Active adjustment device of double-wishbone suspension

Abstract

The invention provides an active adjustment device of a double-wishbone suspension. The active adjustment device comprises a steering knuckle, a steering rocker arm, an upper cross arm and a lower cross arm and further comprises a camber angle adjustment mechanism, a toe angle adjustment mechanism and a control system. The camber angle adjustment mechanism is arranged between the steering knuckleand the upper cross arm, and a first sensor is used for detecting the size of a current camber angle. The control system adjusts the camber angle through the camber angle adjustment mechanism according to the size of the current camber angle. One end of the toe angle adjustment mechanism is connected with the steering rocker arm, and the other end of the toe angle adjustment mechanism is connectedwith a steering knuckle arm. A second sensor is used for detecting the size of a current toe angle. The control system adjusts the toe angle through the toe angle adjustment mechanism according to the size of the current toe angle. The camber angle and the toe angle of the double-wishbone suspension can be dynamically adjusted, and the different requirements for the camber angle and the toe angleunder different working conditions are met.

Description

technical field [0001] The invention relates to the field of automobiles, in particular to an active adjustment device for a double-wishbone suspension. Background technique [0002] The front wheel camber and toe-in value of the vehicle are two important parameters in the front wheel alignment parameters, and they are important parameters that affect tire wear and driving stability. First there is the camber angle and then there is the toe angle. The toe angle is a design parameter reasonably matched with the camber angle in order to overcome the adverse effects brought by the camber angle, so as to ensure the pure rolling and normal driving of the front wheels of the vehicle. How to control the wheel positioning parameters within a reasonable range to ensure vehicle handling stability requirements has always been an important research topic when designing and loading independent suspensions. [0003] At present, some technicians are trying to set the wheel camber in a neg...

AI Technical Summary

Problems solved by technology

[0005] A camber angle adjustment device, which adjusts the camber angle of the vehicle by driving the crankshaft with a motor, but cannot adjust the toe angle

Another camber angle variable mechanism mentioned a camber angle and toe angle of each wheel that can be controlled separately by an actuator, but in the commonly used actuator mechanism, in order to maintain the prescribed camber angle , power is always needed, so there are defects of low efficiency and deterioration of fuel consumption rate

In addition, if a stop mechanism that stops the operation of the actuator at a predetermined position is provided, additional space is required and the weight increases.

[0006] The prior art has the following problems: At present, the camber angle and toe-in value are mainly adjusted manually, or the camber angle or the toe-in angle can only be adjusted separately, resulting in the destruction of the matching relationship between the camber angle and the toe-in angle, which cannot meet the requirements of the vehicle driving process. Dynamic requirements in

In addition, the existing technologies for adjusting the camber angle or toe-in value are all through adjusting the suspension guide mechanism or the steering trapezoidal tie rod. The defect is that when the camber angle does not meet the vehicle handling and stability requirements, the camber angle and toe-in value cannot be adjusted through the steering knuckle. The toe-in value can only be adjusted by adjusting the steering system tie rod, or passively adjusting the camber angle by adding spacers on the steering knuckle shaft, or adjusting the length of the independent suspension guide arm, only the camber angle can be adjusted. The disadvantage is It cannot meet the needs of active adjustment and self-matching of the toe-in value and camber angle during the driving process of the vehicle at the same time, so it cannot meet the needs of straight-line stability of the vehicle and reduction of abnormal wear of the steering wheel

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