Transverse plate spring double-wishbone suspension
By setting a main buffer block and a secondary buffer block in the transverse leaf spring double wishbone suspension, the problem of insufficient stiffness and buffering of the suspension system under load changes is solved, achieving multi-level stiffness and buffering effect, and improving the vehicle's load-bearing capacity and ride comfort.
Patent Information
- Application Number
- CN202520414636.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-11
- Publication Date
- 2026-03-03
- Estimated Expiration
- 2035-03-11
AI Technical Summary
The existing transverse leaf spring double wishbone suspension system cannot effectively adapt to load changes when facing larger heavy-duty trucks, resulting in poor driving comfort when unloaded or lightly loaded, and insufficient handling and safety when heavily loaded. The single-stage buffer block cannot provide sufficient cushioning effect.
A transverse leaf spring double wishbone suspension was designed. By setting a main buffer block and a secondary buffer block, they play different buffering roles when the vehicle is unloaded or lightly loaded and fully loaded or heavily loaded, respectively, realizing multi-level changes in stiffness and buffering, and improving the vehicle's load-bearing capacity and ride comfort.
By achieving multi-level variations in stiffness and buffering under different loads, the vehicle's load-bearing capacity and ride comfort are improved. In particular, it plays a positive role in protecting goods in express delivery and logistics vehicles, reducing the impact of vibration and shock on the vehicle.
Smart Images
Figure CN223961980U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of double wishbone suspension technology, and more specifically, to a transverse leaf spring double wishbone suspension. Background Technology
[0002] In automotive suspension systems, the transverse leaf spring double wishbone independent suspension system is a common structural form. It combines the stability of a double wishbone with the load-bearing capacity of a transverse leaf spring, providing vehicles with good handling and comfort. However, the existing transverse leaf spring double wishbone independent suspension system has a significant technical limitation, namely, it only has single-stage stiffness and single-stage damping capabilities.
[0003] Specifically, traditional transverse leaf spring double wishbone suspension systems are designed with fixed stiffness and cushioning performance for their leaf springs and shock absorbers. This means that the stiffness and cushioning capacity of the suspension system remain constant regardless of changes in vehicle load. While this design meets the needs of smaller vehicles such as passenger cars to some extent, it falls short when dealing with larger heavy-duty trucks, such as medium and large vans and light trucks. Due to the limitations of single-stage stiffness and single-stage cushioning, traditional suspension systems cannot effectively adapt to changes in the weight of heavy-duty trucks. Under empty or light load conditions, the suspension system may feel too "stiff," affecting ride comfort. Under heavy loads, insufficient stiffness may prevent it from providing adequate support, thus affecting vehicle handling and safety. Furthermore, single-stage shock absorbers may not provide sufficient cushioning under heavy loads, leading to excessive impact and vibration that could damage both the cargo and the vehicle itself. Therefore, we propose an improved transverse leaf spring double wishbone suspension. Summary of the Invention
[0004] The purpose of this invention is to address the problem that, for larger heavy-duty trucks, single-stage buffer blocks may not provide sufficient cushioning under heavy loads.
[0005] To achieve the above-mentioned objectives, this invention provides a transverse leaf spring double wishbone suspension to improve the aforementioned problems.
[0006] The application is as follows:
[0007] A transverse leaf spring double wishbone suspension includes a subframe and a wheel assembly disposed on the side of the subframe. A connecting member is provided between the subframe and the wheel assembly. A shock absorber is provided on the connecting member, and a main buffer block is provided on the shock absorber. A secondary buffer block is also installed on the connecting member.
[0008] As a preferred technical solution of this application, the connecting member includes an upper fork arm connected between the subframe and the wheel assembly, and the secondary buffer block is installed on the top of the upper fork arm.
[0009] As a preferred technical solution of this application, the connector further includes a lower fork arm connected between the subframe and the wheel assembly, and the shock absorber is hinged to the top of the lower fork arm.
[0010] As a preferred technical solution of this application, the lower fork arm is disposed below the upper fork arm.
[0011] As a preferred technical solution of this application, the upper wishbone is hinged between the subframe and the wheel assembly, and the subframe and the wheel assembly are connected by a ball joint.
[0012] As a preferred technical solution of this application, a transverse leaf spring assembly is provided between the subframe and the lower fork arm.
[0013] As a preferred technical solution of this application, the transverse leaf spring assembly includes a main leaf spring, which is installed in the subframe.
[0014] As a preferred technical solution of this application, a rubber pad is provided at the bottom of the leaf spring main plate, and the rubber pad is installed on the top of the lower fork arm.
[0015] As a preferred technical solution of this application, a secondary leaf spring is installed on the top of the main leaf spring, and a gap is left between the secondary leaf spring and the end of the main leaf spring.
[0016] As a preferred technical solution of this application, an auxiliary leaf spring is provided on the side of the leaf spring secondary plate away from the main leaf spring plate.
[0017] Compared with the prior art, the beneficial effects of this utility model are as follows:
[0018] In the scheme of this application:
[0019] To address the issue that existing technologies may not provide sufficient cushioning for larger heavy-duty trucks under heavy loads even with a single-stage buffer block, this application proposes a main buffer block and a secondary buffer block. When the vehicle is empty or lightly loaded, the main buffer block provides cushioning, resulting in a lower vehicle frequency deviation and better driver comfort. When the vehicle is fully loaded or heavily loaded, both the main and secondary buffer blocks work together, enabling multi-level changes in stiffness and cushioning under different loads. This improves the vehicle's load-bearing capacity and driving comfort, and is particularly beneficial for protecting cargo in express delivery and logistics vehicles. Attached Figure Description
[0020] Figure 1 This is a structural schematic diagram of the transverse leaf spring double wishbone suspension provided in this application;
[0021] Figure 2 A partial structural schematic diagram of the transverse leaf spring double wishbone suspension provided in this application;
[0022] Figure 3 A schematic diagram of the main leaf spring and secondary leaf spring of the transverse leaf spring double wishbone suspension provided in this application;
[0023] Figure 4 A schematic diagram of the vehicle structure of the transverse leaf spring double wishbone suspension provided in this application when the vehicle is unloaded or lightly loaded.
[0024] Figure 5 This is a structural diagram of the transverse leaf spring double wishbone suspension provided in this application when the vehicle is fully loaded or heavily loaded.
[0025] The image shows:
[0026] 1. Upper wishbone; 2. Lower wishbone; 201. Rubber pad; 3. Transverse leaf spring assembly; 301. Main leaf spring; 302. Secondary leaf spring; 301. Auxiliary leaf spring; 4. Main buffer block; 5. Secondary buffer block; 6. Subframe; 7. Wheel assembly; 8. Shock absorber. Detailed Implementation
[0027] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of the present invention.
[0028] As described in the background section, traditional transverse leaf spring double wishbone suspension systems are designed with fixed stiffness and cushioning performance for their leaf springs and bump stops. This means that the stiffness and cushioning capacity of the suspension system remain constant regardless of changes in vehicle load. While this design meets the needs of small vehicles such as passenger cars to some extent, it falls short when dealing with larger heavy-duty trucks, such as medium and large vans and light trucks. Due to the limitations of single-stage stiffness and single-stage cushioning, traditional suspension systems cannot effectively adapt to changes in the weight of heavy-duty trucks. When unloaded or lightly loaded, the suspension system may feel too "stiff," affecting ride comfort. Under heavy loads, it may not provide sufficient support due to insufficient stiffness, thus affecting vehicle handling and safety. Furthermore, single-stage bump stops may not provide sufficient cushioning under heavy loads, leading to excessive impact and vibration on the vehicle, potentially damaging both the cargo and the vehicle itself.
[0029] To solve this technical problem, this utility model provides a transverse leaf spring double wishbone suspension.
[0030] For details, please refer to Figures 1-3 The transverse leaf spring double wishbone suspension specifically includes:
[0031] The subframe 6 and the wheel assembly 7 are located on the side of the subframe 6. A connecting member is provided between the subframe 6 and the wheel assembly 7. A shock absorber 8 is provided on the connecting member, and a main buffer block 4 is provided on the shock absorber 8. A secondary buffer block 5 is also installed on the connecting member.
[0032] The transverse leaf spring double wishbone suspension provided by this utility model, through the setting of main buffer block 4 and secondary buffer block 5, when the vehicle is unloaded or lightly loaded, the main buffer block 4 plays a buffering role; when the vehicle is fully loaded or heavily loaded, the main buffer block 4 and secondary buffer block 5 work together, at which time the vehicle has a lower deflection frequency, enabling the vehicle to achieve multi-level changes in stiffness and buffering under different loads, improving the vehicle's load-bearing capacity and driving comfort, especially playing a positive role in protecting the cargo of express logistics vehicles.
[0033] To enable those skilled in the art to better understand the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings.
[0034] It should be noted that, unless otherwise specified, the embodiments and features and technical solutions in the present invention can be combined with each other.
[0035] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.
[0036] Example 1, please refer to Figures 1-3 A transverse leaf spring double wishbone suspension includes a subframe 6 and a wheel assembly 7 disposed on the side of the subframe 6. A connecting member is provided between the subframe 6 and the wheel assembly 7. A shock absorber 8 is provided on the connecting member, and a main buffer block 4 is provided on the shock absorber 8. A secondary buffer block 5 is also installed on the connecting member. The shock absorber 8 can buffer the vibration caused by uneven road surface during vehicle driving, thereby effectively reducing the vibration amplitude during vehicle driving. When the vehicle is unloaded or lightly loaded, the main buffer block 4 further buffers the vibration on the basis of the shock absorber 8, which can supplement the buffering effect of the shock absorber 8. The synergistic effect of the two greatly improves the driving comfort and reduces the fatigue of the driver and passengers caused by bumps. When the vehicle is fully loaded or heavily loaded, the secondary buffer block 5 can intervene in time to share part of the impact force, enhance the overall stability and reliability of the suspension system, reduce the risk of suspension component damage due to excessive impact, ensure vehicle driving safety and reduce maintenance costs.
[0037] Furthermore, such as Figures 1-2 As shown, the connector includes an upper fork 1 connected between the subframe 6 and the wheel assembly 7, and a secondary buffer block 5 is installed on the top of the upper fork 1. The upper fork 1 is used to realize the connection between the subframe 6 and the wheel assembly 7.
[0038] Furthermore, such as Figures 1-2 As shown, the connector also includes a lower fork 2 connected between the subframe 6 and the wheel assembly 7, and a shock absorber 8 is hinged to the top of the lower fork 2.
[0039] Furthermore, such as Figures 1-2 As shown, the lower fork 2 is located below the upper fork 1. This vertical layout follows the basic principles of mechanics and vehicle engineering design specifications, and can reasonably distribute the load and force of the vehicle.
[0040] Furthermore, the upper wishbone 1 is hinged between the subframe 6 and the wheel assembly 7. The subframe 6 and the wheel assembly 7 are connected by a ball joint. The hinged design of the upper wishbone 1 allows it to rotate flexibly relative to the subframe 6 during vehicle operation, adapting to the vertical movement and lateral sway of the wheel under different road conditions, reducing stress concentration and frictional resistance caused by rigid connections. The ball joint connection between the subframe 6 and the wheel assembly 7 gives the wheel freedom and flexibility in multiple directions. It can better adapt to road undulations, potholes, and changes in vehicle angle during steering, while ensuring a stable connection between the wheel assembly 7 and the subframe 6, effectively reducing vibration transmission to the vehicle body and improving the vehicle's passability and handling.
[0041] Example 2 further optimizes the transverse leaf spring double wishbone suspension provided in Example 1, specifically, as follows: Figures 1-3 As shown, a transverse leaf spring assembly 3 is provided between the subframe 6 and the lower fork 2. With the main buffer block 4 and the secondary buffer block 5, when the vehicle is unloaded or lightly loaded, the main buffer block 4 plays a buffering role, and the transverse leaf spring assembly 3 provides lower stiffness; when the vehicle is fully loaded or heavily loaded, the transverse leaf spring assembly 3 provides greater stiffness, and the main buffer block 4 and the secondary buffer block 5 work together to enable the vehicle to achieve multi-level changes in stiffness and buffering under different loads, thereby improving the vehicle's load-bearing capacity and driving comfort. It plays a positive role, especially in protecting the cargo of express delivery and logistics vehicles.
[0042] Furthermore, such as Figure 3As shown, the transverse leaf spring assembly 3 includes a leaf spring main plate 301, which is installed in the subframe 6, providing a solid and reliable mounting base for the entire transverse leaf spring assembly 3. As an important component of the vehicle chassis, the subframe 6 has high strength and rigidity, which can stably support the leaf spring main plate 301 and evenly distribute the force borne by the leaf spring main plate 301 to the entire chassis structure.
[0043] Furthermore, such as Figure 3 As shown, a rubber pad 201 is provided at the bottom of the leaf spring main plate 301. The rubber pad 201 is installed on the top of the lower fork arm 2. The rubber pad 201 plays a crucial role in buffering and isolating between the leaf spring main plate 301 and the lower fork arm 2. On the one hand, it can effectively reduce the friction and wear caused by the relative movement between the leaf spring main plate 301 and the lower fork arm 2 during vehicle operation. The rubber material has good elasticity and wear resistance, and can act as a buffer pad when the leaf spring main plate 301 bounces up and down and extends and retracts. On the other hand, the rubber pad 201 further absorbs and attenuates vibration, reduces the degree of vibration transmitted to the vehicle body and interior, effectively reduces interior noise and vibration levels, and improves driving comfort.
[0044] Furthermore, such as Figure 3 As shown, a secondary leaf spring 302 is mounted on the top of the main leaf spring 301. There is a gap between the secondary leaf spring 302 and the end of the main leaf spring 301. When the vehicle is unloaded, the main leaf spring 301 is activated, and the stiffness of the transverse leaf spring assembly 3 is relatively small. When the vehicle is loaded, both the main leaf spring 301 and the secondary leaf spring 302 are activated, and the stiffness of the transverse leaf spring assembly 3 increases, supporting the vehicle. This achieves a two-stage change in stiffness under different loads.
[0045] Furthermore, such as Figure 3 As shown, an auxiliary leaf spring 303 is provided on the side of the leaf spring sub-plate 302 away from the main leaf spring plate 301. The setting of the auxiliary leaf spring 303 can realize the three-level variable stiffness of the transverse leaf spring assembly 3.
[0046] The usage process of the transverse leaf spring double wishbone suspension provided by this utility model is as follows:
[0047] Figure 4 and Figure 5 The area marked A represents the vehicle body. When the vehicle is unloaded or lightly loaded, the vehicle body does not contact the secondary buffer block 5, i.e. Figure 4 As shown, at this time, the main buffer block 4 acts as a buffer, and the transverse leaf spring assembly 3 provides lower stiffness; when the vehicle is fully loaded or heavily loaded, the vehicle body contacts the secondary buffer block 5, i.e. Figure 5As shown, the transverse leaf spring assembly 3 provides greater stiffness. The main buffer block 4 and the secondary buffer block 5 work together to enable the vehicle to achieve multi-level changes in stiffness and buffering under different loads, thereby improving the vehicle's load-bearing capacity and ride comfort.
[0048] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.
[0049] Obviously, the embodiments described above are only some embodiments of this utility model, not all embodiments. The accompanying drawings show preferred embodiments of this utility model, but do not limit the patent scope of this utility model. This utility model can be implemented in many different forms; rather, the purpose of providing these embodiments is to provide a more thorough and comprehensive understanding of the disclosure of this utility model. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing specific embodiments, or make equivalent substitutions for some of the technical features. Any equivalent structures made using the content of this utility model specification and drawings, directly or indirectly applied to other related technical fields, are similarly within the patent protection scope of this utility model.
Claims
1. A transverse leaf spring double wishbone suspension, characterized in that, Includes a subframe (6) and a wheel assembly (7) disposed on the side of the subframe (6). A connecting member is provided between the subframe (6) and the wheel assembly (7). A shock absorber (8) is provided on the connecting member, and a main buffer block (4) is provided on the shock absorber (8). A secondary buffer block (5) is also installed on the connecting member. The connector includes an upper fork (1) connected between the subframe (6) and the wheel assembly (7), with the secondary buffer block (5) mounted on top of the upper fork (1); the connector also includes a lower fork (2) connected between the subframe (6) and the wheel assembly (7), with the shock absorber (8) hinged to the top of the lower fork (2).
2. A transverse leaf spring double wishbone suspension according to claim 1, characterized in that, The lower fork arm (2) is located below the upper fork arm (1).
3. A transverse leaf spring double wishbone suspension according to claim 1 or 2, characterized in that, The upper fork (1) is hinged between the subframe (6) and the wheel assembly (7), and the subframe (6) and the wheel assembly (7) are connected by a ball joint.
4. A transverse leaf spring double wishbone suspension according to claim 3, characterized in that, A transverse leaf spring assembly (3) is provided between the subframe (6) and the lower fork (2).
5. A transverse leaf spring double wishbone suspension according to claim 4, characterized in that, The transverse leaf spring assembly (3) includes a leaf spring main plate (301), which is mounted in the subframe (6).
6. A transverse leaf spring double wishbone suspension according to claim 5, characterized in that, A rubber pad (201) is provided at the bottom of the main leaf spring (301), and the rubber pad (201) is installed on the top of the lower fork arm (2).
7. A transverse leaf spring double wishbone suspension according to claim 6, characterized in that, A secondary leaf spring (302) is mounted on the top of the main leaf spring (301), and a gap is left between the secondary leaf spring (302) and the end of the main leaf spring (301).
8. A transverse leaf spring double wishbone suspension according to claim 7, characterized in that, An auxiliary leaf spring (303) is provided on the side of the leaf spring sub-leaf (302) away from the leaf spring main leaf (301).