A large-space lightweight independent front suspension system

Abstract

A lightweight, large-space independent front suspension system includes a subframe and wheel kingpin supports on both sides of the subframe. The lower ends of the vertical wheel kingpin supports on each side are rotatably connected to the outer ends of the corresponding lower control arms. Upper control arms are rotatably connected to the middle portions of the wheel kingpin supports on each side. Air springs are fixed to the upper ends of the wheel kingpin supports on each side, and upper air spring brackets are fixed to the upper ends of the air springs on each side. The inner ends of the upper control arms on each side extend above the crossbeam in the middle of the subframe and are rotatably connected to upper control arm fixing brackets with mounting holes. The crossbeams at the four corners of the subframe are bent upwards. The upper control arm fixing brackets on each side are located between the two subframe connecting brackets on each side. Shock absorbers are also provided on both sides of the subframe. This invention significantly improves space utilization efficiency and achieves substantial weight reduction while ensuring load-bearing capacity, providing a better layout for key components such as battery packs.

Description

Technical Field

[0001] This utility model relates to the field of automotive suspension technology, specifically a large-space lightweight independent front suspension system. Background Technology

[0002] Against the backdrop of rapid development in commercial vehicle technology, traditional non-independent front suspension systems are increasingly showing their technical limitations in line with the needs of the new era. Although this type of suspension has certain advantages in terms of cost control and simplicity and durability, its inherent defects are becoming more and more prominent in the application scenarios of new energy heavy trucks.

[0003] From a structural perspective, the most significant problem with traditional non-independent front suspension is its low space utilization efficiency. Due to the use of an integral axle structure, the internal space of the wheel well is occupied by a large number of mechanical components, which severely restricts the placement of key components such as the battery pack or hydrogen storage system. Actual test data shows that traditional non-independent suspension systems occupy an average of more than 300mm of axial space, which directly limits the thickness design of the battery pack and forces automakers to adopt a flat battery solution with lower energy density. More seriously, this type of suspension generates a large motion envelope space when the wheels bounce. To ensure that no interference occurs, an additional 50-100mm safety clearance is often required, which further deteriorates the utilization rate of chassis space.

[0004] In terms of lightweighting, non-independent suspension has a particularly difficult-to-overcome shortcoming. The typical heavy-duty I-beam structure can weigh 80-100kg per piece. This excessive unsprung mass not only increases energy consumption (for every 100kg increase in unsprung mass of an electric heavy truck, the driving range will decrease by about 3%), but also exacerbates the dynamic load on the tires, leading to a 15-20% increase in tire wear. Especially in harsh working conditions such as mining areas, this quality disadvantage will translate into a higher failure rate and maintenance costs.

[0005] The shortcomings in dynamic performance are also not to be ignored. The wheels on both sides of the non-independent suspension are connected to each other by a rigid axle. When one wheel encounters a bump, the impact will be directly transmitted to the other wheel, causing a violent fluctuation in the overall vehicle posture. This "mutual interference" effect is particularly obvious in heavy trucks with significant differences in weight between unloaded and fully loaded. It not only reduces driving comfort, but also affects directional stability at high speeds. Tests show that at a speed of 80 km / h, the serpentine test results of non-independent suspension heavy trucks are generally 10-15% lower than those of independent suspension models.

[0006] From the perspective of technological evolution, the biggest problem with non-independent suspension is its incompatibility with the trend of intelligent development. Its rigid mechanical structure makes the integration of new chassis technologies such as steer-by-wire and active suspension extremely difficult. For example, to achieve rear-wheel steering, the entire front suspension architecture needs to be completely redesigned, which poses huge challenges in terms of economy and engineering feasibility. In contrast, the modular nature of independent suspension can more flexibly adapt to the needs of various intelligent driving technologies. Therefore, there is an urgent need to develop a large-space, lightweight independent front suspension system to meet current market demands. Utility Model Content

[0007] To address the aforementioned problems, the purpose of this invention is to provide a large-space, lightweight independent front suspension system.

[0008] To achieve the above objectives, the technical solution of this utility model is as follows: a large-space lightweight independent front suspension system, comprising a subframe and wheel kingpin supports on both sides of the subframe. Lower control arms with rotatable upper and lower ends are rotatably connected to both sides of the crossbeam in the middle of the subframe. The lower ends of the vertical wheel kingpin supports on each side are rotatably connected to the outer ends of the corresponding lower control arms. Upper control arms are rotatably connected to the middle portions of the wheel kingpin supports on each side. Air springs are fixed to the upper ends of the wheel kingpin supports on each side. An airbag upper bracket is fixed. The inner ends of the upper cross arms on each side extend above the crossbeam in the middle of the subframe and are rotatably connected to upper cross arm fixing brackets with mounting holes. The crossbeams at the four corners of the subframe are bent upwards and are respectively fixed with subframe connecting brackets with mounting holes. The upper cross arm fixing brackets on each side are located between the two subframe connecting brackets on each side. Shock absorbers are also installed on both sides of the subframe. The upper ends of the shock absorbers on each side are rotatably connected to the bottom of the upper cross arm fixing brackets, and the lower ends of the shock absorbers on each side are rotatably connected to the lower cross arms.

[0009] Furthermore, the subframe is welded from rectangular curved tube beams and sheet metal stamping parts, forming an overall rectangular frame structure with a rectangular space structure in the middle. The thickness of the rectangular curved tube beam in the middle of the subframe is 95mm, and the crossbeam in the middle of the subframe spans the rectangular space structure.

[0010] Furthermore, the upper support of the airbag is an L-shaped plate structure. The inner side of the upper support of the airbag extends downward, and the two ends of the inner side are respectively fixed with upper jump limiting blocks. The lower surface of the upper jump limiting block is a slope, and the lower surface of the upper jump limiting block is opposite to the surface of the corresponding part of the upper cross arm.

[0011] Furthermore, the stabilizer bar is fitted with a rubber bushing, which is fixedly connected to the subframe curved beam. The left and right ends of the stabilizer bar are fixedly connected to the top of the kingpin brackets of each wheel via hangers.

[0012] Furthermore, a steering support is fixed to the middle crossbeam of the subframe.

[0013] Furthermore, one end of the lower crossarm is hinged to the subframe, and the other end is hinged to the bottom of the wheel kingpin bracket, with the hinge point connected by a rubber ball pin.

[0014] Furthermore, one end of the upper crossarm is hinged to the upper crossarm fixed bracket, and the other end is hinged to the middle of the wheel kingpin bracket, with the hinge point connected by a rubber ball pin.

[0015] Through the above design, this utility model innovatively solves the core pain points of traditional designs. By optimizing the structure and applying high-strength steel, it significantly improves space utilization efficiency and achieves substantial weight reduction while ensuring load-bearing performance. The unique rectangular subframe structure and 95mm ultra-thin subframe design effectively free up chassis space, providing a better layout for key components such as battery packs. The use of advanced hybrid material combination schemes and connection processes ensures excellent durability while reducing weight. The system has both excellent dynamic performance and intelligent expansion capabilities, and can be adapted to various new energy heavy truck platforms, providing an innovative solution for improving the performance of electric commercial vehicles. Attached Figure Description

[0016] The present invention will now be further described with reference to the accompanying drawings.

[0017] Figure 1 This is a three-dimensional structural diagram of the present invention. Detailed Implementation

[0018] like Figure 1As shown, a lightweight independent front suspension system with a large capacity includes a subframe 1 and wheel kingpin supports 2 on both sides of the subframe 1. Lower control arms 3 with rotatable outer ends are rotatably connected to both sides of the central crossbeam of the subframe 1. The lower ends of the vertical wheel kingpin supports 2 on each side are rotatably connected to the outer ends of the corresponding lower control arms 3. Upper control arms 4 are rotatably connected to the middle parts of each wheel kingpin support 2. Air springs 5 ​​are fixed to the upper ends of each wheel kingpin support 2, and upper air spring brackets 6 are fixed to the upper ends of each air spring 5. The inner ends of the upper control arms 4 extend upwards towards the central crossbeam of the subframe 1 and are rotatably connected to upper control arm fixing brackets 7 with mounting holes. The air springs 5 ​​transmit the wheel's supporting force to the frame, bearing the entire load. The gas spring 5 has a compression buffer block inside to limit the upward jump limit; the crossbeams at the four corners of the subframe 1 are bent upward and are respectively fixed with subframe connecting brackets 8 with mounting holes. The upper crossarm fixing brackets 7 on each side are respectively located between the two subframe connecting brackets 8 on each side. Shock absorbers 9 are also provided on both sides of the subframe 1. The upper end of each shock absorber 9 is rotatably connected to the bottom of the upper crossarm fixing bracket 7, and the lower end of each shock absorber 9 is rotatably connected to the lower crossarm 3. The shock absorber 9 is a twin-tube shock absorber. The up and down jump of the wheel drives the shock absorber 9 to compress / recover, providing damping force and attenuating vibration. In use, the inner sides of each airbag upper bracket 6, subframe connecting bracket 8, and upper crossarm fixing bracket 7 are installed on the frame as an extension of the frame.

[0019] Specifically: The subframe 1 is welded from a rectangular curved tube beam and sheet metal stamping parts, forming a rectangular frame structure with a rectangular space structure 10 in the middle. The thickness of the rectangular curved tube beam in the middle of the subframe 1 is 95mm. The crossbeam in the middle of the subframe 1 spans the rectangular space structure 10. The airbag upper bracket 6 is an L-shaped plate structure. The inner side of the airbag upper bracket 6 extends downward, and the two ends of the inner side are respectively fixed with upper jump limit blocks 11. The lower surface of the upper jump limit block 11 is a slope. The lower surface of the upper jump limit block 11 is opposite to the surface of the corresponding part of the upper cross arm 4. When the wheel jumps to its limit, the upper jump limit block 11 contacts the upper cross arm 4, which plays a limiting role and protects the air spring 5.

[0020] The stabilizer bar 12 is covered with a rubber bushing 13, which is fixedly connected to the curved beam of the subframe 1. The left and right ends of the stabilizer bar 12 are fixedly connected to the top of the kingpin brackets 2 of each wheel via the hangers 14 to suppress the vehicle's lateral tilt. The middle crossbeam of the subframe 1 is fixed with a steering support 15 to control the wheel steering.

[0021] The specific rotating connection is as follows: one end of the lower crossarm 3 is hinged to the subframe 1, and the other end is hinged to the bottom of the wheel kingpin bracket 2, with the hinge point connected by a rubber ball pin; one end of the upper crossarm 4 is hinged to the upper crossarm fixed bracket 7, and the other end is hinged to the middle of the wheel kingpin bracket 2, with the hinge point connected by a rubber ball pin, thereby controlling the trajectory of the wheel's up and down movement.

[0022] The above description is merely an illustrative embodiment of this utility model and is not intended to limit the scope of this utility model. Any equivalent changes and modifications made by those skilled in the art without departing from the concept and principles of this utility model should fall within the protection scope of this utility model.

Claims

1. A lightweight front suspension independent suspension system for large space, comprising a subframe (1) and a wheel pin support (2) on both sides of the subframe (1), characterized in that: The two sides of the middle crossbeam of the subframe (1) are rotatably connected to the lower crossarms (3) whose outer ends can swing up and down. The lower ends of the vertical wheel kingpin brackets (2) on each side are rotatably connected to the outer ends of the corresponding lower crossarms (3). The middle part of each wheel kingpin bracket (2) is rotatably connected to the upper crossarms (4). The upper ends of each wheel kingpin bracket (2) are fixed with air springs (5). The upper ends of each air spring (5) are fixed with airbag upper brackets (6). The inner ends of each upper crossarm (4) extend upwards towards the middle crossbeam of the subframe (1). The upper cross arm fixing bracket (7) with mounting holes is extended and rotatably connected. The cross beams at the four corners of the subframe (1) are bent upward and fixed with subframe connecting brackets (8) with mounting holes respectively. The upper cross arm fixing brackets (7) on each side are located between the two subframe connecting brackets (8) on each side. Shock absorbers (9) are also provided on both sides of the subframe (1). The upper end of each shock absorber (9) is rotatably connected to the bottom of the upper cross arm fixing bracket (7) respectively, and the lower end of each shock absorber (9) is rotatably connected to the lower cross arm (3) respectively.

2. A lightweight front suspension independent suspension system for large spaces as claimed in claim 1, characterized in that: The subframe (1) is welded from a rectangular curved tube beam and sheet metal stamping parts. The whole is a rectangular frame structure, and a rectangular space structure (10) is formed in the middle. The thickness of the rectangular curved tube beam of the subframe (1) is 95mm. The crossbeam in the middle of the subframe (1) spans the rectangular space structure (10).

3. A lightweight front suspension independent suspension system for large spaces as claimed in claim 1, characterized in that: The upper support (6) of the airbag is an L-shaped plate structure. The inner side of the upper support (6) extends downward, and the two ends of the inner side are respectively fixed with upper jump limit blocks (11). The lower surface of the upper jump limit block (11) is a slope, and the lower surface of the upper jump limit block (11) is opposite to the surface of the corresponding part of the upper horizontal arm (4).

4. A lightweight front suspension independent suspension system for large vehicles as set forth in claim 1, wherein: The stabilizer bar (12) is covered with a rubber bushing (13), which is fixedly connected to the curved beam of the subframe (1) through the rubber bushing (13). The left and right ends of the stabilizer bar (12) are fixedly connected to the top of the kingpin bracket (2) of each wheel through the hanger (14).

5. A lightweight front suspension independent suspension system for large vehicles as claimed in claim 1 characterized in that: The middle crossbeam of the subframe (1) is fixed with a steering support (15).

6. A lightweight front suspension independent suspension system for large vehicles as defined in claim 1 wherein: One end of the lower cross arm (3) is hinged to the subframe (1), and the other end is hinged to the bottom of the wheel kingpin bracket (2), with the hinge point connected by a rubber ball pin.

7. A lightweight front suspension independent suspension system for large vehicles as claimed in claim 1 characterized in that: One end of the upper cross arm (4) is hinged to the upper cross arm fixed bracket (7), and the other end is hinged to the middle of the wheel main pin bracket (2), and the hinge point is connected by a rubber ball pin.

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