Automobile chassis suspension structure

Abstract

The utility model discloses an automobile chassis suspension structure, which comprises a chassis platform front module and a chassis platform rear module, the chassis platform front module comprises a front suspension and a control arm, the front suspension is a hydraulic suspension, a control arm bushing is arranged on the control arm, and the control arm bushing is a hydraulic control arm bushing. The automobile chassis suspension is reasonable in structural design, and solves the problems that an existing chassis platform is large in impact and large in road noise by optimizing hard points of a front suspension chassis and a rear suspension chassis, improving the shock isolation rate of a chassis lining, reducing the unsprung mass and meanwhile pre-burying DP-EPS arrangement space under the condition that a large frame such as an automobile body which is large in investment is not changed basically.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile chassis, in particular to an automobile chassis suspension structure. Background Art

[0002] As people's living standards continue to improve, car users have higher and higher expectations for car comfort. As the carrier of the two major functions of load-bearing and driving, chassis comfort is particularly critical. However, the existing chassis platforms of some traditional OEMs have some drawbacks such as large impact, high road noise, and limited steering assistance. Therefore, it is urgent to continuously upgrade and iterate the existing chassis platform in line with the improvement of user needs during its life cycle.

[0003] like Figure 6 It is the existing chassis front module structure, which is the more common McPherson front suspension, in which the suspension is a rubber suspension 11, and the seismic isolation ability is general; according to the current state of the existing control arm hard point 12, the front suspension anti-nodal head angle and vertical jump toe need to be improved; the steering system is C-EPS, and the matching steering gear is a mechanical steering gear 13, and the steering system power assistance ability is limited; the rear point of the control arm is a rubber control arm bushing 14, and the seismic isolation ability is general, and the adjustment is limited; the left and right front sliding columns and the steering knuckle are U-shaped connections 15, with low rigidity, limited improvement, and obvious road noise.

[0004] like Figure 7 It is the existing chassis rear module structure, which is a more common E-type multi-link suspension. As shown in the figure, the existing tie rod hard point 16, the existing trailing arm hard point and small bushing 17, and the small bushing 18 connecting the subframe and the body are not designed properly. The trailing arm and the body are connected with a small bushing structure, and the wheel center avoidance and comfort adjustment are limited. Utility Model Content

[0005] In view of the deficiencies in the prior art, the utility model provides an automobile chassis suspension structure to achieve the purpose of effectively optimizing impact and road noise.

[0006] In order to solve the above technical problems, the technical solution adopted by the utility model is:

[0007] The automobile chassis suspension structure comprises a chassis platform front module and a chassis platform rear module. The chassis platform front module comprises a front suspension and a control arm. The front suspension is a hydraulic suspension. A control arm bushing is arranged on the control arm. The control arm bushing is a hydraulic control arm bushing.

[0008] Further:

[0009] The chassis platform front module includes a subframe, and a DP-EPS steering gear arrangement space is reserved on the subframe.

[0010] The front module of the chassis platform includes a sliding column and a steering knuckle, and the connection type between the sliding column and the steering knuckle is an embracing structure.

[0011] The front module of the chassis platform is a McPherson suspension.

[0012] The chassis platform rear module is a multi-link suspension structure.

[0013] The chassis platform rear module includes a rear trailing arm and a connecting bushing for connecting the subframe and the body. The rear trailing arm is provided with a rear trailing arm bushing. The specifications and dimensions of the rear trailing arm bushing and the connecting bushing are both larger than the specifications and dimensions of the hydraulic control arm bushing.

[0014] The encircling structure is a clamp structure.

[0015] Compared with the prior art, the utility model has the following advantages:

[0016] The chassis suspension structure of the car is reasonably designed. Without basically changing the large framework of the body and other large investment components, it solves the pain points of large impact and road noise of the existing chassis platform by optimizing the front and rear suspension chassis hard points, improving the chassis bushing isolation rate and reducing the unsprung mass, while pre-embedding the DP-EPS layout space. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The following is a brief description of the contents and symbols in the drawings of this specification:

[0018] Figure 1 It is a schematic diagram of the front suspension structure of the utility model.

[0019] Figure 2 It is a schematic diagram of the rear suspension structure of the utility model.

[0020] Figure 3 This is a comparison diagram before and after optimization of the front wheel passing over a speed bump and the front seat guide rail X-direction acceleration of the utility model.

[0021] Figure 4 This is a comparison diagram before and after optimization of the X-direction acceleration of the rear wheel passing over a speed bump and the rear seat guide rail of the utility model.

[0022] Figure 5 This is a comparison chart before and after the road noise optimization of the entire vehicle of the utility model.

[0023] Figure 6 Schematic diagram of the existing front suspension structure.

[0024] Figure 7 Schematic diagram of the existing rear suspension structure.

[0025] In the figure:

[0026] 1. Hydraulic suspension, 2. Control arm hard point, 3. DP-EPS steering gear, 4. Hydraulic control arm bushing, 5. Wraparound sliding column connection structure, 6. Rear tie rod hard point, 7. Rear trailing arm bushing, 8. Connecting bushing;

[0027] 11. Rubber suspension, 12. Existing control arm hard points, 13. Mechanical steering gear, 14. Rubber control arm bushings, 15. U-shaped connection, 16. Existing tie rod hard points, 17. Existing trailing arm hard points and small bushings, 18. Small bushings connecting the subframe and the body. DETAILED DESCRIPTION

[0028] The specific implementation of the utility model will be further explained in detail below through the description of embodiments with reference to the accompanying drawings.

[0029] like Figure 1 and Figure 2 As shown, the automobile chassis suspension structure includes a chassis platform front module and a chassis platform rear module; the chassis platform front module includes a front suspension and a control arm, the front suspension is a hydraulic suspension 1, and a control arm bushing is provided on the control arm, and the control arm bushing is a hydraulic control arm bushing 4.

[0030] The front module of the chassis platform includes a subframe, on which space is reserved for the DP-EPS steering gear 3. The pain points of the old chassis platform, such as large impact and road noise, are solved without changing the large-scale components such as the body, and the space for the DP-EPS with greater steering assist capability is pre-buried in advance to address the problem of increasing load on subsequent oil-to-electric vehicles and insufficient C-EPS assist capability.

[0031] Preferably, the front module of the chassis platform is a McPherson suspension; the rear module of the chassis platform is a multi-link suspension structure; the front module of the chassis platform includes a sliding column and a steering knuckle, and the connection type between the sliding column and the steering knuckle is an embracing structure, and the embracing structure is preferably a clamp structure for easy installation; and the overall rigidity is large.

[0032] The rear module of the chassis platform includes a rear trailing arm 7 and a connecting bushing 8 for connecting the subframe and the vehicle body. The rear trailing arm is provided with a rear trailing arm bushing. The specifications and dimensions of the rear trailing arm bushing and the connecting bushing are larger than those of the hydraulic control arm bushing. The rear trailing arm bushing is selected with a relatively large specification and dimension to improve the wheel center avoidance capability; the connecting bushing is selected with a relatively large specification and dimension to improve the seismic isolation rate and adjustment capability.

[0033] The preferred specific examples of the present utility model are:

[0034] like Figure 1As shown, the front module of the optimized chassis platform still has a McPherson suspension type, and the hydraulic suspension is optimized to a hydraulic suspension 1, which greatly improves the isolation capability; the control arm hard point 2 is re-optimized and adjusted, and various indicators reach the optimal state; the newly developed subframe reserves the layout space of DP-EPS 3 in advance to cope with the subsequent larger vehicle load; the rear point of the control arm is optimized to a hydraulic control arm bushing 4 to improve the isolation rate; the left and right front sliding columns and the steering knuckle are connected in an embracing sliding column connection structure 5, which has a large overall rigidity and makes a great contribution to improving road noise.

[0035] like Figure 2 As shown, the rear module of the chassis platform is optimized, and the suspension type is still E-type multi-link. The rear module of the chassis platform includes a rear trailing arm and a connecting bushing 8 for connecting the subframe and the body. The rear trailing arm is provided with a rear trailing arm bushing 7; the rear point of the trailing arm is raised and the bushing is enlarged to improve the wheel center avoidance ability, and the rear pull rod hard point 6 is optimized and adjusted; at the same time, the connecting bushing 8 connecting the subframe and the body is enlarged to improve the seismic isolation rate and adjustment ability.

[0036] like Figure 3 As shown in the figure, when the front wheel passes over the speed bump, the front seat rail X-axis acceleration is compared before and after optimization. After the improvement, the X-axis acceleration is reduced by about 20%. Figure 4 As shown in the figure, when the rear wheel passes over the speed bump, the X-direction acceleration of the rear seat rail is compared before and after the optimization. After the improvement, the X-direction acceleration is reduced by about 13%. Figure 5 As shown in the figure, the road noise of the whole vehicle is compared before and after optimization. After the improvement, the road noise of the whole vehicle is significantly reduced; the Z-direction vibration of the steering knuckle is reduced by 0.01g near 40Hz, 0.05g at 80Hz, and 0.02g in the cavity; the interior noise, the road noise of the whole vehicle is reduced by about 2dB.

[0037] The above is only an explanation of the preferred embodiments of the present invention. The above technical features can be arbitrarily combined to form multiple embodiments of the present invention.

[0038] The utility model is described above by way of example in conjunction with the accompanying drawings. It is obvious that the specific implementation of the utility model is not limited to the above-mentioned method. As long as various non-substantial improvements are made using the concept and technical solution of the utility model, or the concept and technical solution of the utility model are directly applied to other occasions without improvement, they are all within the protection scope of the utility model.

Claims

1. An automobile chassis suspension structure, comprising a chassis platform front module and a chassis platform rear module, characterized in that: The front module of the chassis platform includes a front suspension and a control arm. The front suspension is a hydraulic suspension. A control arm bushing is provided on the control arm. The control arm bushing is a hydraulic control arm bushing.

2. The automobile chassis suspension structure according to claim 1, characterized in that: The chassis platform front module includes a subframe, and a DP-EPS steering gear arrangement space is reserved on the subframe.

3. The automobile chassis suspension structure according to claim 1, characterized in that: The front module of the chassis platform includes a sliding column and a steering knuckle, and the connection type between the sliding column and the steering knuckle is an embracing structure.

4. The automobile chassis suspension structure according to claim 1, characterized in that: The front module of the chassis platform is a McPherson suspension.

5. The automobile chassis suspension structure according to claim 1, characterized in that: The chassis platform rear module is a multi-link suspension structure.

6. The automobile chassis suspension structure according to claim 1, characterized in that: The chassis platform rear module includes a rear trailing arm and a connecting bushing for connecting the subframe and the body. The rear trailing arm is provided with a rear trailing arm bushing. The specifications and dimensions of the rear trailing arm bushing and the connecting bushing are both larger than the specifications and dimensions of the hydraulic control arm bushing.

7. The automobile chassis suspension structure as claimed in claim 3, characterized in that: The encircling structure is a clamp structure.

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