CN115648873B - Automobile front suspension and automobile - Google Patents
Automobile front suspension and automobile Download PDFInfo
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- CN115648873B CN115648873B CN202211441536.8A CN202211441536A CN115648873B CN 115648873 B CN115648873 B CN 115648873B CN 202211441536 A CN202211441536 A CN 202211441536A CN 115648873 B CN115648873 B CN 115648873B
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- 239000000725 suspension Substances 0.000 title claims abstract description 95
- 230000007246 mechanism Effects 0.000 claims abstract description 18
- 241000594310 Randia aculeata Species 0.000 claims abstract description 6
- 238000005452 bending Methods 0.000 claims description 5
- 210000000078 claw Anatomy 0.000 description 24
- 238000000034 method Methods 0.000 description 11
- 230000008569 process Effects 0.000 description 11
- 238000005299 abrasion Methods 0.000 description 8
- 238000010586 diagram Methods 0.000 description 7
- 238000012795 verification Methods 0.000 description 5
- 241001494479 Pecora Species 0.000 description 3
- 230000008859 change Effects 0.000 description 3
- 238000002360 preparation method Methods 0.000 description 3
- 241000209140 Triticum Species 0.000 description 1
- 235000021307 Triticum Nutrition 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 230000009191 jumping Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000005457 optimization Methods 0.000 description 1
- 230000002035 prolonged effect Effects 0.000 description 1
- 230000000452 restraining effect Effects 0.000 description 1
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Abstract
The invention provides an automobile front suspension and an automobile, wherein the automobile front suspension comprises: the connecting piece comprises an upper cross arm and a lower cross arm; the upper cross arm is provided with a first bushing with an axis arranged in parallel and a second bushing used for being assembled with the vehicle body end, and the lower cross arm is provided with a third bushing with an axis arranged in parallel and a fourth bushing and a fifth bushing used for being assembled with the vehicle body end; the connecting piece is provided with a ball seat which is used for being assembled with the lower end of the goat horn; the connecting piece is also provided with a first connecting column which is hinged with the first bushing of the upper cross arm; the connecting piece is also provided with a second connecting column which is hinged with the third bushing of the lower cross arm; the axis of the first connecting column, the axis of the second connecting column, the axis of the upper cross arm assembled with the vehicle body end and the axis of the lower cross arm assembled with the vehicle body end are arranged in parallel; the connecting piece, the upper cross arm and the lower cross arm are used for forming a quadrilateral mechanism together with the vehicle body end.
Description
Technical Field
The invention relates to an automobile chassis system, in particular to an automobile front suspension and an automobile.
Background
The front suspension system of the automobile has the function of transmitting various force moments between the front part of the automobile and the ground and restraining the relative movement between the automobile and the ground. The four functions are as follows: support, cushioning, damping, steering. The guiding function determines the movement path of the wheels relative to the vehicle body, so that the driving stability of the vehicle and the wear of the wheels are decisive.
In the past, the guiding structure of the automobile suspension system is studied, so that the running stability of the automobile is improved, the abrasion of wheels in the running process is reduced, and numerous suspension structures such as a wheat Fei Xun type suspension structure, a single-arm type suspension structure, a double-arm type suspension structure, a multi-link type suspension structure, a candle type suspension structure and the like are generated. However, due to the complexity of the relative movement between the wheels and the vehicle body during the running process of the vehicle, the best guiding structure can not be found in the design of the guiding structure of the vehicle, and the best suspension design can be realized only by continuous optimization in the design of the suspension structure. At present, the multi-purpose macpherson suspension system with the front suspension system of the small passenger car more than 99% has the advantages that the stability, the comfort and the wheel abrasion of a guiding mechanism of the macpherson suspension system are between a single-arm type suspension system, a double-arm type suspension system and a multi-link type suspension system, the macpherson suspension system is mainly used as a steering wheel due to simple structure and low cost, but the performance of the macpherson suspension system is very general in the aspects of improving the running stability of the car and reducing the wheel abrasion, and the macpherson suspension system is inferior to the double-arm type suspension system and the multi-link type suspension system. Because the multi-link type is unfavorable for the arrangement of the steering system, the multi-link type multi-purpose independent suspension rear suspension system has individual adoption of the double-cross arm type only for extremely individual high-grade sedan in order to pursue the riding performance.
At present, all macpherson suspension systems for cars are of a single-cross arm structure.
Disclosure of Invention
The invention aims to provide a front suspension for a vehicle and a vehicle, and the front suspension for the vehicle can reduce the yaw quantity of wheel runout in the running process of the vehicle on the basis of an original Macpherson suspension by replacing a single cross arm structure of the Macpherson suspension with a double cross arm under the condition that parameters of other suspension systems are unchanged, and meanwhile, the tilt measuring center of the vehicle is further reduced, so that the stability in the running process of the vehicle is improved, and the wheel abrasion in the running process of the vehicle is reduced.
The technical scheme of the invention is as follows:
the invention provides an automobile front suspension, comprising: the connecting piece comprises an upper cross arm and a lower cross arm;
The upper cross arm is provided with a first bushing with an axis arranged in parallel and a second bushing used for being assembled with the vehicle body end, and the lower cross arm is provided with a third bushing with an axis arranged in parallel and a fourth bushing and a fifth bushing used for being assembled with the vehicle body end;
The connecting piece is provided with a ball seat which is used for being assembled with the lower end of the goat horn;
The connecting piece is also provided with a first connecting column which is hinged with the first bushing of the upper cross arm;
The connecting piece is also provided with a second connecting column which is hinged with the third bushing of the lower cross arm; the axis of the first connecting column, the axis of the second connecting column, the axis of the upper cross arm assembled with the vehicle body end and the axis of the lower cross arm assembled with the vehicle body end are arranged in parallel;
The connecting piece, the upper cross arm and the lower cross arm are used for forming a quadrilateral mechanism together with the vehicle body end.
Preferably, the first bushing of the upper cross arm and the first connecting post are mounted in a position lower than the third bushing of the lower cross arm and the second connecting post.
Preferably, the connector comprises:
The first connecting column is arranged between the downward bending extension parts at the two ends of the first connecting plate, the ball seat is formed on the first connecting plate;
the second connecting plate is connected with the first connecting plate at the position of the bending part at one side of the first connecting plate and extends upwards, the second connecting column is arranged on the second connecting plate, and the second connecting column is arranged at the outer side of the first connecting plate.
Preferably, the height difference between the axis of the second connecting column and the ball center of the ball head in the ball head seat is 10mm, and the height difference between the axis of the second connecting column and the first connecting column is 40mm.
Preferably, the axis of the first connecting column and the axis of the second connecting column are located on the same vertical plane, and the horizontal distance between the axis of the second connecting column and the ball center of the ball head in the ball head seat is 14mm.
Preferably, the axis of the fourth bush is parallel to the axis of the third bush, and the axis of the fifth bush is perpendicular to the axis of the fourth bush.
The invention also provides an automobile, which comprises the automobile front suspension.
The beneficial effects of the invention are as follows:
Under the condition that other suspension system parameters are unchanged, the single-cross arm structure of the Macpherson suspension is replaced by the double-cross arm, so that the yaw quantity of wheel jumping in the running process of the automobile can be reduced on the basis of the original Macpherson suspension, and meanwhile, the tilt measuring center of the automobile is further reduced, the stability in the running process of the automobile is improved, and the wheel abrasion in the running process of the automobile is reduced.
Drawings
FIG. 1 is a diagram showing a novel automobile front suspension structure in the present embodiment;
FIG. 2 is a schematic view of the lower end of the cleat and connector assembly;
FIG. 3 is a schematic view of the structure of the lower cross arm;
FIG. 4 is a schematic view of the structure of the upper cross arm;
FIG. 5 is a schematic view of the front pillar and wheel rim mechanism assembly 4;
FIG. 6 is a schematic view of a front suspension structure of a passenger car;
FIG. 7 is a two-way view of the relative positions of a ball and a ball seat;
FIG. 8 is a schematic view of a suspension guide structure of the novel front suspension structure;
FIG. 9 is a diagram of the results of DMU verification for a novel front suspension configuration;
FIG. 10 is a diagram of the verification result of a DMU of an original Macpherson front suspension structure of a certain model of an existing vehicle;
FIG. 11 is a schematic view of the motion trail of the center point of the lower ball head of the double swing arm structure of the novel front suspension structure; ;
FIG. 12 is a roll center view at the front axle during vehicle servicing with a single wishbone Macpherson front suspension;
o 1、O2 -the relative instantaneous center of the left and right wheels with respect to the vehicle body;
O 3、O4 -the relative instantaneous center of the left and right wheels with respect to the ground;
o—the roll center of the front axle position of the car (instantaneous center of the car body relative to the ground);
FIG. 13 is a roll center view of a front axle during vehicle service employing a novel front suspension structure;
1. sheep horn lower extreme and connecting piece assembly 2, lower xarm
3. Upper cross arm 4, front pillar and wheel edge mechanism assembly
O 1、O2 -the relative instantaneous center of the left and right wheels with respect to the vehicle body;
o 3、O4 -the relative instantaneous center of the left and right sheep horn lower ball seat relative to the car body;
O 5、O6 -the relative instantaneous center of the left and right wheels with respect to the ground;
O—the roll center of the front axle position of the car (the instantaneous center of the car body relative to the ground).
Detailed Description
The invention relates to a novel front suspension of an automobile, which comprises the following components: a connecting piece 1, an upper cross arm 3 and a lower cross arm 2; the upper cross arm 3 is provided with a first bush 31 and a second bush 32 which are arranged in parallel with the axis, the lower cross arm 2 is provided with a third bush 21 and a fourth bush 22 and a fifth bush 23 which are arranged in parallel with the axis and are used for being assembled with the vehicle body end; the connecting piece 1 is provided with a ball seat 15 for being assembled with the lower end of the goat horn; the connector 1 also has a first connecting post 13 forming a hinged connection with the first bushing 31 of the upper cross arm 3; the connector 1 also has a second connecting post 14 forming a hinged connection with the third bushing 21 of the lower cross arm 2; the axis of the first connecting column 13, the axis of the second connecting column 14, the axis of the upper cross arm 3 assembled with the vehicle body end and the axis of the lower cross arm 2 assembled with the vehicle body end are arranged in parallel; the connecting piece 1, the upper cross arm 3 and the lower cross arm 2 are used for forming a quadrilateral mechanism together with a vehicle body end. The first bush 31 of the upper cross arm 3 and the first connecting post 13 are mounted in a position lower than the third bush 21 of the lower cross arm 2 and the second connecting post 14. The axis of the fourth bush 22 is parallel to the axis of the third bush 21, and the axis of the fifth bush 23 is perpendicular to the axis of the fourth bush 22.
As shown in fig. 1, in this embodiment, in order to change a single cross arm in a current common macpherson front suspension structure into a double cross arm, and simultaneously keep the parameters of a ball center connecting point where the upper point of a front pillar and the lower end of a claw are connected with a swing arm of an original macpherson suspension unchanged, the single cross arm of the original macpherson suspension is replaced by the double cross arm, and in order to make the double cross arm (an upper cross arm 3 and a lower cross arm 2 in this embodiment) be connected with the claw by a ball, a connecting piece with a ball seat is added between the double cross arm and the lower end of the claw, and the connecting piece is used for connecting the lower end of the claw with the outer end of the cross arm. Thus, the double cross arm, the connecting piece and the vehicle body jointly form a quadrilateral mechanism, and further the quadrilateral mechanism and the front pillar jointly form a guide mechanism of the suspension with the structure, as the ball center point of the ball seat connected with the lower end of the claw moves along with the outer trapezoid edge of the quadrilateral mechanism, therefore, the movement track line of the ball center point of the ball seat connected with the lower end of the claw can be adjusted by adjusting the size of the quadrilateral structure, so that the movement track between the wheels and the vehicle body is optimized, the running stability of the vehicle is improved, the wheel abrasion is reduced, and the running comfort of the vehicle is improved.
As shown in fig. 1, the conventional macpherson front suspension of an automobile is illustrated as a structural schematic diagram of the present invention, and the structure connects a double cross arm with a lower claw ball head through a connecting piece, so that a single cross arm of the original macpherson suspension is replaced by the double cross arm, wherein the arm length of the double cross arm can be close to or identical to that of the original single cross arm, the vehicle body end and the claw end side length can be adjusted according to the suspension system and the space requirement, and the claw end is generally taken to be short, namely: the end edge of the car body is long the edge length of the goat horn is longer. The movement track of the ball center point of the ball seat connected with the lower end of the goat horn in the running process of the automobile is determined by a quadrilateral mechanism formed by the arm length of the double cross arm, the joint distance between the double cross arm and the automobile body side and the joint distance between the double cross arm and the connecting piece.
The schematic structural diagram 1 of the front suspension for the vehicle comprises: the knuckle lower ball and connector assembly 1, the lower cross arm 2, the upper cross arm 3, the front pillar and wheel side mechanism assembly 4 (not shown because the springs of the front pillar are not much related to the invention), and the steering connection part is the same as the original macpherson suspension system connection. In fig. 1, four parts 1,2, 3 and 4 clearly show a novel front suspension of an automobile, wherein the connection between a front pillar and a claw part and the connection between the claw and a wheel and a brake are the same as those of the original macpherson suspension, so that the parts are shown as a whole in the drawing by a front pillar and wheel rim mechanism assembly 4.
As shown in fig. 2, in this embodiment, the lower end of the claw and the connector assembly 1 are used for connecting the lower end of the front pillar and the wheel rim mechanism assembly 4 (lower end of the claw), the outer end of the lower cross arm 2, and the outer end of the upper cross arm 3, which can be die-cast and machine-machined, and the center position of the ball head seat in the connector should be located at the inner side (vehicle body side) of the upper cross arm connecting point 11, and the specific shape and the relative position size of the connecting point should be according to the space and performance requirements of the specific suspension design. The connecting piece is connected with the lower end of the claw by adopting a spherical hinge, the ball head of the connecting piece is connected with the lower end of the claw by a threaded connection (the connecting mode of the ball head of a single cross arm of a common Macpherson suspension and the lower end of the claw is the same), the connecting piece is connected with an upper cross arm and a lower cross arm by adopting a column hinge, the axes of the column hinge are theoretically parallel to each other and are parallel to the hinge axes of the upper cross arm and the lower cross arm and the vehicle body end (the connection of the upper cross arm and the lower cross arm with the vehicle body end is also the column hinge connection). As shown in fig. 2, in the present embodiment, the connector 1 includes: the first connecting posts 13 are arranged between the downward bending extension parts at the two ends of the first connecting plate 11, and the ball seat 15 is formed on the first connecting plate 11; and a second connecting plate 12 connected with the first connecting plate 11 at a bent portion of one side of the first connecting plate 11 and extending upward, wherein the second connecting column 14 is disposed on the second connecting plate 12, and the second connecting column 14 is disposed outside the first connecting plate 12.
As shown in fig. 3, the connection mode of the lower cross arm 2 and the vehicle body end is the same as that of a single cross arm of a common macpherson suspension and the vehicle body, the outer end is connected with the lower end of a claw and the connecting piece assembly 1, a column hinge is adopted for connection, the axis of the column hinge is parallel to the connection axis of the vehicle body end, and the column hinge and a hinge bolt adopt a connection mode of combining a rigid bushing and a flexible bushing, so that the connection rigidity is ensured, and meanwhile, friction and abrasion are reduced.
As shown in fig. 4, the upper cross arm 3 is connected with the vehicle body by adopting a single-column hinge, the structure of the column hinge is the same as that of a front column hinge connected with the vehicle body by the lower swing arm 2, and the connection with the lower end of the claw and the connecting piece assembly 1 can be in the form of a column hinge or a spherical hinge structure (the structure of the column hinge is adopted in the figure, the connection structure of the column hinge can be the same as that of the vehicle body end, and the structure size can be reduced).
As shown in fig. 5, the front pillar and wheel side mechanism assembly 4 includes: the front pillar assembly (spring is not shown because it does not relate to the present invention), wheel assembly, wheel side mechanism and knuckle assembly, etc., and these parts are identical to the conventional macpherson suspension system, so are here designated as a whole as front pillar and wheel side mechanism assembly 4, the upper end of which is connected to the vehicle body through the upper end of the front pillar, and the lower end of which is connected to the knuckle lower ball and socket assembly 1 through the lower end of the knuckle (also connected to the steering tie rod through the knuckle, but not shown because it has no direct relation to the present invention).
First, we select a front suspension structure of a car type, as shown in fig. 6, which is a front suspension structure of a car in production.
The structure, assembly position and assembly relation of the front pillar assembly, the claw and brake assembly and the wheel assembly are kept unchanged, the central position of a connecting ball head between the lower end of the claw and the cross arm and the connecting structure between the claw and the cross arm are kept unchanged, only a single cross arm is changed into a double cross arm as shown in fig. 1, and only: 1: the ball seat of the connecting ball between the lower end of the horn and the cross arm is changed into a structure shown in figure 2 so as to be connected with a double cross arm of a novel automobile front suspension structure; 2. the position of the original single cross arm connected with the vehicle body and the whole original single cross arm move downwards by 35mm along the whole vehicle Z, meanwhile, in order to be connected with the lower end of the claw and the connecting piece assembly 1, the lower cross arm 2 is changed into a structure shown in figure 3, the connecting structure of the lower cross arm and the vehicle body end is unchanged, and only the whole vehicle moves downwards by 35mm; 3. the upper cross arm 3 is added, the connection with the vehicle body is single-column hinged, the connecting axis of the upper cross arm 3 is the original single cross arm connecting axis which moves upwards by 25mm, the X position of the center point of the column hinge can be determined according to the space position, in the invention, the front pivot of the vehicle body end of the original single cross arm is moved backwards by 50mm, the structure of the connecting end of the upper cross arm with the lower ball head of the claw and the connecting seat assembly 1 can be the same as the vehicle body end, but can be smaller than the vehicle body end, and the specific structure size is calculated according to the design, so that the requirements on the performance such as strength, rigidity and fatigue are met; 4. fig. 7 is a two-way view showing the relative positions of the lower end of the claw and the ball seat in the connector assembly 1, wherein the relative positional relationship between the ball center and the connecting axis of the upper and lower cross arms is mainly expressed (wherein the left side of the left side view is the wheel side). The height difference between the axis of the second connecting column 14 and the ball center of the ball head in the ball head seat 15 is 10mm, and the height difference between the axis of the second connecting column 14 and the first connecting column 13 is 40mm. The axis of the first connecting column 13 and the axis of the second connecting column 14 are located on the same vertical plane, and the horizontal distance between the axis of the second connecting column 14 and the ball center of the ball head in the ball head seat 15 is 14mm.
Furthermore, according to the above changes, a schematic diagram of the suspension guiding structure of the macpherson front suspension of a certain vehicle model is shown in fig. 8 after the macpherson front suspension is changed into the novel front suspension structure of the invention.
Further, we perform DMU verification in CATIA according to the above changes, and fig. 9 shows the DMU verification result of a front suspension of the present invention, and it can be seen from the figure that when the novel front suspension of the present invention is adopted, the x-directional variation of the wheel ground center point is 5.17mm and the y-directional variation is: 3.93mm; fig. 10 shows the verification result of the original macpherson front suspension structure DMU of a certain vehicle type, and it can be seen from the figure that when the macpherson front suspension is adopted, the x-direction change amount of the wheel grounding center point is 4.38mm and the y-direction change amount is 7.45mm when the wheel jumps back up and down by 60 mm.
Further, we derive: under the same suspension space, the single swing arm of the front McPherson front suspension of a certain vehicle type is designed into the double swing arm structure, the transverse (y-direction) runout of the wheels can be reduced by 3.52mm under the condition that the variation of the X direction is increased by 0.79mm, and the transverse (y-direction) runout of the wheels is basically reduced to half of that of the original McPherson suspension, so that the tire abrasion in the running process of the vehicle is greatly reduced, and the transverse stability of the running of the vehicle is greatly improved. As for the increment of longitudinal runout of 0.79mm, there is substantially no influence on the running process.
Further, fig. 11 shows a schematic diagram of a movement track of a central point of a common double-swing-arm structure lower ball head of the invention, wherein the lengths of two swing arms are a and b, the distance between vehicle body end support points is c, the distance between outer end hinge points of the two swing arms is d, the real arc line is a track line of the central point of the double-swing-arm ball head, the virtual arc line is a track line of the central point of the single-swing-arm ball head with the same position of the ball head in a preparation state, and the curvature of a broken line arc is always larger than that of a solid line arc line. Parameters such as a, b, c, d, e, h, k can be adjusted according to the space and performance requirements in the design to obtain the motion trail of the spherical center point under the required sheep horn, so that the motion of the wheels is guided, and the requirements of wheel yaw and stability during the running of the automobile are met.
Further, we can obtain the roll center of the front axle of the front suspension with a single cross arm macpherson front suspension and the novel front suspension according to the invention in the front axle position of the front suspension in the front vehicle model as shown in fig. 6 by the three-center theorem, and the roll center of the front axle of the front suspension in the front vehicle preparation with a single cross arm macpherson front suspension as shown in fig. 12, and the roll center of the front axle of the front suspension in the front vehicle preparation with the novel front suspension according to the invention as shown in fig. 13, and it can be seen from fig. 12 and 13 that the roll center of the front axle of the vehicle can be further reduced by adopting the novel front suspension structure according to the invention, thereby improving the roll stability of the vehicle.
In summary, the double-wishbone front suspension of the present invention can reduce yaw of the wheels and reduce the roll center height at the front axle, so that the running stability and roll stability of the vehicle can be improved, and at the same time, wear of the wheels can be reduced, and the service life of the wheels can be prolonged.
Claims (7)
1. An automotive front suspension, comprising: the connecting piece comprises an upper cross arm and a lower cross arm;
The upper cross arm is provided with a first bushing with an axis arranged in parallel and a second bushing used for being assembled with the vehicle body end, and the lower cross arm is provided with a third bushing with an axis arranged in parallel and a fourth bushing and a fifth bushing used for being assembled with the vehicle body end;
The connecting piece is provided with a ball seat which is used for being assembled with the lower end of the goat horn;
The connecting piece is also provided with a first connecting column which is hinged with the first bushing of the upper cross arm;
The connecting piece is also provided with a second connecting column which is hinged with the third bushing of the lower cross arm; the axis of the first connecting column, the axis of the second connecting column, the axis of the upper cross arm assembled with the vehicle body end and the axis of the lower cross arm assembled with the vehicle body end are arranged in parallel;
The connecting piece, the upper cross arm and the lower cross arm are used for forming a quadrilateral mechanism together with the vehicle body end.
2. The front suspension of claim 1, wherein the first bushing of the upper cross arm and the first connecting post are mounted in a position that is lower than the third bushing of the lower cross arm and the second connecting post.
3. The front suspension of claim 1, wherein the connecting member comprises:
The first connecting column is arranged between the downward bending extension parts at the two ends of the first connecting plate, the ball seat is formed on the first connecting plate;
the second connecting plate is connected with the first connecting plate at the position of the bending part at one side of the first connecting plate and extends upwards, the second connecting column is arranged on the second connecting plate, and the second connecting column is arranged at the outer side of the first connecting plate.
4. A front automotive suspension as described in claim 3, characterized in that a height difference between an axis of the second connection post and a ball center of the ball head in the ball seat is 10mm, and a height difference between an axis of the second connection post and the first connection post is 40mm.
5. A front suspension of claim 3, wherein the axis of the first connecting post and the axis of the second connecting post are on the same vertical plane, and the horizontal distance between the axis of the second connecting post and the center of the ball in the ball seat is 14mm.
6. A front suspension for a vehicle according to claim 3, wherein the axis of the fourth bushing is parallel to the axis of the third bushing and the axis of the fifth bushing is perpendicular to the axis of the fourth bushing.
7. An automobile comprising the front suspension of any one of claims 1 to 6.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211441536.8A CN115648873B (en) | 2022-11-17 | 2022-11-17 | Automobile front suspension and automobile |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211441536.8A CN115648873B (en) | 2022-11-17 | 2022-11-17 | Automobile front suspension and automobile |
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| Publication Number | Publication Date |
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| CN115648873A CN115648873A (en) | 2023-01-31 |
| CN115648873B true CN115648873B (en) | 2024-08-20 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202211441536.8A Active CN115648873B (en) | 2022-11-17 | 2022-11-17 | Automobile front suspension and automobile |
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Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101687452A (en) * | 2007-07-04 | 2010-03-31 | 本田技研工业株式会社 | Suspension for steerable wheel |
| CN106515334A (en) * | 2016-11-21 | 2017-03-22 | 安徽江淮汽车集团股份有限公司 | Front independent suspension mechanism |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102007005967A1 (en) * | 2007-02-07 | 2008-08-14 | Audi Ag | Suspension for motor vehicles |
| CN202986705U (en) * | 2012-11-07 | 2013-06-12 | 上海通用汽车有限公司 | MacPherson type suspension for automobile |
| CN204222568U (en) * | 2014-11-03 | 2015-03-25 | 吉林大学 | A kind of single oil cylinder suspension of In-wheel motor driving battery-driven car |
-
2022
- 2022-11-17 CN CN202211441536.8A patent/CN115648873B/en active Active
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101687452A (en) * | 2007-07-04 | 2010-03-31 | 本田技研工业株式会社 | Suspension for steerable wheel |
| CN106515334A (en) * | 2016-11-21 | 2017-03-22 | 安徽江淮汽车集团股份有限公司 | Front independent suspension mechanism |
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| CN115648873A (en) | 2023-01-31 |
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