They can receive larger traction under the same conditions. As the main indicator for automobile
performance, the dynamic power should be strengthened by all means thus to determine the drive
axle. Generally, autos are driven by rear axles because 2/3 weight of the entire vehicle is
burdened by the rear axle which thus can receive better traction. When the sedan, special for
passenger use, is fully loaded, the front axle together with the engine, transmission, driver and
co-driver will weight more than the passengers on the rear axle. The fat person always sits at the
co-driver seat and loads more on the front axle. Therefore, more traction will be achieved by the
front axle rather than the rear one.
When the vehicle is driven by the front axle, the increasing weight on the front axle will gain more
steering resistance, thus the steering response is stronger and operation becomes easier. The
engine is laterally placed, convenient for front axle drive and simplifying the main reducer,
reducing the cost and achieving an easy maintenance. Therefore, the front axle of LF620 sedan is
the steering drive axle, namely functioning as both a steering axle and a drive axle. It is composed
of steering knuckle, sub-frame assembly, left and right front lower arms assembly and their
suspensions. It is used to:
(1) Bear all force and torque, such as weight, payload, traction, brake force, inertia force,
centrifugal force, lateral force and fatigue stress under alternating impact, etc.
(2) Reduce the impact from vibration, and advance the riding comfort and driving stability.
(3) Realize the steering.
(4) Transfer the engine torque to the left and right wheels after the torque is increased through
deceleration and then transform it to the forward traction.
The front suspension of LF620 sedan is a McPherson independent suspension. Refer to Fig. 2-1
for its structure.
It consists of coil spring, integrated asymmetric bidirectional canister-type shock damper, stabilizer
bar and triangle lower arm. The offset coil spring is connected with the canister shock damper,
thus to form the spring bracket of the suspension. The top of the bracket is flexibly connected with
the vehicle body. The limit stop is installed in the shock damper and the thrust ball bearing is fixed
on the boss ring over the shock damper. The front suspension kingpin center, center lines of the
shock damper and coil spring are not overlapped, and form a negative offset distance of kingpin
distance, namely the kingpin inclination angle is larger than that of the piston rod. Such a design
enjoys the following features:
(1) Avoiding the lateral misalignment of the steering wheel during the distortion of the strut type
independent suspension, and reducing the wear and tear of the steering wheel.
(2) While a flexible distortion happens to the suspension, the location parameters of the steering
wheels will complement each other although that of the kingpin change, and then improve the
stability of the vehicle.
(3) Compact structure. The shock damper, coil spring and steering kingpin are integrated, which
produces a small dimension and less space and is helpful for the location of the vehicle with a
front-built engine and front drive.
(4) There will be less change in the location of the front wheel during the usage period.
Thus
please do not adjust the inclination and caster angle of the kingpin.
(5) The non-payload is lighter, which helps to decrease the impact load on the suspension and
improve the driving smoothness of the vehicle.
(6) The left and right wheels are independently hinged, which assists the wheels to contact the
To Next Page
Loading...
