CN115465027A - Double-wishbone type front suspension system and suspension assembly - Google Patents

Abstract

The invention relates to the field of suspension, in particular to a double-wishbone type front suspension system and a suspension assembly, which comprise a steering knuckle, and a front upper arm, a rear upper arm, a front lower arm and a rear lower arm which are connected to the steering knuckle; the connection point of the front upper arm and the vehicle body is a first connection point; the connecting point of the rear upper arm and the vehicle body is a second connecting point; the connection point of the front lower arm and the auxiliary frame is a third connection point; the first connecting points and the second connecting points are distributed in a staggered manner; the invention discloses a double-fork arm type front suspension system, which is simpler in structure, realizes that a car and an SUV car share one set of front double-fork arm suspension system by optimizing the connection position of an upper arm and a lower arm, and realizes that the whole tire moves towards the rear of the moving direction of the car in the process of upward jumping of a suspension when the car runs in the forward direction, so that the car tire has avoidance, and the service life of the tire is greatly prolonged.

Description

Double-wishbone type front suspension system and suspension assembly

Technical Field

The invention relates to the field of suspensions, in particular to a double-wishbone type front suspension system and a suspension assembly.

Background

The design of a suspension system has a decisive effect on the stability and comfort performance of the whole vehicle, different suspension structures and design details thereof determine various performances and the universalization degree of the whole vehicle, the front suspension of a common vehicle type has more Macpherson structural forms, and the proportion of using a double-wishbone structure on middle-high-end vehicle types is higher and higher.

Therefore, optimization needs to be carried out based on the double-fork arm structure type in the design of the middle-high-end new platform, and the product competitiveness is improved.

Disclosure of Invention

The invention aims to provide a double-wishbone-type front suspension system with high comfort degree.

In order to achieve the purpose, the invention adopts the technical scheme that:

a double-wishbone front suspension system comprises a knuckle and a front upper arm, a rear upper arm, a front lower arm and a rear lower arm which are connected to the knuckle;

the front upper arm and the rear upper arm are arranged above the steering knuckle;

the front lower arm and the rear lower arm are arranged below a knuckle;

the connection point of the front upper arm and the vehicle body is a first connection point; the connecting point of the rear upper arm and the vehicle body is a second connecting point; the connection point of the front lower arm and the auxiliary frame is a third connection point; the first connecting points and the second connecting points are distributed in a staggered manner;

the third connecting point and the fourth connecting point are distributed in a staggered mode.

The front upper arm comprises a first front upper arm connecting shaft, and the end part of the first front upper arm connecting shaft is connected with a second front upper arm connecting shaft; the first front upper arm connecting shaft is connected with the steering knuckle through a ball pin; the second front upper arm connecting shaft is connected with the vehicle body through a first rubber bushing; the rear upper arm comprises a first rear upper arm connecting shaft, the first rear upper arm connecting shaft is connected with a second rear upper arm connecting shaft, and the first rear upper arm connecting shaft is connected with the steering knuckle through a ball pin; and the second rear upper arm connecting shaft is connected with the vehicle body through a second rubber bushing.

The central axes of the first rubber bushing and the second rubber bushing are coaxially arranged.

The front lower arm comprises a first front lower arm connecting shaft and a second front lower arm connecting shaft, the first front lower arm connecting shaft is connected with a steering knuckle through a ball pin, and the second front lower arm connecting shaft is connected to the auxiliary frame through a hydraulic bushing 302; underarm connecting axle and underarm connecting axle behind the third after underarm includes first back underarm connecting axle, second, and underarm connecting axle is connected on the knuckle through the bulb pin joint after first, and underarm connecting axle is connected with the shock absorber through rubber bush after the second, and underarm connecting axle is connected with the shock absorber through third rubber bush after the third.

The first front lower arm connecting shaft is an arc-shaped rod; and an avoidance arc-shaped groove is formed at the position, close to the front end of the automobile, of the first front lower arm connecting shaft.

A lateral avoidance groove is formed in the steering knuckle; the lateral avoiding groove is provided with an avoiding outer arc surface on the outer side surface of the steering knuckle.

The center point of the second front upper arm connecting shaft and the center point of the second rear upper arm connecting shaft are distributed in a staggered manner, and the center point of the second front upper arm connecting shaft is higher than that of the second rear upper arm connecting shaft; and the center point of the second front lower arm connecting shaft is lower than the center point of the third rear lower arm connecting shaft.

The shortest distance from the center point of the second front upper arm connecting shaft to the center point of the second front upper arm connecting shaft is greater than the shortest distance from the center point of the second rear upper arm connecting shaft to the center point of the third rear lower arm connecting shaft.

The third rear lower arm connecting shaft is disposed at an end of the first rear lower arm connecting shaft remote from the second rear lower arm connecting shaft.

A double-wishbone suspension assembly comprises an auxiliary frame, wherein an automobile front suspension system is arranged at each of two ends of the auxiliary frame; the steering knuckles in the two automobile front suspension systems are connected through a stabilizer bar; and a rear lower arm in each automobile front suspension system is connected with a shock absorber.

The invention has the advantages that:

the invention discloses a double-fork arm type front suspension system, which is simpler in structure, and in addition, the invention realizes that cars and SUV models share one set of front double-fork arm suspension system by optimizing the connecting positions of upper arms and lower arms, and realizes that when the automobile runs in the forward direction, the whole tire moves towards the rear of the automobile movement direction in the process of upward jumping of the suspension, so that the automobile tire has avoidance performance, and the service life of the tire is greatly prolonged; and consequently, the riding comfort of the vehicle is greatly increased.

In addition, the wheel track and the vehicle height of the suspension system disclosed by the invention can be changed within a certain range; the suspension is compatible with an air suspension and a conventional spiral spring suspension, and tires of various specifications can be selected according to requirements; increasing the scope of use of the invention.

Drawings

The contents of the expressions in the various figures of the present specification and the labels in the figures are briefly described as follows:

fig. 1 is a schematic view of a suspension system.

FIG. 2 is a schematic view of the front upper arm of the present invention.

FIG. 3 is a schematic view of the structure of the rear upper arm of the present invention.

Figure 4 is a schematic view of the front lower arm structure of the present invention.

FIG. 5 is a schematic view of the structure of the rear lower arm of the present invention.

Fig. 6 is a schematic structural view of the suspension assembly.

The labels in the above figures are:

1. front upper arm, 2, rear upper arm, 3, front lower arm, 4, rear lower arm, 5, knuckle, 6, shock absorber, 7, subframe, 8, stabilizer bar.

Detailed Description

The following description of preferred embodiments of the invention will be made in further detail with reference to the accompanying drawings.

A double-wishbone front suspension system comprises a steering knuckle 5, and a front upper arm 1, a rear upper arm 2, a front lower arm 3 and a rear lower arm 4 which are connected to the steering knuckle 5; the invention discloses a double-wishbone type front suspension system, which comprises the following steps that firstly, the wishbone structure of the traditional double-wishbone type suspension is changed, the wishbone of the traditional double-wishbone type suspension is of a V-shaped structure, the traditional V-shaped wishbone can achieve the effect of the double-wishbone type front suspension system, but the self characteristic of the traditional V-shaped wishbone causes the arrangement position of the whole wishbone to be single and fixed, the arrangement position of the wishbone cannot be changed conveniently according to the requirement, and then the subsequent technical effect of the invention cannot be achieved; in addition, the front upper arm 1 and the rear upper arm 2 are arranged above the knuckle 5 in the present invention; the front lower arm 3 and the rear lower arm 4 are arranged below the knuckle 5; through the arrangement mode, the front upper arm 1, the rear upper arm 2, the front lower arm 3 and the rear lower arm 4 are all arranged on the knuckle 5 and are independently connected with the knuckle 5, and based on the connection mode, the connection positions of the other ends of the front upper arm 1, the rear upper arm 2, the front lower arm 3 and the rear lower arm 4 can be conveniently adjusted according to needs during subsequent use, and then different shock absorbers 6 or stabilizer bars 8 can be matched according to different vehicle types during subsequent use, so that the suspension disclosed by the invention can be applied to different vehicle types, and in addition, based on the arrangement, the connection positions of each subsequent single fork arm and the vehicle body or the auxiliary frame 7 can be conveniently adjusted; thereby being convenient to control the wheel jump.

In the invention, the connection point of the front upper arm 1 and the vehicle body is a first connection point; the connection point of the rear upper arm 2 and the vehicle body is a second connection point; the connection point of the front lower arm 3 and the auxiliary frame 7 is a third connection point; the first connecting points and the second connecting points are distributed in a staggered manner; the third connecting point and the fourth connecting point are distributed in a staggered manner; the invention can control the increase of the X-direction displacement amplitude of the wheels by limiting the connection points of the front upper arm 1, the rear upper arm 2 and the vehicle body and limiting the connection points of the front lower arm 3, the rear lower arm 4 and the auxiliary frame 7, and is beneficial to improving the riding comfort of the vehicle; in the invention, the first connecting point is higher than the second connecting point, the third connecting point is higher than the fourth connecting point, and the height is relative height, so that the automobile is stopped on a horizontal plane as a reference plane; the relative position of each connection point is based on a reference plane; through the arrangement, when the vehicle normally runs and jumps, the wheels move backwards, and the general amplitude is 35-40mm/m; the wheel center Z jumps upwards by 1 meter, and the backward displacement of the wheel center X is 35-40mm, wherein the range is related to the design posture of a specific vehicle type, namely the initial height of the wheel center Z is related to the vehicle when the vehicle is at the half-load counterweight state; in actual production, the degree of correlation between the movement amount of the wheel center in the X direction and the comfort is high, and generally, the increase of the displacement amplitude of the wheel center in the X direction can reduce the rigid collision on the tire, thereby improving the riding comfort of the whole vehicle.

Further, in the invention, the front upper arm 1 comprises a first front upper arm connecting shaft 11, and the end of the first front upper arm connecting shaft 11 is connected with a second front upper arm connecting shaft 12; the first front upper arm connecting shaft 11 is connected with the steering knuckle 5 through a ball pin; the second front upper arm connecting shaft 12 is connected with the vehicle body through a first rubber bushing 102; the rear upper arm 2 comprises a first rear upper arm connecting shaft 21, the first rear upper arm connecting shaft 21 is connected with a second rear upper arm connecting shaft 22, and the first rear upper arm connecting shaft 21 is connected with the knuckle 5 through a ball pin; the second rear upper arm connecting shaft 22 is connected with the vehicle body through a second rubber bushing 202; in the invention, the first front upper arm connecting shaft 11 and the first rear upper arm connecting shaft 21 are main connecting structures of the front upper arm 1 and the rear upper arm 2 and play a role of bridging, the first front upper arm connecting shaft 11 is provided with the second front upper arm connecting shaft 12, the second front upper arm connecting shaft 12 is provided with an assembling hole, the assembling hole is used for installing the first rubber bushing 102, and similarly, the second rear upper arm connecting shaft 22 is also provided with an assembling hole for installing the second rubber bushing 202; in the invention, the first rubber bushing 102 and the second rubber bushing 202 play a good role in isolation and shock absorption besides playing a role in connection with a foundation, and the arrangement that the first rubber bushing 102 protrudes out of the end part of the second front upper arm connecting shaft 12 and the second rubber bushing 202 protrudes out of the end part of the second rear upper arm connecting shaft 22 can play a good role in protection and prevent the second front upper arm connecting shaft 12 and the second rear upper arm connecting shaft 22 from swinging to impact a vehicle body.

The reason why the second front upper arm connecting shaft 12 and the second rear upper arm connecting shaft 22 swing transversely is that the first front upper arm connecting shaft 11 and the first rear upper arm connecting shaft 21 are both arc-shaped shafts in the present application, and such arrangement makes component forces of the second front upper arm connecting shaft 12 and the second rear upper arm connecting shaft 22 have a tendency of driving the second front upper arm connecting shaft 12 and the second rear upper arm connecting shaft 22 to swing, and if the first rubber bushing 102 and the second rubber bushing 202 are not provided, the front upper arm 1 and the rear upper arm 2 can collide with a vehicle body to generate abnormal sound.

Further, in the present invention, the first rubber bushing 102 is arranged coaxially with the central axis of the second rubber bushing 202; due to the arrangement, the assembly of the front upper arm 1 and the rear upper arm 2 is facilitated, and the subsequent sharing of suspension systems of different vehicle types is realized under the condition that the structures of the upper arms and the lower arms are not changed; in actual arrangement, a certain included angle is formed between the central axes of the first rubber bushing 102 and the second rubber bushing 202 and the X-axis direction of the automobile, and the arrangement facilitates subsequent steering operation of the whole automobile.

Further, in the present invention, the front lower arm 3 includes a first front lower arm connecting shaft 31 and a second front lower arm connecting shaft 32, the first front lower arm connecting shaft 31 is connected to the knuckle 5 by a ball stud, and the second front lower arm connecting shaft 32 is connected to the sub frame 7 by a hydraulic bushing 302; the rear lower arm 4 comprises a first rear lower arm connecting shaft 41, a second rear lower arm connecting shaft 42 and a third rear lower arm connecting shaft 43, the first rear lower arm connecting shaft 41 is connected to the knuckle 5 through a ball stud, the second rear lower arm connecting shaft 42 is connected with the shock absorber 6 through a rubber bushing, and the third rear lower arm connecting shaft 43 is connected with the shock absorber 6 through a third rubber bushing; through the arrangement design, the installation and connection of the front lower arm 3 and the rear lower arm 4 are facilitated, and in addition, the connection between the subsequent shock absorber 6 and the rear lower arm 4 is also facilitated; in the present invention, the second front lower arm connecting shaft 32 and the second rear lower arm connecting shaft 42 are connected to the sub frame 7, and the first front lower arm connecting shaft 31 and the first rear lower arm connecting shaft 41 are connected to the knuckle 5; with such an arrangement, the lower end of the knuckle 5 is connected with the sub-frame 7 through the lower arm, and in order to facilitate the arrangement and placement of the shock absorber 6, the third rear lower arm connecting shaft 43 is arranged on the first rear lower arm connecting shaft 41, and the third rear lower arm 4 plays a good role in bridging; the third rear lower arm connecting shaft 43 runs through the first rear lower arm connecting shaft 41, the two ends of the third rear lower arm connecting shaft are protruded out of the first rear lower arm 4, the third rear lower arm connecting shaft 43 is equivalent to a hanging rod, the lower end of the shock absorber 6 is connected to the rear lower arm 4 through a Y-shaped connecting fork, and due to the arrangement, the assembly of the whole suspension system is facilitated.

Further, in the present invention, the first front lower arm connecting shaft 31 is an arc-shaped rod; an avoidance arc-shaped groove 33 is formed in the first front lower arm connecting shaft 31 close to the front end of the automobile; a lateral avoidance groove 33 is formed in the steering knuckle 5; the lateral avoidance groove 33 is provided with an avoidance outer arc surface on the outer side surface of the knuckle 5; through the arrangement of the avoidance arc-shaped groove 33 and the lateral avoidance groove 33, the design of the connection point can be matched, the gap between the connection point and the tire is avoided, the maximum allowable applicable tire of the double-fork arm suspension system is 265/45R21, and the minimum specification is 235/45R18 in the actual use process; the tire types matched with the suspension system are greatly increased, and the configuration selection of the whole vehicle high-low matching is facilitated.

Further, in the present invention, the center point of the second front upper arm connecting shaft 12 and the center point of the second rear upper arm connecting shaft 22 are distributed in a staggered manner, and the center point of the second front upper arm connecting shaft 12 is higher than the center point of the second rear upper arm connecting shaft 22; the center point of the second front lower arm connecting shaft 32 is lower than the center point of the third rear lower arm connecting shaft 43; through the structural design, when the vehicle tire jumps, the vehicle tire can move towards the rear of the vehicle besides longitudinally moving, so that the contact between the tire and an impact point can be reduced, the impact of the whole vehicle is reduced, and the comfort of the whole vehicle is improved.

Specifically, in the present invention, the shortest distance from the center point of the second front upper arm connecting shaft 12 to the center point of the second front upper arm connecting shaft 12 is greater than the shortest distance from the center point of the second rear upper arm connecting shaft 22 to the center point of the third rear lower arm connecting shaft 43; according to the invention, through the arrangement, the front upper arm 1, the front lower arm 3, the rear upper arm 2 and the rear lower arm 4 form a trapezoidal structure in main projection, so that the comfort of the whole vehicle can be improved, and the anti-braking pivot angle cannot be excessively reduced; the suspension system disclosed by the invention well balances comfort and operation stability.

In addition, the third rear lower arm connecting shaft 43 is disposed at an end of the first rear lower arm connecting shaft 41 remote from the second rear lower arm connecting shaft 42 in the present invention; the mounting shaft 42 of the shock absorber needs to be arranged between the first rear lower arm connecting shaft 41 and the third rear lower arm connecting shaft 43 to bear a larger load, otherwise, the stress point of the shock absorber becomes a cantilever beam, the stress is poor, and the arrangement space is not allowed; the second rear lower arm connecting shaft 42 is not located at the center point of the first rear lower arm connecting shaft 41 and the third rear lower arm connecting shaft 43 because the damper mounting axis of the second rear lower arm connecting shaft 42 is closer to the wheel center position (the axle side of the first rear lower arm connecting shaft 41), and the damper position is removed so that the lever ratio obtained by the wheel center displacement is larger, so that the efficiency of the spring can be improved, and on the premise of the same wheel center rigidity, the required spring rigidity is lower and the weight is lighter.

A double-wishbone type suspension assembly comprises an auxiliary frame 7, wherein an automobile front suspension system is arranged at each end of the auxiliary frame 7; the steering knuckles 5 in the two automobile front suspension systems are connected through stabilizer bars 8; a rear lower arm 4 in each automobile front suspension system is connected with a shock absorber 6; in the practical use process, different stabilizer bars 8 and different shock absorbers 6 can be replaced according to different vehicle types, and different shock absorbers 6 and different stabilizer bars 8 can be replaced to adapt to different vehicle types, so that the application range of the suspension assembly is greatly enlarged.

Concretely;

as shown in the accompanying drawings;

the double-fork arm suspension system comprises an auxiliary frame 7, a steering knuckle 5, a front upper arm 1, a rear upper arm 2, a front lower arm 3 and a rear lower arm 4, wherein the parts at two ends are hinged by using a bush or a ball pin; other parts include a damper 6, a stabilizer bar 8 and a connecting rod 9.

Defining the length direction of a vehicle body as a first direction X, the width direction of the vehicle body as a second direction Y, the height direction of the vehicle body as a third direction Z, wherein the three directions are mutually vertical, establishing a rectangular coordinate system by using the first direction, the second direction and the third direction, and the origin of the rectangular coordinate system is positioned at the midpoint of a connecting line of the wheel centers of the two front wheels.

As shown in fig. 1 and 2, the front upper arm 1 is connected with the knuckle 5 through a first ball stud 101, and is further connected with a vehicle body through a rubber bushing 102;

as shown in fig. 1 and 3, the rear upper arm 2 is connected with the knuckle 5 through a second ball stud 201, and is further connected with the vehicle body through a rubber bushing 202;

as shown in fig. 1, 4 and 6, the front lower arm 3 is connected to the knuckle 5 via a third ball stud 301, and is further connected to the subframe 7 via a hydraulic bushing 302302;

as shown in fig. 1, 5 and 6, the rear lower arm 4 is connected with the knuckle 5 through a fourth ball stud 401, is connected with the shock absorber 6 through a rubber bushing 402, and is connected with the subframe 7 through the rubber bushing 402;

the front upper arm 1 comprises a first front upper arm connecting shaft and a second front upper arm connecting shaft, the first front upper arm connecting shaft is connected with a steering knuckle 5 through a first ball stud 101, the second front upper arm connecting shaft is connected with a vehicle body fixing point through a rubber bushing 102, the central point of the second front upper arm connecting shaft is a key control point, and the central coordinates are-97 to-107 mm, -445 to-455 mm and 370 to 380mm; specifically, the following can be selected: -100mm, -450mm and 375mm;

the rear upper arm 2 comprises a first rear upper arm connecting shaft and a second rear upper arm connecting shaft, the first rear upper arm connecting shaft is connected with the steering knuckle 5 through a second ball stud 201, the second rear upper arm connecting shaft is connected with a vehicle body fixing point through a rubber bushing 202, the central point of the second rear upper arm connecting shaft is a key control point, and the central coordinates are 168-178mm, -450-460 mm and 325-335mm; 173, -455 and 330mm can be selected;

the front lower arm 3 comprises a front lower arm first connecting shaft and a front lower arm second connecting shaft, the front lower arm first connecting shaft is connected with the steering knuckle 5 through a third ball stud 301, the front lower arm second connecting shaft is connected to the auxiliary frame 7 through a hydraulic bushing 302302, the central point of the front lower arm second connecting shaft is a key control point, and the central coordinates are-305-315 mm, -410-420 mm, -132-142 mm; the following can be selected specifically: -310, -415mm, -137mm.

The rear lower arm 4 comprises a first rear lower arm connecting shaft, a second rear lower arm connecting shaft and a third rear lower arm 4 connecting shaft, the first rear lower arm connecting shaft is connected with the knuckle 5 through a fourth ball pin 401, the second rear lower arm connecting shaft is connected to the shock absorber 6 through a rubber bushing 402, the third rear lower arm 4 connecting shaft is connected to the auxiliary frame 7 through a rubber bushing 403, the central point of the third rear lower arm 4 connecting shaft is a key control point, and the central coordinates are-1.5-8.5 mm, -400-410 mm, -125-135 mm; specifically, the following can be selected: -5, -405 and-130 mm.

In addition, based on the above statements, it can be known that each central point (hard point of each component) disclosed by the present invention is a point in space, and in actual arrangement, because the longitudinal position is a main influence parameter, the present invention mainly defines the longitudinal point, and other points in the X and Y directions can define other corresponding parameters as required, and the basic requirement is to ensure that parts can be used in combination with each other.

In addition, in the invention, the specific position of each hard point is required to be referred, and the gap between the front lower arm 3 and the steering knuckle 5 is avoided by the avoidance design and the key point design, so that the maximum allowable applicable tire of the double-fork arm suspension system is 265/45R21, and the minimum specification is 235/45R18.

Through the design of a platform, the front double-fork arm suspension structure allows the wheel track of a corresponding vehicle type to be adjusted through the rim offset distance, can change from 1650mm to 1690mm, ensures that the parts 1-7 are not changed on the external structure, and allows the shock absorber 6 to be adjusted in damping force according to the definition of the vehicle type performance.

Through the platform design, the front double-fork arm suspension structure allows the wheel center to change by 15mm under the design posture, ensures that the parts 1-7 are not changed on the external structure, and allows the shock absorber 6 to adjust the damping force according to the vehicle type performance definition, thereby realizing the universality of the front double-fork arm suspension structure from a car to an SUV vehicle type.

Through the center coordinate optimization design of the key control points, the amplitude of backward movement of the wheel is obtained in the process that the suspension jumps up: 35-40mm/m, namely the wheel center Z jumps up by 1 meter, and the backward displacement of the wheel center X is 35-40mm, wherein the range is related to the design posture of a specific vehicle type, namely the initial height of the wheel center Z when the vehicle is at the time of half-load weight.

The degree of relation between the amount of movement of the wheel center X and the comfort is high, and in general, an increase in the displacement width of the wheel center X is accompanied by a decrease in the anti-braking toe angle.

According to the invention, through the optimized design of the central coordinate of the key control point, the braking resistance point head angle is made to be-6 degrees while the X-direction displacement amplitude of the wheel center is ensured, and the comfort and the operation stability are well balanced.

The invention provides an automobile front suspension device, which has a double-fork-arm structure and has the following advantages:

through optimizing the hinge point and the structural design of the front suspension, the car and the SUV can share one set of main parts of the front double-fork arm suspension system, and the wheel track and the car height can be changed within a certain range; the suspension is compatible with an air suspension and a conventional spiral spring suspension, and tires with various specifications can be selected according to requirements;

through optimization of the positions of all hinge points, the avoidance performance of wheel jumping and the capability of resisting the brake nodding are considered, and the balance of comfort and stability in operation is realized;

it is clear that the specific implementation of the invention is not restricted to the above-described embodiments, but that various insubstantial modifications of the inventive process concept and technical solutions are within the scope of protection of the invention.

Claims (10)

1. A double-wishbone front suspension system is characterized by comprising a knuckle and a front upper arm, a rear upper arm, a front lower arm and a rear lower arm which are connected to the knuckle;

the front upper arm and the rear upper arm are arranged above the steering knuckle;

the front lower arm and the rear lower arm are arranged below a knuckle;

the connection point of the front upper arm and the vehicle body is a first connection point; the connecting point of the rear upper arm and the vehicle body is a second connecting point; the connection point of the front lower arm and the auxiliary frame is a third connection point; the first connecting points and the second connecting points are distributed in a staggered manner;

the third connecting point and the fourth connecting point are distributed in a staggered mode.

2. The dual wishbone front suspension system according to claim 1, wherein the front upper arm comprises a first front upper arm connecting shaft having a second front upper arm connecting shaft connected to an end thereof; the first front upper arm connecting shaft is connected with the steering knuckle through a ball pin; the second front upper arm connecting shaft is connected with the vehicle body through a first rubber bushing; the rear upper arm comprises a first rear upper arm connecting shaft, the first rear upper arm connecting shaft is connected with a second rear upper arm connecting shaft, and the first rear upper arm connecting shaft is connected with the steering knuckle through a ball pin; and the second rear upper arm connecting shaft is connected with the vehicle body through a second rubber bushing.

3. The dual wishbone front suspension system of claim 2, wherein the first rubber bushing is arranged coaxially with the central axis of the second rubber bushing.

4. The dual wishbone front suspension system of claim 1 wherein the front lower arm includes a first front lower arm link connected to the knuckle by a ball pin and a second front lower arm link connected to the subframe by a hydraulic bushing; the rear lower arm comprises a first rear lower arm connecting shaft, a second rear lower arm connecting shaft and a third rear lower arm connecting shaft, the first rear lower arm connecting shaft is connected to the steering knuckle through a ball head pin, the second rear lower arm connecting shaft is connected with the shock absorber through a rubber bushing, and the third rear lower arm connecting shaft is connected with the shock absorber through a third rubber bushing.

5. The dual wishbone front suspension system of claim 1 wherein the first front lower arm connecting shaft is an arcuate bar; and an avoiding arc-shaped groove is formed at the front end, close to the automobile, of the first front lower arm connecting shaft.

6. The dual wishbone front suspension system of claim 5 wherein said knuckle is provided with a lateral relief groove; the lateral avoiding groove is provided with an avoiding outer arc surface on the outer side surface of the steering knuckle.

7. The dual wishbone front suspension system of claim 1 wherein the center point of the second front upper arm link shaft is offset from the center point of the second rear upper arm link shaft, the center point of the second front upper arm link shaft being higher than the center point of the second rear upper arm link shaft; and the center point of the second front lower arm connecting shaft is lower than the center point of the third rear lower arm connecting shaft.

8. The dual wishbone front suspension system of claim 7 wherein the shortest distance from the center point of the second front upper arm link axle to the center point of the second front upper arm link axle is greater than the shortest distance from the center point of the second rear upper arm link axle to the center point of the third rear lower arm link axle.

9. The dual wishbone-type front suspension system according to claim 4, wherein the third rear lower arm connecting shaft is arranged at the end of the first rear lower arm connecting shaft remote from the second rear lower arm connecting shaft.

10. A double wishbone suspension assembly comprising a subframe having a front suspension system according to any one of claims 1 to 9 disposed at each end of the subframe; the steering knuckles in the two automobile front suspension systems are connected through a stabilizer bar; and a rear lower arm in each automobile front suspension system is connected with a shock absorber.

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