A shock absorber mounting structure, a front suspension system, and an automobile

Abstract

The utility model discloses a shock absorber mounting structure, front suspension system and car, including shock absorber, the lower extreme of shock absorber is equipped with lower mounting support, and lower mounting support includes first support component and second support component, and the first support component forms the sleeve joint department of tubular, and the sleeve joint department has the opening in one side, and the second support component is embedded in the opening, and the inside is defined with shock absorber mounting hole, and the lower extreme of shock absorber is sleeved in shock absorber mounting hole, and the top end of second support component extends upwards along the outer wall of shock absorber, and forms the support of protruding in first support component top end edge, and at least one of first support component and second support component is equipped with first mounting lug and second mounting lug. When the wheel core lateral force is transmitted to the shock absorber lower mounting support through the knuckle, the support of the first support component can provide effective support for the shock absorber, reduce the bending deformation of the shock absorber in the position connected with the support, and effectively improve the system rigidity.

Description

Technical Field

[0001] This utility model relates to the field of automotive suspension, and in particular to a shock absorber mounting structure, a front suspension system, and an automobile. Background Technology

[0002] Traditional front suspension systems (such as MacPherson struts) are widely used due to their simple structure and low cost. The rigidity of the suspension system is crucial for improving handling performance. Insufficient lateral rigidity of the suspension when subjected to lateral loads (such as sharp turns or crosswinds) can easily cause changes in wheel lateral displacement and tire contact angle, leading to decreased steering precision, reduced handling performance, and even affecting vehicle safety. Especially in high-speed cornering or complex terrain, insufficient lateral rigidity of the front suspension can result in sluggish vehicle response, excessive body roll, and accelerated tire wear. Furthermore, when lateral forces at the wheel center are transmitted through the steering knuckle to the shock absorber mounting bracket in the front suspension system, these forces can damage the bracket and cause the shock absorber to bend at the connection point with the bracket, significantly limiting the rigidity of the front suspension system.

[0003] Furthermore, the lower control arm of the front suspension provides mounting support for various suspension components and transmits vertical, longitudinal, and lateral forces from the road surface. In existing technologies, single-layer or double-layer steel plate welding is typically used for small cars, but the strength, durability, and rigidity of the aforementioned structure are insufficient for large vehicles.

[0004] In summary, the problems existing in the relevant technologies urgently need to be solved. Utility Model Content

[0005] The purpose of this utility model is to solve at least one of the technical problems existing in the prior art, and to provide a shock absorber mounting structure, a front suspension system and an automobile.

[0006] The technical solution adopted by this utility model to solve its technical problem is:

[0007] In a first aspect, a shock absorber mounting structure includes a shock absorber. The lower end of the shock absorber is provided with a lower mounting bracket for connection with a steering knuckle. The lower mounting bracket includes a first bracket component and a second bracket component. The first bracket component is formed into a cylindrical sleeve portion by rolling and bending a sheet metal. The sleeve portion is not completely closed circumferentially and has an opening on one side. The second bracket component is embedded in the opening. The two side edges of the second bracket component are connected to the first bracket component and define a shock absorber mounting hole inside. The lower end of the shock absorber is sleeved in the shock absorber mounting hole. The top end of the second bracket component extends upward along the outer wall surface of the shock absorber and forms a support portion protruding from the top edge of the first bracket component. At least one of the first bracket component and the second bracket component has an outwardly extending first mounting lug and a second mounting lug on the two side edges of the opening. An assembly gap for connecting a steering knuckle is formed between the first mounting lug and the second mounting lug.

[0008] In conjunction with the first aspect, in some implementations of the first aspect, the first support component is provided with a first flange and a second flange extending outward at both sides of the opening, and the second support component is provided with a third flange and a fourth flange extending outward at both sides of the opening. The first flange and the third flange are fitted and welded together to form a first mounting lug, and the second flange and the fourth flange are fitted and welded together to form a second mounting lug.

[0009] In combination with the first aspect and the above-described implementations, in some implementations of the first aspect, the two sides of the support portion are provided with a fifth flange and a sixth flange, the fifth flange and the third flange are arranged to extend continuously, and the sixth flange and the fourth flange are arranged to extend continuously.

[0010] In a second aspect, a front suspension system includes a steering knuckle and a shock absorber mounting structure as described in any implementation of the first aspect, wherein the steering knuckle has a first mounting seat on its top, the first mounting seat is fitted into the assembly gap, and is locked to a first mounting lug and a second mounting lug by fasteners.

[0011] In conjunction with the second aspect, in some implementations of the second aspect, the front suspension system further includes a lower control arm, a second mounting base is provided at the bottom of the steering knuckle, the lower control arm is provided with a control arm ball joint, and the lower control arm is connected to the second mounting base through the control arm ball joint.

[0012] In conjunction with the second aspect and the above-described implementations, in some implementations of the second aspect, the lower control arm of the suspension includes a control arm body extending from a first end to a second end along its length. The first end forms a ball joint mounting portion, and the second end forms a bushing pin mounting portion. The control arm body bends outward between the first end and the second end and is provided with a sleeve mounting portion. The control arm body includes an upper control arm plate, an intermediate reinforcing plate, and a lower control arm plate. The upper control arm plate and the lower control arm plate extend along the length of the control arm body. At least one of the upper arm plate and the lower arm plate has a folded edge, which extends along the length of the arm body. The upper arm plate and the lower arm plate are welded together through the folded edge to form a box-shaped structure with an inner cavity. The intermediate reinforcing plate is disposed in the inner cavity between the upper arm plate and the lower arm plate. The edge of the intermediate reinforcing plate is welded to the box-shaped structure. The upper arm plate and the lower arm plate are pressed together at the first end of the arm body to form a swing arm ball pin mounting part. The swing arm ball pin is connected to the swing arm ball pin mounting part by fasteners.

[0013] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the lower plate of the swing arm is provided with a first folded edge on both sides, and a U-shaped cavity is formed through the first folded edge. The intermediate reinforcing plate is disposed in the U-shaped cavity. The two sides of the intermediate reinforcing plate are welded to the inner wall of the first folded edge. The upper plate of the swing arm is provided with a second folded edge on both sides. The upper plate of the swing arm is fastened to the lower plate of the swing arm. The first folded edge overlaps and is welded to the second folded edge.

[0014] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the lower plate of the swing arm is provided with a plurality of first positioning holes, and the intermediate reinforcing plate is provided with a plurality of second positioning holes corresponding to the first positioning holes.

[0015] In combination with the second aspect and the above-described implementation, in some implementations of the second aspect, the end of the intermediate reinforcing plate is provided with a notch that extends inward away from the edge of the intermediate reinforcing plate.

[0016] Thirdly, an automobile includes a front suspension system as described in any implementation of the second aspect.

[0017] One of the above technical solutions has at least one of the following advantages or beneficial effects:

[0018] The lower end of the shock absorber is provided with a lower mounting bracket for connection with the steering knuckle. The lower mounting bracket is formed by the interlocking connection of a first bracket component and a second bracket component. The first bracket component is formed by rolling and bending a sheet metal to form a cylindrical sleeve, which mainly realizes the sleeve-type fixed installation of the lower mounting bracket at the lower end of the shock absorber, ensuring the connection stability between the lower mounting bracket and the shock absorber. At the same time, the top of the second bracket component extends upward along the outer wall surface of the shock absorber and forms a support portion protruding from the top edge of the first bracket component. When the lateral force of the wheel center is transmitted to the lower mounting bracket of the shock absorber through the steering knuckle, the support portion protruding from the first bracket component can provide effective support for the shock absorber, reduce the bending deformation of the shock absorber at the connection point with the bracket, and thus effectively improve the rigidity of the system.

[0019] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0020] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0021] Figure 1 This is a schematic diagram of one embodiment of the vibration damper installation structure of this utility model;

[0022] Figure 2 This is an isometric view of the mounting bracket structure of one embodiment of the vibration damper mounting structure of this utility model;

[0023] Figure 3 This is a top view of the mounting bracket structure of one embodiment of the vibration damper mounting structure of this utility model;

[0024] Figure 4 This is a schematic diagram of an embodiment of the front suspension system of this utility model;

[0025] Figure 5 This is a schematic diagram of the lower control arm structure of an embodiment of the front suspension system of this utility model;

[0026] Figure 6 This is a schematic diagram of the structure of the front suspension system of this utility model when the lower control arm is not equipped with the control arm ball pin;

[0027] Figure 7 This is a schematic diagram of the structure of the intermediate reinforcing plate installed in the lower plate of the control arm in one embodiment of the front suspension system of this utility model;

[0028] Figure 8 This is a schematic diagram of the intermediate reinforcing plate structure in one embodiment of the front suspension system of this utility model;

[0029] Figure 9 yes Figure 6 Cross-sectional view at point AA;

[0030] Figure 10 This is a schematic diagram of the structure of the intermediate reinforcing plate welded to the inner wall of the first folded edge in one embodiment of the front suspension system of this utility model. Detailed Implementation

[0031] This section will describe in detail the specific embodiments of the present utility model. The preferred embodiments of the present utility model are shown in the accompanying drawings. The purpose of the drawings is to supplement the textual description with graphics, so that people can intuitively and vividly understand each technical feature and the overall technical solution of the present utility model, but they should not be construed as limiting the scope of protection of the present utility model.

[0032] In this utility model, when directions (up, down, left, right, front, and back) are described, it is only for the convenience of describing the technical solution of this utility model, and does not indicate or imply that the technical features referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this utility model.

[0033] In this utility model, "several" means one or more, "multiple" means two or more, "greater than," "less than," "exceeding," etc. are understood to exclude the stated number; "above," "below," "within," etc. are understood to include the stated number. In the description of this utility model, if "first" or "second" is used, it is only for the purpose of distinguishing technical features and should not be construed as indicating or implying relative importance or implicitly indicating the number of indicated technical features or the order of the indicated technical features.

[0034] In this utility model, unless otherwise explicitly defined, terms such as "set," "install," and "connect" should be interpreted broadly. For example, they can refer to a direct connection or an indirect connection through an intermediate medium; a fixed connection, a detachable connection, or an integrally formed connection; a mechanical connection, an electrical connection, or a connection capable of mutual communication; or the internal connection of two components or the interaction between two components. Those skilled in the art can reasonably determine the specific meaning of the above terms in this utility model based on the specific content of the technical solution.

[0035] See Figure 1 , Figure 2 , Figure 3This utility model provides a shock absorber mounting structure, including a shock absorber 100. The lower end of the shock absorber 100 is provided with a lower mounting bracket 300 for connection with a steering knuckle 200. The lower mounting bracket 300 includes a first bracket component 301 and a second bracket component 302. The first bracket component 301 is formed by rolling and bending a sheet metal to create a cylindrical sleeve portion. The sleeve portion is not completely closed circumferentially and has an opening 303 on one side. The second bracket component 302 is made of sheet metal and is embedded in the opening 303. The two side edges of the second bracket component 302 are connected to the first... A bracket component 301 is connected to and internally defines a shock absorber mounting hole 304. The lower end of the shock absorber 100 is fitted into the shock absorber mounting hole 304. The top end of the second bracket component 302 extends upward along the outer wall surface of the shock absorber 100 and forms a support portion 305 protruding from the top edge of the first bracket component 301. At least one of the first bracket component 301 and the second bracket component 302 has an outwardly extending first mounting lug and a second mounting lug on both sides of the opening 303. An assembly gap for connecting the steering knuckle 200 is formed between the first mounting lug and the second mounting lug.

[0036] Combination Figures 1-4 The lower end of the shock absorber 100 is provided with a lower mounting bracket 300 for connection with the steering knuckle 200. The lower mounting bracket 300 is formed by the interlocking connection of a first bracket component 301 and a second bracket component 302. The first bracket component 301 is formed by rolling and bending a plate to form a cylindrical sleeve, which mainly realizes the sleeve-type fixed installation of the lower mounting bracket 300 at the lower end of the shock absorber 100, ensuring the connection stability between the lower mounting bracket 300 and the shock absorber 100. At the same time, the top end of the second bracket component 302 extends upward along the outer wall surface of the shock absorber 100 and forms a support part 305 protruding from the top edge of the first bracket component 301. When the lateral force of the wheel center is transmitted to the lower mounting bracket 300 of the shock absorber 100 through the steering knuckle 200, the support part 305 protruding from the first bracket component 301 can provide effective support for the shock absorber 100, reduce the bending deformation of the shock absorber 100 at the connection position with the bracket, and thus effectively improve the rigidity of the system.

[0037] It is understood that the first mounting ear can be disposed on the first bracket component 301 and / or the second bracket component 302, and the second mounting ear can be disposed on the first bracket component 301 and / or the second bracket component 302.

[0038] In some embodiments, see Figure 1 , Figure 2 , Figure 3The first support component 301 has outwardly extending first flange 306 and second flange 307 on both sides of the opening 303. The second support component 302 has outwardly extending third flange 308 and fourth flange 309 on both sides. The first flange 306 and the third flange 308 are welded together to form a first mounting ear 310, and the second flange 307 and the fourth flange 309 are welded together to form a second mounting ear 311. In this embodiment, the lower mounting bracket 300 adopts a double-layer plate inlay welding method to improve the strength and rigidity of the first mounting ear 310 and the second mounting ear 311.

[0039] Further, see Figure 2 The support portion 305 has a fifth flange 312 and a sixth flange 313 on both sides. The fifth flange 312 and the third flange 308 are continuously extended, and the sixth flange 313 and the fourth flange 309 are continuously extended. The support portion 305 has increased strength and rigidity through the curved fifth flange 312 and the sixth flange 313 on both sides, thus improving the auxiliary support and protection for the vibration damper 100.

[0040] An embodiment of this utility model also provides a front suspension system, see [link to relevant documentation]. Figure 4 The front suspension system includes a steering knuckle 200 and a shock absorber mounting structure in any of the above embodiments. The top of the steering knuckle 200 is provided with a first mounting seat 201. The first mounting seat 201 is fitted into the assembly gap and locked to the first mounting lug 310 and the second mounting lug 311 by fasteners.

[0041] Combination Figure 4 The shock absorber 100 is mounted on the first mounting base 201 on the top of the steering knuckle 200 via the lower mounting bracket 300. The top end of the second bracket component 302 extends upward along the outer wall surface of the shock absorber 100 and forms a support portion 305 protruding from the top edge of the first bracket component 301. When the lateral force of the wheel center is transmitted to the lower mounting bracket 300 of the shock absorber 100 through the steering knuckle 200, the support portion 305, which protrudes from the first bracket component 301, can provide effective support for the shock absorber 100, reduce the bending deformation of the shock absorber 100 at the connection point with the bracket, and thus effectively improve the rigidity of the system.

[0042] See Figure 4 The front suspension system also includes a lower control arm 400. A second mounting base 202 is provided at the bottom of the steering knuckle 200. The lower control arm 400 is provided with a control arm ball joint 401, and the lower control arm 400 is connected to the second mounting base 202 via the control arm ball joint 401. Compared to the traditional structure where the lower control arm ball joint 401 is embedded in the control arm body, this embodiment adopts a separate structure, connected by bolts and nuts. Because of the separate structure, the control arm ball joint seat can be made of cast iron, increasing lateral rigidity by 100% compared to previous sheet metal structures.

[0043] Further, see Figures 5-8 The lower control arm 400 of the suspension includes a control arm body extending from a first end 402 to a second end 403 along its length. The first end 402 forms a ball joint mounting portion 404, and the second end 403 forms a bushing pin mounting portion 405. The control arm body bends outward between the first end 402 and the second end 403 and is provided with a sleeve mounting portion 406. The control arm body includes an upper control arm plate 407, a middle reinforcing plate 408, and a lower control arm plate 409. The upper control arm plate 407 and the lower control arm plate 409 extend along the length of the control arm body. The upper control arm plate 407 and the lower control arm plate 409... At least one edge of the lower plate 409 is provided with a folded edge, which extends along the length direction of the swing arm body. The upper plate 407 and the lower plate 409 of the swing arm are welded together by the folded edge to form a box-shaped structure with an inner cavity. The intermediate reinforcing plate 408 is disposed in the inner cavity between the upper plate 407 and the lower plate 409 of the swing arm. The edge of the intermediate reinforcing plate 408 is welded to the box-shaped structure. The upper plate 407 and the lower plate 409 of the swing arm are pressed together at the first end 402 of the swing arm body to form a swing arm ball pin mounting part 404. The swing arm ball pin 401 is connected to the swing arm ball pin mounting part 404 by fasteners.

[0044] In this embodiment, the swing arm body is formed by welding low-cost plate structures. The upper swing arm plate 407 and the lower swing arm plate 409 are welded together to form a box-shaped structure with an internal cavity. In the core stress area, an intermediate reinforcing plate 408 is further provided to enhance the strength of the core stress area, ultimately forming a three-layer plate structure. In use, the swing arm body is connected to the front subframe via bushing pins and a first sleeve. Compared to existing technologies, this invention enables miniaturization, offers better strength and performance, and maximizes strength, rigidity, and buckling performance. It effectively addresses handling stability and NVH performance while achieving optimal cost.

[0045] In some embodiments, see Figure 9 , Figure 10The lower swing arm plate 409 has first flanges 410 on both sides, forming a U-shaped cavity. The middle reinforcing plate 408 is smaller than the width of the lower swing arm plate 409 and the lower swing arm plate 409. The middle reinforcing plate 408 is located in the U-shaped cavity and in the core stress area of ​​the swing arm body. The two sides of the middle reinforcing plate 408 are welded to the inner wall of the first flange 410. The upper swing arm plate 407 has second flanges 411 on both sides. The upper swing arm plate 407 is fastened to the lower swing arm plate 409. The first flange 410 and the second flange 411 overlap and are welded. The lower control arm plate 409 and the lower control arm plate 409 are welded together to form a hollow structure, which significantly improves the strength and rigidity of the control arm body. Simultaneously, the intermediate reinforcing plate 408 forms a reinforcing rib between the lower control arm plate 409 and the lower control arm plate 409. The lower control arm plate 409, the intermediate reinforcing plate 408, and the lower control arm plate 409 form a three-layer plate structure, further enhancing the strength and rigidity of the control arm body. In this embodiment, the first folded edge 410 of the lower control arm plate 409 provides a welding position for the intermediate reinforcing plate 408, facilitating the fabrication of the entire control arm body.

[0046] In some embodiments, see Figure 9 The lower plate 409 of the swing arm is provided with a plurality of first positioning holes 412, and the intermediate reinforcing plate 408 is provided with a plurality of second positioning holes 413 corresponding to the first positioning holes 412. During the processing of the swing arm body, the lower plate 409 of the swing arm is positioned and supported by positioning elements that cooperate with the first positioning holes 412, while the intermediate reinforcing plate 408 placed in the lower plate 409 is further positioned and supported by positioning elements that pass through the first positioning holes 412 and cooperate with the second positioning holes 413, so as to achieve precise positioning before welding and improve processing efficiency.

[0047] See Figure 8 , Figure 10 The end of the intermediate reinforcing plate 408 is provided with a notch 414 that extends inward away from the edge of the intermediate reinforcing plate 408. The intermediate reinforcing plate 408 adopts a Y-shaped hollow structure, which reduces weight on the one hand and ensures the weld length between the intermediate reinforcing plate 408 and the lower plate 409 of the swing arm on the other hand, so as to achieve a balance between weight and strength rigidity performance.

[0048] An embodiment of this utility model also provides an automobile, including the front suspension system of any of the above embodiments.

[0049] In the description of this specification, references to terms such as "example," "embodiment," or "some embodiments" indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0050] Of course, the present invention is not limited to the above-described embodiments. Those skilled in the art can make equivalent modifications or substitutions without departing from the spirit of the present invention, and these equivalent modifications or substitutions are all included within the scope defined by the claims of this application.

Claims

1. A vibration damper mounting structure, characterized in that, The device includes a shock absorber, the lower end of which is provided with a lower mounting bracket for connection with a steering knuckle. The lower mounting bracket includes a first bracket component and a second bracket component. The first bracket component is formed by rolling and bending a sheet metal into a cylindrical sleeve portion. The sleeve portion is not completely closed circumferentially and has an opening on one side. The second bracket component is embedded in the opening. The two side edges of the second bracket component are connected to the first bracket component and define shock absorber mounting holes inside. The lower end of the shock absorber is sleeved in the shock absorber mounting holes. The top end of the second bracket component extends upward along the outer wall surface of the shock absorber and forms a support portion protruding from the top edge of the first bracket component. At least one of the first bracket component and the second bracket component has an outwardly extending first mounting lug and a second mounting lug on the two side edges of the opening. An assembly gap for connecting the steering knuckle is formed between the first mounting lug and the second mounting lug.

2. The vibration damper mounting structure according to claim 1, characterized in that, The first bracket component has a first flange and a second flange extending outward at both sides of the opening, and the second bracket component has a third flange and a fourth flange extending outward at both sides. The first flange and the third flange are welded together to form a first mounting lug, and the second flange and the fourth flange are welded together to form a second mounting lug.

3. The vibration damper mounting structure according to claim 2, characterized in that, The support portion has a fifth flange and a sixth flange on both sides. The fifth flange and the third flange are arranged to extend continuously, and the sixth flange and the fourth flange are arranged to extend continuously.

4. A front suspension system, characterized in that, The device includes a steering knuckle and a shock absorber mounting structure as described in claim 1, 2 or 3, wherein the top of the steering knuckle is provided with a first mounting seat, the first mounting seat is fitted into the assembly gap and is locked to a first mounting lug and a second mounting lug by fasteners.

5. The front suspension system according to claim 4, characterized in that, The front suspension system also includes a lower control arm, a second mounting seat is provided at the bottom of the steering knuckle, the lower control arm is provided with a ball joint, and the lower control arm is connected to the second mounting seat through the ball joint.

6. The front suspension system according to claim 5, characterized in that, The lower control arm of the suspension includes a control arm body extending from a first end to a second end along its length. The first end forms a control arm ball pin mounting portion, and the second end forms a bushing pin mounting portion. The control arm body bends outward between the first end and the second end and is provided with a sleeve mounting portion. The control arm body includes a control arm upper plate, an intermediate reinforcing plate, and a control arm lower plate. The control arm upper plate and the control arm lower plate extend along the length direction of the control arm body. At least one edge of the control arm upper plate and the control arm lower plate is provided with a folded edge, which extends along the length direction of the control arm body. The control arm upper plate and the control arm lower plate are welded together through the folded edge to form a box-shaped structure with an inner cavity. The intermediate reinforcing plate is disposed in the inner cavity between the control arm upper plate and the control arm lower plate, and the edge of the intermediate reinforcing plate is welded to the box-shaped structure. The control arm upper plate and the control arm lower plate are pressed together at the first end of the control arm body to form a control arm ball pin mounting portion. The control arm ball pin is connected to the control arm ball pin mounting portion by fasteners.

7. The front suspension system according to claim 6, characterized in that, The lower plate of the swing arm has a first folded edge on both sides, and a U-shaped cavity is formed by the first folded edge. The middle reinforcing plate is disposed in the U-shaped cavity. The two sides of the middle reinforcing plate are welded to the inner wall of the first folded edge. The upper plate of the swing arm has a second folded edge on both sides. The upper plate of the swing arm is fastened to the lower plate of the swing arm. The first folded edge and the second folded edge overlap and are welded.

8. The front suspension system according to claim 7, characterized in that, The lower plate of the swing arm is provided with a plurality of first positioning holes, and the intermediate reinforcing plate is provided with a plurality of second positioning holes corresponding to the first positioning holes.

9. The front suspension system according to claim 7, characterized in that, The end of the intermediate reinforcing plate has a notch that extends inward, avoiding the edge of the intermediate reinforcing plate.

10. A car, characterized in that, The front suspension system includes any one of claims 4 to 9.

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