A front suspension structure, a front suspension assembly and a vehicle

Abstract

The utility model discloses a front suspension structure, front suspension assembly and vehicle, the front suspension structure includes: front suspension main part, the both ends of front suspension main part are equipped with spring plate mounting hole, and the distance of two spring plate mounting holes is less than or equal to 840mm, and the end of front suspension main part is equipped with main pin hole still, and the axis of main pin hole forms the inner inclination angle with vertical direction, the utility model discloses the distance of two spring plate mounting holes is strictly limited to be less than or equal to 840mm, guarantees the spring plate installation intensity and the suspension system bearing capacity under the premise, the transverse dimension of front suspension is compressed, makes the space reduction of front suspension main body in the vehicle width direction, in addition, the reduction of front suspension transverse dimension directly translates into the decrease of vehicle overall width, in addition, the design of inner inclination angle makes the automatic righting torque of wheel increase when steering, improves the stability of vehicle driving.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and more specifically to a front suspension structure, a front suspension assembly, and a vehicle. Background Technology

[0002] In the field of automotive engineering, the suspension system, as a key component connecting the vehicle body and wheels, plays a crucial role in the vehicle's driving stability, ride comfort, and handling performance. The front suspension, as an important part of the suspension system, requires design that comprehensively considers factors such as strength, stiffness, durability, and space layout to adapt to the needs of different vehicle models and driving conditions.

[0003] In existing technologies, front suspension designs are diverse. Among them, front suspension structures using leaf springs (or steel leaf springs) as the elastic element are widely used in commercial vehicles and some passenger cars due to their advantages such as simple structure, low cost, and convenient maintenance. However, in practical applications, some front suspension designs have the following significant drawbacks:

[0004] Insufficient structural compactness: The existing front suspension is designed to be too long, resulting in it occupying excessive space in the vehicle's lateral direction. Furthermore, the spacing between the leaf spring mounting holes is unreasonable, with excessive spacing further exacerbating the structural looseness. This design flaw directly leads to a lack of compactness in the overall front suspension structure, failing to effectively utilize the vehicle's limited space resources.

[0005] Vehicle width limitation: The looseness of the front suspension structure forces the vehicle to have more lateral space in its design to accommodate the suspension components, resulting in an increase in the overall width of the vehicle. In the modern automotive design trend of pursuing lightweighting and miniaturization, excessive vehicle width affects the vehicle's maneuverability and passability.

[0006] Although the industry has improved front suspensions through material optimization and manufacturing process improvements, effective solutions to the core issues of structural compactness and space utilization are still lacking. Therefore, developing a new design that can significantly reduce the lateral dimensions of the front suspension and improve structural compactness while ensuring performance has become a pressing technical challenge in this field. Utility Model Content

[0007] The purpose of this utility model is to overcome the defects of the prior art and provide a front suspension structure, a front suspension assembly and a vehicle.

[0008] To achieve the above objectives, the present invention adopts the following technical solution:

[0009] In a first aspect, this utility model provides a front suspension structure, including: a front suspension body, with spring plate mounting holes at both ends of the front suspension body, the distance between the two spring plate mounting holes being less than or equal to 840mm, and a kingpin hole at the end of the front suspension body, the axis of the kingpin hole forming an inclination angle with the vertical direction.

[0010] In one specific embodiment, the inclination angle is 11.5 degrees to 12 degrees.

[0011] In one specific embodiment, the inclination angle is 11.75 degrees.

[0012] In one specific embodiment, the overall length of the front suspension body is less than or equal to 1900 mm.

[0013] In one specific embodiment, the front suspension body has inner grooves on both sides along its length.

[0014] In one specific embodiment, the width of the front suspension body is less than or equal to 132 mm.

[0015] In one specific embodiment, the front suspension body is made of 40CR alloy structural steel.

[0016] The advantages of this front suspension structure compared to existing technologies are as follows: By strictly limiting the distance between the two spring plate mounting holes to less than or equal to 840mm, the lateral dimension of the front suspension is compressed to an industry-leading level while ensuring the spring plate mounting strength and the load-bearing capacity of the suspension system. This improvement reduces the space occupied by the main body of the front suspension in the vehicle width direction, thereby providing greater flexibility for the layout of other vehicle components (such as tires and steering systems), effectively solving the problem of space waste caused by the loose suspension structure in existing technologies. In addition, the reduction in the lateral dimension of the front suspension directly translates into a reduction in the overall width of the vehicle, which can improve the vehicle's passability and maneuverability in narrow roads, parking lots, and other scenarios. Furthermore, the camber angle design increases the automatic return torque of the wheels when turning, improving the stability of the vehicle's straight-line driving, while reducing the lateral slippage of the tires during turning and reducing tire wear rate.

[0017] Secondly, this utility model embodiment provides a front suspension assembly, including the front suspension structure as described above, wherein a spring steel plate is connected to the spring plate mounting hole, a steering knuckle is connected to the kingpin hole, and a steel wheel is connected to the steering knuckle.

[0018] In one specific embodiment, the spring steel plate is connected to the front suspension body by U-bolts.

[0019] The advantages of this front suspension assembly compared to existing technologies are as follows: By setting the front suspension structure and strictly limiting the distance between the two leaf spring mounting holes to less than or equal to 840mm, the lateral dimension of the front suspension is compressed to an industry-leading level while ensuring the leaf spring mounting strength and the load-bearing capacity of the suspension system. This improvement reduces the space occupied by the front suspension body in the vehicle width direction, thereby providing greater flexibility for the layout of other vehicle components (such as tires and steering systems), effectively solving the space waste problem caused by the loose suspension structure in existing technologies. In addition, the reduction in the lateral dimension of the front suspension directly translates into a reduction in the overall width of the vehicle, which can improve the vehicle's passability and maneuverability in narrow roads, parking lots, and other scenarios. Furthermore, the camber angle design increases the automatic return torque of the wheels when turning, improving the stability of the vehicle's straight-line driving, while reducing the lateral slippage of the tires during turning and reducing tire wear rate.

[0020] Thirdly, this utility model embodiment provides a vehicle including the front suspension assembly described above.

[0021] Compared with the prior art, the beneficial effects of this utility model vehicle are as follows: By setting the front suspension assembly and strictly limiting the distance between the two leaf spring mounting holes to less than or equal to 840mm, the lateral dimension of the front suspension is compressed to an industry-leading level while ensuring the installation strength of the leaf springs and the load-bearing capacity of the suspension system. This improvement reduces the space occupied by the main body of the front suspension in the vehicle width direction, thereby providing greater flexibility for the layout of other vehicle components (such as tires and steering systems), effectively solving the problem of space waste caused by the loose suspension structure in the prior art; in addition, the reduction of the lateral dimension of the front suspension directly translates into a reduction in the overall width of the vehicle, which can improve the vehicle's passability and maneuverability in narrow roads, parking lots and other scenarios; furthermore, the camber angle design increases the automatic return torque of the wheels when turning, improving the stability of the vehicle in straight-line driving, while reducing the lateral slippage of the tires during turning and reducing the tire wear rate.

[0022] The present invention will be further described below with reference to the accompanying drawings and specific embodiments. Attached Figure Description

[0023] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 Schematic diagram of the front suspension structure provided in this embodiment of the utility model Figure 1 ;

[0025] Figure 2 Schematic diagram of the front suspension structure provided in this embodiment of the utility model Figure 2 ;

[0026] Figure 3 Schematic diagram of the front suspension assembly provided in this embodiment of the utility model Figure 1 ;

[0027] Figure 4 Schematic diagram of the front suspension assembly provided in this embodiment of the utility model Figure 2 . Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0029] The technical solutions of the present utility model 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 utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the present utility model.

[0030] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0031] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0032] 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 connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; 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. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0033] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0034] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., 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. The illustrative expressions of the above terms in this specification should not be construed as necessarily referring 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. In addition, those skilled in the art can combine and integrate the different embodiments or examples described in this specification.

[0035] See Figures 1 to 2 As shown, this utility model discloses a specific embodiment of a front suspension structure, including: a front suspension body 10, with spring plate mounting holes 11 at both ends of the front suspension body 10, the distance between the two spring plate mounting holes 11 being less than or equal to 840mm, and a kingpin hole 12 at the end of the front suspension body 10, the axis of the kingpin hole 12 forming an inclination angle with the vertical direction.

[0036] Specifically, the front suspension body 10 is typically made of high-strength metal materials, such as alloy steel, and is initially formed through casting or forging processes. Spring plate mounting holes 11 are machined at both ends of the front suspension body 10. Using specialized drilling equipment, the drill bit is precisely aligned with the predetermined positions at both ends of the front suspension body 10 according to design requirements, ensuring that the distance between the two spring plate mounting holes 11 is less than or equal to 840mm. Additionally, kingpin holes 12 are machined at the ends of the front suspension body 10, also using drilling equipment, with the position and diameter of the kingpin holes 12 determined according to design requirements. During machining, it is essential to ensure that the axis of the kingpin hole 12 forms a specific inclination angle with the vertical direction (referring to the vertical direction of the steel ring component 40).

[0037] In other words, by strictly limiting the distance between the two leaf spring mounting holes 11 to less than or equal to 840mm, the lateral dimension of the front suspension is compressed to an industry-leading level while ensuring the installation strength of the leaf spring and the load-bearing capacity of the suspension system. This improvement reduces the space occupied by the front suspension body 10 in the vehicle width direction, thereby providing greater flexibility for the layout of other vehicle components (such as tires and steering systems), effectively solving the problem of wasted space caused by the loose suspension structure in the prior art. In addition, the reduction in the lateral dimension of the front suspension directly translates into a reduction in the overall width of the vehicle, which can improve the vehicle's passability and maneuverability in narrow roads, parking lots, and other scenarios. Furthermore, the camber angle design increases the automatic return torque of the wheels when turning, improving the stability of the vehicle's straight-line driving, while reducing the lateral slippage of the tires during turning and reducing tire wear rate.

[0038] In one embodiment, the inclination angle is 11.5 degrees to 12 degrees.

[0039] Specifically, when the wheels turn during vehicle operation, the camber angle of the kingpin bore 12, within the range of 11.5 to 12 degrees, generates a suitable self-centering torque. This self-centering torque causes the wheels to tend to automatically return to center, helping the driver more easily maintain the vehicle's straight-line driving direction and reducing the driver's operational burden during driving. Especially at high speeds, a strong steering self-centering force can improve vehicle stability, making it easier for the vehicle to maintain the intended driving trajectory. Furthermore, a suitable camber angle helps improve vehicle handling performance. When the vehicle is turning, the camber angle allows for more reasonable contact between the wheels and the ground, increasing tire lateral adhesion and reducing vehicle roll. This makes the vehicle more stable and agile when turning, allowing the driver to more precisely control the vehicle's steering angle and speed, improving the vehicle's handling flexibility and responsiveness.

[0040] In one embodiment, the inclination angle is 11.75 degrees.

[0041] Specifically, when the wheels turn during vehicle operation, an 11.75-degree camber angle generates a suitable self-centering torque. This torque allows the wheels to automatically return to center after turning, helping the driver more easily maintain the vehicle's straight-line driving direction. Compared to an unreasonable camber angle, the 11.75-degree setting provides just the right amount of self-centering torque. It avoids the problem of slow self-centering due to insufficient torque, which would affect driving convenience, and the problem of excessive torque causing the wheels to return to center too abruptly, resulting in vibration or instability. This improves the precision and controllability of vehicle steering. Furthermore, when the vehicle is turning, a reasonable camber angle allows for more even contact between the tires and the ground, increasing lateral grip. The 11.75-degree camber angle optimizes the tire's contact patch, allowing the tires to better withstand lateral forces during cornering and reducing tire slippage. This not only improves vehicle handling stability but also enhances driving safety, especially in situations such as high-speed driving or emergency avoidance, effectively preventing loss of control.

[0042] In one embodiment, the overall length of the front suspension body 10 is less than or equal to 1900 mm.

[0043] Specifically, the length of the front suspension body 10 is controlled to be less than or equal to 1900mm to facilitate the design of a narrower vehicle width. Furthermore, the narrower vehicle width allows it to maneuver more easily through narrow urban streets. For example, in the narrow alleys of some older urban areas, a narrower vehicle can avoid scraping against roadside buildings, parked vehicles, etc., reducing the difficulty of operation for the driver.

[0044] In one embodiment, the front suspension body 10 has inner grooves 13 on both sides along its length.

[0045] Specifically, the recesses 13 on both sides of the front suspension body 10 can effectively reduce the amount of material used, thereby reducing weight. The reduction in overall vehicle weight helps improve acceleration performance. In addition, the recesses 13 on both sides of the front suspension body 10 can reduce its occupation of engine compartment space, providing more spacious installation space for core components such as the engine and transmission. This makes the component layout in the engine compartment more reasonable and facilitates maintenance and repair.

[0046] In one embodiment, the width of the front suspension body 10 is less than or equal to 132 mm.

[0047] Specifically, the design of the front suspension body 10 with a width of 132mm or less precisely matches the minimum installation width requirement of the leaf spring, providing a stable and reliable mounting base for the leaf spring. The leaf spring can be firmly fixed to the front suspension body 10, preventing loosening or displacement during vehicle operation due to width mismatch, thus ensuring the normal operation of the suspension system. Furthermore, the reasonable width design, precisely corresponding to the installation dimensions of the leaf spring, reduces adjustment and trial assembly time during assembly, improving assembly efficiency.

[0048] In one embodiment, the front suspension body 10 is made of 40CR alloy structural steel.

[0049] Specifically, 40CR alloy structural steel, after appropriate heat treatment, possesses high tensile strength and yield strength. This allows the front suspension body 10 to withstand significant loads generated during vehicle operation, such as the enormous longitudinal forces during braking and aerodynamic loads at high speeds, ensuring the structural safety and reliability of the front suspension and preventing deformation or breakage. Furthermore, this material exhibits good toughness alongside high strength. When the vehicle encounters bumpy roads or sudden impacts, the front suspension body 10 can absorb energy through its own deformation, preventing stress concentration and subsequent breakage, thereby protecting other vehicle components and passenger safety. For example, when the vehicle travels over potholes, the toughness of the front suspension body 10 allows it to quickly return to its original shape after impact, ensuring vehicle stability. Additionally, 40CR alloy structural steel possesses good plasticity within a suitable temperature range, facilitating forging. Forging processes can yield front suspension bodies 10 with complex shapes and dense internal structures, improving material utilization and enhancing the material's mechanical properties.

[0050] See Figures 3 to 4 As shown, this utility model discloses a front suspension assembly, including the front suspension structure as described above. The spring plate mounting hole 11 is connected to a spring steel plate 20, the kingpin hole 12 is connected to a steering knuckle 30, and the steering knuckle 30 is connected to a steel rim 40.

[0051] Specifically, align the positioning pin on the spring steel plate 20 with the spring plate mounting hole 11 and slowly insert it, ensuring a tight fit between the positioning pin and the mounting hole for accurate positioning. Then, use appropriate bolts or rivets to fix the spring steel plate 20 to the front suspension body 10. The tightening torque of the bolts must be controlled according to the design requirements to ensure the connection's firmness and reliability. Next, insert the kingpin into the corresponding kingpin hole 12 of the front suspension structure and steering knuckle 30, ensuring the kingpin can rotate freely without jamming. Then, use a locking device to fix the kingpin to prevent loosening. Next, install the steering arm onto the mounting surface of the steering knuckle 30, and tighten the steering arm to the steering knuckle 30 using bolts and nuts, again following the design tightening torque. Finally, install the steel rim 40 onto the steering knuckle 30, and use bolts to fix the steel rim 40 to the steering knuckle 30, ensuring the verticality and concentricity of the steel rim 40 installation. Then, install the tire 60 onto the rim 40, following the tire installation specifications, such as inflating the tire to the appropriate pressure to ensure a tight fit between the tire and the rim 40.

[0052] In other words, the fit between the positioning post and the spring plate mounting hole 11 allows for quick and accurate installation of the spring plate 20 onto the front suspension structure, avoiding positional deviations during installation and ensuring the relative positional accuracy between the spring plate 20 and the front suspension body 10. This is crucial for the uniformity of force distribution and driving stability of the front suspension, reducing problems such as vehicle drift and uneven tire wear caused by improper installation of the spring plate 20. Furthermore, the tight fit between the positioning post and the mounting hole increases the connection stability between the spring plate 20 and the front suspension structure. During vehicle operation, it effectively resists various dynamic loads on the spring plate 20, preventing relative movement or loosening between the spring plate 20 and the front suspension structure, thus improving the overall structural strength and reliability of the front suspension. Additionally, the shorter straight-line distance between the connection point of the steering knuckle 30 and the steering arm and the axis of the kingpin hole 12 reduces the relative swing amplitude of the steering arm during steering, thereby reducing the force and travel required for steering and improving the vehicle's steering agility and response speed. Furthermore, reducing this distance optimizes the spatial layout of the front suspension, making the overall structure of the front suspension assembly more compact. This not only facilitates vehicle miniaturization and layout but also reduces air resistance and interference from debris such as mud and sand during driving, improving vehicle efficiency and reliability. Additionally, the rim component 40 provides stable support and a secure connection to the tire, ensuring it adheres firmly to the rim during driving and preventing detachment or loosening. This guarantees vehicle safety under various road conditions, especially during high-speed driving and emergency braking, preventing serious accidents caused by tire separation from the rim.

[0053] In one embodiment, the spring steel plate 20 is connected to the front suspension body 10 by U-bolts 50.

[0054] Specifically, the U-bolt 50 securely fixes the leaf spring 20 to the front suspension body 10, forming a stable integral structure. During vehicle operation, the leaf spring 20 is subjected to various impacts and vibrations from the road surface. The reliable connection of the U-bolt 50 prevents relative movement or separation between the leaf spring 20 and the front suspension body 10, ensuring the normal operation of the front suspension and improving vehicle stability. Furthermore, due to its high strength and good mechanical properties, the U-bolt 50 can withstand the large loads transmitted from the leaf spring 20. When the vehicle is fully loaded or driving under harsh road conditions, the leaf spring 20 is subjected to significant pressure and bending forces. The U-bolt 50 effectively transmits these forces to the front suspension body 10, preventing the leaf spring 20 from deforming or being damaged due to excessive stress, thus extending the service life of both the leaf spring 20 and the front suspension.

[0055] This utility model discloses a vehicle, including the front suspension assembly as described above.

[0056] Specifically, by setting the front suspension assembly and strictly limiting the distance between the two leaf spring mounting holes 11 to less than or equal to 840mm, the lateral dimension of the front suspension is compressed to an industry-leading level while ensuring the leaf spring mounting strength and the load-bearing capacity of the suspension system. This improvement reduces the space occupied by the front suspension body 10 in the vehicle width direction, thereby providing greater flexibility for the layout of other vehicle components (such as tires and steering systems), effectively solving the space waste problem caused by the loose suspension structure in the prior art. In addition, the reduction in the lateral dimension of the front suspension directly translates into a reduction in the overall width of the vehicle, which can improve the vehicle's passability and maneuverability in narrow roads, parking lots, and other scenarios. Furthermore, the camber angle design increases the automatic return torque of the wheels when turning, improving the stability of the vehicle's straight-line driving, while reducing the lateral slippage of the tires during turning and reducing the tire wear rate.

[0057] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this utility model, and these modifications or substitutions should all be covered within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the scope of the claims.

Claims

1. A front suspension structure, characterized in that, include: The front suspension body has spring plate mounting holes at both ends, the distance between the two spring plate mounting holes is less than or equal to 840mm, and the end of the front suspension body is also provided with a kingpin hole, the axis of the kingpin hole forming an inclination angle with the vertical direction.

2. The front suspension structure according to claim 1, characterized in that, The inclination angle is 11.5 degrees to 12 degrees.

3. The front suspension structure according to claim 2, characterized in that, The inclination angle is 11.75 degrees.

4. The front suspension structure according to claim 1, characterized in that, The overall length of the front suspension body is less than or equal to 1900mm.

5. The front suspension structure according to claim 1, characterized in that, The front suspension body has internal grooves on both sides along its length.

6. The front suspension structure according to claim 1, characterized in that, The width of the front suspension body is less than or equal to 132mm.

7. The front suspension structure according to claim 1, characterized in that, The front suspension body is made of 40CR alloy structural steel.

8. A front suspension assembly, characterized in that, The front suspension structure includes any one of claims 1-7, wherein a spring steel plate is connected to the spring plate mounting hole, a steering knuckle is connected to the kingpin hole, and a steel rim is connected to the steering knuckle.

9. The front suspension assembly according to claim 8, characterized in that, The spring steel plate is connected to the front suspension body by U-bolts.

10. A vehicle, characterized in that, Includes the front suspension assembly as described in any one of claims 8-9.

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