Principle mechanism for arranging 90-degree crossed bearing pack in independent suspension of front wheel of vehicle

Abstract

The invention discloses a principle mechanism for arranging a 90-degree crossed bearing pack in a vehicle front wheel independent suspension, and belongs to the field of front wheel independent suspensions used for vehicles with three wheels or more than three wheels. The technical problems that front wheel independent suspensions such as front wheel double-cross-arm independent suspensions and multi-connecting-rod independent suspensions of traditional vehicles are heavy in steering and cannot be applied to large or large-load vehicles are solved, the steering resistance can be effectively reduced, the front wheel independent suspensions can be applied to the large or large-load vehicles, the vehicle performance is improved, and the like are solved. The technical essentials are as follows: a 90-degree crossed bearing pack mechanism is arranged at the intersection of an upper swing arm and a steering knuckle as well as the intersection of a lower swing arm and the steering knuckle to replace an original traditional spherical hinge part and is sleeved by a plurality of ball bearings;

Description

Technical Field

[0001] This invention relates to the field of independent front suspension used in three-wheeled or more vehicles. Background Technology

[0002] Currently, the main types of independent front suspension in mass-produced automobiles are: First, the MacPherson strut independent suspension, which mainly consists of a shock absorber, coil spring, lower control arm, and stabilizer bar. The shock absorber and coil spring are integrated into a single elastic strut, which is connected to the chassis frame at the top and to the steering knuckle at the bottom. The lower control arm is connected to the steering knuckle via a ball joint, and the other end is connected to the chassis frame via a rubber bushing. Second, the double wishbone independent suspension, which mainly consists of an upper wishbone, lower wishbone, shock absorber, and steering tie rod. Both the upper and lower wishbones are connected to the steering knuckle via ball joints. The lower end of the shock absorber is generally connected to the lower wishbone, and the upper end is connected to the chassis frame. Third, the double wishbone independent suspension mainly consists of two unequal-length wishbones. One end of each wishbone is connected to the steering knuckle via a ball joint, and the other end is connected to the chassis frame via a rubber bushing. The different lengths of the wishbones reduce wheel slippage. Fourth, the multi-link independent suspension mainly consists of an upper control arm, a positioning arm, a front control arm, a stabilizer bar, a lower control arm, and shock absorbers. One end of each upper and lower control arm is connected to the steering knuckle via a ball joint, and the other end is connected to the chassis frame via a rubber bushing. Currently, these traditional double wishbone independent suspensions, double lateral wishbone independent suspensions, and multi-link independent suspensions generally make the steering wheel feel quite heavy without power steering. A ball joint mainly consists of a ball pin, a ball bushing, and a ball housing. The lower part of the ball pin is spherical or nearly spherical to ensure a smooth fit with the ball seat. The ball bushing is a shell with an inner ball to accommodate or fix the ball pin. The ball housing is the outer shell of the ball joint, protecting the ball pin and ball bushing. Automotive bearings typically use ball bearings, which mainly consist of four parts: First, the inner ring, which generally mates with the shaft and rotates with it. The inner ring usually has raceways to support the rolling elements. The outer ring also has raceways and mates with the rolling elements, supporting and guiding them. Third, the rolling elements, the core component of the rolling bearing, are divided into two main categories: balls and rollers. The rolling elements roll between the inner and outer raceways, converting sliding friction into rolling friction, thereby reducing the coefficient of friction and energy loss. Therefore, modern rolling bearings can achieve speeds of several thousand revolutions per minute and can bear loads of several hundred tons. Fourth, the cage, also known as the spacer or retainer ring, serves to evenly separate the rolling elements, preventing them from colliding or rubbing against each other, while guiding them to roll correctly. The wheel is locked to the steering knuckle by the wheel axle, the brake caliper is usually fixed to the steering knuckle, and the brake disc is fixed to the wheel, thus achieving the braking function. This invention is a development and improvement on the traditional foundation. Summary of the Invention

[0003] The purpose of this invention is to provide a principle mechanism for setting a 90-degree cross bearing assembly in the independent front suspension of a vehicle. This mechanism is simple in structure, effectively reduces steering resistance, and is applicable to vehicles with large load capacities. In traditional vehicles, MacPherson strut, double wishbone, and multi-link independent front suspensions almost always use ball joints to connect the upper or lower control arm to the steering knuckle at this crucial point. This critical point must bear both the vehicle's weight and significant lateral torsional forces. When using ball joints, the contact and oscillation between the spherical surfaces of the ball pin and the ball joint obviously results in high friction. Under strong lateral torsional forces or the vehicle's own weight, the ball joint is prone to loosening or wobbling, posing a safety hazard. This also means that using a ball joint for this critical connection is unsuitable for larger or heavier vehicles, where double wishbone or multi-link independent suspensions offer better comfort and improved performance. To address these technical challenges, the present invention provides a mechanism for a 90-degree cross-bearing assembly in the front independent suspension, primarily comprising: a chassis frame, shock absorber, wheel, brake disc, brake caliper, steering knuckle, upper axle, lower axle, longitudinal bearing sleeve, and upper swing arm. Arm, tie rod, lower control arm, steering gear, steering wheel, steering shaft, vertical shaft, horizontal shaft, two screws, 90-degree cross bearing assembly, vertical bearing outer sleeve, longitudinal shaft, screw rod, ball joint, ball pin, ball bearing housing, ball bearing, inner ring, outer ring, rolling elements, cage, torsion bar, wheel axle, A-bar, B-bar, D-bar, front half shaft, rear half shaft, left wheel, right wheel, left suspension, right suspension, vertical shaft outer sleeve, rod body, upper control arm, lower control arm, M longitudinal bearing outer sleeve, E longitudinal bearing outer sleeve, L longitudinal bearing outer sleeve, S longitudinal bearing outer sleeve, W longitudinal bearing outer sleeve, y longitudinal bearing outer sleeve, Z longitudinal bearing outer sleeve, K longitudinal bearing outer sleeve The components include the N vertical bearing outer sleeve, F vertical bearing outer sleeve, N front half shaft, N rear half shaft, F front half shaft, F rear half shaft, drive shaft, upper locking point, and lower locking point. The upper end of the steering shaft locks the steering wheel, and the lower end locks the steering gear. One end of the steering tie rod is fixed to the steering gear, and the other end is locked to a torsion bar fixed to the steering knuckle. The wheel axle and wheel hub are locked to the steering knuckle, and the wheel rotates around the wheel axle. The brake caliper is also locked to the steering knuckle, and the brake disc is locked to the wheel. When the steering wheel is turned left or right, it drives the steering shaft, which in turn drives the steering gear, which in turn drives the steering tie rod, which in turn drives the steering knuckle, and thus the wheel turns left or right.

[0004] The shock absorber and coil spring of this invention are combined. The upper end is locked to the vehicle frame by a locking point, and the lower end is locked to the center point of the longitudinal shaft of the 90-degree cross bearing assembly without affecting the free rotation of the adjacent longitudinal bearing sleeves. In this way, the wheel can move freely up and down. The 90-degree cross bearing assembly is mainly composed of vertical bearing sleeves and longitudinal shafts. The longitudinal shafts include a front half shaft and a rear half shaft. The front half shaft is divided into N front half shaft and F front half shaft, and the rear half shaft is divided into N rear half shaft and F rear half shaft. The vertical bearing sleeves are divided into N vertical bearing sleeves and F vertical bearing sleeves.

[0005] To further explain, the lower control arm includes rods A and B, the upper control arm includes rods C and D, and the longitudinal shafts include the N front half-shaft and N rear half-shaft, which are on the same straight line, as well as the F front half-shaft and F rear half-shaft, which are on the same straight line. The M longitudinal bearing sleeve at one end of rod A is secured to the chassis frame by a bolt, and the E longitudinal bearing sleeve at the other end is secured to the N front half-shaft. The S longitudinal bearing sleeve at one end of rod B is secured to the chassis frame by a bolt, and the L longitudinal bearing sleeve at the other end is secured to the N rear half-shaft. The W longitudinal bearing sleeve at one end of rod C is secured to the chassis frame by a bolt, and the y longitudinal bearing sleeve at the other end is secured to the F front half-shaft. The K longitudinal bearing sleeve at one end of rod D is also secured by a bolt. The Z-longitudinal bearing sleeve at the other end, which passes through and locks onto the chassis frame, is locked onto the F rear axle. The 90-degree cross bearing assemblies, divided into N and F combinations, include N and F combinations of identical shape and size. In the N combination, the vertical bearing sleeve is locked onto the upper axle fixed to the upper end of the steering knuckle. In the F combination, the vertical bearing sleeve is locked onto the lower axle fixed to the lower end of the steering knuckle. The N combination includes the N vertical bearing sleeve fitted onto the upper axle, the N front axle, and the N rear axle pointing directly forward. Both the N front and N rear axles are connected to the N vertical bearing sleeve at a 90-degree angle. The F combination includes the F vertical bearing sleeve fitted onto the lower axle, the F front axle, and the F rear axle pointing directly forward. The F front axle... Both the rear half-shaft (F) and the rear half-shaft (S) are connected to the F vertical bearing sleeve at a 90-degree angle. The upper and lower axle rods, which are on the same straight line, are parallel to the wheels. Therefore, the wheels locked to the steering knuckle can turn left and right around the upper and lower axle rods. A, B, C, and D rods each have a rod body in the middle and a longitudinal bearing sleeve at each end. The longitudinal bearing sleeves pointing directly forward include parallel M, E, L, S, W, y, Z, and K longitudinal bearing sleeves. The M and S longitudinal bearing sleeves, with their identical shapes, are on the same straight line pointing directly forward. The E-longitudinal bearing sleeve and L-longitudinal bearing sleeve, which are of the same shape and are on the same straight line pointing directly forward, show that the wheel can swing inward and outward around the lower control arm, and the chassis can also swing up and down around the lower control arm. The W-longitudinal bearing sleeve and k-longitudinal bearing sleeve, which are of the same shape and are on the same straight line pointing directly forward, show that the wheel can also swing inward and outward around the upper control arm, and the chassis can also swing up and down around the upper control arm. Therefore, it can be seen that the wheel can turn left and right and bounce up and down, and the chassis can also tilt and vibrate up and down.

[0006] To further explain, it is clear that the wheels include the left and right wheels, and the independent suspension also includes the left and right suspensions. The left and right sides are basically symmetrical, and the mass and shape of each component are basically the same. Obviously, the intersection of the steering knuckle with the upper and lower control arms must bear the load of the vehicle body and also meet the steering requirements of the wheels. Under the action of torsional forces in multiple directions, ball joints are prone to wear, wobbling, and high friction. Obviously, this invention sets up a 90-degree cross bearing assembly. The bearings fitted by the N vertical bearing outer sleeve and the F vertical bearing outer sleeve control the steering of the wheels. The bearings fitted by the N front half shaft, N rear half shaft, F front half shaft, and F rear half shaft, which are all intersected by them at 90 degrees, control the swaying and vertical bouncing of the wheels. Obviously, these bearings can all use ball bearings. Today, ball bearings have mature technology, which can withstand hundreds of tons of load, greatly reduce friction, and are more durable and easy to maintain. Therefore, the steering becomes lighter and can be applied to larger vehicles or vehicles with heavy loads, thus greatly improving the performance and comfort of the vehicle.

[0007] To further explain, when the wheel is a hub motor type wheel, an axle assembly including a vertical shaft, a horizontal shaft, and two screws can be installed. The lower end of the vertical shaft, which is upright, is locked by the wheel axle, and the upper end intersects the horizontal shaft at a 90-degree angle. The two parallel screws fixed to the horizontal shaft are locked to the upper end of the upper axle rod. Since hub motor type wheels are relatively heavy, when both ends of the wheel axle are locked, the resistance to torsional forces in all directions is stronger. However, when the wheel is a non-hub motor type wheel, a traditional drive shaft can also be used to drive the wheel, in which case the axle assembly is not required.

[0008] To further explain, the present invention Figure 1 and Figure 2 This invention is clearly illustrated using a double wishbone independent front suspension. However, traditional MacPherson strut independent suspensions only have a lower control arm, and the intersection of the lower control arm and the steering knuckle can be connected using a 90-degree cross bearing assembly instead of a ball joint. In traditional multi-link independent front suspensions, the connection points between the upper and lower control arms and the steering knuckle can also be replaced with 90-degree cross bearing assemblies instead of ball joints. Therefore, the technology of this invention can be applied to independent front suspensions of vehicles to improve vehicle performance, increase vehicle load capacity, and enhance comfort and safety.

[0009] In the diagram: 1. Chassis frame; 2. Shock absorber; 3. Wheel; 4. Brake disc; 5. Brake caliper; 6. Steering knuckle; 7. Upper axle; 8. Lower axle; 9. Longitudinal bearing outer sleeve; 10. Upper control arm; 11. Steering tie rod; 12. Lower control arm; 13. Steering gear; 14. Steering shaft; 15. Vertical shaft; 16. Horizontal shaft; 17. Two bolts; 18. 90-degree cross bearing assembly; 19. Vertical bearing outer sleeve; 20. Longitudinal shaft; 21. Bolt rod; 23. Ball joint; 24. Ball pin; 25. Ball bearing housing; 26. Ball bearing shell; 27. Ball bearing; 28. Inner ring; 29. ​​Outer ring; 30. Rolling element; 31. Cage; 32. Torsion bar; 35. Wheel axle; 36. A-bar; 37. B-bar; 38. C-bar; 39. D-bar; 40. Front half axle; 4. 1. Rear half-shaft 42. Left wheel 43. Right wheel 44. Left suspension 45. Right suspension 46. Vertical shaft sleeve 47. Rod body 48. Upper cross arm 49. Lower cross arm 50. M longitudinal bearing sleeve 51. E longitudinal bearing sleeve 52. L longitudinal bearing sleeve 53. S longitudinal bearing sleeve 54. W longitudinal bearing sleeve 55. Y longitudinal bearing sleeve 56. Z longitudinal bearing sleeve 57. K longitudinal bearing sleeve 58. N vertical bearing sleeve 59. F vertical bearing sleeve 60. N front half-shaft 61. N rear half-shaft 62. F front half-shaft 63. F rear half-shaft 64. Left wheel 65. Right wheel 66. Drive shaft 67. Steering shaft 68. Upper locking point 69 and lower locking point 70.

[0010] Figure 1 Rear view of the principle mechanism for setting a 90-degree cross bearing assembly in the independent front suspension of a vehicle.

[0011] Figure 2 A top view of the underlying mechanism of a 90-degree cross bearing assembly in the independent front suspension of a vehicle.

[0012] Figure 3 This is a basic schematic diagram of a traditional front double wishbone independent suspension.

[0013] Figure 4 This is a basic schematic diagram of the 90-degree cross bearing assembly in the independent front wheel suspension of the vehicle of the present invention.

[0014] Figure 5 This is a basic schematic diagram of a traditional ball bearing.

[0015] Figure 6 This is a basic schematic diagram of a traditional ball joint. Detailed Implementation

[0016] To further explain the technical solution of the present invention, specific examples are given below to illustrate the invention.

[0017] To address the existing technical problems, the technical solution of this invention is: a principle mechanism for setting a 90-degree cross bearing assembly in the independent suspension of the front wheels of a vehicle, mainly including: a chassis frame 1, a shock absorber 2, a wheel 3, a brake disc 4, a brake caliper 5, a steering knuckle 6, an upper axle 7, a lower axle 8, a longitudinal bearing sleeve 9, an upper control arm 10, a steering tie rod 11, a lower control arm 12, a steering gear 13, a steering wheel 14, a steering shaft 15, a vertical shaft 16, a horizontal shaft 17, two screws 18, and a 90-degree cross bearing assembly. 19. Vertical bearing outer sleeve; 20. Longitudinal shaft; 21. Screw rod; 23. Ball joint; 24. Ball pin; 25. Ball ring; 26. Ball housing; 27. Ball bearing; 28. Inner ring; 29. ​​Outer ring; 30. Rolling element; 31. Cage; 32. Torsion bar; 35. Wheel axle; 36. A-bar; 37. B-bar; 38. C-bar; 39. D-bar; 40. Front half-shaft; 41. Rear half-shaft; 42. Left wheel; 43. Right wheel; 44. Left suspension; 45. Right suspension; 46. Vertical shaft outer sleeve; 47. Rod body; 48. Upper cross arm; 49. Lower cross arm; 50. 51. Longitudinal bearing outer sleeve (M); 52. Longitudinal bearing outer sleeve (E); 53. Longitudinal bearing outer sleeve (L); 54. Longitudinal bearing outer sleeve (S); 55. Longitudinal bearing outer sleeve (W); 56. Longitudinal bearing outer sleeve (Y); 57. Longitudinal bearing outer sleeve (Z); 58. Longitudinal bearing outer sleeve (K); 59. Vertical bearing outer sleeve (N); 60. Vertical bearing outer sleeve (F); 61. Front half shaft (N); 62. Rear half shaft (N); 63. Front half shaft (F); 64. Rear half shaft (F); 65. Left wheel; 66. Right wheel; 67. Drive shaft; 68. Steering shaft; 69. Upper locking point; and 70. Lower locking point. The upper end of the steering shaft locks the steering wheel, and the lower end locks the steering gear. One end of the steering tie rod is fixed to the steering gear, and the other end is locked to a torsion bar fixed to the steering knuckle. The wheel axle and wheel hub are locked to the steering knuckle, and the wheel rotates around the wheel axle. The brake caliper is also locked to the steering knuckle, and the brake disc is locked to the wheel. When the steering wheel is turned to the left or right, it drives the steering shaft, which in turn drives the steering gear, which in turn drives the steering tie rod, which in turn drives the steering knuckle, and thus the wheel turns to the left or right.

[0018] The shock absorber and coil spring of this invention are combined. The upper end is locked to the vehicle frame by a locking point, and the lower end is locked to the center point of the longitudinal shaft of the 90-degree cross bearing assembly without affecting the free rotation of the adjacent longitudinal bearing sleeves. In this way, the wheel can move freely up and down. The 90-degree cross bearing assembly is mainly composed of vertical bearing sleeves and longitudinal shafts. The longitudinal shafts include a front half shaft and a rear half shaft. The front half shaft is divided into N front half shaft and F front half shaft, and the rear half shaft is divided into N rear half shaft and F rear half shaft. The vertical bearing sleeves are divided into N vertical bearing sleeves and F vertical bearing sleeves.

[0019] To further explain, the lower control arm includes rods A and B, the upper control arm includes rods C and D, and the longitudinal shafts include the N front half-shaft and N rear half-shaft, which are on the same straight line, as well as the F front half-shaft and F rear half-shaft, which are on the same straight line. The M longitudinal bearing sleeve at one end of rod A is secured to the chassis frame by a bolt, and the E longitudinal bearing sleeve at the other end is secured to the N front half-shaft. The S longitudinal bearing sleeve at one end of rod B is secured to the chassis frame by a bolt, and the L longitudinal bearing sleeve at the other end is secured to the N rear half-shaft. The W longitudinal bearing sleeve at one end of rod C is secured to the chassis frame by a bolt, and the y longitudinal bearing sleeve at the other end is secured to the F front half-shaft. The K longitudinal bearing sleeve at one end of rod D is also secured by a bolt. The Z-longitudinal bearing sleeve at the other end, which passes through and locks onto the chassis frame, is locked onto the F rear axle. The 90-degree cross bearing assemblies, divided into N and F combinations, include N and F combinations of identical shape and size. In the N combination, the vertical bearing sleeve is locked onto the upper axle fixed to the upper end of the steering knuckle. In the F combination, the vertical bearing sleeve is locked onto the lower axle fixed to the lower end of the steering knuckle. The N combination includes the N vertical bearing sleeve fitted onto the upper axle, the N front axle, and the N rear axle pointing directly forward. Both the N front and N rear axles are connected to the N vertical bearing sleeve at a 90-degree angle. The F combination includes the F vertical bearing sleeve fitted onto the lower axle, the F front axle, and the F rear axle pointing directly forward. The F front axle... Both the rear half-shaft (F) and the rear half-shaft (S) are connected to the F vertical bearing sleeve at a 90-degree angle. The upper and lower axle rods, which are on the same straight line, are parallel to the wheels. Therefore, the wheels locked to the steering knuckle can turn left and right around the upper and lower axle rods. A, B, C, and D rods each have a rod body in the middle and a longitudinal bearing sleeve at each end. The longitudinal bearing sleeves pointing directly forward include parallel M, E, L, S, W, y, Z, and K longitudinal bearing sleeves. The M and S longitudinal bearing sleeves, with their identical shapes, are on the same straight line pointing directly forward. The E-longitudinal bearing sleeve and L-longitudinal bearing sleeve, which are of the same shape and are on the same straight line pointing directly forward, show that the wheel can swing inward and outward around the lower control arm, and the chassis can also swing up and down around the lower control arm. The W-longitudinal bearing sleeve and k-longitudinal bearing sleeve, which are of the same shape and are on the same straight line pointing directly forward, show that the wheel can also swing inward and outward around the upper control arm, and the chassis can also swing up and down around the upper control arm. Therefore, it can be seen that the wheel can turn left and right and bounce up and down, and the chassis can also tilt and vibrate up and down.

[0020] To further explain, it is clear that the wheels include the left and right wheels, and the independent suspension also includes the left and right suspensions. The left and right sides are basically symmetrical, and the mass and shape of each component are basically the same. Obviously, the intersection of the steering knuckle with the upper and lower control arms must bear the load of the vehicle body and also meet the steering requirements of the wheels. Under the action of torsional forces in multiple directions, ball joints are prone to wear, wobbling, and high friction. Obviously, this invention sets up a 90-degree cross bearing assembly. The bearings fitted by the N vertical bearing outer sleeve and the F vertical bearing outer sleeve control the steering of the wheels. The bearings fitted by the N front half shaft, N rear half shaft, F front half shaft, and F rear half shaft, which are all intersected by them at 90 degrees, control the swaying and vertical bouncing of the wheels. Obviously, these bearings can all use ball bearings. Today, ball bearings have mature technology, which can withstand hundreds of tons of load, greatly reduce friction, and are more durable and easy to maintain. Therefore, the steering becomes lighter and can be applied to larger vehicles or vehicles with heavy loads, thus greatly improving the performance and comfort of the vehicle.

[0021] To further explain, when the wheel is a hub motor type wheel, an axle assembly including a vertical shaft, a horizontal shaft, and two screws can be installed. The lower end of the vertical shaft, which is upright, is locked by the wheel axle, and the upper end intersects the horizontal shaft at a 90-degree angle. The two parallel screws fixed to the horizontal shaft are locked to the upper end of the upper axle rod. Since hub motor type wheels are relatively heavy, when both ends of the wheel axle are locked, the resistance to torsional forces in all directions is stronger. However, when the wheel is a non-hub motor type wheel, a traditional drive shaft can also be used to drive the wheel, in which case the axle assembly is not required.

[0022] To further explain, the present invention Figure 1 and Figure 2 This invention is clearly illustrated using a double wishbone independent front suspension. However, traditional MacPherson strut independent suspensions only have a lower control arm, and the intersection of the lower control arm and the steering knuckle can be connected using a 90-degree cross bearing assembly instead of a ball joint. In traditional multi-link independent front suspensions, the connection points between the upper and lower control arms and the steering knuckle can also be replaced with 90-degree cross bearing assemblies instead of ball joints. Therefore, the technology of this invention can be applied to independent front suspensions of vehicles to improve vehicle performance, increase vehicle load capacity, and enhance comfort and safety.

[0023] The above examples and figures are not intended to limit the product form and style of this invention. Any appropriate changes or modifications made by those skilled in the art should be considered as not departing from the patent scope of this invention.

Claims

1. The purpose of this invention is to provide a principle mechanism for setting a 90-degree cross bearing assembly in the independent front suspension of a vehicle. This mechanism is simple in structure, effectively reduces steering resistance, and is applicable to vehicles with large load capacities. In traditional vehicles, the upper or lower control arm of the MacPherson strut, double wishbone, and multi-link independent front suspension almost always uses a ball joint to connect the upper or lower control arm to the steering knuckle. This crucial part must bear both the vehicle's weight and significant lateral torsional forces. However, when using a ball joint, the spherical surface of the ball joint... When the ball joint oscillates in contact with the spherical surface, the friction is obviously high. Under strong lateral torsional forces or the weight of the vehicle itself, this ball joint is prone to loosening or wobbling, posing a safety hazard. This also means that using a ball joint for this critical connection cannot be applied to larger or heavier vehicles. Obviously, these vehicles use double wishbone or multi-link independent suspensions, which offer better comfort and improved vehicle performance. To solve these technical problems, the technical solution of this invention is: a mechanism for setting a 90-degree cross bearing assembly in the independent front wheel suspension of a vehicle, mainly including: Chassis frame, shock absorbers, wheels, brake discs, brake calipers, steering knuckles, upper axle, lower axle, longitudinal bearing sleeve, upper control arm, steering tie rod, lower control arm, steering gear, steering wheel, steering shaft, vertical shaft, horizontal shaft, two bolts, 90-degree cross bearing assembly, vertical bearing sleeve, longitudinal shaft, bolt rod, ball joint, ball pin, ball joint, ball housing, ball bearing, inner ring, outer ring, rolling elements, cage, torsion bar, wheel axle, A-bar, B-bar, D-bar, front half axle, rear half axle, left wheel, right wheel, left suspension, right suspension, vertical shaft sleeve, rod body, upper control arm, lower control arm, M longitudinal bearing sleeve, E longitudinal bearing sleeve, L longitudinal bearing sleeve, S longitudinal bearing sleeve, W longitudinal bearing sleeve, Y longitudinal shaft The steering shaft consists of a bearing housing, Z longitudinal bearing housing, K longitudinal bearing housing, N vertical bearing housing, F vertical bearing housing, N front half shaft, N rear half shaft, F front half shaft, F rear half shaft, drive shaft, upper locking point, and lower locking point. The upper end of the steering shaft locks the steering wheel, and the lower end locks the steering gear. One end of the steering tie rod is fixed to the steering gear, and the other end is locked to a torsion bar fixed to the steering knuckle. The wheel axle and wheel hub are locked to the steering knuckle, and the wheel rotates around the wheel axle. The brake caliper is also locked to the steering knuckle, and the brake disc is locked to the wheel. When the steering wheel is turned left or right, it drives the steering shaft, which in turn drives the steering gear, which in turn drives the steering tie rod, which in turn drives the steering knuckle, and thus the wheel turns left or right.

2. The shock absorber and the coil spring of the present invention are combined. The upper end is locked to the vehicle frame by the upper locking point, and the lower end is locked to the center point of the longitudinal shaft of the 90-degree cross bearing assembly without affecting the free rotation of the adjacent longitudinal bearing sleeves. In this way, the wheel can move freely up and down. The 90-degree cross bearing assembly is mainly composed of vertical bearing sleeves and longitudinal shafts. The longitudinal shafts include the front half shaft and the rear half shaft. The front half shaft is divided into N front half shaft and F front half shaft, and the rear half shaft is divided into N rear half shaft and F rear half shaft. The vertical bearing sleeves are divided into N vertical bearing sleeves and F vertical bearing sleeves.

3. The principle mechanism of the independent front wheel suspension of a vehicle with a 90-degree cross bearing assembly as described in claim 2, characterized in that: The lower control arm includes rods A and B, the upper control arm includes rods C and D, and the longitudinal shafts include the N front half-shaft and N rear half-shaft, both aligned on the same straight line, as well as the F front half-shaft and F rear half-shaft, also aligned on the same straight line. The M longitudinal bearing sleeve at one end of rod A is secured to the chassis frame by a bolt, while the E longitudinal bearing sleeve at the other end is secured to the N front half-shaft. The S longitudinal bearing sleeve at one end of rod B is secured to the chassis frame by a bolt, while the L longitudinal bearing sleeve at the other end is secured to the N rear half-shaft. The W longitudinal bearing sleeve at one end of rod C is secured to the chassis frame by a bolt, while the y longitudinal bearing sleeve at the other end is secured to the F front half-shaft. The K longitudinal bearing sleeve at one end of rod D is also secured by a bolt. The Z-longitudinal bearing sleeve, locked to the chassis frame at the other end, is locked to the F rear axle. The 90-degree cross bearing assemblies, divided into N and F combinations, include N and F combinations of identical shape and size. In the N combination, the vertical bearing sleeve is locked to the upper axle fixed to the upper end of the steering knuckle. In the F combination, the vertical bearing sleeve is locked to the lower axle fixed to the lower end of the steering knuckle. The N combination includes the N vertical bearing sleeve fitted onto the upper axle, the N front axle, and the N rear axle pointing directly forward. Both the N front and N rear axles are connected to the N vertical bearing sleeve at a 90-degree angle. The F combination includes the F vertical bearing sleeve fitted onto the lower axle, the F front axle, and the F rear axle pointing directly forward. The half-shafts are all connected to the F vertical bearing sleeve at a 90-degree angle. The upper and lower axle rods, which are on the same straight line, are parallel to the wheels. Therefore, the wheels locked to the steering knuckles can turn left and right around the upper and lower axle rods. A, B, C, and D rods each have a rod body in the middle and a longitudinal bearing sleeve at each end. The longitudinal bearing sleeves pointing directly forward include parallel M, E, L, S, W, y, Z, and K longitudinal bearing sleeves. The M and S longitudinal bearing sleeves, with their identical shapes, are on the same straight line pointing directly forward. Online, the E-longitudinal bearing sleeve and L-longitudinal bearing sleeve, which have the same shape, are also on the same straight line pointing directly forward. It can be seen that the wheel can swing inward and outward around the lower control arm, and the chassis can also swing up and down around the lower control arm. The W-longitudinal bearing sleeve and k-longitudinal bearing sleeve, which have the same shape, are also on the same straight line pointing directly forward. The y-longitudinal bearing sleeve and Z-longitudinal bearing sleeve, which have the same shape, are also on the same straight line pointing directly forward. It can be seen that the wheel can also swing inward and outward around the upper control arm, and the chassis can also swing up and down around the upper control arm. Therefore, it can be seen that the wheel can turn left and right and also bounce up and down, and the chassis can also tilt up and down and vibrate.

4. The principle mechanism of the independent front wheel suspension of a vehicle with a 90-degree cross bearing assembly as described in claim 3, characterized in that: Obviously, wheels include left and right wheels, and independent suspension also includes left and right suspensions. The left and right sides are basically symmetrical, and the mass and shape of each component are basically the same. Obviously, the intersection of the steering knuckle with the upper and lower control arms must bear the load of the vehicle body and also meet the steering of the wheels. Under the action of torsional forces in multiple directions, ball joints are prone to wear and wobbling and have high friction. Obviously, this invention sets up a 90-degree cross bearing assembly. The bearings fitted by the N vertical bearing outer sleeve and the F vertical bearing outer sleeve control the steering of the wheels. The bearings fitted by the N front half shaft, N rear half shaft, F front half shaft, and F rear half shaft, which are all 90 degrees intersecting with them, control the swaying and vertical bounce of the wheels. Obviously, these bearings can all use ball bearings. Today, ball bearings have mature technology, which can withstand hundreds of tons of load, greatly reduce friction, and are more durable and easy to maintain. Therefore, the steering becomes lighter and can be applied to larger vehicles or vehicles with heavy loads, thus greatly improving the performance and comfort of the vehicle.

5. The principle mechanism of the independent front wheel suspension of a vehicle with a 90-degree cross bearing assembly as described in claim 4, characterized in that: When the wheel is set as a hub motor type wheel, an axle assembly including a vertical axle, a horizontal axle, and two screws can be set. The lower end of the vertical axle, which is upright, is locked by the wheel axle, and the upper end is perpendicular to the horizontal axle at 90 degrees. The two screws, which are fixed to the horizontal axle and are parallel to each other, are locked to the upper end of the upper axle rod. Since the hub motor type wheel is relatively heavy, when both ends of the wheel axle are locked, the resistance to torsional forces in all directions is stronger. However, the wheel is not a hub motor type.

6. The principle mechanism of the independent front wheel suspension of a vehicle with a 90-degree cross bearing assembly as described in claim 5, characterized in that: Figures 1 and 2 of this invention are obviously illustrated with a double wishbone independent front suspension. However, the traditional MacPherson strut independent suspension only has a lower control arm, and the intersection of the lower control arm and the steering knuckle can be connected by a 90-degree cross bearing assembly instead of a ball joint. In the traditional multi-link independent front suspension, the connection between the upper and lower control arms and the steering knuckle can also be replaced by a 90-degree cross bearing assembly instead of a ball joint. Therefore, the technology of this invention can be applied to the independent front suspension of vehicles to improve vehicle performance, increase vehicle load capacity, and improve comfort and safety.

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