays, triangular connecting plates, front vertical harness supports, spring tray reinforcement plates and hardness integrated supports, and the structures of the left side and the right side of a torsion beam are symmetric with each other. The torsion beam structure has the advantages that the torsion beam structure is designed under comprehensive consideration in multiple angles of performance, strength, reliability, stamping, welding, coating, assembling, materials and the like and is good in kinetic characteristic, high in fatigue and durability safety factor and wide in platform modification extensibility, components are high in structural strength, and manufacturing processes are feasible.

Description

technical field [0001] The invention relates to the technical field of automobile suspension systems, and more specifically, the invention relates to a rear suspension torsion beam structure. Background technique [0002] The torsion beam structure of the rear suspension is a kind of rear suspension of the car. It uses a torsion beam to balance the up and down jump of the left and right wheels, so as to reduce the shaking of the vehicle and keep the vehicle stable. The working principle of the rear suspension torsion beam structure is to install the non-independently suspended wheels at both ends of a torsion beam. When one wheel jumps up and down, the torsion beam will be twisted and deformed, thereby driving the other side of the wheel to jump accordingly. To reduce the tilt or shake of the entire vehicle body, because it has a certain torsional stiffness, it can play the same role as the stabilizer bar, which can increase the roll stiffness of the vehicle and improve the ...

AI Technical Summary

Problems solved by technology

[0003] (1) It is often difficult to press the front rubber bushing of the torsion beam structure of the rear suspension into the front sleeve of the torsion beam, and the installation structure of the front rubber bushing is not conducive to the understeering characteristics of the vehicle, so a large number of tests are required to verify the cost. high, long cycle

[0004] (2) The beam is directly stamped into a V or U shape by a plate. The beam has low strength and small roll angle stiffness. Usually, an additional torsion bar must be added to make up for the above performance defects.

However, in the test, the welding seam between the left and right ends of the torsion bar and the longitudinal arm often has tearing phenomenon, and the reliability is very poor.

[0005] (3) There are the following risks when the inner and outer plates of the trailing arm are fastened and welded. First, there is a risk of welding misalignment in the X direction of the inner and outer plates of the trailing arm. The length is not easy to control. If the overlapping side is short, the welding burn-through of the longitudinal arm will easily occur. If the overlapping side is long, the cross-sectional area of ​​the longitudinal arm will become smaller and the strength will be weakened.

This welding assembly method is not only labor-intensive, time-consuming, and costly, but also the support bracket and the flanged bottom plate can only be provided with brake installation holes, and the two plates are deformed by heat due to welding, and the holes of the two plates are prone to misalignment. , which is not conducive to bolt installation; and additional nuts must be added to be bolted to the brake bolts, which not only increases the cost, but also must leave room for tool manipulation for the installation nuts

[0007] (5) The rear suspension force of the vehicle is transmitted to the spring tray by the spring, so the spring tray is prone to fatigue under the alternating stress cycle during vehicle acceleration, braking, steering and other driving conditions, while the existing technology only relies on 2 to 3 Strip welds connect the spring tray to the trailing arm

[0008] (6) The shock absorber bracket belongs to the folded structure, the spring tray and the longitudinal arm are easy to tear, the coating is not easy to leak, and the welding stress is easy to concentrate, etc.

In the prior art, the connecting plate between the beam and the longitudinal arm is only connected at the top, and there are only 2 welds. There is a risk of tearing the beam and the longitudinal arm, and the safety factor is low

[0009] (7) In the prior art, the top of the wire harness bracket is welded upright on the torsion beam, like a "knife" shape, which is easy to scratch workers and is easily damaged during transportation

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