KR100872635B1 - Front suspension structure of passenger car - Google Patents

Abstract

The present invention relates to a front suspension structure of a passenger car, wherein the spring (60) attached to the outer circumference of the shock absorber (50) is supported by a spring seat (11) formed integrally with the upper arm (10).

Therefore, the rear space of the upper arm 10 restricted by the spring 60 is secured to extend the rear bush installation point Cr of the upper arm 10 toward the rear of the vehicle. 10) can be manufactured, the moldability is improved and the cost is reduced.

In addition, since the load on the lower arm 20 is not applied to the lower arm 20, the load on the lower arm 20 is reduced, and the buckling caused by the excessive load and the deflection of the rear bush installation point B are eliminated. There is.

Description

Front suspension structure of passenger car

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a front suspension structure of a passenger car, and more particularly, to a front suspension structure of a passenger car in which the formability of the upper arm can be improved and the durability of the lower arm can be improved.

1 and 2, the front suspension structure of a conventional passenger car is equipped with an upper arm 10 and a lower arm 20 via respective front and rear bushes on the upper and lower sides of the body frame, A knuckle 30 is connected between the upper arm 10 and the lower arm 20 by upper and lower ball joints, and the drive shaft 40 is penetrated and supported by the knuckle 30, and the lower arm 20 The shock absorber 50 supporting the vehicle body is installed, and the shock absorber 50 is provided with a spring 60 for shock absorption.

On the other hand, the upper arm 10 was used forged, which is the result of creating a forming limit diagram (FLD) as shown in Figure 3 body side (front bush installation point (Cf) and rear bush installation point) This was because cracking (C) occurs in the rear bush installation point (Cr) side of the surface (Cr) between (Cr) was not possible to produce only by forming (forming).

In addition, when extending the rear bush installation point (Cr) further toward the rear of the vehicle can be molded only by the forming process, but as shown in Figure 2 the gap (g) between the rear bush installation point (Cr) and the spring (60) Since such a method could not be used because of its small size, it was inevitably made to have a final shape by performing a secondary forging after the first forming to a shape in which cracks did not occur.

Therefore, since the conventional upper arm 10 requires a forging process in addition to the forming process, there is a problem in that moldability is not good and the required cost also increases.

On the other hand, in the conventional suspension structure, the spring (60) is provided on the shock absorber (50), so that the load applied to the spring (60) as well as the load applied to the shock absorber (50) on the lower arm (20). Therefore, an excessive load acts on the lower arm 20.

In addition, as shown in FIG. 4, the lower arm 20 is positioned such that the line connecting the front bush installation point A and the knuckle connection point B is on the same line as the lateral force F, that is, the absolute value of L. The smaller the value, the better the lateral stiffness, and the more the front bush installation point (A) moves forward to strengthen the lateral stiffness, the shock absorber installation point (S) is relatively the rear bush installation point (G) and the knuckle connection point (B). Since it becomes close to the line connecting the), a lot of load is applied to the rear bush installation point (G) occurs as shown in Figure 5 (buckling D) occurs.

In addition, since the rear bush (the bush used for the point G) is of a soft nature compared to the front bush (the bush used for the point A), the rear bush installation point (G) is loaded by the weighted load as described above. There was a problem that the downward deflection occurs.

Therefore, the present invention has been made to solve the above problems, it is possible to extend the rear bush installation point of the upper arm so that it is not necessary to perform a forging process, the formability is improved and the cost is reduced as well It is an object of the present invention to provide a front suspension structure of a passenger car which can reduce the load applied to the lower arm and prevent the buckling of the lower arm and the deflection of the rear bush installation point.

In the front suspension structure of a passenger car of the present invention for achieving the above object, an upper arm and a lower arm are mounted to a vehicle body frame, a knuckle is connected between the upper arm and the lower arm, and vibration damping is performed on the lower arm. The shock absorber is installed, the upper arm is formed with a spring sheet integrally, characterized in that the spring seat is mounted so that the bottom of the spring is seated.

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As the spring moves to the upper arm upper surface as described above, the rear space of the upper arm is secured and the rear bush installation point of the upper arm can be extended to the rear of the vehicle. It can be molded. That is, the moldability of an upper arm improves and manufacturing cost reduces by reducing a number of processes.

In addition, since the load on the lower arm is reduced by the load on the spring, there is an effect of preventing the buckling of the lower arm and the deflection of the rear bush installation point due to the excessive load.

In addition, conventionally welded to the shock absorber, the spring sheet separately manufactured to install the spring on the shock absorber, in the present invention, because the spring sheet is formed integrally when manufacturing the upper arm, no separate manufacturing and mounting process is required accordingly The cost is reduced.

Hereinafter, specific embodiments of the present invention will be described with reference to FIGS. 6 and 7.

Figure 6 is a plan view of a suspension structure according to the present invention, Figure 7 is a perspective view thereof.

As shown, the upper arm 10 and the lower arm 20 are rotatably mounted to the vehicle body frame via a bush with a predetermined height difference.

The knuckle 30 is connected between the upper arm 10 and the lower arm 20 via a ball joint, and the drive shaft 40 is inserted into and supported by the knuckle 30.

The lower arm 20 is fixed to the lower end of the shock absorber 50 through the bush, the upper end is mounted to support the vehicle body.

On the other hand, in the above structure, the spring 60 for shock absorption is installed in the upper arm (10).

That is, the circular spring seat 11 is integrally formed on the upper arm 10 so that the lower end of the spring 60 is supported by the spring seat 11, and the upper end of the spring 60 is attached to the upper vehicle body. Is mounted.

Here, since the upper mount structure of the shock absorber 50 and the spring 60 is the same as the conventional general structure, a detailed description thereof will be omitted.

As described above, the spring 60 moves from the conventional shock absorber 50 to the upper arm 10 so that nothing exists on the outer periphery of the shock absorber 50, thereby expanding the rear space of the upper arm 10.

Therefore, the upper arm 10 can be formed such that the rear bush installation point Cr of the upper arm 10 is moved toward the rear of the vehicle.

That is, the length between the front and rear bush installation points (Cf, Cr) of the upper arm 10 can be formed by extending the length than conventionally, it is possible to prevent the occurrence of cracks (C) when forming by forming. .

Therefore, since the upper arm 10 can be formed only by forming, the formability of the upper arm 10 is improved, and the forging process, which has been conventionally performed additionally, is not necessary, thereby increasing the cost. This is reduced.

Meanwhile, as the spring 60 moves to the upper arm 10 as described above, the load applied to the spring 60 acts on the upper arm 10 and does not affect the lower arm 20.

That is, since only the load through the shock absorber 50 is transmitted to the lower arm 20, the load applied to the lower arm 20 is significantly reduced, so that the buckling and deflection of the rear bush installation point G due to the excessive load does not occur. Will not.

In addition, the load burden by the shock absorber 50 is reduced as described above, thereby positioning the position of the front bush installation point A of the lower arm 20 close to the line of action of the lateral force F through the knuckle connection point B. As a result, the lateral stiffness can be improved.

On the other hand, in the prior art, since the spring sheet is made of a separate material in order to install the spring 60 on the outer circumference of the shock absorber 50, and the welding process is fixed to the shock absorber 50, the present invention was expensive. Since the spring seat 11 is integrally molded at the time of manufacturing the upper arm 10, there is no additional cost increase for manufacturing and mounting the spring seat.

1 is a perspective view showing a front suspension structure of a conventional passenger car,

2 is a plan view of FIG.

3 is a molding limit diagram of the upper arm,

Figure 4 is a schematic diagram for explaining the lateral stiffness according to the shape and lateral force of the lower arm and the shock absorber position,

5 is a stress distribution diagram showing that buckling occurs in the lower arm,

6 is a plan view showing a front suspension structure of a passenger car according to the present invention;

7 is a perspective view of FIG. 6.

** Description of the symbols for the main parts of the drawings **

10: upper arm 11: spring seat

20: lower arm 30: knuckle

40: drive shaft 50: shock absorber

60: spring

Claims (4)

The upper arm 10 and the lower arm 20 are mounted to the vehicle body frame, and a knuckle 30 is connected between the upper arm 10 and the lower arm 20 and vibrates on the lower arm 20. A shock absorber 50 for attenuation is installed, and the spring seat 11 is integrally formed on the upper arm 10, and the lower end of the spring 60 is mounted on the spring seat 11. Front suspension structure of passenger car. delete The method according to claim 1, The front suspension structure of the passenger car, characterized in that the rear bush installation point (Cr) of the upper arm 10 is extended to the space secured by the movement of the spring (60). The method according to claim 1, The front suspension structure of the passenger car, characterized in that the position of the front bush installation point (A) of the lower arm 20 is located close to the line of action of the lateral force (F) through the knuckle connection point (B).

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