Automobile front suspension system and automobile

Abstract

The utility model relates to an automobile front suspension system and an automobile. The automobile front suspension system comprises an auxiliary frame and a front suspension lower swing arm assembly, the front suspension lower swing arm assembly comprises a front lower swing arm and a lining assembly, the front lower swing arm is installed on the auxiliary frame through the lining assembly, and the auxiliary frame comprises an automobile body fixing position; the lining assembly comprises a lining support, the lining support is provided with three connecting parts, the connecting parts are connected with the auxiliary frame, and one connecting part is arranged close to the automobile body fixing position. According to the scheme provided by the invention, the dynamic stiffness of the bushing can be improved, and meanwhile, the lightweight design of the whole vehicle is met.

Description

Technical Field

[0001] The present application relates to the technical field of automobile suspension, and in particular to an automobile front suspension system and an automobile. Background Art

[0002] In the lower arm of a double wishbone or McPherson strut suspension, the arm assembly is responsible for bearing and transmitting forces in all directions and is connected to the subframe. Generally speaking, if the structure where the arm connects to the subframe is unstable during driving, the vehicle's ride stability will be reduced. If the connection becomes loose or broken, it may lead to more serious wheel steering loss. Therefore, the connection between the lower arm and the subframe must have sufficient dynamic stiffness.

[0003] In related technologies, lower control arms are often connected to the subframe via bushings. To improve the dynamic stiffness of the bushings, the sheet metal thickness at the bushing bracket connection is increased, which in turn increases vehicle weight, contradicting lightweight design and hindering overall vehicle weight reduction. Therefore, how to effectively improve the dynamic stiffness of the connection while maintaining lightweight design remains a challenge. Summary of the Invention

[0004] In order to solve or partially solve the problems existing in the related art, the present application provides a front suspension system and a vehicle, which can improve the dynamic stiffness of the bushing while also meeting the lightweight design of the entire vehicle.

[0005] In a first aspect, the present application provides a front suspension system for an automobile, comprising a subframe and a front suspension lower arm assembly, wherein the front suspension lower arm assembly comprises a front lower arm and a bushing assembly, wherein the front lower arm is mounted on the subframe via the bushing assembly, and the subframe comprises a vehicle body fixing portion;

[0006] The bushing assembly includes a bushing bracket having three connecting parts, the connecting parts being connected to the sub-frame, and one of the connecting parts being arranged close to the vehicle body fixing position.

[0007] In an optional embodiment, the subframe includes a first component, a second component and a third component;

[0008] The second component is located at the bottom of the first component and the third component, and is connected with the first component and the third component in pairs to form an installation space for accommodating the bushing assembly.

[0009] In an optional embodiment, the third component is partially connected to the end of the first component, and the second component is connected to the third component and the bottom of the first component to form the installation space.

[0010] In an optional embodiment, each of the first component, the second component and the third component is connected to a connecting portion, and the connecting portion connected to the third component is close to the fixing position of the vehicle body.

[0011] In an optional embodiment, the connection portion connected to the third component is close to the vehicle body fixing position along the transverse direction of the vehicle.

[0012] In an optional embodiment, the connecting portion is a through-center boss formed by extending outward from the bushing bracket.

[0013] In an optional embodiment, the through-center boss connected to the first component is formed by the bushing bracket extending in the transverse direction of the vehicle and connected to the top of the first component; or,

[0014] The through-center boss connected to the second component is formed by the bushing bracket extending in the transverse direction of the vehicle and is installed on the top of the second component facing the installation space; or,

[0015] The through-center boss connected to the third component is formed by extending the bushing bracket along the transverse direction of the automobile and is installed on the side wall of the third component facing the installation space.

[0016] In an optional embodiment, the through-center boss is mounted on the sub-frame via fasteners.

[0017] In an optional embodiment, the automobile front suspension system includes a double wishbone structure suspension or a McPherson structure suspension.

[0018] A second aspect of the present application provides an automobile, comprising the automobile front suspension system as described above.

[0019] The technical solution provided by this application may have the following beneficial effects:

[0020] The technical solution of the present application provides an automobile front suspension system, including a subframe and a front suspension lower arm assembly, the front suspension lower arm assembly including a front lower arm and a bushing assembly, the front lower arm being mounted on the subframe through the bushing assembly, the bushing bracket in the bushing assembly having three connecting parts, the connecting parts being connected to the subframe, one of the connecting parts being arranged close to a vehicle body fixing position on the subframe, thereby being able to enhance the dynamic stiffness of the bushing assembly by means of the high stiffness of the vehicle body, thereby eliminating the need to increase the sheet metal thickness of the bushing bracket.

[0021] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The above and other objects, features and advantages of the present application will become more apparent by describing in more detail the exemplary embodiments of the present application in conjunction with the accompanying drawings, wherein the same reference numerals generally represent the same components in the exemplary embodiments of the present application.

[0023] Figure 1 1 is a schematic structural diagram of a front suspension system of an automobile shown in an embodiment of the present application;

[0024] Figure 2 yes Figure 1 A magnified schematic diagram of the local structure;

[0025] Figure 3 yes Figure 2 Schematic top view of

[0026] In the figure: 1. Subframe; 11. First component; 12. Second component; 13. Third component; 14. Body fixing position; 15. Installation space; 2. Bushing assembly; 21. Bushing bracket; 22. Connecting part; 23. Fastener; 3. Front lower arm. DETAILED DESCRIPTION

[0027] The following describes embodiments of the present application in more detail with reference to the accompanying drawings. Although the accompanying drawings illustrate embodiments of the present application, it should be understood that the present application can be implemented in various forms and should not be limited by the embodiments described herein. Rather, these embodiments are provided to make the present application more thorough and complete, and to fully convey the scope of the present application to those skilled in the art.

[0028] The terms used in this application are for the purpose of describing specific embodiments only and are not intended to limit this application. As used in this application and the appended claims, the singular forms "a," "an," "the," and "the" are intended to include the plural forms, unless the context clearly indicates otherwise. It should also be understood that the term "and / or" as used herein refers to and encompasses any and all possible combinations of one or more of the associated listed items.

[0029] It should be understood that although the terms "first", "second", "third", etc. may be used in this application to describe various information, this information should not be limited to these terms. These terms are only used to distinguish information of the same type from each other. For example, without departing from the scope of this application, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0030] In related technologies, the front lower control arm is often connected to the subframe through a bushing. In order to improve the dynamic stiffness of the bushing, the sheet metal thickness at the connection point on the bushing bracket is increased, which in turn leads to an increase in the weight of the entire vehicle.

[0031] In response to the above problems, an embodiment of the present application provides a front suspension system for an automobile, which can improve the dynamic stiffness of the bushing while also meeting the lightweight design of the entire vehicle. Dynamic stiffness refers to the ability of a structure to resist deformation under dynamic loads.

[0032] The technical solutions of the embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0033] See also Figures 1 to 3 An embodiment of the present application provides a front suspension system for an automobile, including a subframe 1 and a front suspension lower arm assembly, the front suspension lower arm assembly including a front lower arm 3 and a bushing assembly 2, the front lower arm 3 is mounted on the subframe 1 through the bushing assembly 2, the subframe 1 includes a vehicle body fixing position 14; the bushing assembly 2 includes a bushing bracket 21, the bushing bracket 21 has three connecting parts 22, the connecting parts 22 are connected to the subframe 1, and one of the connecting parts 22 is arranged near the vehicle body fixing position 14.

[0034] In the embodiment of the present application, the front lower arm 3 is connected to the subframe 1 via a bushing assembly 2, wherein the bushing assembly 2 may be a hydraulic bushing. Specifically, the bushing assembly 2 is connected to the subframe 1 via three connecting portions 22 on a bushing bracket 21. The body fixing portion 14 on the subframe 1 is configured as a fixing point for connecting the subframe 1 to the vehicle body. The body fixing portion 14 may be provided with a body fixing portion, which may be a sleeve. The portion of the sleeve extending from the subframe 1 is fixedly connected to the vehicle body, thereby providing an external mounting structure for the vehicle body on the subframe 1. Compared to only two connecting portions 22, the three connecting portions 22 on the bushing bracket 21 can provide more uniform support force in multiple directions, thereby improving the overall stiffness of the connecting portion 22 and better resisting torsional forces. When the vehicle is subjected to lateral force or torque during driving, the three connecting portions 22 can distribute the force to multiple connecting portions 22, reducing the force on a single connecting portion 22 and thereby reducing the risk of twisting and deformation of the connecting portion 22. Among them, when one of the connecting parts 22 is set close to the vehicle body fixing position 14, the high rigidity of the vehicle body can be used to significantly improve the dynamic rigidity of the bushing assembly 2, and the high dynamic rigidity can be maintained without increasing the sheet metal thickness of the bushing bracket 21, thereby achieving the stability of the connection between the front lower arm 3 and the subframe 1.

[0035] Generally speaking, the dynamic stiffness of the bushing assembly 2 with two connecting parts 22 is generally difficult to meet the requirements. Although the weight of the bushing assembly 2 with three connecting parts 22 is slightly increased compared to the design scheme of increasing the sheet metal thickness of the connecting parts 22, the embodiment of the present application increases the weight less while improving the same dynamic stiffness, and is more suitable for the lightweight design concept of the vehicle.

[0036] like Figure 1 and Figure 2 As shown, in some embodiments, the subframe 1 includes a first component 11, a second component 12 and a third component 13; wherein the second component 12 is at the bottom of the first component 11 and the third component 13, and is connected with the first component 11 and the third component 13 in pairs to form an installation space 15 for accommodating the bushing assembly 2.

[0037] The subframe 1 is not an integrally formed structure, but is assembled from multiple components to meet the design requirements of different vehicle models and suspension systems, allowing the subframe 1 to better adapt to the overall layout and space requirements of the vehicle. The subframe 1 can be composed of a first component 11, a second component 12, and a third component 13. The first component 11 can be a longitudinal beam of the subframe 1, the third component 13 can be a rear mounting beam of the subframe 1 and is used to connect to the vehicle body, and the vehicle body fixing position 14 is also located on the third component 13. The second component 12 is below the longitudinal beam and the rear mounting beam and is connected to both the longitudinal beam and the rear mounting beam, serving as a reinforcement plate. The longitudinal beam, the rear mounting beam, and the reinforcement plate are connected in pairs to form an installation space 15. The installation space 15 is used to accommodate the bushing assembly 2, so that the three connecting parts 22 of the bushing bracket 21 in the bushing assembly 2 can be connected to the longitudinal beam, the rear mounting beam, and the reinforcement plate one by one.

[0038] In one embodiment, the third component 13 is partially connected to the end of the first component 11, and the second component 12 is connected to the third component 13 and the bottom of the first component 11 to form an installation space 15. Figure 1 and Figure 2 As shown, the third component 13 is arranged roughly horizontally with the first component 11, a portion of the third component 13 is arranged at the front side wall end of the first component 11, and the other portion extends outward along the transverse direction of the vehicle body to form a space together with the first component 11, and the second component 12 is distributed at the bottom of the space, and the second component 12 is connected to the first component 11 and the third component 13 respectively, so that the first component 11, the second component 12 and the third component 13 share an installation space 15.

[0039] In some embodiments, the first component 11, the second component 12, and the third component 13 are each connected to a connection portion 22, and the connection portion 22 connected to the third component 13 is located near the vehicle body mounting location 14. The connection portion 22 of each of the first component 11, the second component 12, and the third component 13 allows forces from different directions to be more evenly distributed to the first component 11, the second component 12, and the third component 13 of the subframe 1. Each connection portion 22 is connected to a corresponding component, reducing the concentration of force during transmission. Furthermore, when the vehicle is subjected to bumps or impacts during driving, this connection method allows the various components to share the impact force, reducing the stress on individual components, thereby improving the structural stability and durability of the entire subframe 1. In practice, the connection portion 22 connected to the third component 13 is closer to the vehicle body mounting location 14, so the connection portion 22 connected to the third component 13 can be defined as being located near the vehicle body mounting location 14.

[0040] Furthermore, the connection portion 22 connected to the third component 13 is close to the vehicle body fixing position 14 along the transverse direction of the vehicle. Figure 3 As shown, if the connecting portion 22 connected to the third component 13 is close to the vehicle body fixing position 14 in the longitudinal direction of the vehicle, then the connecting portion 22 needs to be connected to the top of the third component 13, and the top of the third component 13 is provided with a vehicle body fixing portion to connect to the vehicle body. Naturally, there is no position on the top of the third component 13 to install the connecting portion 22. Based on this, the connecting portion 22 can only be as close to the vehicle body fixing position 14 as possible in the transverse direction of the vehicle. Of course, the connecting portion 22 is also required to be as close to the vehicle body fixing position 14 as possible in the vertical direction, so that the connecting portion 22 is generally closer to the vehicle body fixing position 14, and the high rigidity of the vehicle body can be better utilized.

[0041] like Figures 1 to 3 As shown, the connection portion 22 is a through-bore extending outward from the bushing bracket 21. The through-bore serves as a precise positioning point, facilitating accurate docking and installation between the bushing bracket 21 and the external structure (in this embodiment, the subframe 1). Multiple through-bore projections work together to form multiple connection points, reducing overall connection deviations caused by errors at individual connection points. Furthermore, the projection, as a transition zone for force transmission, ensures more uniform stress distribution, reduces structural damage and deformation caused by localized excessive stress, extends the service life of the connection structure, and ultimately improves vehicle reliability.

[0042] In at least one embodiment, the through-center boss connected to the first component 11 is formed by the bushing bracket 21 extending in the transverse direction of the vehicle and connected to the top of the first component 11; the through-center boss connected to the second component 12 is formed by the bushing bracket 21 extending in the transverse direction of the vehicle and installed on the top of the second component 12 facing the installation space 15; the through-center boss connected to the third component 13 is formed by the bushing bracket 21 extending in the transverse direction of the vehicle and installed on the side wall of the third component 13 facing the installation space 15. In this embodiment, Figure 3 As shown, the first component 11 faces inward in the transverse direction of the vehicle, and the second component 12 and the third component 13 face outward in the transverse direction of the vehicle. The three connecting parts 22 in this embodiment are adapted to each component, which can improve the dynamic stiffness of the bushing assembly 2 while meeting the compact space layout of the vehicle.

[0043] Furthermore, the through boss is mounted on the subframe 1 via a fastener 23. The fastener 23 can be a connecting portion such as a bolt or screw, which is widely available and economical in cost. At the same time, it is also convenient to detachably connect the bushing bracket 21 and the subframe 1.

[0044] In some embodiments, the front suspension system of the automobile includes a double wishbone suspension or a McPherson suspension. It should be noted that the front suspension lower arm assembly is generally an important component of a McPherson independent suspension system or a double wishbone independent suspension system. Therefore, the front suspension system of the automobile can include a double wishbone suspension or a McPherson suspension. Among them, the suspension structure in the embodiment of the present application is a double wishbone structure, such as Figure 1 shown.

[0045] An embodiment of the present application also provides a car, comprising the above-mentioned car front suspension system.

[0046] The embodiments of the present application have been described above. The above description is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is selected to best explain the principles of the embodiments, their practical applications, or improvements to the technology in the market, or to enable other persons skilled in the art to understand the embodiments disclosed herein.

Claims

1. A front suspension system for an automobile, comprising a subframe and a front suspension lower arm assembly, wherein the front suspension lower arm assembly comprises a front lower arm and a bushing assembly, wherein the front lower arm is mounted on the subframe via the bushing assembly, and wherein: The subframe includes a vehicle body fixing position; The bushing assembly includes a bushing bracket having three connecting parts, the connecting parts being connected to the sub-frame, and one of the connecting parts being arranged close to the vehicle body fixing position.

2. The automobile front suspension system according to claim 1, characterized in that: The subframe includes a first component, a second component and a third component; The second component is located at the bottom of the first component and the third component, and is connected with the first component and the third component in pairs to form an installation space for accommodating the bushing assembly.

3. The automobile front suspension system according to claim 2, characterized in that: The third component is partially connected to the end of the first component, and the second component is connected to the third component and the bottom of the first component to form the installation space.

4. The automobile front suspension system according to claim 2, characterized in that: The first component, the second component and the third component are each connected to a connecting portion, and the connecting portion connected to the third component is close to the fixing position of the vehicle body.

5. The automobile front suspension system according to claim 4, characterized in that: The connection portion connected to the third component is close to the vehicle body fixing position along the transverse direction of the vehicle.

6. The automobile front suspension system according to claim 2, characterized in that: The connecting portion is a through-center boss formed by extending outward from the bushing bracket.

7. The automobile front suspension system according to claim 6, characterized in that: The through-center boss connected to the first component is formed by the bushing bracket extending in the transverse direction of the vehicle and connected to the top of the first component; or, The through-center boss connected to the second component is formed by the bushing bracket extending in the transverse direction of the vehicle and is installed on the top of the second component facing the installation space; or, The through-center boss connected to the third component is formed by extending the bushing bracket along the transverse direction of the automobile and is installed on the side wall of the third component facing the installation space.

8. The automobile front suspension system according to claim 6, characterized in that: The through-center boss is mounted on the sub-frame via fasteners.

9. The automobile front suspension system according to claim 1, characterized in that: The automobile front suspension system includes a double wishbone structure suspension or a McPherson structure suspension.

10. An automobile, characterized in that: The vehicle front suspension system comprises the vehicle front suspension system according to any one of claims 1 to 9.

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