Spring front suspension with vertical guide arms

Abstract

The application provides a vertical guide arm state spring front suspension, which comprises a coil spring arranged between a vehicle frame and an axle and a bearing shock absorber, and further comprises a guide arm support and a thrust support mounted on the vehicle frame; the guide arm support is connected with the axle and a guide arm is vertically arranged in the width direction; the thrust support is connected with a thrust rod arranged along the length direction of the axle, and the other end of the thrust rod is connected with the axle; only the thrust support and the thrust rod are arranged in one group, and the rest of the components are arranged in two groups and are arranged on both ends of the axle. The stress in different directions is borne by the corresponding structural members, and the transverse stress interference in the suspension system is offset by the elastic deformation of the guide arm itself, which greatly reduces the damage to the bushing and effectively ensures the service life of the bushing in each link. Moreover, the front suspension has simple structure, fewer connection points, better stability and comfort.

Description

Technical Field

[0001] This application relates to the field of vehicle chassis component technology, and in particular to a spring front suspension in a vertical guide arm configuration. Background Technology

[0002] The front suspension is a key component connecting the steering drive axle to the vehicle body (or frame), responsible for supporting the vehicle's sprung mass (i.e., the weight of the body portion supported by the suspension) and ensuring that power can be effectively transmitted from the differential to the wheels. It needs to transmit forces and torques between the wheels and the frame in all directions, including traction during driving, braking force during braking, and lateral forces generated during cornering. It typically absorbs shocks and vibrations caused by uneven road surfaces through elastic elements (such as coil springs) and shock absorbers, significantly improving ride comfort; this process acts as vibration isolation between passengers and the road surface.

[0003] Currently, the front suspension systems used in off-road vehicles, small and medium-sized passenger cars, RVs, and small and medium-sized trucks are mainly double wishbone independent suspension and leaf spring suspension. During vehicle operation, the upper and lower control arms of the double wishbone independent suspension need to be positioned laterally and longitudinally, which can easily lead to premature damage to the bushings in each component. Leaf spring suspension needs to withstand longitudinal and lateral forces, as well as torsional forces generated by the vehicle under complex road conditions. This requires increasing the stiffness of the leaf springs, making it difficult to simultaneously achieve both vehicle stability and comfort. Utility Model Content

[0004] In order to improve the problems of premature bushing damage or difficulty in simultaneously ensuring vehicle stability and comfort in existing front suspensions, this application provides a spring front suspension with a vertical guide arm configuration.

[0005] The technical solution for a spring front suspension in a vertical guide arm configuration provided in this application is as follows: A spring-loaded front suspension in a vertical guide arm configuration includes a coil spring disposed between the vehicle frame and the axle, and a load-bearing shock absorber, and further includes: Guide arm bracket and thrust bracket mounted on the chassis; A guide arm that is vertically arranged in the width direction is connected between the guide arm bracket and the axle; The thrust bracket is connected to a thrust rod arranged along the length of the axle, and the other end of the thrust rod is connected to the axle. Furthermore, only one set of the aforementioned components, namely the thrust bracket and thrust rod, is provided; all other components are provided in two sets, located at both ends of the train bridge.

[0006] Furthermore, the guide arm is located on the side of the helical spring and the load-bearing shock absorber near the center of the axle.

[0007] Furthermore, the guide arm is located above the axle.

[0008] Furthermore, it also includes: The upper shock absorber bracket and upper spring bracket are mounted on the chassis, and the lower spring bracket is mounted on the axle; The helical spring is located between the upper spring bracket and the lower spring bracket. The load-bearing shock absorber is arranged at an angle, with its lower end connected to the axle and its upper end connected to the upper shock absorber bracket.

[0009] Furthermore, one end of the guide arm is bolted to the lower spring bracket at three points, and the other end is hinged to the guide arm bracket, with the hinge axis of the guide arm on the guide arm bracket parallel to the length direction of the axle.

[0010] Furthermore, a spring guide seat is provided on the lower spring bracket, and a limit block is provided on the spring guide seat. The helical spring is sleeved on the outside of the spring guide seat and the limit block.

[0011] Furthermore, it also includes: The stabilizer bar is C-shaped, with its two open ends connected to both ends of the axle. Stabilizer bar bushings are installed on the closed end of the stabilizer bar and are spaced apart in twos. The boom is connected at one end to the stabilizer bushing and at the other end to the vehicle frame.

[0012] Furthermore, it also includes: A bushing bracket, which wraps around the outer periphery of the stabilizer bar bushing and is used to fix the stabilizer bar bushing to the stabilizer bar; A reinforcing bracket is attached to the vehicle frame and corresponds to the bushing bracket. A hanger is installed on the reinforcing bracket, with one end of the hanger rod connected to the bushing bracket and the other end connected to the reinforcing bracket.

[0013] Furthermore, the guide arm and the stabilizer bar are located on the front and rear sides of the train axle.

[0014] Furthermore, it also includes: Steering damping adapter sleeve, connected to the axle; Steering damper bracket, connected to the vehicle frame; The steering damper is arranged at an angle that is close to horizontal. One end of it is connected to the steering damping adapter sleeve, and the other end is connected to the steering damping bracket.

[0015] In summary, this application includes at least one of the following beneficial technical effects: 1. In the operation of the spring front suspension of this application, the driving force and braking force of the vehicle are transmitted only through the guide arm, the vertical load of the vehicle is borne only by the coil spring, the lateral load of the vehicle is borne only by the thrust rod, and the load-bearing shock absorber is only used to dampen the oscillations during vehicle operation. Compared with other independent suspensions where the bushings of each component are subjected to extremely complex forces, having to bear longitudinal forces, lateral forces, vertical torsional forces, and lateral torsional forces, which can easily cause premature damage to the bushings, the spring front suspension of this application bears the forces in different directions through corresponding structural components. At the same time, the lateral force interference within the suspension system is offset by the elastic deformation of the guide arm itself, which greatly reduces the damage to the bushings and can effectively ensure the service life of the bushings in each component. 2. Compared to common leaf spring suspensions, the front suspension of this application has better comfort performance. Moreover, compared to the double wishbone and multi-link independent suspensions commonly used in off-road vehicles, the front suspension of this application reduces the subframe and upper structural components. This front suspension structure is simple and has fewer connection points. It can meet the requirements of matching spring suspension on rigid axles, providing good comfort, and also meet the requirements of stability and simple structure of rigid axle suspensions. It has high space utilization, low cost, and is easier to maintain. 3. By placing the thrust rod between the frame and the axle, arranged laterally along the axle direction, and the guide arm arranged longitudinally, the guide arm is dedicated to longitudinal force under driving and braking forces; when the vehicle is turning, the thrust rod transmits lateral force, while the stabilizer bar is dedicated to lateral tilt stability. This decoupled design of the longitudinal and lateral guiding mechanisms makes the axle movement trajectory more precise, avoiding mutual interference caused by the coupling of guiding functions in traditional leaf spring or multi-link systems; and it can also withstand greater braking and driving forces, making the front suspension of this application usable for truck rigid steering axles, filling the technological gap in high-end truck front suspensions. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the overall structure of an embodiment of this application; Figure 2 This is a side view of the overall structure of an embodiment of this application; Figure 3 This is a schematic diagram of the overall structure from a downward-looking perspective according to an embodiment of this application; Figure 4 This is a schematic diagram of the overall structure from a rearward perspective of an embodiment of this application; Figure 5 This is a schematic diagram of the overall structure from another rearward perspective of an embodiment of this application.

[0018] Figure label: 11. Guide arm bracket; 12. Guide arm; 21. Vibration damping upper bracket; 22. Load-bearing vibration damper; 31. Upper spring bracket; 32. Helical spring; 33. Lower spring bracket; 331. Spring guide seat; 332. Limiting block; 41. Thrust support; 42. Thrust rod; 51. Stabilizer bar; 52. Stabilizer bar bushing; 53. Bushing bracket; 54. Borehole; 55. Hanger; 56. Reinforcing bracket; 61. Steering damping adapter sleeve; 62. Steering damper; 63. Steering damping bracket; 7. Axle. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0020] Reference Figure 1 , Figure 2 and Figure 3 This application discloses a spring front suspension in the form of a vertical guide arm 12, which includes a coil spring 32 disposed between the vehicle frame and the axle 7 and a load-bearing shock absorber 22, and further includes: The guide arm bracket 11 and the thrust bracket 41 are mounted on the chassis.

[0021] A guide arm 12 is vertically arranged in the width direction between the guide arm bracket 11 and the axle 7. The guide arm 12 is located on the side of the coil spring 32 and the load-bearing shock absorber 22 near the middle of the axle 7, and the guide arm 12 is located above the axle 7. One end of the guide arm 12 is bolted to the lower spring bracket 33 at three points, and the other end is hinged to the guide arm bracket 11. The hinge axis of the guide arm 12 on the guide arm bracket 11 is parallel to the length direction of the axle 7.

[0022] A thrust rod 42 is connected to the thrust bracket 41 along the length of the axle 7, and the other end of the thrust rod 42 is connected to the axle 7.

[0023] Furthermore, only one set of the aforementioned components, the thrust bracket 41 and the thrust rod 42, are provided; the remaining components are provided in two sets, located at both ends of the train bridge 7.

[0024] Specifically, the spring front suspension of this application also includes: The vehicle frame includes an upper damping bracket 21 and an upper spring bracket 31, and a lower spring bracket 33 mounted on the axle 7. A coil spring 32 is positioned between the upper spring bracket 31 and the lower spring bracket 33. A spring guide seat 331 is mounted on the lower spring bracket 33, and a limit block 332 is mounted on the spring guide seat 331. The coil spring 32 is sleeved around the spring guide seat 331 and the limit block 332. The load-bearing damper 22 is arranged obliquely, with its lower end connected to the axle 7 and its upper end connected to the upper damping bracket 21.

[0025] Therefore, in operation, the driving and braking forces of the vehicle are transmitted solely by the guide arm 12, the vertical load is borne only by the coil spring 32, the lateral load is borne only by the thrust rod 42, and the shock absorber 22 is used only to dampen vibrations during vehicle operation. Compared to other independent suspensions where the bushings in each component experience extremely complex stresses, bearing longitudinal, lateral, vertical, and lateral torsional forces that can easily lead to premature bushing damage, the spring front suspension of this application has the forces in different directions borne by corresponding structural components. Simultaneously, the lateral force interference within the suspension system is offset by the elastic deformation of the guide arm 12 itself, significantly reducing damage to the bushings and effectively ensuring the service life of the bushings in each component.

[0026] Furthermore, the vertical dimension of the vertical guide arm 12 is much larger than its lateral dimension, increasing the vertical modulus and reducing the lateral stiffness. While meeting the vehicle's driving and braking force requirements, it can also handle the vertical forces generated by wheel hopping when the vehicle is driving on complex road surfaces. The thrust rod 42 effectively suppresses the lateral displacement of the wheels during cornering or braking. The guide arm 12 is dedicated to the longitudinal force of the suspension, while the thrust rod 42 is dedicated to the lateral force of the suspension. Interference between the force-bearing components is minimized. Moreover, the guide arm 12 constrains the wheel hopping trajectory on the axle 7 through the hinge point on the guide arm bracket 11, avoiding the positioning misalignment caused by longitudinal slippage of traditional leaf springs.

[0027] Meanwhile, when the wheel is subjected to a vertical impact, the coil spring 32 compresses and stores energy, and transfers the load to the upper spring bracket 31 and the lower spring bracket 33; and the coil spring 32 is installed in parallel with the load-bearing shock absorber 22 to form a highly efficient damping system, which can quickly absorb the energy released by the coil spring 32 and reduce the residual vibration of the vehicle body.

[0028] In addition, the lateral load of the vehicle is borne only by the guide arm 12, which makes the braking force transmission more direct and avoids the braking "nodding" phenomenon; moreover, the single lateral force borne by the thrust rod 42 and the guide arm 12 which reduces lateral stiffness minimizes the interference of the suspension lateral force, optimizes the force transmission path, and avoids the complexity and space occupation problems of the existing multi-link suspension system.

[0029] Therefore, compared with common leaf spring suspensions, the front suspension of this application has better comfort performance. Moreover, compared with the double wishbone and multi-link independent suspensions commonly used in off-road vehicles, the front suspension of this application reduces the subframe and upper structural components. This front suspension structure is simple and has fewer connection points. It can meet the requirements of matching spring suspension on rigid axle 7, providing good comfort, and also meet the requirements of stability and simple structure of rigid axle 7 suspension. It has high space utilization, low cost, and is easier to maintain.

[0030] In addition, refer to 4 and Figure 5 The front suspension of this application also includes: The stabilizer bar 51 is C-shaped, and its two open ends are connected to both ends of the axle 7 respectively; Stabilizer bar bushing 52 is installed on the closed end of stabilizer bar 51 and two are spaced apart. The boom 54 is connected at one end to the stabilizer bar bushing 52 and at the other end to the vehicle frame; Bushing bracket 53, which wraps around the outer periphery of stabilizer bar bushing 52 and is used to fix stabilizer bar bushing 52 to stabilizer bar 51; The reinforcing bracket 56 is connected to the frame and corresponds to the bushing bracket 53; Hanger 55 is installed on reinforcing bracket 56. One end of hanger 54 is connected to bushing bracket 53 and the other end is connected to reinforcing bracket 56.

[0031] And also includes: Steering damping adapter sleeve 61 is connected to axle 7; Steering damping bracket 63 is connected to the vehicle frame; The steering damper 62 is arranged at an angle that is close to horizontal. One end of it is connected to the steering damping adapter sleeve 61 and the other end is connected to the steering damping bracket 63.

[0032] In the specific arrangement, the guide arm 12 and the stabilizer bar 51 are located on the front and rear sides of the train axle 7, and the thrust bar 42 is located between the stabilizer bar 51 and the train axle 7.

[0033] Therefore, the stabilizer bar 51 is arranged laterally in a "C" shape, with its open end fixed to both ends of the axle 7 and its closed end connected to the frame through the stabilizer bar bushing 52 and the hanger 54, making the stabilizer bar 51 a lateral torsion bar spring. Specifically, when the vehicle turns, the body roll causes the wheels on both sides of the axle 7 to bounce in opposite directions (one side compresses and the other side extends), and the stabilizer bar 51 is torsionally generated to generate a counter-torque, which can resist the lateral tilt of the body and thus improve the stability of the vehicle.

[0034] By wrapping the stabilizer bar bushing 52 with the bushing bracket 53 and fixing it to the stabilizer bar 51, and by connecting the reinforcing bracket 56 to the frame rigidity and using the hanger 55 as an intermediate interface to transmit force, the installation rigidity of the stabilizer bar 51 can be enhanced, preventing the stabilizer bar bushing 52 from wearing out and failing under frequent torsion. At the same time, the stabilizer bar 51 and the guide arm 12 are located on the front and rear sides of the train axle 7, forming a two-way constraint, which reduces the lateral displacement of the axle 7 during steering.

[0035] The steering damper 62 operates parallel to the wheel steering plane, primarily absorbing lateral vibrations during steering and longitudinal impacts during braking / acceleration. Therefore, the load-bearing damper 22 (oblique) mainly buffers vertical bounce, while the steering damper 62 (horizontal) is specifically designed to suppress lateral forces. Together, they form a spatially orthogonal damping network, covering multi-directional impacts and preventing performance compromises by a single damper trying to handle multiple tasks.

[0036] Furthermore, since the thrust rod 42 is located between the frame and the axle 7 and is arranged laterally along the direction of the axle 7, it transmits lateral force when the vehicle is turning, while the stabilizer bar 51 is dedicated to lateral tilt stability. This decoupling design of the longitudinal and lateral guiding mechanisms makes the movement trajectory of the axle 7 more precise, avoiding mutual interference caused by the coupling of guiding functions in traditional leaf spring or multi-link systems; it can also withstand greater braking and driving forces, making the front suspension of this application usable in trucks with rigid steering drive axles, filling the technological gap in high-end truck front suspensions.

[0037] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A spring-loaded front suspension in a vertical guide arm configuration, comprising a coil spring disposed between the vehicle frame and the axle, and a load-bearing shock absorber, characterized in that, Also includes: Guide arm bracket and thrust bracket mounted on the chassis; A guide arm that is vertically arranged in the width direction is connected between the guide arm bracket and the axle; The thrust bracket is connected to a thrust rod arranged along the length of the axle, and the other end of the thrust rod is connected to the axle. Only one set of thrust bracket and thrust rod is provided, while two sets of helical spring, load-bearing damper, guide arm bracket and guide arm are provided at both ends of the train bridge.

2. The spring front suspension in the vertical guide arm state according to claim 1, characterized in that, The guide arm is located on the side of the helical spring and the load-bearing damper near the middle of the axle.

3. The spring front suspension in the vertical guide arm state according to claim 1, characterized in that, The guide arm is located above the axle.

4. The spring front suspension in the vertical guide arm state according to claim 1, characterized in that, Also includes: The upper shock absorber bracket and upper spring bracket are mounted on the chassis, and the lower spring bracket is mounted on the axle; The helical spring is located between the upper spring bracket and the lower spring bracket. The load-bearing shock absorber is arranged at an angle, with its lower end connected to the axle and its upper end connected to the upper shock absorber bracket.

5. The spring front suspension in the vertical guide arm state according to claim 4, characterized in that, One end of the guide arm is bolted to the lower spring bracket at three points, and the other end is hinged to the guide arm bracket. The hinge axis of the guide arm on the guide arm bracket is parallel to the length direction of the axle.

6. The spring front suspension in the vertical guide arm state according to claim 5, characterized in that, A spring guide seat is provided on the lower spring bracket, and a limit block is provided on the spring guide seat. The helical spring is sleeved on the outside of the spring guide seat and the limit block.

7. The spring front suspension in the vertical guide arm state according to claim 1, characterized in that, Also includes: The stabilizer bar is C-shaped, with its two open ends connected to both ends of the axle. Stabilizer bar bushings are installed on the closed end of the stabilizer bar and are spaced apart in twos. The boom is connected at one end to the stabilizer bushing and at the other end to the vehicle frame.

8. The spring front suspension in the vertical guide arm state according to claim 7, characterized in that, Also includes: A bushing bracket, which wraps around the outer periphery of the stabilizer bar bushing and is used to fix the stabilizer bar bushing to the stabilizer bar; A reinforcing bracket is attached to the vehicle frame and corresponds to the bushing bracket. A hanger is installed on the reinforcing bracket, with one end of the hanger rod connected to the bushing bracket and the other end connected to the reinforcing bracket.

9. The spring front suspension in the vertical guide arm state according to claim 7, characterized in that, The guide arm and the stabilizer bar are located on the front and rear sides of the train bridge.

10. The spring front suspension in the vertical guide arm state according to claim 1, characterized in that, Also includes: Steering damping adapter sleeve, connected to the axle; Steering damper bracket, connected to the vehicle frame; The steering damper is arranged at an angle that is close to horizontal. One end of it is connected to the steering damping adapter sleeve, and the other end is connected to the steering damping bracket.

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