Transverse plate spring double-wishbone front suspension structure with independent main pin

Abstract

The utility model discloses a transverse plate spring double-wishbone front suspension structure with an independent main pin, which is mounted on a frame and comprises a transverse plate spring, the transverse plate spring is positioned below the frame, and the middle of the transverse plate spring is fixedly connected with the frame; an upper swing arm and a lower swing arm are installed on the two side faces of the frame respectively, a connecting arm is installed between the upper swing arm and the free end of the lower swing arm on the corresponding side in a hinged mode, and a steering knuckle is installed on the connecting arm in a hinged mode through a vertically-arranged main pin. The two ends of the transversely-arranged plate spring are fixedly connected with the lower swing arms on the corresponding sides. The independent suspension is adopted, the unsprung mass is small, the impact load of the suspension is small, the driving controllability and comfort are improved, the vertical space occupied by the transversely-arranged plate spring is small, and the low-floor form of a vehicle body is achieved. The steering knuckle is directly installed on the connecting arm in a hinged mode through the main pin, interference force arms are reduced, the driving stability is improved, the structure is simple, the technology is simple, and cost is low.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle suspensions, and in particular to a transverse leaf spring double-wishbone front suspension structure with an independent kingpin. Background Art

[0002] At present, the mainstream solution for the front suspension of light trucks is a longitudinal leaf spring non-independent suspension, and a small number are independent suspensions. For the longitudinal leaf spring non-independent suspension, the unsprung mass is large, the suspension impact load is large, the handling and comfort are poor, the body floor is relatively high, and the driver generally needs two or three steps to get on the vehicle, so the convenience is poor. The independent suspension has a double-wishbone form and a coil spring form. In the double-wishbone form, the swing arm is connected to the steering knuckle by a ball joint and to the frame by a bushing, the structure is complex, and due to the arrangement of the swing arm and the ball joint, the interference arm is relatively large, and the driving stability is relatively low; in the coil spring form, the upper end of the spring is connected to the frame, and the lower end is connected to the lower swing arm, and the spring needs to occupy a large vertical space, and it is difficult to realize the low-floor form of the vehicle body. Therefore, it is necessary to improve the front suspension of light trucks considering the above situations. Summary of the Utility Model

[0003] The technical problem to be solved by the utility model is to provide a transverse leaf spring double-wishbone front suspension structure with an independent kingpin, which is beneficial to improving driving controllability and comfort, improving driving stability, has a simple structure, and realizes the low-floor form of the vehicle body.

[0004] To solve the above technical problem, the technical solution of the utility model is: a transverse leaf spring double-wishbone front suspension structure installed on a frame, including a transverse leaf spring, the transverse leaf spring is located below the frame and the middle part of the transverse leaf spring is fixedly connected to the frame; an upper swing arm and a lower swing arm are respectively installed on two sides of the frame, a connecting arm is hingedly installed between the free ends of the upper swing arm and the corresponding lower swing arm, and a steering knuckle is hingedly installed on the connecting arm through a vertically arranged kingpin; both ends of the transverse leaf spring are fixedly connected to the corresponding lower swing arm.

[0005] As a preferred technical solution, shock absorbers are respectively hingedly installed between each lower swing arm and the frame.

[0006] As a preferred technical solution, a stabilizer bar assembly is connected between the two upper swing arms.

[0007] As a preferred technical solution, the stabilizer bar assembly includes a stabilizer bar main rod, and stabilizer bar link rods are connected between both ends of the stabilizer bar main rod and the corresponding upper swing arms; the middle part of the stabilizer bar main rod is fixedly connected to the frame.

[0008] As a preferred technical solution, a brake oil pipe installation point is provided on the upper swing arm.

[0009] As a preferred technical solution, the transverse leaf spring is a composite leaf spring.

[0010] Due to the adoption of the above technical solution, a transverse leaf spring double-wishbone front suspension structure with an independent kingpin is installed on a vehicle frame and includes a transverse leaf spring. The transverse leaf spring is located below the vehicle frame, and the middle part of the transverse leaf spring is fixedly connected to the vehicle frame; an upper wishbone and a lower wishbone are respectively installed at two sides of the vehicle frame, a connecting arm is hingedly installed between free ends of the upper wishbone and the corresponding-side lower wishbone, a steering knuckle is hingedly installed on the connecting arm through a vertically arranged kingpin; two ends of the transverse leaf spring are fixedly connected to the corresponding-side lower wishbone. The utility model adopts an independent suspension. The transverse leaf spring is located below the vehicle frame, the unsprung mass is small, the suspension impact load is small, which is beneficial to improving driving controllability and comfort. The vertical space occupied by the transverse leaf spring is small, realizing a low-floor body form. The ball joint connection between the wishbone and the steering knuckle is cancelled, and the steering knuckle is directly hingedly installed on the connecting arm by using the kingpin, which not only reduces the interference force arm and is beneficial to improving driving stability, but also has a simple structure, a simple process and low cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] The following drawings are only intended to illustrate and explain the present utility model schematically and do not limit the scope of the present utility model. Among them:

[0012] Figure 1 is a front view structural schematic diagram of an embodiment of the present utility model;

[0013] Figure 2 is a top view structural schematic diagram of an embodiment of the present utility model;

[0014] Figure 3 is a three-dimensional structural schematic diagram of an embodiment of the present utility model;

[0015] Figure 4 is a three-dimensional structural schematic diagram after an embodiment of the present utility model is installed on a vehicle frame.

[0016] In the drawings: 1-vehicle frame; 2-transverse leaf spring; 3-upper wishbone; 4-lower wishbone; 5-connecting arm; 6-steering knuckle; 7-kingpin; 8-shock absorber; 9-stabilizer bar assembly; 91-stabilizer bar main rod; 92-stabilizer bar link. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0017] The present utility model will be further described below in conjunction with the drawings and embodiments. In the following detailed description, only some exemplary embodiments of the present utility model are described by way of illustration. Undoubtedly, those of ordinary skill in the art can recognize that the described embodiments can be modified in various different ways without departing from the spirit and scope of the present utility model. Therefore, the drawings and the description are illustrative in nature and are not used to limit the protection scope of the claims.

[0018] As shown Figures 1 to 4 Collectively, a transverse leaf spring double-wishbone front suspension structure with an independent kingpin is installed on a vehicle frame 1 and includes a transverse leaf spring 2. The transverse leaf spring 2 is located below the vehicle frame 1 and the middle part of the transverse leaf spring 2 is fixedly connected to the vehicle frame 1. Of course, when a sub-frame is provided at this position of the vehicle frame 1, the middle part of the transverse leaf spring 2 is fixedly connected to the sub-frame. This technical means belongs to equivalent variation and should be within the protection scope of the present utility model. In this embodiment, the middle part of the transverse leaf spring 2 is bolted to the vehicle frame 1 through a bushing.

[0019] An upper wishbone 3 and a lower wishbone 4 are respectively installed on two sides of the vehicle frame 1. Both the upper wishbone 3 and the lower wishbone 4 are hingedly connected to the vehicle frame 1 through a bushing and bolt structure. A connecting arm 5 is hingedly installed between the free ends of the upper wishbone 3 and the corresponding lower wishbone 4 on the same side. Both the upper wishbone 3 and the lower wishbone 4 are hingedly connected to the connecting arm 5 through a bushing and bolt structure. Thus far, the double-wishbone structure of the upper wishbone 3 and the lower wishbone 4 forms a four-link mechanism by jointly connecting the connecting arm 5, which can improve the impact load adaptability and is beneficial to improving driving controllability and comfort.

[0020] A steering knuckle 6 is hingedly installed on the connecting arm 5 through a vertically arranged kingpin 7. As is well known, wheels and brake assemblies are installed on the steering knuckle 6. Thus, in this embodiment, an independent suspension structure is formed in which the wheels rotate around the kingpin 7 while the double wishbones only swing up and down to provide the up-and-down movement freedom of the wheels.

[0021] Both ends of the transverse leaf spring 2 are fixedly connected to the corresponding lower wishbone 4 on the same side, so that the transverse leaf spring 2 can resist the impact on the suspension structures at both ends, thereby buffering the wheel movement and the suspension impact load. The transverse leaf spring 2 can be directly fixedly connected to the corresponding lower wishbone 4 on the same side through a bushing and bolts, or can be fixedly connected to the corresponding lower wishbone 4 on the same side by using rubber parts, etc., without limitation here.

[0022] Preferably, shock absorbers 8 are respectively hingedly installed between each lower wishbone 4 and the vehicle frame 1. The upper end of the shock absorber 8 is hingedly connected to the vehicle frame 1 through a bushing and bolt structure, and the lower end is bolted to the lower wishbone 4 through a bushing and bolt structure. On the basis of the transverse leaf spring 2, adding the shock absorbers 8 can further buffer the suspension impact and is beneficial to improving driving controllability and comfort.

[0023] Preferably, a stabilizer bar assembly 9 is connected between the two upper swing arms 3. The double-wishbone structure is further stabilized by the stabilizer bar assembly 9, further improving the impact load adaptability and facilitating the improvement of driving controllability and comfort. The stabilizer bar assembly 9 in this embodiment includes a stabilizer bar main rod 91. Stabilizer bar linkages 92 are connected between the two ends of the stabilizer bar main rod 91 and the corresponding side upper swing arms 3. The middle of the stabilizer bar main rod 91 is fixedly connected to the vehicle frame 1. The structure of this stabilizer bar assembly 9 is easily understood by those skilled in the art in combination with the existing stabilizer bar technology and will not be elaborated here.

[0024] Preferably, a brake oil pipe installation point is provided on the upper swing arm 3 to facilitate the layout of the brake oil pipe line.

[0025] An independent suspension is adopted in this embodiment. The transverse leaf spring 2 is located below the vehicle frame 1, with a small unsprung mass and a small suspension impact load, which is beneficial to improving driving controllability and comfort. The transverse leaf spring 2 occupies little vertical space, realizing a low-floor body form. The driver can get on and off the vehicle in one step, which is more convenient. In this embodiment, through the setting of the four-link mechanism at the double-wishbone, the addition of the shock absorber 8, the stabilizer bar assembly 9, etc., the impact load adaptability is further improved, which is further beneficial to improving driving controllability and comfort. Preferably, the transverse leaf spring 2 is a composite material leaf spring to reduce the suspension weight and is beneficial to further improving driving controllability and comfort. In this embodiment, the ball joint connection between the swing arm and the steering knuckle 6 is cancelled, and the steering knuckle 6 is directly hinged and installed on the connecting arm 5 by using the kingpin 7, which not only reduces the interference force arm and is beneficial to improving driving stability, but also has a simple structure, simple process and low cost.

[0026] The above shows and describes the basic principles, main features and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited by the above embodiments. What is described in the above embodiments and the specification only illustrates the principle of the present invention. Without departing from the spirit and scope of the present invention, the present invention will have various changes and improvements, and these changes and improvements fall within the scope of the present invention claimed. The scope of protection claimed by the present invention is defined by the appended claims and their equivalents.

Claims

1. A double wishbone front suspension structure with a transverse leaf spring and an independent kingpin, mounted on a vehicle frame, comprising a transverse leaf spring, characterized in that: The transverse leaf spring is located below the frame and the middle portion of the transverse leaf spring is fixedly connected to the frame; an upper swing arm and a lower swing arm are respectively installed on two side surfaces of the frame, a connecting arm is hingedly installed between the free end of the upper swing arm and the lower swing arm on the corresponding side, and a steering knuckle is hingedly installed on the connecting arm through a vertically arranged kingpin; both ends of the transverse leaf spring are fixedly connected to the lower swing arm on the corresponding side.

2. A transverse leaf spring double wishbone front suspension structure with independent kingpin as claimed in claim 1, characterized in that: A shock absorber is hingedly installed between each lower swing arm and the vehicle frame.

3. A transverse leaf spring double wishbone front suspension structure with independent kingpin as claimed in claim 1, characterized in that: A stabilizer bar assembly is connected between the two upper swing arms.

4. A transverse leaf spring double wishbone front suspension structure with independent kingpin as claimed in claim 3, characterized in that: The stabilizer bar assembly comprises a stabilizer bar main bar, and stabilizer bar connecting rods are connected between the two ends of the stabilizer bar main bar and the upper swing arms on the corresponding sides; the middle part of the stabilizer bar main bar is fixedly connected to the vehicle frame.

5. A transverse leaf spring double wishbone front suspension structure with independent kingpin as claimed in claim 1, characterized in that: A brake oil pipe mounting point is arranged on the upper swing arm.

6. A transverse leaf spring double wishbone front suspension structure with independent kingpin as claimed in claim 1, characterized in that: The transverse leaf spring is a composite leaf spring.

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