Macpherson suspension system and vehicle

Abstract

The utility model discloses a Macpherson suspension system and a vehicle, and belongs to the field of automobile suspensions. The Macpherson suspension system comprises a front auxiliary frame assembly, a Macpherson suspension and a stabilizer bar assembly. The stabilizer bar assembly comprises a stabilizer bar, a stabilizer bar connecting rod and a stabilizer bar fixing assembly, the stabilizer bar fixing assembly comprises a stabilizer bar lining, a stabilizer bar fixing plate and a stabilizer bar fixing hoop, and the stabilizer bar lining is jointly pressed by the stabilizer bar fixing plate and the stabilizer bar fixing hoop. And the stabilizer bar fixing plate and the stabilizer bar fixing hoop are provided with the fixing plate turnup and the hoop turnup which are used for limiting the end face of the stabilizer bar bush respectively, so that abnormal sound generated by movement of the stabilizer bar bush can be effectively avoided, and meanwhile, the lateral rigidity and controllability of a vehicle are improved. According to the Macpherson suspension system, a stiffening beam can be additionally arranged at the front end of the front auxiliary frame, the structure and the machining technology of the swing arm are improved, and a conical spiral spring is used, so that the comfort and the controllability of the vehicle can be considered, and the driving stability and the safety of the whole vehicle are improved.

Description

Technical Field

[0001] The present application relates to the field of automobile suspension, and in particular to a McPherson suspension system and a vehicle having the McPherson suspension system. Background Art

[0002] Among the existing automobile suspension systems, the McPherson suspension system is widely used due to its simple structure, small space occupation, and high cost-effectiveness. However, with the continuous advancement of automobile technology and the increasing demand of consumers for driving experience, some design limitations of the current McPherson suspension system are gradually emerging, such as poor stability, insufficient lateral stiffness, and difficulty in balancing comfort and handling. Therefore, how to overcome the shortcomings of the McPherson suspension system has become an important issue that needs to be solved in the current field of suspension system design. Utility Model Content

[0003] In view of this, an object of the present application is to provide a MacPherson suspension system and a vehicle having the MacPherson suspension system.

[0004] In a first aspect, the present application provides a McPherson suspension system, comprising a front subframe assembly, a McPherson suspension, and a stabilizer bar assembly; the stabilizer bar assembly comprises a stabilizer bar and a stabilizer bar fixing assembly, the stabilizer bar fixing assembly comprises a stabilizer bar bushing, a stabilizer bar fixing plate, and a stabilizer bar fixing clamp, the stabilizer bar passes through the stabilizer bar bushing and is connected to the McPherson suspension, the stabilizer bar fixing plate and the stabilizer bar fixing clamp are jointly press-fitted onto the stabilizer bar bushing and are connected to the front subframe assembly, the stabilizer bar fixing plate is provided with two fixing plate flanges that respectively block the end surfaces of the stabilizer bar bushing at both ends, and the stabilizer bar fixing clamp is provided with two clamp flanges that respectively block the end surfaces of the stabilizer bar bushing at both ends.

[0005] In combination with the first aspect, in some optional embodiments, the stabilizer bar fixing plate and the stabilizer bar fixing clamp are provided with multiple connection holes for fasteners to pass through, and each connection hole of the stabilizer bar fixing clamp is provided with a boss for supporting the fasteners and increasing the hole depth.

[0006] In combination with the first aspect, in some optional implementations, the stabilizer bar assembly further includes a stabilizer bar link, and the stabilizer bar is connected to the McPherson suspension via the stabilizer bar link.

[0007] In combination with the first aspect, in some optional embodiments, the front subframe assembly includes a front subframe body and a reinforcement beam, the front subframe body has a front notch, the reinforcement beam spans the front notch, and both ends of the reinforcement beam are respectively connected to the front subframe body.

[0008] In combination with the first aspect, in some alternative embodiments, a MacPherson suspension includes a swing arm and a steering knuckle. The swing arm includes a swing arm body which is a double-layer structure formed by symmetrically folding a single metal plate. Weld seams are provided at each edge of the swing arm body outside the edge where the folding of the double-layer structure is located, and the swing arm body is connected to the steering knuckle.

[0009] In combination with the first aspect, in some alternative embodiments, the swing arm body has a front bushing mounting end, a rear bushing mounting end, a ball pin mounting end, a first edge, a second edge, and a third edge. The front bushing mounting end is provided at the front end of the swing arm body near the front subframe assembly side, the rear bushing mounting end is provided at the rear end of the swing arm body near the front subframe assembly side, the ball pin mounting end is provided at the front end of the swing arm body away from the front subframe assembly side, the first edge is provided on the front side of the swing arm body and is located between the front bushing mounting end and the ball pin mounting end, the first edge is the edge where the folding of the double-layer structure is located, the second edge is provided on the side of the swing arm body near the front subframe assembly and is located between the front bushing mounting end and the rear bushing mounting end, the third edge is provided on the side of the swing arm body away from the front subframe assembly and is located between the ball pin mounting end and the rear bushing mounting end, and weld seams are respectively provided on the second edge and the third edge.

[0010] In combination with the first aspect, in some alternative embodiments, the swing arm further includes a swing arm front bushing, a swing arm rear bushing, and a swing arm ball pin. The swing arm front bushing and the swing arm rear bushing are respectively mounted on the front bushing mounting end and the rear bushing mounting end and are both connected to the front subframe assembly, and the swing arm ball pin is mounted on the ball pin mounting end and is connected to the steering knuckle.

[0011] In combination with the first aspect, in some alternative embodiments, the MacPherson suspension further includes a shock absorber and a conical helical spring. The shock absorber is connected to the steering knuckle, and the conical helical spring is sleeved on the shock absorber with the small end facing up and the large end facing down.

[0012] In combination with the first aspect, in some alternative embodiments, a brake is integrated on the steering knuckle to form a steering knuckle with brake assembly.

[0013] In a second aspect, the present application provides a vehicle including the MacPherson suspension system in any one of the embodiments in the first aspect above.

[0014] Based on the above technical solutions, for the MacPherson suspension system and the vehicle provided by the present application, by adding flanges for limiting the end face of the stabilizer bar bushing on the stabilizer bar fixing plate and the stabilizer bar fixing clamp of the stabilizer bar fixing assembly, the abnormal noise caused by the movement of the stabilizer bar bushing can be effectively avoided, and at the same time, the lateral stiffness and handling performance of the vehicle are improved.

[0015] Furthermore, for the front subframe assembly, the torsional and bending stiffness of the front subframe assembly can be improved by adding a reinforcing beam at the front end of the front subframe body.

[0016] Furthermore, for a MacPherson suspension, by improving the structure and processing technology of the swing arm, while ensuring that the swing arm has high strength and good controllability, the number of welds and welding defects can be reduced, and the durability performance can be improved; by using a non-linear conical helical spring, the vehicle can have both good ride comfort and good handling performance.

[0017] The MacPherson suspension system and vehicle provided by this application can combine the above improvements to balance the comfort and controllability of the vehicle, and enhance the driving stability and safety of the whole vehicle, bringing a better driving experience to the driver and passengers. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions of the embodiments of this application, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application, and therefore should not be regarded as limiting the scope. For those of ordinary skill in the art, without creative efforts, other related drawings can also be obtained based on these drawings.

[0019] Figure 1 It is a schematic structural diagram of a MacPherson suspension system provided by an embodiment of this application.

[0020] Figure 2 It is a top view structural diagram of a front subframe assembly provided by an embodiment of this application.

[0021] Figure 3 It is a top view structural diagram of a swing arm provided by an embodiment of this application.

[0022] Figure 4 It is a three-dimensional structural diagram of a swing arm provided by an embodiment of this application.

[0023] Figure 5 It is a schematic structural diagram of a shock absorber and a conical helical spring provided by an embodiment of this application.

[0024] Figure 6 It is a schematic structural diagram of a stabilizer bar assembly provided by an embodiment of this application.

[0025] Figure 7 It is a schematic structural diagram of a stabilizer bar fixing component provided by an embodiment of this application.

[0026] Reference numerals: 100, MacPherson suspension system; 10, front subframe assembly; 11, front subframe body; 111, front notch; 112, rear notch; 12, reinforcing beam; 20, MacPherson suspension; 21, swing arm; 211, swing arm body; 2111, front bushing mounting end; 2112, rear bushing mounting end; 2113, ball joint mounting end; 2114, first edge; 2115, second edge; 2116, third edge; 212, front swing arm bushing; 213, rear swing arm bushing; 214, swing arm ball joint; 22, steering knuckle; 23, shock absorber; 24, conical helical spring; 30, stabilizer bar assembly; 31, stabilizer bar; 32, stabilizer bar link; 33, stabilizer bar fixing component; 331, stabilizer bar bushing; 332, stabilizer bar fixing plate; 3321, fixing plate flange; 333, stabilizer bar fixing clamp; 3331, clamp flange; 3332, connection hole; 3333, boss; 40, brake. Detailed implementation manners

[0027] The following will describe in detail specific embodiments of the present application in conjunction with the drawings. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the description of the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the scope of protection of the present application.

[0028] In the description of the present application, unless otherwise clearly defined and limited, terms such as "connection", "setting", "installation" should be understood in a broad sense. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium; it can be internal communication between two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific situations.

[0029] The orientation or positional relationship indicated by terms such as "upper", "lower", "left", "right", "front", "rear", "center", "top", "bottom", "inner", "outer", "vertical", "horizontal", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship in which the product of this application is usually placed when in use. It is only for the convenience of description and simplification of description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present application.

[0030] Terms such as "first", "second", "third", etc. are only used to distinguish elements with similar attributes, rather than indicating or implying relative importance or a specific order, unless otherwise clearly defined and limited.

[0031] The terms "comprising", "including", "having" or any other variant thereof are intended to cover non-exclusive inclusion, such that a process, method, article or apparatus comprising a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article or apparatus. Without further limitation, an element defined by the statement "comprising an..." does not exclude the presence of additional identical elements in the process, method, article or apparatus comprising that element.

[0032] The meaning of the term "plurality" is two or more (including two).

[0033] The term "and / or" is merely a description of the associated relationship of the associated objects, indicating that three relationships may exist. For example, A and / or B may represent three situations: A exists alone, A and B exist simultaneously, and B exists alone.

[0034] Descriptions such as "one embodiment", "as an example", "in one implementation manner", etc. mean that the specific features, structures, materials or characteristics described in connection with the embodiment or example may be included in at least one embodiment or example of the present application. The schematic expressions of such terms do not necessarily refer to the same embodiment, nor are they independent or alternative embodiments mutually exclusive with other embodiments. Without conflict, the embodiments in the present application and the features in the embodiments may be combined in a suitable manner.

[0035] In the existing automotive suspension system, the MacPherson suspension system is widely used due to its simple structure, small space occupancy, and high cost-effectiveness. However, with the continuous progress of automotive technology and the increasing requirements of consumers for driving experience, the limitations of certain designs of the current MacPherson suspension system are gradually emerging.

[0036] After research by the applicant, it is found that in the current MacPherson suspension system, there is a lack of a structure for limiting the stabilizer bar bushing on the stabilizer bar fixing member. When the stabilizer bar is subjected to a lateral force during vehicle driving, the stabilizer bar is likely to drive the stabilizer bar bushing to move laterally, which not only reduces the stability and lateral stiffness of the suspension system but also may cause a series of quality problems such as abnormal noise and increased wear, affecting vehicle handling.

[0037] In terms of the front subframe, the front subframe generally adopts a c-shape beam design. While this design simplifies the structure, it also results in insufficient overall stiffness of the suspension due to the lack of necessary strengthening structures at the front end, which will affect the vehicle's handling quality and driving stability.

[0038] In terms of the swing arm, the swing arm is mainly divided into a single-layer stamping steel plate structure and a double-layer single-plate welded structure. Although the swing arm with a single-layer stamping steel plate structure has a low cost, its lateral stiffness is insufficient, which limits the improvement of the vehicle's handling performance. The swing arm with a double-layer single-plate welded structure, although enhancing the stiffness to a certain extent, not only increases the production cost due to the complex welding process, but also is prone to welding defects, which will affect the reliability and durability of the suspension system.

[0039] In terms of the spring, the coil springs used in the MacPherson suspension system are generally cylindrical coil springs, which have a constant stiffness during the compression process and cannot achieve a good balance between the ride comfort and handling performance of the vehicle, making it difficult to meet the dual requirements of the driver for ride comfort and handling stability.

[0040] Therefore, the embodiments of the present application provide an improved MacPherson suspension system to overcome at least one of the above technical problems.

[0041] Figure 1 It is a schematic structural diagram of a MacPherson suspension system 100 provided by an embodiment of the present application. As Figure 1 shown, the embodiments of the present application provide a MacPherson suspension system 100, including a front subframe assembly 10, two MacPherson suspensions 20, and a stabilizer bar assembly 30.

[0042] The front subframe assembly 10 serves as the installation base for the two MacPherson suspensions 20 and the stabilizer bar assembly 30. The two MacPherson suspensions 20 are symmetrically installed on both sides of the front subframe assembly 10 with respect to the width center line of the front subframe assembly 10. The stabilizer bar assembly 30 is installed on the front subframe assembly 10, and its two ends are respectively connected to the two MacPherson suspensions 20. The following is a specific description of each part.

[0043] Among them, the front subframe assembly 10 is a component of the front axle of the vehicle. It improves the connection stiffness of the MacPherson suspension system 100, can bear the vibration load of the engine and various impacts from the road surface, and can weaken the vibrations and noises brought by the engine and the road surface, ensuring driving comfort and stability.

[0044] Figure 2 It is a schematic top view structural diagram of a front subframe assembly provided by an embodiment of the present application. As Figure 1 and Figure 2 shown, the front subframe assembly 10 includes a front subframe body 11 and a reinforcing beam 12. The front subframe body 11 is in the shape of a semi-circular beam with a front notch 111 and a rear notch 112, and both the front notch 111 and the rear notch 112 are trapezoidal. The reinforcing beam 12 is horizontally arranged across the front end of the front subframe body 11 along the width direction of the front subframe body 11 and encloses the front notch 111. The two ends of the reinforcing beam 12 are respectively connected to the front subframe body 11 through fasteners.

[0045] Compared with the front subframe with a single semi-trailing arm structure, the front subframe assembly 10 in the embodiment of the present application forms an approximately full-frame structure by adding a reinforcing beam 12 at the front end of the front subframe body 11. This structure can significantly improve the torsional and bending stiffness of the front subframe assembly 10, thereby enhancing the stiffness of the entire MacPherson suspension system 100 and the handling quality of the vehicle.

[0046] The MacPherson suspension 20 is an independent suspension. As Figure 1 shown, each MacPherson suspension 20 includes a swing arm 21, a steering knuckle 22, a shock absorber 23, and a conical helical spring 24. Among them, the swing arm 21 is a guiding and supporting component of the MacPherson suspension 20.

[0047] Figure 3 is a top view structural schematic diagram of a swing arm 21 provided by an embodiment of the present application, Figure 4 is a three-dimensional structural schematic diagram of a swing arm 21 provided by an embodiment of the present application. As Figure 3 and Figure 4 shown, the swing arm 21 includes a swing arm body 211 and a swing arm front bushing 212, a swing arm rear bushing 213, and a swing arm ball joint 214 provided on the swing arm body 211.

[0048] The swing arm body 211 is formed by stamping a single steel plate and symmetrically folding it to form a double-layer structure, and is integrally formed by single-sided welding at the remaining edges except the edges where the folding occurs. The swing arm body 211 has three ends and three edges. Among them, the steel plate can be replaced with other metal plates.

[0049] Among them, the three end parts of the swing arm body 211 are respectively a front bushing mounting end 2111, a rear bushing mounting end 2112, and a ball pin mounting end 2113. The front bushing mounting end 2111 is arranged at the front end of the swing arm body 211 close to the front subframe assembly side. The rear bushing mounting end 2112 is arranged at the rear end of the swing arm body 211 close to the front subframe assembly side. A swing arm front bushing 212 and a swing arm rear bushing 213 are respectively installed on the front bushing mounting end 2111 and the rear bushing mounting end 2112. The swing arm front bushing 212 and the swing arm rear bushing 213 are respectively connected to the front subframe body 11 through fasteners. And, the axes of the swing arm front bushing 212 and the swing arm rear bushing 213 are substantially perpendicular. Specifically, the axis of the swing arm front bushing 212 can be parallel to the vehicle X-direction (referring to the vehicle width direction), or form an angle forward or backward with the vehicle X-direction, and the angle is less than 15°. The axis of the swing arm rear bushing 213 can be parallel to the vehicle Z-direction (referring to the vehicle height direction) or form an angle forward, backward, left or right with the vehicle Z-direction, and the angle is less than 15°. The ball pin mounting end 2113 is arranged at the front end of the swing arm body 211 away from the front subframe assembly side. A swing arm ball pin 214 is installed on the ball pin mounting end 2113. The swing arm ball pin 214 is connected to the steering knuckle 22 through a fastener. The axis of the swing arm ball pin 214 can be parallel to the vehicle Z-direction (referring to the vehicle height direction) or form an angle forward, backward, left or right with the vehicle Z-direction, and the angle is less than 15°.

[0050] The three edges of the swing arm body 211 are respectively a first edge 2114, a second edge 2115, and a third edge 2116. The first edge 2114 is arranged on the front side of the swing arm body 211 and is located between the front bushing mounting end 2111 and the ball pin mounting end 2113. The first edge 2114 is the edge where the folding part of the double-layer structure formed by stamping and folding the steel plate is located. The second edge 2115 is arranged on the side of the swing arm body 211 close to the front subframe assembly and is located between the front bushing mounting end 2111 and the rear bushing mounting end 2112. The third edge 2116 is arranged on the side of the swing arm body 211 away from the front subframe assembly and is located between the ball pin mounting end 2113 and the rear bushing mounting end 2112. Weld seams formed by welding to connect the double-layer structure are provided on both the second edge 2115 and the third edge 2116.

[0051] Compared with the swing arm made of single-layer stamped steel plate, the swing arm 21 in the embodiment of the present application is of a double-layer structure, having relatively high rigidity and strength and good controllability; compared with the swing arm of the double-layer single-plate welded structure, the swing arm 21 in the embodiment of the present application has a simple manufacturing process, fewer weld seams, reduces welding defects, and improves the durability.

[0052] Please refer to Figure 1, in the MacPherson suspension 20, the knuckle 22 is used to transfer and bear the front load of the vehicle, and support and drive the front wheels to steer. The knuckle 22 is connected to the swing arm ball pin 214 through a fastener. The knuckle 22 can be integrated with the brake 40 to form a knuckle with brake assembly.

[0053] In the MacPherson suspension 20, the shock absorber 23 is used to suppress the rebound and oscillation generated by the spring after absorbing the road surface impact, so as to improve the ride comfort and handling performance of the vehicle. The conical helical spring 24 is used to transfer the vertical force, and relieve the impact and vibration caused by the uneven road surface. Figure 5 It is a schematic structural diagram of a shock absorber 23 and a conical helical spring 24 provided by an embodiment of the present application.

[0054] As Figure 1 and Figure 5 shown, the shock absorber 23 is located above the swing arm 21, and the lower end of the shock absorber 23 is connected to the knuckle 22 through a fastener. The conical helical spring 24 is sleeved on the shock absorber 23 with the small end facing up and the large end facing down.

[0055] The conical helical spring 24 is a non-linear helical spring. During the initial compression process of the conical helical spring 24, the spring coils near the large end will first undergo compression deformation. The stiffness of the conical helical spring 24 is small, so that the vehicle has good ride comfort and is suitable for normal vehicle driving. As the compression degree of the conical helical spring 24 increases, the stiffness of the conical helical spring 24 increases non-linearly, so that the vehicle has good handling performance and is suitable for intense vehicle driving.

[0056] Compared with the cylindrical helical spring, the conical helical spring 24 in the embodiment of the present application can make the vehicle have both good ride comfort and good handling performance.

[0057] In a vehicle, the stabilizer bar assembly 30 is used to prevent excessive lateral roll of the vehicle during driving, so as to maintain the stability of the vehicle body. And by reducing the roll of the vehicle body, the stabilizer bar 31 can also improve the ride comfort and ride smoothness of the vehicle.

[0058] Figure 6 It is a schematic structural diagram of a stabilizer bar assembly 30 provided by an embodiment of the present application. As Figure 6 shown, the stabilizer bar assembly 30 includes a stabilizer bar 31, two stabilizer bar links 32, and two stabilizer bar fixing components 33.

[0059] The stabilizer bar 31 is arranged along the width direction of the front subframe body 11 and is mounted on the front subframe body 11 through two stabilizer bar fixing assemblies 33. Both ends of the stabilizer bar 31 are respectively connected to the shock absorbers 23 of two MacPherson suspensions 20 through stabilizer bar links 32. Among them, the two stabilizer bar fixing assemblies 33 are symmetrically arranged with respect to the width center line of the front subframe body 11. The lower end of each stabilizer bar link 32 is connected to the end of the stabilizer bar 31, and the upper end is connected to the shock absorber 23.

[0060] Figure 7 It is a schematic structural diagram of a stabilizer bar fixing assembly 33 provided by an embodiment of the present application. As Figure 7 shown, each stabilizer bar fixing assembly 33 includes a stabilizer bar bushing 331, a stabilizer bar fixing plate 332, and a stabilizer bar fixing clamp 333.

[0061] The stabilizer bar bushing 331 is sleeved on the stabilizer bar 31. The stabilizer bar fixing plate 332 is arranged at the bottom of the stabilizer bar bushing 331. The stabilizer bar fixing clamp 333 covers the stabilizer bar bushing 331 from the upper side and jointly presses the stabilizer bar bushing 331 with the stabilizer bar fixing plate 332. A plurality of connection holes for fasteners to pass through are provided on both the stabilizer bar fixing plate 332 and the stabilizer bar fixing clamp 333, and the stabilizer bar fixing plate 332 and the stabilizer bar fixing clamp 333 are connected to the front subframe body 11 together through fasteners.

[0062] Among them, two fixing plate flanges 3321 that respectively block the end faces of both ends of the stabilizer bar bushing 331 are provided on the stabilizer bar fixing plate 332, and two clamp flanges 3331 that respectively block the end faces of both ends of the stabilizer bar bushing 331 are provided on the stabilizer bar fixing clamp 333. The fixing plate flange 3321 and the clamp flange 3331 corresponding to the same end face of the stabilizer bar bushing 331 form a flange structure for full-edge limit of the end face. The two flange structures limit and fix the stabilizer bar bushing 331 effectively from both ends, preventing the axial movement of the stabilizer bar bushing 331, and thus preventing the axial movement of the stabilizer bar 31.

[0063] In order to increase the connection strength between the stabilizer bar fixing clamp 333 and the fastener, bosses 3333 are provided at each connection hole 3332 for the fastener to pass through on the stabilizer bar fixing clamp 333. The bosses 3333 can increase the material thickness around the connection hole 3332, so as to provide a larger bearing area when the fastener is tightened. Moreover, the bosses 3333 also increase the depth of the connection hole 3332, which can further prevent the fastener from loosening under vibration or impact, and improve the stability of the connection.

[0064] Compared with the stabilizer bar fixing member lacking the bushing limiting structure, in the embodiment of the present application, flanges are respectively provided on the stabilizer bar fixing plate 332 and the stabilizer bar fixing clamp 333, and the flanges can form a flanging structure for achieving full-edge limiting of the end face of the stabilizer bar bushing 331, effectively avoiding abnormal noises caused by the movement of the stabilizer bar bushing 331, improving the vehicle riding quality, enhancing the axial stability of the stabilizer bar assembly 30, increasing the lateral stiffness of the vehicle, and enabling the vehicle to have better handling performance.

[0065] The embodiment of the present application further provides a vehicle, which includes the above-mentioned MacPherson suspension system 100.

[0066] In summary, the MacPherson suspension system 100 and the vehicle provided by the embodiment of the present application have the following effects:

[0067] For the front subframe assembly 10, by adding a reinforcing beam 12 at the front end of the front subframe body 11, the torsional and bending stiffness of the front subframe assembly 10 is improved.

[0068] For the MacPherson suspension 20, by improving the structure and processing technology of the swing arm body 211, while ensuring that the swing arm 21 has high rigidity and strength and good handling performance, the number of welds and welding defects is reduced, and the durability performance is improved; by adopting the non-linear conical helical spring 24, the vehicle not only has good riding comfort but also has good handling performance.

[0069] For the stabilizer bar assembly 30, by adding flanges on the stabilizer bar fixing plate 332 and the stabilizer bar fixing clamp 333 to limit the end face of the stabilizer bar bushing 331, abnormal noises caused by the movement of the stabilizer bar bushing 331 can be effectively avoided, and at the same time, the lateral stiffness and handling performance of the vehicle are improved.

[0070] By combining the above improvements, the MacPherson suspension system 100 and the vehicle provided by the embodiment of the present application can balance the comfort and handling performance of the vehicle, improve the driving stability and safety of the whole vehicle, and bring a better driving experience for the driver and passengers.

[0071] The above is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art can easily think of various changes or substitutions within the technical scope disclosed by the present application, and these should all be covered within the protection scope of the present application.

Claims

1. A MacPherson suspension system, comprising a front subframe assembly, a MacPherson suspension, and a stabilizer bar assembly; characterized in that, The stabilizer bar assembly includes a stabilizer bar and a stabilizer bar fixing component. The stabilizer bar fixing component includes a stabilizer bar bushing, a stabilizer bar fixing plate, and a stabilizer bar fixing clamp. The stabilizer bar passes through the stabilizer bar bushing and is connected to the MacPherson suspension. The stabilizer bar fixing plate and the stabilizer bar fixing clamp jointly press-fit the stabilizer bar bushing and are connected to the front subframe assembly. Two flanges are provided on the stabilizer bar fixing plate to block the two end faces of the stabilizer bar bushing respectively. Two flanges are provided on the stabilizer bar fixing clamp to block the two end faces of the stabilizer bar bushing respectively.

2. The MacPherson suspension system according to claim 1, characterized in that, Multiple connection holes for fasteners to pass through are provided on both the stabilizer bar fixing plate and the stabilizer bar fixing clamp. A boss is provided at each of the connection holes of the stabilizer bar fixing clamp, and the boss is used to carry the fastener and increase the hole depth.

3. The MacPherson suspension system according to claim 1 or 2, characterized in that, The stabilizer bar assembly further includes a stabilizer bar link, and the stabilizer bar is connected to the MacPherson suspension through the stabilizer bar link.

4. The MacPherson suspension system according to claim 1, wherein The front subframe assembly includes a front subframe body and a reinforcing beam. The front subframe body has a front notch, and the reinforcing beam spans across the front notch, and both ends of the reinforcing beam are respectively connected to the front subframe body.

5. The MacPherson suspension system according to claim 1, characterized in that, The MacPherson suspension includes a swing arm and a steering knuckle. The swing arm includes a swing arm body, and the swing arm body is a double-layer structure formed by symmetrically folding a single metal plate. Weld seams are provided at each edge of the swing arm body outside the edge where the folding of the double-layer structure is located. The swing arm body is connected to the steering knuckle.

6. The MacPherson suspension system according to claim 5, characterized in that, The swing arm body has a front bushing mounting end, a rear bushing mounting end, a ball pin mounting end, a first edge, a second edge, and a third edge. The front bushing mounting end is arranged at the front end of the swing arm body close to the front subframe assembly side. The rear bushing mounting end is arranged at the rear end of the swing arm body close to the front subframe assembly side. The ball pin mounting end is arranged at the front end of the swing arm body far from the front subframe assembly side. The first edge is arranged at the front side of the swing arm body and is located between the front bushing mounting end and the ball pin mounting end. The first edge is the edge where the folding of the double-layer structure is located. The second edge is arranged at the side of the swing arm body close to the front subframe assembly and is located between the front bushing mounting end and the rear bushing mounting end. The third edge is arranged at the side of the swing arm body far from the front subframe assembly and is located between the ball pin mounting end and the rear bushing mounting end. The weld seams are respectively arranged on the second edge and the third edge.

7. The MacPherson suspension system according to claim 6, characterized in that, The swing arm further includes a swing arm front bushing, a swing arm rear bushing, and a swing arm ball pin. The swing arm front bushing and the swing arm rear bushing are respectively installed at the front bushing mounting end and the rear bushing mounting end and are both connected to the front subframe assembly. The swing arm ball pin is installed at the ball pin mounting end and is connected to the steering knuckle.

8. The MacPherson suspension system according to any one of claims 5-7, characterized in that, The MacPherson suspension further includes a shock absorber and a conical helical spring. The shock absorber is connected to the steering knuckle, and the conical helical spring is sleeved on the shock absorber with the small end facing up and the large end facing down.

9. The MacPherson suspension system according to claim 8, characterized in that, The steering knuckle is integrated with a brake, forming a steering knuckle with a brake assembly.

10. A vehicle, characterized in that, It includes the MacPherson suspension system according to any one of claims 1-9.

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