CN223370539U

CN223370539U - Front suspension system of automobile and automobile

Info

Publication number: CN223370539U
Application number: CN202422680826.9U
Authority: CN
Inventors: 冼建斌; 袁德文
Original assignee: Guangdong Huitian Aerospace Technology Co Ltd
Current assignee: Guangdong Huitian Aerospace Technology Co Ltd
Priority date: 2024-11-04
Filing date: 2024-11-04
Publication date: 2025-09-23
Anticipated expiration: 2034-11-04

Abstract

The present application relates to an automobile front suspension system and an automobile. The automobile front suspension system includes a subframe and a front suspension lower arm assembly. The front suspension lower arm assembly includes a front lower arm and a bushing assembly. The front lower arm is mounted on the subframe via the bushing assembly. The subframe includes a vehicle body fixing portion. The bushing assembly includes a bushing bracket. The bushing bracket has three connecting portions connected to the subframe, one of which is positioned near the vehicle body fixing portion. The solution provided in the present application can improve the dynamic stiffness of the bushing while also meeting the lightweight design of the entire vehicle.

Description

Front suspension system of automobile and automobile

Technical Field

The application relates to the technical field of automobile suspensions, in particular to an automobile front suspension system and an automobile.

Background

In the lower swing arm of a double fork arm or a Macpherson structure suspension of an automobile, the swing arm assembly plays a role in bearing and transmitting the force in all directions and is connected with a subframe. Generally, when a vehicle is traveling, if a part of the swing arm connected to the subframe is unstable, the traveling stability of the vehicle is reduced, and if the connection part is loosened or broken, more serious steering runaway of the wheels may occur, so that the connection part between the lower swing arm and the subframe needs to have sufficient dynamic stiffness.

In the related art, the lower swing arm is often connected with the auxiliary frame through the bushing, so that the sheet metal thickness of the connecting part on the bushing bracket can be increased for improving the dynamic stiffness of the bushing, and further the weight of the whole vehicle is increased, which is contrary to the lightweight design of the vehicle and is not beneficial to the lightweight of the whole vehicle. Therefore, on the premise of light weight design of the vehicle, the dynamic stiffness function of the connecting part is effectively improved.

Disclosure of Invention

In order to solve or partially solve the problems in the related art, the application provides an automobile front suspension system and an automobile, which can improve the dynamic stiffness of a bushing and simultaneously meet the light-weight design of the whole automobile.

The application provides an automobile front suspension system, which comprises a subframe and a front suspension lower swing arm assembly, wherein the front suspension lower swing arm assembly comprises a front lower swing arm and a bushing assembly, the front lower swing arm is installed on the subframe through the bushing assembly, and the subframe comprises a body fixing position;

the bushing assembly comprises a bushing bracket, wherein the bushing bracket is provided with three connecting parts, the connecting parts are connected with the auxiliary frame, and one connecting part is arranged close to the position where the vehicle body is fixedly positioned.

In an alternative embodiment, the subframe includes a first component, a second component, and a third component;

The second component is arranged at the bottoms of the first component and the third component, and forms an installation space for accommodating the bushing assembly together with the first component and the third component in a pair-by-pair mode.

In an alternative embodiment, the third part is partially coupled to an end of the first part, and the second part is coupled to the third part and a bottom of the first part to form the installation space.

In an alternative embodiment, the first, second and third members are each connected to one of the connecting portions, and the connecting portion to which the third member is connected is located adjacent to the vehicle body.

In an alternative embodiment, the connection to the third component is located close to the body in the transverse direction of the vehicle.

In an alternative embodiment, the connection portion is a through boss formed by the outward extension of the bushing bracket.

In an alternative embodiment, the hub boss connected to the first part is formed by the bushing bracket extending in the transverse direction of the vehicle and connected to the top of the first part, or

A through boss connected with the second part is formed by extending the bushing bracket along the transverse direction of the automobile and is arranged at the top of the second part facing the installation space, or

The through boss connected with the third component is formed by extending the bushing bracket along the transverse direction of the automobile and is arranged on the side wall of the third component facing the installation space.

In an alternative embodiment, the through boss is mounted to the subframe by fasteners.

In an alternative embodiment, the automotive front suspension system includes a dual wishbone structure suspension or a macpherson structure suspension.

A second aspect of the application provides an automobile comprising an automotive front suspension system as described above.

The technical scheme provided by the application can comprise the following beneficial effects:

The front suspension system of the automobile comprises an auxiliary frame and a front suspension lower swing arm assembly, wherein the front suspension lower swing arm assembly comprises a front lower swing arm and a bushing assembly, the front lower swing arm is installed on the auxiliary frame through the bushing assembly, a bushing bracket in the bushing assembly is provided with three connecting parts, the connecting parts are connected with the auxiliary frame, one connecting part is arranged close to a position of a fixed position of an automobile body on the auxiliary frame, dynamic rigidity of the bushing assembly can be improved by means of high rigidity of the automobile body, and further, sheet metal thickness of the bushing bracket is not required to be thickened.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the application as claimed.

Drawings

The foregoing and other objects, features and advantages of the application will be apparent from the following more particular descriptions of exemplary embodiments of the application as illustrated in the accompanying drawings wherein like reference numbers generally represent like parts throughout the exemplary embodiments of the application.

FIG. 1 is a schematic diagram of a front suspension system of an automobile according to an embodiment of the present application;

FIG. 2 is an enlarged schematic view of a part of the structure of FIG. 1;

FIG. 3 is a schematic top view of FIG. 2;

in the figure, 1, an auxiliary frame, 11, a first component, 12, a second component, 13, a third component, 14, a vehicle body fixing position, 15, an installation space, 2, a bushing assembly, 21, a bushing bracket, 22, a connecting part, 23, a fastener and 3, a front lower swing arm.

Detailed Description

Embodiments of the present application will be described in more detail below with reference to the accompanying drawings. While embodiments of the present application are illustrated in the drawings, it should be understood that the present application may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the application to those skilled in the art.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used in this specification and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should also be understood that the term "and/or" as used herein refers to and encompasses any or all possible combinations of one or more of the associated listed items.

It should be understood that although the terms "first," "second," "third," etc. may be used herein to describe various information, these information should not be limited by these terms. These terms are only used to distinguish one type of information from another. For example, first information may also be referred to as second information, and similarly, second information may also be referred to as first information, without departing from the scope of the application. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature. In the description of the present application, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.

In the related art, the front lower swing arm is often connected with the auxiliary frame through the bushing, so that the sheet metal thickness of the connecting part on the bushing bracket can be increased for improving the dynamic stiffness of the bushing, and further the weight of the whole vehicle is increased.

In order to solve the problems, the embodiment of the application provides an automobile front suspension system which can improve dynamic stiffness of a bushing and meet the light weight design of a whole automobile, wherein the dynamic stiffness is the deformation resistance of a structure under the action of dynamic load.

The following describes the technical scheme of the embodiment of the present application in detail with reference to the accompanying drawings.

Referring to fig. 1-3, an embodiment of the application provides an automotive front suspension system, which comprises a subframe 1 and a front suspension lower swing arm assembly, wherein the front suspension lower swing arm assembly comprises a front lower swing arm 3 and a bushing assembly 2, the front lower swing arm 3 is mounted on the subframe 1 through the bushing assembly 2, the subframe 1 comprises a vehicle body fixing position 14, the bushing assembly 2 comprises a bushing bracket 21, the bushing bracket 21 is provided with three connecting parts 22, the connecting parts 22 are connected with the subframe 1, and one connecting part 22 is arranged close to the position of the vehicle body fixing position 14.

In the embodiment of the application, the front lower swing arm 3 is connected with the auxiliary frame 1 through the bushing assembly 2, wherein the bushing assembly 2 can be a hydraulic bushing, specifically, the bushing assembly 2 is connected with the auxiliary frame 1 by means of three connecting parts 22 on the bushing bracket 21, and the vehicle body fixing position 14 on the auxiliary frame 1 is configured as a fixing point where the auxiliary frame 1 is connected with the vehicle body, wherein the vehicle body fixing position 14 can be provided with a vehicle body fixing part, the vehicle body fixing part can be a sleeve, and the part of the sleeve extending out of the auxiliary frame 1 is fixedly connected with the vehicle body, namely, an external mounting structure is provided for the vehicle body on the auxiliary frame 1. The three connecting portions 22 of the bushing bracket 21 can provide more uniform supporting force in multiple directions than two connecting portions 22, so that the overall rigidity of the connecting portions 22 is improved, and torsion force can be better resisted, when the vehicle is subjected to lateral force or torque during running, the three connecting portions 22 can disperse force to the plurality of connecting portions 22, and stress of a single connecting portion 22 is reduced, so that the risk of torsion deformation of the connecting portions 22 is reduced. When one of the connecting portions 22 is arranged close to the vehicle body fixing position 14, the dynamic stiffness of the bushing assembly 2 can be obviously improved by means of the high stiffness of the vehicle body, and the higher dynamic stiffness can still be maintained under the condition that the sheet metal thickness of the bushing bracket 21 is not increased, so that the connection stability of the front lower swing arm 3 and the auxiliary frame 1 is realized.

Generally speaking, the dynamic stiffness of the bushing assembly 2 of the two connecting portions 22 is generally difficult to meet the requirement, and the weight of the three connecting portions 22 is slightly increased compared with the weight of the two connecting portions 22, but the weight of the bushing assembly 2 is smaller than the weight of the bushing assembly 2 by increasing the sheet metal thickness of the connecting portions 22, so that the embodiment of the application is more suitable for the light-weight design concept of the whole vehicle under the condition of improving the same dynamic stiffness.

As shown in fig. 1 and 2, in some embodiments, the subframe 1 includes a first member 11, a second member 12, and a third member 13, where the second member 12 is at the bottom of the first member 11 and the third member 13, and forms an installation space 15 with the first member 11 and the third member 13, where the installation space is configured to accommodate the bushing assembly 2.

The auxiliary frame 1 is not in an integrally formed structure, but is formed by assembling a plurality of parts, so that the design requirements of different vehicle types and suspension systems can be met, and the auxiliary frame 1 can be better adapted to the overall layout and space requirements of the vehicle. The subframe 1 may be composed of a first component 11, a second component 12 and a third component 13, wherein the first component 11 may be a longitudinal beam of the subframe 1, the third component 13 may be a rear mounting beam of the subframe 1 and is used for connecting a vehicle body, a vehicle body fixing position 14 is also located on the third component 13, and the second component 12 is connected to and below the longitudinal beam and the rear mounting beam, and serves as a reinforcing plate. The longitudinal beam, the rear mounting beam and the reinforcing plate are mutually arranged in pairs to form a mounting space 15, and the mounting space 15 is used for accommodating the bushing assemblies 2, so that three connecting parts 22 of the bushing brackets 21 in the bushing assemblies 2 are conveniently connected with the longitudinal beam, the rear mounting beam and the reinforcing plate one by one.

In one embodiment, the third part 13 is partially coupled to an end of the first part 11, and the second part 12 is coupled to the third part 13 and a bottom of the first part 11 to form the installation space 15. As shown in fig. 1 and 2, the third member 13 is disposed substantially horizontally with the first member 11, a part of the third member 13 is disposed at a front side wall end of the first member 11, and the other part extends laterally outwardly along the vehicle body to form a space together with the first member 11, and the second member 12 is distributed at a bottom of the space, and the second member 12 is connected with the first member 11 and the third member 13, respectively, so that the first member 11, the second member 12 and the third member 13 share an installation space 15.

In some embodiments, the first, second and third members 11, 12 and 13 are each connected to a connection 22, and the connection 22 to the third member 13 is proximate to the body securing location 14. Wherein, the first component 11, the second component 12 and the third component 13 are respectively connected with one connecting part 22, so that forces from different directions can be more uniformly dispersed on the first component 11, the second component 12 and the third component 13 of the auxiliary frame 1, each connecting part 22 is correspondingly connected with one component, the concentration phenomenon of the forces in the transmission process is reduced, and meanwhile, when the vehicle is jolted or impacted, the connecting mode can ensure that the components share the impact force together, the stress intensity of the single component is reduced, and the structural stability and the durability of the whole auxiliary frame 1 are improved. In which the connection 22 to the third component 13 is in practice somewhat closer to the body-securing location 14, it is possible to define that the connection 22 to the third component 13 is closer to the body-securing location 14.

Further, the connecting portion 22 to which the third member 13 is connected is adjacent to the vehicle body fixing portion 14 in the vehicle transverse direction. As shown in fig. 3, if the connecting portion 22 connected to the third member 13 is located close to the body fixing portion 14 in the longitudinal direction of the vehicle, the connecting portion 22 needs to be connected to the top portion of the third member 13, and the top portion of the third member 13 is provided with the body fixing portion for connection to the vehicle body, naturally, the top portion of the third member 13 is not located to mount the connecting portion 22, and therefore, the connecting portion 22 can only be located as close to the body fixing portion 14 as possible in the transverse direction of the vehicle, and of course, it is also required that the connecting portion 22 is located as close to the body fixing portion 14 as possible in the vertical direction, so that the connecting portion 22 is located closer to the body fixing portion 14 in combination, and the high rigidity of the vehicle body can be better utilized.

As shown in fig. 1 to 3, the connection portion 22 is a through boss formed by extending the bushing bracket 21 outward. Wherein, lead to heart boss can regard as accurate setpoint, makes things convenient for bush support 21 and external mechanism (sub vehicle frame 1 for this embodiment) to carry out accurate butt joint and installation, and a plurality of lead to heart boss combined action and form a plurality of tie points, can reduce the whole connection deviation that leads to because of the error of single tie point. And the boss is used as the connecting part 22 and can be used as a force transmission transition area, so that the stress distribution is more uniform, the structural damage and deformation caused by overlarge local stress are reduced, the service life of the connecting structure is prolonged, and the reliability of the whole vehicle is further improved.

In at least one embodiment, the through boss connected to the first member 11 is formed by the bush support 21 extending in the vehicle transverse direction and connected to the top of the first member 11, the through boss connected to the second member 12 is formed by the bush support 21 extending in the vehicle transverse direction and mounted on the top of the second member 12 toward the mounting space 15, and the through boss connected to the third member 13 is formed by the bush support 21 extending in the vehicle transverse direction and mounted on the side wall of the third member 13 toward the mounting space 15. In the present embodiment, as shown in fig. 3, the first member 11 is directed inward in the vehicle transverse direction, the second member 12 and the third member 13 are directed outward in the vehicle transverse direction, and the three connecting portions 22 in the present embodiment are adapted to the respective members, so that the dynamic stiffness of the bushing assembly 2 can be improved while the compactness of the vehicle space layout is satisfied.

Further, the through boss is mounted on the subframe 1 by a fastener 23. The fastening member 23 may be a connection portion such as a bolt and a screw, and the fastening member 23 is widely available and cost-effective, and at the same time, it is convenient to detachably connect the bushing bracket 21 and the subframe 1.

In some embodiments, the automotive front suspension system includes a dual wishbone structure suspension or a macpherson structure suspension. It should be noted that, the front suspension lower swing arm assembly is an important component in a macpherson independent suspension system or a dual-fork independent suspension system, so the front suspension system of the automobile can comprise a dual-fork suspension or a macpherson suspension. The suspension structure in the embodiment of the present application is a double-fork arm structure, as shown in fig. 1.

The embodiment of the application also provides an automobile, which comprises the automobile front suspension system.

The foregoing description of embodiments of the application has been presented for purposes of illustration and description, and is not intended to be exhaustive or limited to the embodiments disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the various embodiments described. The terminology used herein was chosen in order to best explain the principles of the embodiments, the practical application, or the improvement of technology in the marketplace, or to enable others of ordinary skill in the art to understand the embodiments disclosed herein.

Claims

1. The utility model provides an automotive front suspension system, includes swing arm assembly under sub vehicle frame and front suspension, swing arm assembly includes swing arm and bushing assembly under the front suspension, the swing arm is installed through bushing assembly down before on the sub vehicle frame, its characterized in that:

The auxiliary frame comprises a vehicle body fixing position;

2. The automotive front suspension system of claim 1, wherein the subframe comprises a first component, a second component, and a third component;

3. The front suspension system of claim 2 wherein the third member portion is joined to an end of the first member and the second member is joined to a bottom portion of the third member and the first member to form the mounting space.

4. The front suspension system of claim 2 wherein the first, second and third members are each connected to one of the connecting portions and the connecting portion to which the third member is connected is fixedly located adjacent the vehicle body.

5. The automotive front suspension system of claim 4, wherein the connection to the third member is located adjacent to the vehicle body in the automotive transverse direction.

6. The front suspension system of claim 2 wherein the connection is a through boss formed by the bushing bracket extending outwardly.

7. The front suspension system of claim 6 wherein the hub boss connected to the first member is formed by the bushing bracket extending in the lateral direction of the vehicle and connected to the top of the first member, or

8. The front suspension system of claim 6 wherein the through boss is mounted to the subframe by fasteners.

9. The automotive front suspension system of claim 1, comprising a dual wishbone structure suspension or a macpherson structure suspension.

10. An automobile comprising the automobile front suspension system according to any one of claims 1 to 9.