A suspension system

Abstract

The present invention discloses a novel suspension system, comprising: a lower control arm, a steering knuckle, an upper control arm and a subframe. The lower control arm includes: a first ball joint, a shock absorber bushing, a handling bushing, a comfort bushing, a first split lower control arm, a second split lower control arm and a second ball joint. The traditional triangular or "L"-shaped control arm is changed to the first split lower control arm and the second split lower control arm. During the force application process of the vehicle in the X direction, the angles of the two control arms can change relatively. The second split lower control arm has no force application and limit requirements in the X direction of the vehicle. There is no limit rubber in the handling bushing, and the stiffness can be set lower, resulting in good vehicle noise performance. The X-direction limit is completely achieved through the comfort bushing. Since the diameter direction of the comfort bushing has low stiffness, the comfort requirements of the vehicle are realized, and there is no contact noise problem with the metal bracket of the subframe, reducing the friction noise with the subframe bracket.

Description

Technical Field

[0001] The present invention relates to the technical field of automotive suspensions, and particularly to a suspension system. Background Art

[0002] An automotive suspension is an elastic device connecting the vehicle frame and the axle. It generally consists of components such as elastic elements, guiding mechanisms, shock absorbers, etc., which can mitigate the impact transmitted from the uneven road surface to the vehicle frame and improve the riding comfort. As shown in Figure 1 、 2 , the lower control arm of the traditional suspension system is a triangular or L-shaped control arm that connects the subframe and the steering knuckle. For a double-wishbone suspension, the steering knuckle and the vehicle body are connected through the upper control arm; for a MacPherson suspension, the steering knuckle and the vehicle body are connected through a strut (shock absorber, spring, etc.). The lower control arm is connected to the steering knuckle through a ball joint, connected to the strut through a shock absorber bushing, and connected to the subframe through a handling bushing and a comfort bushing.

[0003] Due to the requirements of vehicle comfort and handling stability for low stiffness in the X direction and high stiffness in the Y direction of the whole vehicle, the X-direction stiffness of the handling bushing and the comfort bushing is set to be low, and the Y-direction stiffness of the handling bushing is set to be high. As shown in Figure 2 、 3 , in the initial stage of X-direction limiting, the X-direction limiting of the handling bushing is achieved through the X-direction limiting rubber (bumper) of the handling bushing. When it is compressed to the limit with the subframe bracket, after the X-direction limiting of the handling bushing, the low stiffness of the comfort bushing in the Y direction takes effect in the X direction of the whole vehicle, and an inflection point appears in the X direction of the whole vehicle and the stiffness increases, but it is still of low stiffness relative to the Y direction of the whole vehicle until the hard limit in the Y direction of the comfort bushing (the rubber between the inner / outer tubes is compressed to the limit); the Y-direction limiting is achieved through the rubber between the inner and outer tubes of the handling bushing.

[0004] As shown in Figure 4 , under the force condition: when the wheel center is subjected to a lateral force Fy, the handling bushing is subjected to the same lateral force Fy, and a reaction force is provided through the high stiffness bushing in the Y direction of the handling bushing; when the wheel center is subjected to a longitudinal force Fx, the handling bushing is subjected to the Fx force and the Mx moment. The Fx force provides a reaction force through the X-direction limiting rubber (bumper) of the handling bushing; the Mx moment is transmitted to the comfort bushing, generating a lateral force Fy1, and a reaction force is provided through the low stiffness bushing in the Y direction of the comfort bushing.

[0005] Since the initial X-direction limiting of the whole vehicle is achieved by the compression of the X-direction limiting rubber of the handling bushing and the subframe, the X-direction limiting rubber and the metal bracket of the subframe are mutually extruded and rubbed, and noise problems will occur during the process. Especially, the friction noise between the metal and the rubber at low temperature is more easily perceived by the vehicle occupants. Moreover, if the matching relationships such as area and clearance are not set well, or there are manufacturing precision deviations, serious after-sales quality problems such as abnormal noise of the whole vehicle are likely to occur. Summary of the Invention

[0006] In view of the technical problems existing in the prior art, the present invention conceives a suspension system, which changes the traditional triangular or "L"-shaped control arm into two split lower control arms, and respectively assembles a handling bushing and a comfort bushing. Since the comfort bushing has low stiffness in the diameter direction, the comfort requirement of the whole vehicle is realized, and the comfort bushing is compressed to the limit to achieve position limitation.

[0007] The technical solution adopted to implement the present invention is: a suspension system, including: a lower control arm 1, a knuckle 2, an upper control arm 3 and a subframe 4. The lower control arm 1 includes: a first ball joint 5, a shock absorber bushing 6, a handling bushing 7, a comfort bushing 8, a first split lower control arm 13A, a second split lower control arm 13B and a second ball joint 18. A first ball joint 5 is arranged at one end of the second split lower control arm 13B, and the first ball joint 5 is fixedly connected with the second split lower control arm 13B. A handling bushing connection hole is arranged at the other end of the second split lower control arm 13B, and a handling bushing 7 is arranged in the handling bushing connection hole. The handling bushing 7 is connected with the handling bushing connection hole in a matching manner. A shock absorber bushing connection hole is arranged on the second split lower control arm 13B, and a shock absorber bushing 6 is arranged in the shock absorber bushing connection hole. The shock absorber bushing 6 is connected with the shock absorber bushing connection hole in a matching manner. A second ball joint 18 is arranged at one end of the first split lower control arm 13A, and the first split lower control arm 13A is hinged with the second split lower control arm 13B through the second ball joint 18. A comfort bushing connection hole is arranged at the other end of the first split lower control arm 13A, and a comfort bushing 8 is arranged in the comfort bushing connection hole. The comfort bushing 8 is connected with the comfort bushing connection hole in a matching manner.

[0008] Further, the handling bushing 7 includes: a bushing inner tube 9, a bushing outer tube 11 and rubber 21. Rubber 21 is arranged between the bushing inner tube 9 and the bushing outer tube 11, and the rubber at both ends of the bushing inner tube 9 and the bushing outer tube 11 is an infinite position-limiting rubber structure 22.

[0009] Further, the material of the bushing inner tube 9 is 20# steel, 45# steel or aluminum profile.

[0010] Further, the material of the rubber 21 is natural rubber.

[0011] Further, the comfort bushing 8 is a hydraulic bushing.

[0012] Further, the angle between the first split lower control arm 13A and the second split lower control arm 13B is 30-60°.

[0013] Further, the shock absorber bushing 6 is connected to the shock absorber bushing connection hole by interference fit, the handling bushing 7 is connected to the handling bushing connection hole by interference fit, and the comfort bushing 8 is connected to the comfort bushing connection hole by interference fit.

[0014] Further, the materials of the first split lower control arm 13A and the second split lower control arm 13B are forged aluminum, cast iron or cast steel.

[0015] The beneficial effects of a suspension system of the present invention are embodied in:

[0016] A suspension system adopts a double lower control arm structure. The first split lower control arm is connected to the second split lower control arm through a ball joint. During the force application process of the vehicle in the X direction, the angles of the two control arms can change relatively. The angle between the first split lower control arm and the second split lower control arm is 30° to 60°. The second split lower control arm has no force application and limit requirements in the X direction of the vehicle. There is no limit rubber in the handling bushing, and the stiffness can be set lower, resulting in good vehicle noise performance; the X-direction limit is completely achieved through the comfort bushing. Since the comfort bushing has low stiffness in the diameter direction, the comfort requirements of the vehicle are achieved, there is no contact noise problem with the subframe metal bracket, and the frictional noise with the subframe bracket is reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 is a three-dimensional view of a conventional suspension system;

[0018] Figure 2 is Figure 1 the front view of the middle part 1;

[0019] Figure 3 is Figure 2 the A-A cross-sectional view in ;

[0020] Figure 4 is Figure 1 the force analysis diagram of the middle part 1;

[0021] Figure 5 is a three-dimensional view of a suspension system;

[0022] Figure 6 is Figure 5 the force analysis diagram of the middle parts 13A and 13B;

[0023] Figure 7 is Figure 6 the cross-sectional view of the middle part 7;

[0024] Figure 8 is Figure 6 the assembly drawing of the middle part 18;

[0025] Figure 9 is the assembly schematic diagram of a suspension system in the embodiment;

[0026] In the figure: 1. Lower control arm, 2. Steering knuckle, 3. Upper control arm, 4. Subframe, 5. First ball joint, 6. Shock absorber bushing, 7. Handling bushing, 8. Comfort bushing, 9. Inner tube of the bushing, 10. X-direction limit rubber, 11. Outer tube of the bushing, 12. Y-direction high-strength rubber, 13A. Second split lower control arm, 13B. First split lower control arm, 14. Steering gear with tie rod assembly, 15. Stabilizer bar, 16. Stabilizer bar connecting rod, 17. Strut, 18. Second ball joint, 19. Bolt, 20. Nut, 21. Rubber, 22. Rubber structure without limit. Specific embodiments

[0027] The following is combined with the attached Figures 5 to 9 drawings and specific embodiments to further describe the present invention in detail. To make the purpose, technical solution and advantages of the embodiments clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the drawings in the embodiments of the present invention. The specific embodiments described herein are only used to explain the present invention and are not used to limit the scope of the present invention.

[0028] As shown in the attached Figure 5 drawings, a suspension system includes: a lower control arm 1, a steering knuckle 2, an upper control arm 3 and a subframe 4. The lower control arm 1 includes: a first ball joint 5, a shock absorber bushing 6, a handling bushing 7, a comfort bushing 8, a first split lower control arm 13A, a second split lower control arm 13B and a second ball joint 18. A first ball joint 5 is provided at one end of the second split lower control arm 13B, and the first ball joint 5 is fixedly connected to the second split lower control arm 13B. A handling bushing connection hole is provided at the other end of the second split lower control arm 13B, and a handling bushing 7 is provided in the handling bushing connection hole. The handling bushing 7 is connected to the handling bushing connection hole by interference fit. A shock absorber bushing connection hole is provided on the second split lower control arm 13B, and a shock absorber bushing 6 is provided in the shock absorber bushing connection hole. The shock absorber bushing 6 is connected to the shock absorber bushing connection hole by interference fit. A second ball joint 18 is provided at one end of the first split lower control arm 13A. The first split lower control arm 13A and the second split lower control arm 13B are hinged by the second ball joint 18. A comfort bushing connection hole is provided at the other end of the first split lower control arm 13A, and a comfort bushing 8 is provided in the comfort bushing connection hole. The comfort bushing 8 is connected to the comfort bushing connection hole by interference fit.

[0029] As shown in the attached Figure 6As shown, for the front suspension of this invention patent, the traditional triangular or "L"-shaped control arm is changed to two split lower control arms, namely the first split lower control arm 13A and the second split lower control arm 13B. The first split lower control arm 13A is equipped with a comfort bushing 8, and the second split lower control arm 13B is equipped with a handling bushing 7. When the second split lower control arm 13B is subjected to a lateral force Fy in the Y direction, a reaction force is provided by the Y-direction high-stiffness bushing of the handling bushing. When the first split lower control arm 13A is subjected to a backward force Fx in the X direction, at the second ball joint 18, it is decomposed into two forces Fx1 and Fx2 along the vertical and parallel directions of the comfort arm control arm respectively. Fx2 is transmitted to the comfort bushing. Since the diameter direction of the comfort bushing has low stiffness, the comfort requirement of the whole vehicle is realized, and the comfort bushing is compressed to the limit to achieve position limitation. The change of Fx1 is as follows: as the value of the Fx force increases, the angle between Fx and Fx1 at the second ball joint 18 gradually increases / the angle with Fx2 gradually decreases, and Mx1' gradually decreases. Finally, Fx1 (Fx1') is parallel to the center line connecting the second ball joint 18 / the handling bushing, and Mx1' decreases to 0, reaching force balance. Combining the above force analysis, the second split lower control arm 13B has no force and position limitation requirements in the X direction of the whole vehicle. Therefore, the handling bushing has no position-limiting rubber structure and there is no contact noise problem with the metal bracket of the subframe. When the whole vehicle is subjected to a force in the X direction, to realize the relative movement relationship of the angle change between the first split lower control arm 13A and the second split lower control arm 13B, the first split lower control arm 13A and the second split lower control arm 13B are connected by the second ball joint 18. The materials of the first split lower control arm 13A and the second split lower control arm 13B are forged aluminum, cast iron or cast steel.

[0030] As shown in the attached Figure 7 、 8 As shown, the handling bushing 7 includes: a bushing inner tube 9, a bushing outer tube 11 and rubber 21. Rubber 21 is arranged between the bushing inner tube 9 and the bushing outer tube 11. The rubber at both ends of the bushing inner tube 9 and the bushing outer tube 11 is a position-limiting rubber-free structure 22. The material of the bushing inner tube 9 is 20# steel, 45# steel or aluminum profile, and the material of the rubber 21 is natural rubber.

[0031] As shown in the attached Figure 9As shown in the assembly schematic diagram of a suspension system, a suspension system consists of an upper control arm 3, a steering knuckle 2, a second split lower control arm 13B, a first split lower control arm 13A, a strut 17 (shock absorber, spring, upper mount, etc.), a stabilizer bar 15, a stabilizer bar link 16, a steering gear with tie rod assembly 14, etc. The upper control arm 3 is connected to the steering knuckle 2 through a first ball joint 5. The first split lower control arm 13A and the second split lower control arm 13B are connected to the subframe 4 through a bushing. The strut 17 is connected to the subframe 4 through a bushing. The stabilizer bar 15 is arranged on the upper side or the lower side of the subframe 4, and on the front side or the rear side of the wheel center. Both sides of the stabilizer bar link 16 are connected to the strut 17 and the stabilizer bar 15 through ball joints. It can also be that both sides are connected to the steering 2 and the stabilizer bar 15 through ball joints. The steering gear with tie rod assembly 14 is arranged on the upper side or the lower side of the subframe 4, and on the front side or the rear side of the wheel center, and is connected to the steering knuckle 2 through a ball joint.

[0032] Regarding the arrangement of the first split lower control arm 13A and the second split lower control arm 13B:

[0033] In the X direction of the whole vehicle, the first split lower control arm 13A can be arranged in front of and behind the second split lower control arm 13B (or the wheel center); (the second split lower control arm is basically horizontally arranged on the wheel center)

[0034] In the X direction of the whole vehicle, the steering gear can be arranged in front of and behind the second split lower control arm 13B (or the wheel center), and the structure of this invention patent can be adopted; (the second split lower control arm 13B is basically horizontally arranged on the wheel center)

[0035] Appendix Figure 6 As shown, it is a double-wishbone suspension. For a MacPherson suspension, this invention patent is equally applicable.

[0036] The above is only the preferred mode of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the principle of the present invention, several improvements and refinements can be made, and these improvements and refinements should also be regarded as the protection scope of the present invention.

Claims

1. A suspension system, comprising: a lower control arm (1), a steering knuckle (2), an upper control arm (3) and a subframe (4), characterized in that the lower control arm (1) comprises: a first ball joint (5), a shock absorber bushing (6), a handling bushing (7), a comfort bushing (8), a first split lower control arm (13A), a second split lower control arm (13B) and a second ball joint (18), a first ball joint (5) is provided at one end of the second split lower control arm (13B), the first ball joint (5) is fixedly connected to the second split lower control arm (13B), a handling bushing connection hole is provided at the other end of the second split lower control arm (13B), a handling bushing (7) is provided in the handling bushing connection hole, the handling bushing (7) is connected to the handling bushing connection hole in a mating manner, a shock absorber bushing connection hole is provided on the second split lower control arm (13B), a shock absorber bushing (6) is provided in the shock absorber bushing connection hole, the shock absorber bushing (6) is connected to the shock absorber bushing connection hole in a mating manner, a second ball joint (18) is provided at one end of the first split lower control arm (13A), the first split lower control arm (13A) is hinged to the second split lower control arm (13B) through the second ball joint (18), a comfort bushing connection hole is provided at the other end of the first split lower control arm (13A), a comfort bushing (8) is provided in the comfort bushing connection hole, the comfort bushing (8) is connected to the comfort bushing connection hole in a mating manner, the handling bushing (7) comprises: a bushing inner tube (9), a bushing outer tube (11) and rubber (21), rubber (21) is provided between the bushing inner tube (9) and the bushing outer tube (11), and the rubber at both ends of the bushing inner tube (9) and the bushing outer tube (11) is an infinite-position rubber structure (22), and the comfort bushing (8) is a hydraulic bushing.

2. A suspension system according to claim 1, characterized in that the material of the bushing inner tube (9) is 20# steel, 45# steel or aluminum profile.

3. A suspension system according to claim 1, characterized in that the material of the rubber (21) is natural rubber.

4. A suspension system according to claim 1, characterized in that the angle between the first split lower control arm (13A) and the second split lower control arm (13B) is 30 - 60°.

5. A suspension system according to claim 1, characterized in that the shock absorber bushing (6) is connected to the shock absorber bushing connection hole in an interference fit manner, the handling bushing (7) is connected to the handling bushing connection hole in an interference fit manner, and the comfort bushing (8) is connected to the comfort bushing connection hole in an interference fit manner.

6. A suspension system according to claim 1, characterized in that the materials of the first split lower control arm (13A) and the second split lower control arm (13B) are forged aluminum, cast iron or cast steel.

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