High-adaptability double-fork-arm front suspension and modification method

Abstract

The invention relates to the technical field of automobile suspensions, in particular to a high-adaptability double-fork-arm front suspension and a modification method. The double-fork-arm front suspension comprises an upper control arm, a lower control arm, a steering pull rod assembly, a steering knuckle, an auxiliary frame and a steering gear. The first end of the upper control arm is hinged to the steering knuckle, and the second end of the upper control arm is hinged to the damping tower bag. The first end of the lower control arm is hinged to the steering knuckle, and the second end of the lower control arm is hinged to the auxiliary frame. The first end of the steering pull rod assembly is hinged to the steering knuckle, and the second end is connected with the steering gear. The steering gear is arranged on the rear side of the wheel center, and the outer point of the steering pull rod assembly is located behind the wheel center. The upper control arm is arranged above a tire, and a first end connecting point is located in the outer side direction of the tire. The steering knuckle is of a detachable structure. By means of the double-fork-arm front suspension, high-performance adaptation of a cross-country SUV and an urban MPV common platform is achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile suspension, in particular to a highly adaptable double-wishbone front suspension and a modification method thereof. Background Art

[0002] The double wishbone suspension consists of two sets of upper and lower control arms, which are connected to the steering knuckle through the ball joint at the outer end of the control arm, and hinged to the body or subframe at the inner end. It has the characteristics of strong support and good handling stability, and is widely used in high-end models.

[0003] However, when electric vehicles and extended-range vehicles are developed on the same platform, the control arms on the double wishbone suspension cannot be made longer because the extended-range vehicle uses a transverse engine, resulting in limited suspension travel. This can only meet the vehicle's urban driving MPV requirements, and cannot meet the large off-road SUV requirements with large tires and high ground clearance.

[0004] The difficulty levels are as follows: First, the suspension travel is limited. The short control arms (200mm) cannot meet the 260mm+ travel required for off-road SUVs, resulting in insufficient ground clearance and difficulty adapting to large tires.

[0005] Secondly, there are inconsistencies in the KPO parameters. Off-road vehicles typically have a large KPO, with KPO@WC typically ranging from 110 to 130 and KPO@TP typically above 40. However, the requirement is that KPO@WC be controlled within the range of 30 to 60, and KPO@TP within the range of ±20mm. The existing structure cannot meet both requirements.

[0006] Furthermore, the steering system layout conflicts. The outer point of the steering rod cannot be moved outward due to the brake disc, hindering the outward movement of the kingpin axis to reduce the KPO value. At the same time, the insufficient clearance between the upper control arm and the tire further limits the optimization of the kingpin position.

[0007] Finally, the platform compatibility is poor. The width of the longitudinal beam of the transverse engine model encroaches on the suspension layout space, resulting in insufficient control arm length, which cannot meet the requirements of both MPV comfort and SUV off-road performance. Summary of the Invention

[0008] To address the shortcomings of existing technologies, the present invention aims to provide a highly adaptable double-wishbone front suspension. Within a limited space, the upper control arm is lengthened to over 250mm, achieving a suspension travel of 260mm. This approach simultaneously meets the high ground clearance requirements of off-road SUVs (270-320mm) and the low-floor entry comfort requirements of MPVs (270-300mm). Structural optimization reduces KPO@WC to less than 60mm and KPO@TP to less than 15mm, achieving compatibility with the precise handling requirements of MPVs and the impact resistance and stability of SUVs. This approach overcomes the limitations of steering system layout, enabling high-performance compatibility across shared platforms for electric vehicles and extended-range vehicles, as well as off-road SUVs and urban MPVs.

[0009] In order to achieve the above objectives, the embodiments of the present invention provide the following technical solutions: A highly adaptable double-wishbone front suspension comprises an upper control arm, a lower control arm, a steering rod assembly, a steering knuckle, a subframe and a steering gear; the first end of the upper control arm is hinged to the steering knuckle, and the second end is hinged to the shock absorber tower package; the first end of the lower control arm is hinged to the steering knuckle, and the second end is hinged to the subframe; the first end of the steering rod assembly is hinged to the steering knuckle, and the second end is connected to the steering gear; the steering gear is arranged at the rear side of the wheel center so that the outer point of the steering rod assembly is located behind the wheel center; the upper control arm is arranged along the top of the tire, and the first end connection point is located on the outer side of the tire; the steering knuckle is a detachable structure.

[0010] Optionally, the upper control arm includes three connecting axes, the Y-direction range of the center coordinate of the first connecting axis satisfies the first predetermined negative interval, and the Z-direction range satisfies the first positive interval; the X-direction difference between the center coordinates of the second connecting axis and the third connecting axis is greater than a set threshold, and the Y-direction range satisfies the second negative interval.

[0011] Optionally, the center coordinates of the first connecting axis, the second connecting axis, and the third connecting axis are (42~52mm, -745~-735mm, 461~471mm), (-56~-46mm, -488~-478mm, 451~461mm), and (186~196mm, -488~-478mm, 392~402mm), respectively.

[0012] Optionally, the lower control arm includes a fourth connecting shaft, a fifth connecting shaft and a sixth connecting shaft; the Y-direction range of the center coordinate of the fourth connecting shaft satisfies the third negative interval, and the Z-direction range satisfies the negative interval; the Z-direction difference between the center coordinates of the fifth connecting shaft and the sixth connecting shaft is less than a set threshold.

[0013] Optionally, the center coordinates of the fourth connecting axis, the fifth connecting axis, and the sixth connecting axis are (-17~-7mm, -829~-819mm, -155~-145mm), (6~16mm, -410~-400mm, -133~-123mm), and (331~341mm, -410~-400mm, -129~-119mm), respectively.

[0014] Optionally, the angle between the line connecting the center coordinate points of the second connecting shaft and the third connecting shaft and the X direction of the vehicle is 12-15 degrees, and the angle between the line connecting the center coordinate points of the fifth connecting shaft and the sixth connecting shaft and the X direction of the vehicle is 0-2 degrees; The distance between the center coordinate point of the fourth connecting shaft and the brake disc is no more than 40 mm, the kingpin axis inclination angle formed by the line connecting the center coordinate points of the first connecting shaft and the fourth connecting shaft is between 7.5° and 8°, and the kingpin caster angle formed by the kingpin and the XY plane of the vehicle is between 5° and 7°.

[0015] Optionally, a line connecting the center coordinates of the seventh connecting shaft and the eighth connecting shaft of the steering tie rod assembly is within a threshold range set from the kingpin axis, and the steering gear stroke is configured as a dual-gear mode.

[0016] Optionally, the center coordinates of the seventh connecting axis and the eighth connecting axis are (177~187mm, -455~-445mm, -73~-63mm), (138~148mm, -806~-796mm, -75~-65mm) respectively.

[0017] An embodiment of the present invention further provides a method for modifying the highly adaptable double wishbone front suspension as described above, comprising: Reset the steering gear from the front side of the wheel center to the rear side of the wheel center, so that the outer point of the steering rod moves a set distance inward along the extension line of the kingpin axis; The upper control arm is changed from being arranged on the side of the tire to being arranged above the tire, and its outer end connection point is offset toward the outside of the tire; The steering knuckle is designed as a split structure to accommodate the outer displacement of the lower control arm outer ball joint; Adjust the connection point between the shock absorber tower and the vehicle body longitudinal beam from the outside to the inside; Configure the dual-chamber air spring's stiffness switching logic to respond to driving conditions.

[0018] Optionally, the displacement distance of the outer point of the steering rod is achieved by adjusting the center coordinates of the seventh connecting shaft and the eighth connecting shaft, and the Y-axis coordinate difference is controlled within a set negative range; The offset of the connection point at the outer end of the upper control arm is achieved by controlling the Y-axis position of the center coordinate of the first connecting shaft to meet a predetermined negative range; The position adjustment of the vibration damping tower package is achieved by setting the angle range between the line connecting the center coordinates of the second connecting shaft and the third connecting shaft and the longitudinal direction of the vehicle.

[0019] One or more technical solutions provided in the embodiments of the present invention have at least the following technical effects or advantages: In the highly adaptable double-wishbone front suspension of this invention, the steering gear is positioned behind the wheel center, positioning the outer point of the steering tie rod assembly behind the wheel center. Compared to front-mounted steering gear, this allows the tie rod outer point to move inward, resolving the issue of brake disc-restricted movement preventing the tie rod outer point from moving outward, thus reducing the KPO value. The upper control arm is positioned above the tire, with its first end connection point located outboard of the tire. This eliminates the constraints imposed by the kingpin axis when the upper control arm is positioned laterally, allowing for outward movement of the kingpin axis. The steering knuckle features a detachable structure that accommodates outward movement of the lower control arm's outer ball joint, resolving the assembly issue of insufficient space within the steering knuckle after outward movement. These structures work together to control the KPO@WC (Korean Point-to-Center) ratio of off-road SUVs to within 60mm and the KPO@TP (Korean Point-to-Temperature) ratio to within 15mm. This also accommodates the increased length of the upper control arm, allowing the suspension travel to adapt to the extended travel requirements of off-road SUVs. This enables compatibility between electric vehicles and extended-range vehicles, as well as between off-road SUVs and urban MPVs.

[0020] Additional advantages of the present invention will be given in the description which follows, and in part will be obvious from the description which follows, or may be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] To more clearly illustrate the embodiments of this application or the technical solutions in the prior art, the following briefly introduces the drawings required for the embodiments or the description of the prior art. Obviously, the drawings described below are only some of the embodiments described in this application. For those skilled in the art, other drawings can be derived from these drawings without inventive effort. In addition, the sizes or spacings between components are exaggerated to show the positions of the components, and the schematic diagrams are for illustrative purposes only.

[0022] Figure 1 It is a schematic diagram of double wishbone suspension; Figure 2 It is a schematic diagram of the double wishbone suspension kingpin; Figure 3 is a schematic diagram of a double wishbone front suspension provided by an embodiment of the present invention; Figure 4 is a schematic diagram of a front suspension provided by an embodiment of the present invention; Figure 5 This is a schematic diagram showing that the overlap between the vibration-damping tower package and the longitudinal beam provided by an embodiment of the present invention is changed from the traditional outer side to the inner side; Figure 6Schematic diagram of an active suspension shock absorber with a double-cavity empty spring assembly provided by an embodiment of the present invention; Figure 7 3. This is a schematic diagram comparing the front-end steering to the rear-end steering provided by an embodiment of the present invention; Figure 8 This is a schematic diagram of an upper control arm provided by an embodiment of the present invention being installed above the tire instead of being installed on the side of the tire; Figure 9 This is a schematic diagram of the outer side movement of the outer ball joint of the lower control arm provided by an embodiment of the present invention; In the figure: 1. Upper control arm; 2. Lower control arm; 3. Steering tie rod assembly; 4. Steering knuckle; 5. Air spring with shock absorber assembly; 6. Subframe; 7. Rear wheel steering gear; 8. Shock absorber tower package; 101. First connecting shaft; 102. Second connecting shaft; 103. Third connecting shaft; 201. Fourth connecting shaft; 202. Fifth connecting shaft; 203. Sixth connecting shaft; 301. Seventh connecting shaft; 302. Eighth connecting shaft; DETAILED DESCRIPTION It should be noted that the following detailed description is illustrative and is intended to further illustrate the present invention. Unless otherwise specified, all technical and scientific terms used herein have the same meanings as commonly understood by those of ordinary skill in the art to which the present invention belongs. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components and / or combinations thereof.

[0023] Example 1 Explanation of terms: Kingpin axis: The line connecting the outer point of the upper control arm and the outer point of the lower control arm (such as Figure 1 、 Figure 2 shown).

[0024] KPO@WC: Y-distance from wheel center to kingpin axis.

[0025] KPO@TP: Y-axis distance from the tire contact point to the kingpin axis contact point.

[0026] Kingpin inclination angle: the angle formed by the kingpin axis and the XZ plane of the vehicle.

[0027] Kingpin caster angle: the angle formed by the kingpin axis and the XY plane of the vehicle.

[0028] like Figure 3 、 Figure 4As shown, this embodiment proposes a highly adaptable double wishbone front suspension, which uses a relatively small layout space to meet the needs of MPVs with good handling and high comfort, as well as off-road SUVs with large tires, large travel, and high ground clearance. It is also compatible with electric vehicles and extended-range vehicles on the same platform. In order to ensure the impact resistance and stability of off-road vehicles, an upper / lower single ball joint double wishbone suspension is selected. Difficulty 1: To ensure the Ackermann steering geometry, the extended line connecting the outer points of the left and right steering rods and the kingpin axis intersects at the rear axle axis to achieve a 100% Ackermann steering angle. To maintain this geometry, the outer point of the steering rod is generally located 20 to 30 mm outboard of the kingpin axis. However, due to the brake disc, the steering rod cannot move outboard, resulting in relatively large KPO@WC and KPO@TP. Furthermore, insufficient clearance between the outer point of the upper control arm 1 and the tire prevents the kingpin axis from moving outboard. In order to solve the above problems, this embodiment adopts: Steering gear rear: Figure 7 As shown, the steering gear of existing off-road vehicles is generally arranged at the front side of the wheel center. When the steering gear is arranged at the rear side of the wheel center, the outer point of the steering rod is moved to the rear of the wheel center along the extension line of the connection between the steering outer point and the kingpin axis. Compared with the front steering gear, the outer point of the rod is moved 40~60mm toward the inside of the vehicle.

[0029] The upper control arm 1 is changed from the side of the tire to the top of the tire: Figure 8 As shown, the upper control arm is placed on the side of the tire. Restricted by the tire, the kingpin axis cannot move outward, resulting in the kingpin axis being unable to move outward and the KPO being unable to be reduced. By changing the upper control arm 1 from the tire side arrangement to the upper arrangement, the KPO axis can move outward.

[0030] The lower control arm 2 is connected to the steering knuckle 4: In order to move the kingpin axis outward, the outer ball joint of the lower control arm 2 needs to be moved outward. However, after the outer ball joint is moved outward, the space inside the steering knuckle 4 is small and cannot be assembled. Therefore, the steering knuckle 4 is designed to be detachable (such as Figure 9 shown).

[0031] Through the above measures, the KPO@WC of the off-road SUV is designed to be within 60mm, and the KPO@TP is designed to be within 15mm, which is far better than the KPO@WC100~130KPO@TP30~60mm range of the same-level off-road SUV.

[0032] Difficulty 2: For a transversely mounted engine, due to the large Y-span and vehicle width limitation, the control arm is designed to be only 200mm long. This results in the control arm limiting suspension pulsation during large-travel suspension pulsation. Therefore, the control arm needs to be lengthened to more than 250mm.

[0033] Specifically, the highly adaptable double wishbone front suspension includes an upper control arm 1, a lower control arm 2, a steering rod assembly 3, a steering knuckle 4, a subframe 6 and a steering gear; the first end of the upper control arm 1 is hinged to the steering knuckle 4, and the second end is hinged to the shock absorber tower package 8; the first end of the lower control arm 2 is hinged to the steering knuckle 4, and the second end is hinged to the subframe 6; the first end of the steering rod assembly 3 is hinged to the steering knuckle 4, and the second end is connected to the steering gear; the steering gear is arranged on the rear side of the wheel center, so that the outer point of the steering rod assembly 3 is located behind the wheel center; the upper control arm 1 is arranged above the tire, and the first end connection point is located on the outer side of the tire; the steering knuckle 4 is a detachable structure.

[0034] Positioning the steering gear behind the wheel hub positions the outer point of the steering tie rod assembly 3 behind the wheel hub. Compared to traditional front-mounted steering gear arrangements, this solves the problem of the steering tie rod being unable to move outward due to brake disc constraints. This facilitates optimization of the KPO@WC and KPO@TP parameters, enabling the suspension system to achieve a better balance between the large tires and high ground clearance requirements of an off-road SUV and the urban driving characteristics of an MPV. Secondly, the upper control arm 1 is positioned above the tire, with its first end connection point located outboard of the tire. This arrangement eliminates tire obstruction to outboard movement of the kingpin axis, thereby improving the vehicle's handling and maneuverability under various road conditions. Furthermore, the detachable steering knuckle 4 effectively resolves the issue of the outer ball joint of the lower control arm 2 moving outboard, resulting in limited space within the steering knuckle 4 and making assembly difficult. This ensures the feasibility and reliability of the suspension system structure and provides a solid foundation for improved overall suspension performance.

[0035] The upper control arm 1 includes three connecting axes. The Y-direction range of the center coordinate of the first connecting axis 101 satisfies the first predetermined negative interval, and the Z-direction range satisfies the first positive interval. The X-direction difference between the center coordinates of the second connecting axis 102 and the third connecting axis 103 is greater than the set threshold, and the Y-direction range satisfies the second negative interval.

[0036] The Y-direction negative interval and the Z-direction positive interval of the center coordinate of the first connecting shaft 101 are set so that its position is closer to the outside of the wheel, which helps to lengthen the effective length of the upper control arm 1; the X-direction difference between the second connecting shaft 102 and the third connecting shaft 103 is greater than the set threshold and the Y-direction is in the second negative interval, so that the two form a reasonable spacing above the vehicle body longitudinal beam, which not only provides sufficient installation space for the upper control arm 1, but also can cooperate with the lower control arm 2 through its connection angle, thereby improving the suspension's anti-nodding characteristics and wheel yielding ability when the vehicle is driving, and at the same time adapting to the space limitation of the large width of the longitudinal beam of the transverse engine extended-range vehicle, providing a basis for increasing the length of the upper control arm 1.

[0037] Specifically, the center coordinates of the first connecting axis 101, the second connecting axis 102, and the third connecting axis 103 are (42~52mm, -745~-735mm, 461~471mm), (-56~-46mm, -488~-478mm, 451~461mm), and (186~196mm, -488~-478mm, 392~402mm), respectively. This coordinate setting ensures that the first connecting shaft 101 is located at a suitable position outside the tire, and the length of the upper control arm 1 is lengthened to more than 250mm, ensuring that the ball pin of the first connecting shaft 101 has sufficient swing angle under the large jumping stroke of the off-road vehicle, so that the front suspension stroke meets 260mm; the coordinates of the second connecting shaft 102 and the third connecting shaft 103 make it located above the longitudinal beam of the vehicle body and overlap with the inner side of the shock absorber tower package 8, freeing up the design space of the upper control arm 1, solving the problem of insufficient space in the transverse engine extended-range vehicle, and at the same time laying the foundation for the angle coordination of the upper control arm 1 and the lower control arm 2, so as to achieve vehicle driving comfort and controllability.

[0038] The lower control arm 2 includes a fourth connecting shaft 201, a fifth connecting shaft 202 and a sixth connecting shaft 203; the Y-direction range of the center coordinate of the fourth connecting shaft 201 satisfies the third negative interval, and the Z-direction range satisfies the negative interval; the Z-direction difference between the center coordinates of the fifth connecting shaft 202 and the sixth connecting shaft 203 is less than a set threshold.

[0039] The center coordinates of the fourth connecting shaft 201, in the Y-axis range, fall within the third negative range, and in the Z-axis range, fall within the negative range. This ensures the proper spatial positioning of the lower control arm 2, enabling it to work in conjunction with the upper control arm 1 to better guide wheel movement. Furthermore, the difference in the Z-axis center coordinates between the fifth connecting shaft 202 and the sixth connecting shaft 203 is less than a set threshold, helping to ensure the stability and rigidity of the lower control arm 2, enabling it to more effectively support the vehicle's weight and transmit various forces and moments during driving.

[0040] Specifically, the center coordinates of the fourth connecting shaft 201, the fifth connecting shaft 202, and the sixth connecting shaft 203 are (-17 to -7 mm, -829 to -819 mm, -155 to -145 mm), (6 to 16 mm, -410 to -400 mm, -133 to -123 mm), and (331 to 341 mm, -410 to -400 mm, -129 to -119 mm), respectively. This coordinate setting ensures a more precise and secure connection between the lower control arm 2, the steering knuckle 4, and the subframe 6, avoiding problems such as component deformation or motion interference caused by connection position deviation, thereby improving the reliability and durability of the suspension system. Furthermore, based on these coordinates, the length and angle of the lower control arm 2 can be more accurately controlled, allowing it to better guide the movement trajectory of the wheels during vehicle operation, thereby enhancing the vehicle's handling stability and driving safety.

[0041] The angle between the line connecting the center coordinate points of the second connecting shaft 102 and the third connecting shaft 103 and the X-direction of the vehicle is 12~15 degrees. This angle setting can effectively realize the anti-nodding characteristics of the vehicle; the angle between the line connecting the center coordinate points of the fifth connecting shaft 202 and the sixth connecting shaft 203 and the X-direction of the vehicle is 0~2 degrees, which cooperates with the angle of the upper control arm 1 to improve the wheel yield and braking performance of the suspension during impact.

[0042] The distance between the center coordinate point of the fourth connecting shaft 201 and the brake disc is no more than 40 mm, the kingpin axis inclination angle formed by the line connecting the first connecting shaft 101 and the center coordinate point of the fourth connecting shaft is between 7.5° and 8°, and the kingpin caster angle formed by the kingpin and the XY plane of the vehicle is between 5° and 7°.

[0043] The fourth connecting shaft 201 of the lower control arm 2 is no more than 40mm away from the brake disc. Combined with the position of the first connecting shaft 101, the kingpin inclination angle formed by the line connecting the two is between 7.5° and 8°, and the kingpin caster angle is between 5° and 7°. These kingpin inclination and caster angles ensure vehicle self-centering performance and driving stability during steering. The positioning of the fourth connecting shaft 201 allows for outboard movement of the outer ball joint of the lower control arm 2 while preventing interference with the brake disc. Furthermore, in conjunction with the connecting shaft of the upper control arm 1, it further optimizes the KPO value, adapting the wheel center to the kingpin axis distance and the tire to the kingpin axis contact point distance to meet the varying requirements of MPVs and off-road SUVs.

[0044] The line connecting the center coordinates of the seventh connecting shaft 301 and the eighth connecting shaft 302 of the steering rod assembly 3 is set within a threshold range from the kingpin axis, ensuring sufficient knuckle arm during extreme steering, so that the steering transmission ratio is controlled between 14.5 and 15.5, providing good steering comfort for the vehicle; the steering gear stroke is configured in a dual-gear mode, which can be adapted to the needs of MPV and off-road SUV respectively. The steering angle of MPV reaches 41° to reduce the turning diameter and improve flexibility. The steering angle of off-road SUV reaches 38° to adapt to large tires, ensure passability, and meet the driving properties of different models.

[0045] The center coordinates of the seventh connecting shaft 301 and the eighth connecting shaft 302 are (177-187 mm, -455-445 mm, -73-63 mm), and (138-148 mm, -806-796 mm, -75-65 mm), respectively. These coordinates enable the outer point of the steering rod to be moved an appropriate distance inward from the vehicle, resolving the brake disc constraint issue when the steering gear is positioned forward. Furthermore, the rationally configured coordinates ensure effective connection between the steering rod, the steering knuckle 4, and the steering gear, ensuring stable steering performance. Combined with the steering gear's dual-speed mode, this further optimizes the vehicle's steering performance and adapts to various driving scenarios.

[0046] Specifically, the highly adaptable, high-performance double-wishbone front suspension system includes an upper control arm 1, a lower control arm 2, a steering tie rod assembly 3, a steering knuckle 4, an air spring and damper assembly 5, a subframe 6, and a rear wheel steering gear 7. The length of the vehicle body is defined as a first direction (X), the width of the vehicle body is defined as a second direction (Y), and the height of the vehicle body is defined as a third direction (Z). These three directions are mutually perpendicular, and a rectangular coordinate system is established using the first, second, and third directions. The origin of the rectangular coordinate system is located at the midpoint of the line connecting the two front wheel centers.

[0047] One end of the upper control arm 1, the lower control arm 2, and the steering rod assembly 3 are hinged to the steering knuckle 4, the other end of the upper control arm 1 is hinged to the shock absorber tower package 8, the other end of the lower control arm is hinged to the subframe 6, and one end of the rod assembly 3 is hinged to the steering gear 7.

[0048] Upper control arm 1 includes a first connecting shaft 101, a second connecting shaft 102, and a third connecting shaft 103. First connecting shaft 101 is connected to steering knuckle 4, while second and third connecting shafts 102, 103 are connected to shock absorber tower 8. First connecting shaft 101, second connecting shaft 102, and third connecting shaft 103 are key control points, with center coordinates of (42-52 mm, -745-735 mm, 461-471 mm), (-56-46 mm, -488-478 mm, 451-461 mm), and (186-196 mm, -488-478 mm, 392-402 mm), respectively.

[0049] The lower control arm 2 includes a fourth connecting shaft 201, a fifth connecting shaft 202, and a sixth connecting shaft 203. The fourth connecting shaft 201 is connected to the steering knuckle 4, the fifth connecting shaft 202 is connected to the subframe 6, and the sixth connecting shaft 203 is connected to the subframe 6. The fourth connecting shaft 201, the fifth connecting shaft 202, and the sixth connecting shaft 203 are key control points, with center coordinates of (-17 to -7 mm, -829 to -819 mm, -155 to -145 mm), (6 to 16 mm, -410 to -400 mm, -133 to -123 mm), and (331 to 341 mm, -410 to -400 mm, -129 to -119 mm), respectively.

[0050] The steering tie rod assembly 3 includes a seventh connecting shaft 301 and an eighth connecting shaft 302. The seventh connecting shaft 301 is connected to the steering knuckle 7, and the eighth connecting shaft 302 is connected to the steering gear 7. The seventh connecting shaft 301 and the eighth connecting shaft 302 are key control points, with center coordinates of (177-187 mm, -455-445 mm, -73-63 mm), (138-148 mm, -806-796 mm, -75-65 mm), respectively.

[0051] By controlling the angle of the line connecting the center coordinates of the second and third connecting shafts 102 and 103, and keeping the angle between the line and the vehicle's X-axis at 12-15 degrees, the vehicle's anti-nodling characteristics can be easily achieved. By controlling the angle of the line connecting the center coordinates of the fifth and sixth connecting shafts 202 and 203, and keeping the angle between the line and the vehicle's X-axis at 0-2 degrees, combined with the controlled angle, the suspension system maintains wheel yield and braking anti-nodling characteristics during impact, enhancing vehicle driving comfort. The center coordinates of the second connecting shaft 102 and the third connecting shaft 103 are set above the longitudinal beam of the vehicle body, and the overlap of the vibration damping tower package 8 and the longitudinal beam of the vehicle body is changed from the outside to the inside of the longitudinal beam (such as Figure 5 As shown in the figure, the center coordinate point of the first connecting shaft 101 is moved toward the outside of the wheel, and the length of the upper control arm is lengthened. The length of the upper control arm is controlled to be above 250mm, ensuring that the ball pin at the center coordinate point of the first connecting shaft 101 of the upper control arm has sufficient swing angle under the vehicle's large off-road vehicle jumping stroke, and the front suspension stroke meets 260mm; the ball head of the first connecting shaft has sufficient swing angle.

[0052] Considering the lack of sufficient design space for the wide longitudinal beams required for vehicles with transverse engine extended-range systems, the first connecting axle was designed as far outboard as possible (towards the tires) to compensate for the length of the control arms. The second and third axles were kept as close to the inside of the vehicle. To ensure the length of the upper control arms, the shock absorber towers were specially designed. The shock absorber towers, unlike conventional vehicles, overlap the longitudinal beams from the outside, instead of being joined inwards. This freed up space for the upper control arms, which were designed to be 50mm longer than those used for transverse engines. This allowed for a longer front suspension travel of 260mm.

[0053] In order to coordinate with the outward movement of the center coordinate point of the first connecting shaft 101 and the lengthening of the upper control arm, the center coordinate point of the fourth connecting shaft 201 needs to be coordinated to move outward as much as possible, and the distance between the center coordinate point of the fourth connecting shaft 201 and the brake disc is not greater than 40mm, ensuring that the kingpin axis inclination angle formed by the line connecting the center coordinate points of the first connecting shaft 101 and the fourth connecting shaft 201 is between 7.5° and 8°, and the kingpin caster angle is between 5° and 7°, ensuring that the distance from the MPV wheel center to the kingpin axis is between 50 and 55mm, and the distance from the off-road SUV wheel center to the kingpin axis is between 60 and 65mm; in order to meet the super power of the off-road SUV, ensuring that the distance from the off-road SUV wheel center to the kingpin axis is between 50 and 55mm. The front-to-rear distance between the wheelsets is within ±1.5mm, significantly improving steering feel compared to the 100-130mm wheel-to-kingpin distance found in conventional off-road SUVs. To ensure stability on split-road surfaces for MPVs and off-road SUVs, the Y-axis distance between the tire contact point and the kingpin axis is set at ±10mm for MPVs and ±20mm for off-road SUVs. The X-axis distance between the tire contact point and the kingpin axis is set at 35-40mm, ensuring excellent self-centering and lateral force steering performance. A hydraulic bushing is used at point 203 of the sixth connecting axle to ensure impact comfort.

[0054] The distance between the center coordinates of the seventh connecting shaft 301 and the eighth connecting shaft 302 and the kingpin axis is controlled between 145 and 150 mm to ensure sufficient knuckle arm formation during extreme steering, and to control the steering gear ratio between 14.5 and 15.5, creating good steering comfort for MPVs and off-road SUVs. Considering the large tires of the off-road SUN with an outer diameter of 830 mm and the MPV with an outer diameter of 760 mm, the steering gear's steering range is set to two gears to ensure a 41° steering angle for the MPV's wheels, achieving a smaller turning diameter and improving vehicle flexibility. The steering angle of the off-road SUV's wheels is kept at 38°, maintaining the off-road SUV's oversized tire properties and improving its passability. The 38° steering angle for the off-road SUV and the 41° steering range for the MPV ensure both the large tires of the off-road vehicle and the excellent maneuverability of the MPV. The air spring with shock absorber assembly 5 adopts a double-cavity air spring, such as Figure 6 As shown, the spring stiffness is divided into two levels. When turning, it actively switches to high stiffness mode to ensure the roll gradient of SUVs and MPVs. When driving on bumpy roads, it actively switches to low stiffness mode to improve vehicle comfort. The shock absorber is compatible with magnetorheological shock absorber, single-valve CDC, dual-valve CDC, and active hydraulic suspension shock absorber. The active hydraulic suspension shock absorber can ensure that the vehicle can be lifted and lowered quickly at a speed of 500~700mm / s; the lifting stroke of the air spring is 90mm, and the lowering stroke is 70mm, which ensures the off-road SUV's ultra-high ground clearance of 270~320mm, and the MPV's ultra-convenient entry comfort of 270~300mm. The active hydraulic suspension shock absorber can eliminate the stabilizer bar of the vehicle and completely decouple the left and right wheel bounce, ensuring that the off-road SUV has a very small roll gradient and a large wheel bounce stroke of 260mm.

[0055] Example 2 This embodiment provides a method for modifying a highly adaptable double-wishbone front suspension, comprising: By relocating the steering gear from the front to the rear of the wheel center, the outer point of the steering rod is displaced a set distance inward of the vehicle along the extension line of the kingpin axis. This solves the problem of the outer point of the steering rod being unable to move outward due to brake disc restrictions. This makes it possible to optimize the KPO@WC and KPO@TP parameters, allowing the suspension system to achieve a better performance balance between off-road SUVs and MPVs.

[0056] By changing the upper control arm from being positioned on the side of the tire to being positioned above the tire and offsetting its outer connection point toward the outside of the tire, the limitations of the traditional layout are overcome, preventing the tire from obstructing the movement of the kingpin axis outward. This creates conditions for achieving better KPO parameters, thereby improving the vehicle's handling performance and passability.

[0057] The steering knuckle is designed as a detachable structure to accommodate the lateral displacement of the outer ball joint of the lower control arm, which solves the problem of small space in the steering knuckle and difficult assembly after the outer side of the lower control arm outer ball joint moves, and ensures the feasibility and reliability of the suspension system structure.

[0058] Adjusting the connection point between the shock absorber tower package and the vehicle body longitudinal beam from the outside to the inside overlap provides more space for the design of the upper control arm, so that the length of the upper control arm can meet the requirements of the long-travel suspension, thereby improving the vehicle's impact resistance and stability when driving off-road.

[0059] The dual-chamber air spring's stiffness switching logic is configured to respond to driving conditions, enabling the suspension system to automatically adjust the shock absorber's stiffness based on varying road conditions. For example, it switches to high-stiffness mode on bumpy roads to ensure roll stability, while switching to low-stiffness mode for enhanced ride comfort during comfortable driving. This further enhances the suspension system's adaptability and performance. The synergistic effect of these modifications allows the entire suspension system to deliver optimal performance for different vehicle models and driving conditions, achieving comprehensive optimization of vehicle handling, comfort, and roadworthiness.

[0060] Furthermore, the displacement of the steering rod's outer point is achieved by adjusting the center coordinates of the seventh and eighth connecting axes. The Y-coordinate difference is controlled within a set negative range, ensuring a reasonable displacement of the steering rod's outer point on the vehicle's interior. This optimizes the KPO@WC and KPO@TP parameters, improving the vehicle's handling and maneuverability. This coordinate control method also ensures the connection accuracy and reliability between the steering rod assembly, steering knuckle, and steering gear, reducing steering issues that may be caused by displacement deviation.

[0061] The offset of the outer end connection point of the upper control arm is achieved by controlling the Y-position of the center coordinate of the first connecting shaft to meet the predetermined negative range, ensuring a reasonable offset of the outer end connection point of the upper control arm toward the outer side of the tire, thereby providing the basic conditions for achieving a more optimal kingpin axis position and angle, and further improving the vehicle's handling stability and driving safety.

[0062] The position of the shock absorber tower package is adjusted by setting the angle range between the line connecting the center coordinates of the second connecting axis and the third connecting axis and the longitudinal direction of the vehicle, making the inner overlap between the shock absorber tower package and the vehicle body longitudinal beam more reasonable and firm, providing sufficient space for adjusting the length and angle of the upper control arm, meeting the design requirements of the large-travel suspension, and enhancing the vehicle's impact resistance and stability during off-road driving.

[0063] Through these precise parameter control and adjustment methods, the modified suspension system is guaranteed to meet the performance requirements of different vehicle platforms and usage scenarios, achieving a comprehensive improvement and optimization of the vehicle's overall performance.

[0064] Although the above describes the specific embodiments of the present invention in conjunction with the accompanying drawings, it is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art on the basis of the technical solution of the present invention without creative work are still within the scope of protection of the present invention.

Claims

1. A highly adaptable double wishbone front suspension, characterized by: Including upper control arm, lower control arm, steering rod assembly, steering knuckle, subframe and steering gear; The first end of the upper control arm is hinged to the steering knuckle, and the second end is hinged to the shock absorber tower package; the first end of the lower control arm is hinged to the steering knuckle, and the second end is hinged to the subframe; the first end of the steering tie rod assembly is hinged to the steering knuckle, and the second end is connected to the steering gear; The steering gear is arranged at the rear side of the wheel center, so that the outer point of the steering rod assembly is located behind the wheel center; the upper control arm is arranged above the tire, and the first end connection point is located in the outer direction of the tire; the steering knuckle is a detachable structure.

2. The highly adaptable double wishbone front suspension according to claim 1, characterized in that: The upper control arm includes three connecting axes, the Y-direction range of the center coordinate of the first connecting axis satisfies the first predetermined negative interval, and the Z-direction range satisfies the first positive interval; the X-direction difference between the center coordinates of the second connecting axis and the third connecting axis is greater than the set threshold, and the Y-direction range satisfies the second negative interval.

3. The highly adaptable double wishbone front suspension according to claim 2, characterized in that: The center coordinates of the first connecting axis, the second connecting axis, and the third connecting axis are (42~52mm, -745~-735mm, 461~471mm), (-56~-46mm, -488~-478mm, 451~461mm), and (186~196mm, -488~-478mm, 392~402mm), respectively.

4. The highly adaptable double wishbone front suspension according to claim 2, characterized in that: The lower control arm includes a fourth connecting shaft, a fifth connecting shaft and a sixth connecting shaft; the Y-direction range of the center coordinate of the fourth connecting shaft satisfies the third negative interval, and the Z-direction range satisfies the negative interval; the Z-direction difference between the center coordinates of the fifth connecting shaft and the sixth connecting shaft is less than a set threshold.

5. The highly adaptable double wishbone front suspension according to claim 4, characterized in that: The center coordinates of the fourth connecting axis, the fifth connecting axis and the sixth connecting axis are (-17~-7mm, -829~-819mm, -155~-145mm), (6~16mm, -410~-400mm, -133~-123mm), and (331~341mm, -410~-400mm, -129~-119mm), respectively.

6. The highly adaptable double wishbone front suspension according to claim 5, characterized in that: The angle between the center coordinate points of the second and third connecting shafts and the X direction of the vehicle is 12-15 degrees, and the angle between the center coordinate points of the fifth and sixth connecting shafts and the X direction of the vehicle is 0-2 degrees; The distance between the center coordinate point of the fourth connecting shaft and the brake disc is no more than 40 mm, the kingpin axis inclination angle formed by the line connecting the center coordinate points of the first connecting shaft and the fourth connecting shaft is between 7.5° and 8°, and the kingpin caster angle formed by the kingpin and the XY plane of the vehicle is between 5° and 7°.

7. The highly adaptable double wishbone front suspension according to claim 1, characterized in that: A threshold range is set for a line connecting the center coordinates of the seventh connecting shaft and the eighth connecting shaft of the steering tie rod assembly from the kingpin axis, and the steering gear stroke is configured in a dual-gear mode.

8. The highly adaptable double wishbone front suspension according to claim 7, characterized in that: The center coordinates of the seventh connecting axis and the eighth connecting axis are (177~187mm, -455~-445mm, -73~-63mm), (138~148mm, -806~-796mm, -75~-65mm) respectively.

9. A method for modifying a highly adaptable double wishbone front suspension according to any one of claims 1 to 8, characterized in that: include: Reset the steering gear from the front side of the wheel center to the rear side of the wheel center, so that the outer point of the steering rod moves a set distance inward along the extension line of the kingpin axis; The upper control arm is changed from being arranged on the side of the tire to being arranged above the tire, and its outer end connection point is offset toward the outside of the tire; The steering knuckle is designed as a split structure to accommodate the outer displacement of the lower control arm outer ball joint; Adjust the connection point between the shock absorber tower and the vehicle body longitudinal beam from the outside to the inside; Configure the dual-chamber air spring's stiffness switching logic to respond to driving conditions.

10. The reforming method according to claim 9, characterized in that: The displacement distance of the outer point of the steering rod is achieved by adjusting the center coordinates of the seventh connecting shaft and the eighth connecting shaft, and the Y-axis coordinate difference is controlled within a set negative range; The offset of the connection point at the outer end of the upper control arm is achieved by controlling the Y-axis position of the center coordinate of the first connecting shaft to meet a predetermined negative range; The position adjustment of the vibration damping tower package is achieved by setting the angle range between the line connecting the center coordinates of the second connecting shaft and the third connecting shaft and the longitudinal direction of the vehicle.

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