CN217048181U - Vehicle suspension and longitudinal control arm thereof - Google Patents

Abstract

A vehicle suspension comprises a sub-frame, a transverse control arm and a longitudinal control arm. Wherein, transverse control arm and sub vehicle frame set up along the locomotive direction back and forth in proper order, and transverse control arm is close to the locomotive in the front, and sub vehicle frame sets up in transverse control arm's rear. The transverse control arm is parallel to the subframe, and the horizontal plane of the subframe is slightly higher than the horizontal plane of the transverse control arm. The longitudinal control arm is a roughly L-shaped component, one end of the longitudinal control arm is connected to the side face of the auxiliary frame, the other end of the longitudinal control arm is a ball head, and the position of the ball head of the longitudinal control arm is located behind the transverse control arm. The longitudinal control arm comprises a bending arm, a connecting end and a ball head. The bending arm is approximately L-shaped, the ball head is positioned at one end of the bending arm, and the connecting end is positioned at the other end of the bending arm. The utility model discloses can realize shortening of vehicle suspension distance, find new position arrangement longitudinal control arm in the vehicle suspension simultaneously, with longitudinal control arm from the axle antedisplacement to the axle after for the car locomotive can shorten.

Description

Vehicle suspension and longitudinal control arm thereof

Technical Field

The utility model relates to a vehicle suspension subassembly, more specifically say, relate to a vehicle suspension and longitudinal control arm thereof.

Background

One significant difference between electric vehicles and fuel-powered vehicles is that the power modules, i.e., batteries, of electric vehicles are typically disposed within the chassis of the vehicle, so there are not too many components in the vehicle head location. In contrast, the engine of the fuel vehicle is generally disposed at the front of the vehicle, and therefore, a large space is required below the front engine cover of the vehicle to accommodate the vehicle head, the front suspension and other necessary components. Therefore, compared with a fuel vehicle, the head part of the electric vehicle does not need much space, so that the length of the head can be shortened.

Due to the shortening of the length of the vehicle head, correspondingly, the front suspension of the electric vehicle needs to be shortened correspondingly to adapt to the shortening of the length of the vehicle head, and fig. 1 shows an independent structure after the front suspension is detached from the vehicle head.

Referring to fig. 1, a conventional front suspension of an automobile mainly includes a subframe 11, a transverse control arm 12, a longitudinal control arm 14, a front stabilizer bar system assembly 13, and the like, with a front direction as a front direction. As shown in fig. 1, the subframe 11, the lateral control arm 12 and the front stabilizer bar system assembly 13 are sequentially disposed in front and rear along a vehicle head direction, wherein the subframe 11 is located at the front near the vehicle head, the lateral control arm 12 is disposed at the rear of the subframe 11, and the front stabilizer bar system assembly 13 is disposed at the rear of the lateral control arm 12. The subframe 11, the transverse control arm 12 and the front stabilizer bar system assembly 13 are parallel to each other, the horizontal plane of the subframe 11 is slightly higher than the horizontal plane of the transverse control arm 12, the horizontal plane of the transverse control arm 12 is slightly higher than the horizontal plane of the front stabilizer bar system assembly 13, and the three are in a position relationship of high front and low back and sequentially reducing.

Referring to fig. 1, the subframe 11 mainly includes a subframe cross beam 111, a subframe straight beam 112, and a subframe connection groove 113. As shown in fig. 1, the subframe cross member 111 is parallel to the lateral control arm 12. Two subframe straight beams 112 are fixedly mounted at both ends of the subframe cross beam 111, and are substantially perpendicular to the subframe cross beam 111, and a connection portion of the subframe straight beam 112 and the subframe cross beam 111 has a portion extending obliquely forward. The subframe straight beam 112 extends in the direction opposite to the vehicle head direction (i.e., the vehicle tail direction), and is fixedly connected to the transverse control arm 12 through a bracket. The two subframe connection grooves 113 are respectively formed at the position of the portion (where the subframe straight beam 112 and the subframe cross beam 111 are connected) extending diagonally forward, and the opening direction of the subframe connection groove 113 is substantially perpendicular to the portion (where the subframe straight beam 112 and the subframe cross beam 111 are connected) extending diagonally forward.

With continued reference to FIG. 1, the transverse control arm 12 is an elongated rod-like member having an end inboard of which is connected a shock absorber strut assembly 17. The bottom of the shock absorber strut assembly 17 includes bifurcated connecting arms which are secured to the sides of the transverse control arm 12, while the top of the shock absorber strut assembly 17 includes a shock absorbing spring. The bearing 15 and the steering knuckle 16 are arranged at the tail end of the transverse control arm 12 and the top end of the transverse control arm located at the outer side of the connecting shock absorber strut assembly 17, an upper fork arm 18 is arranged above the bearing 15, and two branches of the upper fork arm 18 surround the shock absorbing spring. The longitudinal control arm 14 is a substantially L-shaped member, one end of which is connected to a side surface of the sub-frame 11, and the other end of which is connected to a bearing 15 at the distal end of the lateral control arm 12.

With continued reference to fig. 1, the front stabilizer bar system assembly 13 is an elongated member having a middle portion connected to a middle portion of the lateral control arm 12 by a bracket, and both ends of the front stabilizer bar system assembly 13 extend outwardly around the bracket and are finally connected to the lateral control arm 12. As can be seen in FIG. 1, the front stabilizer bar system assembly 13 has an elongated shaft with two "arms" extending toward the lateral control arm 12.

Fig. 2 shows a specific structure of the longitudinal control arm 14, and the longitudinal control arm 14 mainly includes a bending arm 141, a first connection end 144, and a second connection end 145. As shown in fig. 2, the bending arm 141 is substantially L-shaped, the first connection end 144 is located at one end of the bending arm 141, and the second connection end 145 is located at the other end of the bending arm 141. The bending arm 141 comprises a first portion 142 and a second portion 143, the first portion 142 having one end in a first connection 144 and the other end constituting an intermediate connection with the second portion 143, and the second portion 143 having one end in a second connection 145 and the other end constituting an intermediate connection with the first portion 142. The first link end 144, the second link end 145 and the intermediate link portion form an obtuse triangle therebetween, wherein the intermediate link portion is located at an obtuse angle.

Continuing with FIG. 2, the center point of the first link end 144 and the intermediate link portion are about 220mm in length, the center point of the second link end 145 and the intermediate link portion are about 263mm in length, and the center point of the first link end 144 and the center point of the second link end 145 are about 433mm in length. Furthermore, the thickness of the intermediate connection is about 53 mm.

In summary, the conventional front suspension of the vehicle adopts a relatively fixed structure, such that the subframe, the transverse control arm and the front stabilizer bar system assembly are arranged in sequence along the direction of the vehicle head, and the longitudinal control arm is led out from the foremost subframe, extends to the rear and is connected to the transverse control arm. Such a front suspension structure is an obstacle to the demand for shortening the head of the electric vehicle.

SUMMERY OF THE UTILITY MODEL

The longer problem of vehicle suspension distance to prior art existence, the utility model provides a vehicle suspension and longitudinal control arm thereof can solve locomotive and vehicle front suspension longer at least, causes the extravagant problem in space.

In order to achieve the above purpose, the utility model adopts the following technical scheme:

the vehicle suspension comprises an auxiliary frame, a transverse control arm and a longitudinal control arm, wherein the transverse control arm and the auxiliary frame are sequentially arranged in the front and back direction of a vehicle head, the transverse control arm is close to the vehicle head in the front, and the auxiliary frame is arranged behind the transverse control arm. The transverse control arm is parallel to the auxiliary frame, and the horizontal plane of the auxiliary frame is slightly higher than that of the transverse control arm. The longitudinal control arm is a roughly L-shaped component, one end of the longitudinal control arm is connected to the side face of the auxiliary frame, the other end of the longitudinal control arm is a ball head, and the position of the ball head of the longitudinal control arm is located behind the transverse control arm.

As an embodiment of the present invention, the sub-frame includes sub-frame cross beam, sub-frame straight beam and sub-frame connecting groove. The sub vehicle frame crossbeam is on a parallel with the transverse control arm, and the sub vehicle frame straight beam has two, and fixed mounting is in the both ends of sub vehicle frame crossbeam, and is perpendicular with the sub vehicle frame crossbeam, and the sub vehicle frame straight beam stretches out to the locomotive direction to through support and transverse control arm fixed connection. The sub vehicle frame spread groove has two, sets up respectively in the rear portion left and right sides of sub vehicle frame crossbeam, and the opening direction of sub vehicle frame spread groove is unanimous with the extending direction of sub vehicle frame crossbeam.

As an embodiment of the utility model discloses an, still include preceding stabilizer bar system assembly, preceding stabilizer bar system assembly is on a parallel with sub vehicle frame crossbeam, and is connected with sub vehicle frame straight beam.

As an embodiment of the utility model, the both ends of preceding stabilizer bar system assembly are the bulb, and the bulb position is higher than the plane at sub vehicle frame place, and each other is the mirror image setting.

As an embodiment of the present invention, the longitudinal control arm includes a bending arm, a connecting end and a ball head, wherein the bending arm is substantially L-shaped, the ball head is located at one end of the bending arm, and the connecting end is located at the other end of the bending arm. The bending arm comprises a first part and a second part, one end of the first part is a ball head, the other end of the first part forms an intermediate connecting part with the second part, one end of the second part is a connecting end, and the other end of the second part forms an intermediate connecting part with the first part. An obtuse triangle is formed among the ball head central point, the connecting end central point and the middle connecting part, and the middle connecting part is located at an obtuse angle.

As an embodiment of the present invention, the connecting end is located the side of the second portion, the connecting end is substantially circular, the connecting hole is opened at the center thereof, and the connecting hole connects with the connecting groove of the auxiliary frame.

As an embodiment of the present invention, the lateral control arm is a strip-shaped member, the end of which is connected to the wheel bearing, and the wheel bearing is connected to the knuckle.

As an embodiment of the utility model, the terminal inboard of transverse control arm connects the bumper shock absorber pillar assembly, and bumper shock absorber pillar assembly bottom includes the branching linking arm, and the branching linking arm is fixed in the side of transverse control arm, and the top of bumper shock absorber pillar assembly includes damping spring.

As an embodiment of the utility model, the knuckle top is connected and is pitched the yoke, goes up two forks of yoke and encircles around damping spring.

In order to achieve the above purpose, the utility model discloses still adopt following technical scheme:

a longitudinal control arm for a vehicle suspension includes a bending arm, a link end, and a ball head. The bending arm is approximately L-shaped, the ball head is positioned at one end of the bending arm, and the connecting end is positioned at the other end of the bending arm. The bending arm comprises a first part and a second part, one end of the first part is a ball head, the other end of the first part forms an intermediate connecting part with the second part, one end of the second part is a connecting end, and the other end of the second part forms an intermediate connecting part with the first part. An obtuse triangle is formed among the ball head central point, the connecting end central point and the middle connecting part, and the middle connecting part is located at an obtuse angle.

As an embodiment of the utility model, the link is connected to the sub vehicle frame that the vehicle hung, and the transverse control arm that sub vehicle frame and vehicle hung sets up around the locomotive direction in proper order, and the transverse control arm is close to the locomotive in the front, and the sub vehicle frame sets up in the rear of transverse control arm.

As an embodiment of the utility model, the link is connected in the side of sub vehicle frame, and the position of bulb is located the rear of transverse control arm, and the position of bulb just is a little higher than the plane at sub vehicle frame place down.

As an embodiment of the utility model, the length of bulb central point and intermediate junction portion is about 244mm, the length of link central point and intermediate junction portion is about 217mm, the length of bulb central point and link central point is about 432mm, the thickness of intermediate junction portion is about 65 mm.

In the technical scheme, the utility model discloses can realize shortening of vehicle suspension distance, find new position arrangement vertical control arm in the vehicle suspension simultaneously, with vertical control arm from the axle antedisplacement to the axle after for the car locomotive can shorten.

Drawings

FIG. 1 is a schematic diagram of a prior art vehicle suspension;

FIG. 2 is a schematic diagram of a prior art longitudinal control arm;

FIG. 3 is a schematic view of the vehicle suspension of the present invention;

fig. 4 is a schematic structural view of the longitudinal control arm of the present invention.

In the figure:

11-subframe, 111-subframe cross beam, 112-subframe straight beam, 113-subframe connecting groove, 12-lateral control arm, 13-front stabilizer bar system assembly, 14-longitudinal control arm, 141-bending arm, 142-first part, 143-second part, 144-first connecting end, 145-second connecting end, 15-bearing, 16-knuckle, 17-shock absorber strut assembly, 18-upper yoke;

21-subframe, 211-subframe cross beam, 212-subframe straight beam, 213-subframe connecting groove, 22-transverse control arm, 23-front stabilizer bar system assembly, 231-bulb, 24-longitudinal control arm, 241-bending arm, 242-first part, 243-second part, 244-connecting end, 245-bulb, 25-bearing, 26-steering knuckle, 27-shock absorber strut assembly, 28-upper fork arm and 29-reinforcing rod.

Detailed Description

The technical solution in the embodiments of the present invention will be further clearly and completely described below with reference to the accompanying drawings and embodiments. It is obvious that the described embodiments are used for explaining the technical solution of the present invention, and are not meant to exhaust all embodiments of the present invention.

Examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present invention, and should not be construed as limiting the present invention.

Compared with the prior art, the utility model discloses a vehicle hangs and longitudinal control arm thereof makes the length of hanging shorten, adaptation electric automobile's demand in proper order through suspended structure's change. On the other hand, since the structure and the length of the suspension are changed, the position of the longitudinal control arm in the suspension needs to be rearranged, and the structure of the longitudinal control arm is changed correspondingly.

Referring to fig. 3 and 4, the front suspension of the present invention mainly includes a sub-frame 21, a lateral control arm 22, a longitudinal control arm 24, a front stabilizer bar system assembly 23, a bearing 25, a knuckle 26, an upper yoke 28, and a reinforcement bar 29.

As shown in fig. 3, the transverse control arm 22, the front stabilizer bar system assembly 23, and the subframe 21 are sequentially disposed in a front-rear direction along the vehicle front direction, with the transverse control arm 22 being located in front of the vehicle front, the front stabilizer bar system assembly 23 being disposed behind the transverse control arm 22, and the subframe 21 being disposed behind the front stabilizer bar system assembly 23. The transverse control arm 22, the front stabilizer bar system assembly 23 and the subframe 21 are parallel to each other, and the subframe 21 is located on a level slightly higher than that of the transverse control arm 22.

As an embodiment of the present invention, a reinforcing rod 29, for example, a safety beam for protecting against collision, is further provided in front of the lateral control arm 22. As shown in fig. 3, the reinforcement bar 29, the lateral control arm 22, the front stabilizer bar system assembly 23, and the subframe 21 are sequentially disposed in the front-rear direction, the reinforcement bar 29, the lateral control arm 22, the front stabilizer bar system assembly 23, and the subframe 21 are parallel to each other, and the reinforcement bar 29 is located on a higher level than the subframe 21.

The utility model discloses a great difference with the first item of prior art lies in having adjusted along the locomotive direction, the position relation between transverse control arm 22, preceding stabilizer bar system assembly 23, the sub vehicle frame 21, is adjusted by prior art's preceding stabilizer bar system assembly 13-transverse control arm 12-sub vehicle frame 11's order to the utility model discloses a transverse control arm 22-preceding stabilizer bar system assembly 23-sub vehicle frame 21's order. Through the utility model discloses adjustment in the order, the position that whole vehicle hung to install on the frame has just changed, and consequently such adjustment can utilize and adjust the space of locomotive better for the characteristics of adaptation electric motor car locomotive, and for subsequent shortening hang length and made structural preparation.

Referring to fig. 3, the subframe 21 mainly includes a subframe cross beam 211, a subframe straight beam 212, a subframe connection groove 213, and the like. As shown in fig. 3, the subframe cross member 211 is parallel to the lateral control arm 22. The two subframe straight beams 212 are fixedly mounted to both ends of the subframe cross beam 211 and are substantially perpendicular to the subframe cross beam 211. The subframe straight beam 212 extends towards the vehicle head direction and is fixedly connected with the transverse control arm 22 through a bracket. The subframe connection grooves 213 are disposed at left and right sides of the rear portion of the subframe cross member 211, respectively, and the opening direction of the subframe connection grooves 213 is identical to the extending direction of the subframe cross member 211.

As an embodiment of the subframe attachment slots 213, as shown in fig. 3, each of the subframe attachment slots 213 on the left and right sides is substantially a right triangle, one leg of which is adjacent to and parallel to the subframe cross member 211 and the other leg of which extends in the opposite direction (i.e., in the aft direction) to the direction in which the subframe straight member 212 extends. Meanwhile, a subframe coupling groove 213 is formed by two protrusions protruding outward at the square edge (i.e., the square edge extending toward the rear direction of the vehicle), so that the bayonet direction of the subframe coupling groove 213 coincides with the extending direction of the subframe cross member 211, i.e., toward the left and right direction as shown in fig. 3.

With continued reference to fig. 3, the transverse control arm 22 is an elongated rod-like member having a distal end connected to a bearing 25 for the wheel, the bearing 25 further being connected to a knuckle 26. The ends of the transverse control arms 22 are connected inboard to shock absorber strut assemblies 27. the shock absorber strut assemblies 27 are located in the left and right regions of the transverse control arm 22 between the left and right subframe straight beams 212 and the bearings 25.

With continued reference to FIG. 3, the bottom of the shock absorber strut assembly 27 includes a bifurcated connecting arm that is secured to the side of the transverse control arm 22, while the top of the shock absorber strut assembly 27 includes a shock absorbing spring. An upper fork arm 28 is arranged above the bearing 25 and the steering knuckle 26, and two branches of the upper fork arm 28 surround the damping spring.

With continued reference to fig. 3, the front stabilizer bar system assembly 23 is an elongated rod-shaped member that is parallel to the subframe cross beam 211 and is connected to the right and left subframe straight beams 212. The two ends of the front stabilizer bar system assembly 23 are ball heads 231, the position of the ball head 231 is higher than the plane of the subframe 21, and the ball heads 231 are arranged in a mirror image manner, namely, the left ball head 231 and the right ball head 231 are arranged face to face.

Fig. 4 shows a specific structure of the longitudinal control arm 24, and the longitudinal control arm 24 is a substantially L-shaped member having one end connected to a side surface of the sub-frame 21 and the other end provided with a ball 245, and the ball 245 of the longitudinal control arm 24 is located rearward of the lateral control arm 22.

Referring to fig. 4, the longitudinal control arm 24 basically includes a bent arm 241, a connecting end 244 and a ball head 245. The bending arm 241 is generally L-shaped with a ball 245 at one end of the bending arm 241 and a connecting end 244 at the other end of the bending arm 241. The bending arm 241 includes a first portion 242 and a second portion 243, the first portion 242 having a ball head 245 at one end and an intermediate connection with the second portion 243 at the other end, and the second portion 243 having a connecting end 244 at one end and an intermediate connection with the first portion 242 at the other end. An obtuse triangle is formed among the central point of the ball 245, the central point of the connecting end 244 and the three points of the middle connecting part, and the middle connecting part is positioned at an obtuse angle.

With continued reference to fig. 4, the attachment end 244 is located on the side of the second portion 243, which is generally circular. The coupling end 244 has a coupling hole formed at the center thereof for coupling the sub frame coupling groove 213. When the longitudinal control arm 24 is movably mounted to the subframe 21 via the connecting end 244, the ball head 245 is located between the lateral control arm 22 and the subframe cross member 211, i.e., behind the lateral control arm 22 and in front of the subframe cross member 211, in the front-rear direction of the vehicle head direction. On the other hand, in the up-down direction in the vehicle head direction, the ball 245 of the longitudinal control arm 24 faces downward, i.e., in the ground direction, and the position of the ball 245 is slightly higher than the plane of the subframe 21.

The second significant difference between the present invention and the prior art is that the mounting position of the longitudinal control arm 24 is adjusted. Compare in the configuration of the sub vehicle frame 21 of prior art's longitudinal control arm 24 installation near the locomotive, because the utility model discloses adjusted sub vehicle frame 21's mounted position, installed the longitudinal control arm 24 near the locomotive originally and therefore lost mounted position. Furthermore, as the suspension length is adjusted, and the length of the existing longitudinal control arm 24 does not match the adjusted suspension length, installation is not possible. Therefore, not only the mounting position of the longitudinal control arm 24 needs to be adjusted in accordance with the adjustment of the subframe 21, but also the length thereof needs to be changed in accordance with the change of the suspension and mounting position. Therefore, as shown in fig. 3, the longitudinal control arm 24 of the present invention is adjusted from the installation position of "before the axle" (i.e. the longitudinal control arm 24 is located in front of the wheel bearing 25 and close to the vehicle head) to the installation position of "after the axle" (i.e. the longitudinal control arm 24 is located behind the wheel bearing 25 and close to the cab).

Those skilled in the art will appreciate that existing vehicle configurations do not support such a change in the mounting position of the longitudinal control arm 24 of the suspension from "pre-axle" to "post-axle" mounting positions. The reason is that the location of the head of the fuel vehicle needs to accommodate the engine, gearbox, front suspension and other associated structural components at the same time, in particular the engine, gearbox need to occupy a large amount of head space, and the location of the gearbox is also located behind the head rest (i.e. close to the cockpit). Therefore, in the existing vehicle structure, the longitudinal control arm 24 of the vehicle suspension cannot be adjusted from "front axle" to "rear axle" because there is no space for the longitudinal control arm 24 to be installed accordingly. The present invention is based on the sequential adjustment of the transverse control arm 22-front stabilizer bar system assembly 23-sub frame 21, which makes it possible to adjust the longitudinal control arm 24 from "before the axle" to "after the axle".

Through the connection hole, the connection end 244 can rotate relative to the subframe connection groove 213 about the center axis of the connection hole, so that the ball 245 of the longitudinal control arm 24 can rotate relative to the subframe 21. It will be appreciated by those skilled in the art that when link end 244 is pivoted relative to subframe attachment slot 213, the position of ball 245 may be pivoted to a position above the plane of subframe 21, or may be pivoted to a position below the plane of subframe 21.

The utility model discloses lie in with prior art's third great difference, compare in prior art, the both ends difference fixed connection of longitudinal control arm 24 is the structure on sub vehicle frame 21 and transverse control arm 22, the utility model discloses a relation of connection between longitudinal control arm 24 and the sub vehicle frame 21 is mobilizable relation of connection, and it can rotate for sub vehicle frame spread groove 213. On the other hand, the other end of the longitudinal control arm 24 is not fixedly attached to the transverse control arm 22, but forms two free ends (bulbs 245) for connection to other vehicle structures.

As an embodiment of longitudinal control arm 24, the length of the center point of ball 245 and the intermediate link is about 244mm, the length of the center point of link 244 and the intermediate link is about 217mm, the length of the center point of ball 245 and the center point of link 244 is about 432mm, and the thickness of the intermediate link is about 65 mm.

It should be understood by those skilled in the art that the above embodiments are only used for illustrating the present invention, and not used as a limitation of the present invention, and that the changes and modifications to the above embodiments are all within the scope of the claims of the present invention as long as they are within the spirit of the present invention.

Claims (12)

1. The utility model provides a vehicle suspension, includes sub vehicle frame, transverse control arm, vertical control arm, its characterized in that:

the transverse control arm and the auxiliary frame are sequentially arranged in the front and back direction of the vehicle head, the transverse control arm is close to the vehicle head in the front, and the auxiliary frame is arranged behind the transverse control arm;

the transverse control arm is parallel to the auxiliary frame, and the horizontal plane of the auxiliary frame is slightly higher than that of the transverse control arm;

the longitudinal control arm is an approximately L-shaped component, one end of the longitudinal control arm is connected to the side face of the auxiliary frame, the other end of the longitudinal control arm is a ball head, and the position of the ball head of the longitudinal control arm is located behind the transverse control arm;

wherein, vertical control arm includes bending arm, link and bulb, wherein:

the bending arm is approximately L-shaped, the ball head is positioned at one end of the bending arm, and the connecting end is positioned at the other end of the bending arm;

the bending arm comprises a first part and a second part, one end of the first part is a ball head, the other end of the first part forms an intermediate connecting part with the second part, one end of the second part is a connecting end, and the other end of the second part forms the intermediate connecting part with the first part;

an obtuse triangle is formed among the ball head central point, the connecting end central point and the middle connecting part, and the middle connecting part is located at an obtuse angle.

2. The vehicle suspension of claim 1 wherein said subframe includes subframe cross beams, subframe straight beams and subframe attachment slots;

the auxiliary frame cross beam is parallel to the transverse control arm;

the two auxiliary frame straight beams are fixedly arranged at two ends of the auxiliary frame cross beam and are perpendicular to the auxiliary frame cross beam, and the auxiliary frame straight beams extend towards the direction of the vehicle head and are fixedly connected with the transverse control arm through a support;

the sub vehicle frame spread groove has two, set up respectively in the rear portion left and right sides of sub vehicle frame crossbeam, and the opening direction of sub vehicle frame spread groove is unanimous with the extending direction of sub vehicle frame crossbeam.

3. The vehicle suspension of claim 2 further including a front stabilizer bar system assembly parallel to the subframe cross beam and connected to the subframe straight beam.

4. The vehicle suspension of claim 3 wherein said front stabilizer bar assembly has ball ends at opposite ends, said ball ends being positioned higher than the plane of said subframe and being mirror images of each other.

5. The vehicle suspension of claim 4, wherein:

the connecting end is located on the side face of the second portion, the connecting end is approximately circular, a connecting hole is formed in the center of the connecting end, and the connecting hole is connected with the auxiliary frame connecting groove.

6. The vehicle suspension of claim 1 wherein said lateral control arm is an elongated member having an end connected to a wheel bearing, said wheel bearing connected to a knuckle.

7. The vehicle suspension of claim 6 wherein the distal end of the lateral control arm is connected inboard to a shock absorber strut assembly, the shock absorber strut assembly including a bifurcated connecting arm at a bottom thereof, the bifurcated connecting arm being secured to a side of the lateral control arm, the shock absorber strut assembly including a shock absorbing spring at a top thereof.

8. The vehicle suspension of claim 7 wherein an upper yoke is attached above said knuckle, said upper yoke bifurcations encircling said shock absorbing spring.

9. A longitudinal control arm for vehicle suspension, includes bending arm, link and bulb, its characterized in that:

the bending arm is approximately L-shaped, the ball head is positioned at one end of the bending arm, and the connecting end is positioned at the other end of the bending arm;

the bending arm comprises a first part and a second part, one end of the first part is a ball head, the other end of the first part forms a middle connecting part with the second part, one end of the second part is a connecting end, and the other end of the second part forms the middle connecting part with the first part;

an obtuse triangle is formed among the ball head central point, the connecting end central point and the middle connecting portion, and the middle connecting portion is located at an obtuse angle.

10. A longitudinal control arm for a vehicle suspension according to claim 9, wherein:

the connection end is connected to a sub-frame of the vehicle suspension, the sub-frame and a transverse control arm of the vehicle suspension are sequentially arranged front and back along the direction of the vehicle head, the transverse control arm is close to the vehicle head in the front, and the sub-frame is arranged behind the transverse control arm.

11. A longitudinal control arm for a vehicle suspension according to claim 9, wherein:

the link is connected in the side of sub vehicle frame, the position of bulb is located the rear of transverse control arm, and the position of bulb is down and be a little higher than the plane at sub vehicle frame place.

12. A longitudinal control arm for a vehicle suspension according to claim 9, wherein:

the length of bulb central point and intermediate junction portion is about 244mm, and the length of link central point and intermediate junction portion is about 217mm, and the length of bulb central point and link central point is about 432mm, and the thickness of intermediate junction portion is about 65 mm.

Images