Double-wishbone suspension with adjustable kingpin parameters, chassis system and vehicle

Abstract

The invention discloses a double-wishbone suspension with adjustable kingpin parameters, a chassis system and a vehicle. The double-wishbone suspension comprises a bottom frame, a main pin and a main pin, the upper part of the steering knuckle is hinged with the upper control arm, and the lower part of the steering knuckle is hinged with the lower control arm; the lower control arm is provided with two supporting arms distributed in the front-back direction, each supporting arm is connected to the bottom frame, and adjusting mechanisms are arranged at the joints of the supporting arms and the bottom frame. The adjusting mechanism comprises a lining, an eccentric bolt, a locking nut and a kidney-shaped hole, the lining of the supporting arm and the kidney-shaped hole of the bottom frame are locked through the eccentric bolt and the locking nut, the eccentric bolt is provided with a cam part, and the bottom frame is provided with a limiting frame capable of containing the cam part on the outer side of the kidney-shaped hole; the adjusting motor is configured to drive the eccentric bolt to rotate; and the tightening motor is configured to drive the locking nut to rotate. According to the technology, the most suitable kingpin parameter setting is automatically switched through matched use of the adjusting motor and the tightening motor, and the problem of performance compromise caused by fixing kingpin parameters is solved.

Description

Technical Field

[0001] This invention relates to the technical field of automobile manufacturing, and particularly to a double wishbone suspension with adjustable kingpin parameters, a chassis system, and a vehicle. Background Technology

[0002] The double wishbone suspension is a key component of a car's chassis system, and its guiding mechanism determines the kingpin inclination and caster angles. These angles are core parameters for the coordinated operation of the steering and suspension systems, significantly impacting several key vehicle performance characteristics: a larger kingpin inclination angle helps improve lateral support and brake dive resistance during cornering, but also transmits more road impacts, affecting ride comfort; a larger caster angle provides good high-speed straight-line stability and steering return force, but also results in heavy low-speed steering.

[0003] However, in the current mass-produced passenger vehicle technology system, the kingpin inclination and caster angles of double wishbone suspensions are typically determined through simulation calculations during the vehicle design phase and then fixed during manufacturing by fixing the installation positions of the control arm hinge points. This design approach means that once the vehicle is fully assembled, the kingpin parameters become fixed and cannot be adjusted. This results in the suspension system's performance being locked in for a long time, making it impossible to dynamically adapt to actual driving conditions. Consequently, this leads to a series of irreconcilable performance contradictions and becomes a core bottleneck restricting further improvements in chassis performance.

[0004] While a few racing or modification projects have kingpin parameter adjustment solutions, these are all passive and offline adjustments. They require the use of special tools to manually adjust the connecting rod length or shims, which is a cumbersome process that requires maintenance personnel to have professional knowledge and experience, and cannot be completed while the vehicle is in motion. Summary of the Invention

[0005] The present invention aims to solve the technical problems existing in the above-mentioned related technologies, and proposes a double wishbone suspension with adjustable kingpin parameters, which can adjust the kingpin parameters online.

[0006] According to a first aspect of the present invention, a double wishbone suspension with adjustable kingpin parameters includes: Base frame; The steering knuckle has an upper hinge unit and a lower hinge unit on its upper and lower parts, respectively. The line connecting the upper hinge unit and the lower hinge unit together forms the main pin shaft. The upper control arm is connected to the steering knuckle via the upper hinge unit, and the upper control arm is also connected to the underframe; The lower control arm is connected to the steering knuckle via the lower hinge unit. The lower control arm has two outriggers distributed along the front-rear direction, each outrigger being connected to the base frame. An adjustment mechanism is provided at the connection between the outrigger and the base frame. The adjustment mechanism includes a bushing, an eccentric bolt, a locking nut, and a slotted hole. The bushing is located on the outrigger, and the slotted hole is located on the base frame. The bushing and the slotted hole are locked together by the eccentric bolt and the locking nut. The eccentric bolt has a cam portion. The base frame has a limiting frame outside the slotted hole that can accommodate the cam portion. When the eccentric bolt rotates, its cam portion abuts against the limiting frame and drives the outrigger to move relative to the base frame along the length direction of the slotted hole, thereby adjusting the position parameters of the main pin shaft. Adjust the motor, which is configured to drive the eccentric bolt to rotate; A tensioning motor is configured to loosen the locking nut before the adjusting motor drives the eccentric bolt to rotate, and to tighten the locking nut after the kingpin parameter is adjusted to the target value.

[0007] The adjustable kingpin parameter double wishbone suspension according to embodiments of the present invention has at least the following beneficial effects: Since each adjustment mechanism is equipped with an adjustment motor and a tensioning motor, this technology can automatically switch to the most suitable kingpin parameter setting through the combined use of the adjustment motor and the tensioning motor, completely solving the performance trade-off problem caused by fixed kingpin parameters. It can simultaneously take into account high-speed stability, low-speed ease of use, cornering control limits, and braking smoothness. By using motor drive, the response time is at the millisecond level, which can ensure adjustment accuracy and help achieve the preset ideal parameter target.

[0008] According to some embodiments of the present invention, the base frame is provided with mounting positions for accommodating the bushing, each mounting position having a waist-shaped hole on both outer sides of the bushing, and the eccentric bolt passing through the bushing and the two waist-shaped holes.

[0009] According to some embodiments of the present invention, each of the eccentric bolts has two cam portions, each of the cam portions abutting against the corresponding limiting frame.

[0010] According to some embodiments of the present invention, a first gearbox with a self-locking function is provided between the adjusting motor and the eccentric bolt; a second gearbox with a self-locking function is provided between the tightening motor and the locking nut.

[0011] According to some embodiments of the present invention, the cam portion is a circular washer, and the circular washer has an eccentric hole at a position off its central axis.

[0012] According to some embodiments of the present invention, the limiting frame has a limiting space, the width of which is equal to the diameter of the circular pad.

[0013] According to some embodiments of the present invention, the length direction of the waist-shaped hole is arranged laterally along the vehicle.

[0014] A chassis system according to a second aspect of the present invention includes: Two sets of the above-mentioned adjustable kingpin parameters double wishbone suspensions are located at the front wheel position of the vehicle. A pair of steering knuckles are externally mounted on the left and right sides of the chassis. All control arms are connected to the chassis through their respective adjustment mechanisms. A shock absorber, which is at least mounted on the double wishbone suspension, with one end of the shock absorber connected to the underframe and the other end connected to the lower control arm or the steering knuckle; An angle sensor is used to detect the inclination and tilt angles of the kingpin.

[0015] A vehicle according to a third aspect embodiment of the present invention includes: The aforementioned chassis system; The controller is configured to receive vehicle speed signals, steering angle signals, and acceleration signals, and control the operation of the adjustment motor and the tensioning motor according to a preset operating condition mapping table, which includes target values ​​of the kingpin parameters corresponding to high-speed cruising, low-speed parking, and aggressive cornering.

[0016] According to some embodiments of the present invention, when the vehicle is in a high-speed cruising condition, the controller controls the adjustment mechanisms located at the left rear and right rear to drive the rear connection points of the pair of lower control arms to move laterally outwards simultaneously; when the vehicle is in a low-speed parking condition, the controller controls the adjustment mechanisms located at the left front and right front to drive the front connection points of the pair of lower control arms to move laterally inwards simultaneously; when the vehicle is in a sharp cornering condition, the controller controls the adjustment mechanisms located at the left front and right front to drive the front connection points of the pair of lower control arms to move laterally outwards simultaneously.

[0017] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0018] Figure 1 This is a three-dimensional structural schematic diagram of the double wishbone suspension with adjustable kingpin parameters provided in an embodiment of the present invention; Figure 2 yes Figure 1 The diagram shows a three-dimensional structure of a double wishbone suspension with adjustable kingpin parameters after the chassis is concealed. Figure 3 yes Figure 2 The diagram shows a three-dimensional structure of a double wishbone suspension with adjustable kingpin parameters, with the adjustment motor and tension motor hidden. Figure 4 This is a three-dimensional structural diagram of the base frame provided in an embodiment of the present invention; Figure 5 This is a three-dimensional structural diagram of the chassis system provided in an embodiment of the present invention.

[0019] In the attached diagram: 100-base frame, 200-steering knuckle, 300-upper control arm, 400-lower control arm, 500-adjustment mechanism, 210-upper hinge unit, 220-lower hinge unit, 410-front control arm, 420-rear control arm, 510-bulb, 520-eccentric bolt, 530-lock nut, 540-waist-shaped hole, 550-limiting frame, 110-mounting position, 521-cam section, 522-angle indicator, 551-limiting plate, 600-adjustment motor, 700-tensioning motor. Detailed Implementation

[0020] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0021] In the description of this invention, it should be understood that the orientation descriptions, such as up, down, front, back, left, right, etc., are based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting this invention.

[0022] In the description of this invention, "several" means one or more, "more than" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. The use of "first" and "second" in the description is merely for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0023] In the description of this invention, unless otherwise explicitly defined, terms such as "setting," "installing," and "connecting" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0024] like Figures 1 to 3As shown, this embodiment of the invention provides a double wishbone suspension with adjustable kingpin parameters, which includes a base frame 100, a steering knuckle 200, an upper control arm 300, a lower control arm 400, and an adjustment mechanism 500. The components work together to achieve dynamic adjustment of the kingpin parameters.

[0025] The chassis 100, serving as the mounting base for the suspension, is typically a stamped / cast part made of aluminum alloy and / or high-strength steel. Aluminum alloy significantly reduces unsprung mass, improving suspension response and comfort; high-strength steel components offer advantages in strength and cost, making them suitable for high-load and harsh operating conditions. Currently, passenger vehicles commonly use a combination of high-strength steel and aluminum alloy to achieve a balance between strength, weight, and cost. The chassis 100 supports the vehicle body. When prioritizing high-speed stability, comfort, and lightweight design, a monocoque chassis with the body and chassis 100 welded together is preferred. When prioritizing modularity, maintainability, and a certain load-bearing capacity, a semi-monocoque chassis with riveting / bolting and welding is preferred. When prioritizing off-road capability, harsh road conditions, and high torsional rigidity, a non-monocoque chassis with an independent frame and flexible connections is preferred.

[0026] The steering knuckle 200 is a key component connecting the wheel and the suspension. It has an upper hinge unit 210 at its upper part, which can be a ball joint, and a lower hinge unit 220 at its lower part, which can also be a ball joint. The line connecting the upper hinge unit 210 and the lower hinge unit 220 together constitutes the kingpin axis—this kingpin axis is not a traditional solid pin, but a rotation center axis virtually defined by the spatial geometric relationship between the upper and lower hinge points. The angle between the kingpin axis and the vertical plane is defined as the kingpin inclination angle, and the angle between the projection of the kingpin axis onto the longitudinal plane of the vehicle and the vertical line is defined as the kingpin caster angle. Both the kingpin inclination angle and the kingpin caster angle are determined by the spatial attitude of this virtual axis.

[0027] The upper control arm 300 is connected to the upper part of the steering knuckle 200 via the upper hinge unit 210. The upper control arm 300 is also fixedly connected to the underframe 100 via rubber bushings or hydraulic bushings to achieve vibration damping. The lower control arm 400 has an overall "Y"-shaped structure. One end is connected to the steering knuckle 200 via the lower hinge unit 220. The lower control arm 400 has two outriggers distributed along the longitudinal direction, which can be defined as the front outrigger 410 and the rear outrigger 420, respectively. Each outrigger is connected to the underframe 100 via its own adjustment mechanism 500. The main function of the lower control arm 400 is to bear the vertical load of the wheels and transmit lateral forces during steering and longitudinal forces during braking.

[0028] like Figure 1 , Figure 3 and Figure 4As shown, the adjustment mechanism 500 is a key module for achieving adjustable master pin parameters. It is integrated at the connection between the lower control arm 400 and the base frame 100, and specifically includes a bushing 510, an eccentric bolt 520, a locking nut 530, a slotted hole 540, and a limiting frame 550. The bushing 510 is nested at the end of the lower control arm 400 and is typically made of a rubber block or polyurethane block with a metal frame. It is used to buffer vibration and allow relative displacement between the arm and the base frame 100. The bushing 510 has a through hole in its center for the eccentric bolt 520 to pass through.

[0029] The base frame 100 is provided with mounting positions 110 for accommodating bushings 510. Each mounting position 110 has two oblong holes 540 on the outer sides of the bushing 510. The oblong holes 540 are elongated openings extending along the left-right direction of the vehicle (i.e., the Y direction), and the width of the oblong holes 540 is slightly larger than the diameter of the non-eccentric portion of the eccentric bolt 520. When it is necessary to lock the support arm to the base frame 100, the bushing 510 of the support arm is first placed into the mounting position 110, and the through hole of the bushing 510 is aligned with the two oblong holes 540. Then, the eccentric bolt 520 is passed sequentially through one oblong hole 540, the through hole of the bushing 510, and the oblong hole 540 on the other side. The threaded part of the eccentric bolt 520 is locked with a lock nut 530, thus achieving a fixed connection between the support arm and the base frame 100. The design of the waist-shaped bore 540 restricts the arm to linear displacement only in the left and right directions, thereby controlling the position change of the main pin.

[0030] The eccentric bolt 520 has a standard bolt structure, but its head and shank each have a cam portion 521, and both cam portions 521 need to maintain the same position. In this embodiment, the cam portion 521 uses a circular washer, which has an eccentric hole at a position off its central axis. The eccentric hole is coaxially fixed with the bolt shank, so that the bolt can drive the outer edge of the cam portion 521 to generate radial displacement when it rotates. To facilitate adjustment and installation, an angle mark 522 is provided on the end face of the circular washer to determine the installation reference of the circular washer and adjust the angle.

[0031] The base frame 100 has a limiting frame 550 on the outer side of each oblong hole 540 to accommodate the cam portion 521. The outer side of the oblong hole 540 is the side away from the bushing 510. The limiting frame 550 can be a hardware component, mainly composed of two limiting plates 551. The two limiting plates 551 are spaced apart in the left-right direction to jointly form a limiting space. The width of the limiting space is equal to the diameter of the circular washer. The two cam portions 521 of the eccentric bolt 520 are respectively placed in the two limiting frames 550. The limiting frames 550 are used to constrain the rotation range of the cam portion 521 and transmit the rotational driving force. When the eccentric bolt 520 rotates, the outer edge of the cam portion 521 abuts against the inner wall of the limiting frame 550, converting the rotational motion into a linear displacement of the eccentric bolt 520 along the length direction of the oblong hole 540, thereby driving the support arm to move relative to the base frame 100 along the length direction of the oblong hole 540, and thus adjusting the inclination angle and / or back tilt angle of the main pin shaft.

[0032] It is understandable that in each adjusting mechanism 500, the number of cam portion 521 and limiting frame 550 can also be set to one, that is, the eccentric bolt 520 generates relative movement with the corresponding limiting frame 550 through a cam portion 521. If the number of cam portions 521 is set to one, it is preferably located near the screw head of the eccentric bolt 520.

[0033] like Figure 1 and Figure 2 As shown, to achieve online adjustment of the kingpin parameters, an adjustment motor 600 and a tensioning motor 700 are also required. The adjustment motor 600 drives the screw head of the eccentric bolt 520 to rotate. A first reduction gearbox is located between the output shaft of the adjustment motor 600 and the eccentric bolt 520. The first reduction gearbox must have a self-locking function, such as a reduction gearbox with a worm gear structure, to ensure that the eccentric bolt 520 maintains its current angle when there is no power, preventing parameter drift due to vibration. The shaft of the first reduction gearbox is fixedly connected to the eccentric bolt 520 via a sleeve. When the adjustment motor 600 starts, the first reduction gearbox outputs torque according to the transmission ratio, thereby achieving low-speed rotation of the eccentric bolt 520. The adjustment motor 600 needs to receive instructions from the central controller to adjust the eccentric bolt 520 to a specified rotation angle, thus satisfying the adjustment of the corresponding kingpin parameters.

[0034] The tensioning motor 700 controls the loosening and tightening of the locking nut 530. A second reduction gearbox is located between the output shaft of the tensioning motor 700 and the locking nut 530. The second reduction gearbox must have a self-locking function, such as a reduction gearbox with a worm gear structure, to ensure that the eccentric bolt 520 maintains its current angle when there is no power, preventing parameter drift due to vibration. The rotating shaft of the second reduction gearbox is fixedly connected to the locking nut 530 through a sleeve. When the tensioning motor 700 starts, the second reduction gearbox outputs torque according to the transmission ratio, thereby realizing the low-speed rotation of the locking nut 530. Before the adjustment motor 600 performs its operation, the tensioning motor 700 loosens the locking nut 530 to release the axial fixation of the eccentric bolt 520, and then tightens the locking nut 530 after the kingpin parameter is adjusted to the target value to re-fix the relative position of the support arm and the base frame 100. In other words, the tensioning motor 700 also needs to receive instructions from the central controller to ensure that the eccentric bolt 520 is not locked by the locking nut 530 before adjusting the kingpin parameters, so as to avoid damage to the adjustment motor 600 due to excessive torque, and to ensure that the eccentric bolt 520 is re-locked by the locking nut 530 after adjusting the kingpin parameters, so as to avoid the problem of the kingpin loosening.

[0035] This embodiment adjusts the relative positions of the two outriggers of the lower control arm 400 and the base frame 100, thereby changing the relative spatial relationship between the upper hinge unit 210 and the lower hinge unit 220, and thus adjusting the inclination angle and / or caster angle of the kingpin. When it is necessary to adjust the kingpin parameters, the central controller sends commands to the adjustment motor 600 and the tension motor 700 according to the current driving conditions of the vehicle (such as high-speed cruising, low-speed parking, aggressive cornering, and emergency braking). The specific steps are as follows: Step 1: The tensioning motor 700 starts. Assuming its output shaft rotates counterclockwise, the tensioning motor 700 amplifies its output torque through the second reduction gearbox, thereby driving the locking nut 530 to rotate. This disengages the locking nut 530 from the threaded rod of the eccentric bolt 520, releasing the axial lock on the eccentric bolt 520. However, the locking nut 530 remains threadedly connected to the eccentric bolt 520. This process takes approximately 50-100ms, ensuring that there is no mechanical resistance to the subsequent rotation of the eccentric bolt 520.

[0036] Step 2: Adjust motor 600 to calculate the required rotation angle of eccentric bolt 520 based on the target kingpin parameters. For example, if the kingpin backslope angle needs to be increased from 7° to 9°, the eccentric bolt 520 needs to be rotated 15° clockwise. Adjust motor 600 amplifies the output torque through the first reduction gearbox, thereby driving the eccentric bolt 520 to rotate. The cam portion 521 of the eccentric bolt 520 contacts the inner wall of the limiting frame 550 as it rotates. Due to the eccentric characteristic of the cam portion 521, its outer edge generates radial thrust, pushing the eccentric bolt 520 to move along the length direction of the waist-shaped hole 540, thereby changing the relative position of the support arm and the base frame 100, and thus adjusting the inclination angle and / or backslope angle of the kingpin shaft.

[0037] Step 3: Angle sensors mounted on the steering knuckle 200 and underframe 100 monitor the kingpin inclination and caster angles in real time. When the angle sensors indicate that the current kingpin parameters have reached the target values, the adjustment motor 600 stops rotating, and the tension motor 700 rotates clockwise, driving the locking nut 530 to tighten, ensuring it is tightly pressed against the eccentric bolt 520, thereby fixing the relative position of the control arm and underframe 100. This process also takes approximately 50-100ms, ensuring that the adjusted kingpin parameters do not shift due to vibration during driving.

[0038] The adjustment of the kingpin inclination angle and caster angle is not independent, but rather achieved through integrated control via the coordinated displacement of the front control arm 410 and the rear control arm 420. For example, when the rear control arm 420 of the current control arm 400 moves outward in the Y direction, it increases the kingpin caster angle, improving high-speed straight-line stability and steering return force. Simultaneously, it may slightly decrease the kingpin inclination angle, resulting in reduced lateral support during cornering. However, this can be compensated for by the synchronous adjustment of the front control arm 410. When the front control arm 410 of the current control arm 400 moves outward in the Y direction, it increases the kingpin inclination angle, enhancing tire contact and lateral support during cornering, while potentially slightly adjusting the kingpin caster angle. This embodiment utilizes multiple adjustment mechanisms 500 to achieve independent or coupled adjustment of the kingpin inclination angle and caster angle, meeting the multi-objective optimization requirements under complex operating conditions.

[0039] This embodiment does not limit the specific models and operating parameters of the adjusting motor 600 and the tensioning motor 700. As long as the adjusting motor 600 can drive the eccentric bolt 520 to move along the length direction of the waist-shaped hole 540, and the tensioning motor 700 can drive the locking nut 530 to loosen or tighten the eccentric bolt 520, regardless of the model and operating parameters of the adjusting motor 600 and the tensioning motor 700, they all fall within the protection scope of this invention.

[0040] With the above structure, since each adjustment mechanism 500 is equipped with an adjustment motor 600 and a tensioning motor 700, this technology can automatically switch to the most suitable master pin parameter setting through the coordinated use of the adjustment motor 600 and the tensioning motor 700. This completely solves the performance trade-off problem caused by fixed master pin parameters, and can simultaneously take into account high-speed stability, low-speed ease of use, cornering control limits, and braking smoothness. By using motor drive, the response time is at the millisecond level, which can ensure adjustment accuracy and help achieve the preset ideal parameter target.

[0041] In addition, the double wishbone suspension integrates the adjustment mechanism 500 near the mounting point of the original lower control arm 400, without taking up additional chassis space, and adopts pure mechanical transmission, resulting in a longer service life and better reliability.

[0042] like Figure 5 As shown, this embodiment of the invention also provides a chassis system, which, in addition to including an even number of sets of the aforementioned adjustable kingpin parameters double wishbone suspension, also includes shock absorbers (not shown in the figures) and angle sensors (not shown in the figures). Generally, passenger vehicles have four wheels, of which the two front wheels are steering wheels, and each steering wheel is equipped with a double wishbone suspension, meaning that the number of double wishbone suspensions is at least two sets. For some high-end models, their two rear wheels may also use double wishbone suspensions, meaning that for passenger vehicles, the number of double wishbone suspensions is either two or four sets; there is no odd number of sets.

[0043] Assuming the vehicle has only two sets of double wishbone suspensions, the steering knuckles 200 of each pair of double wishbone suspensions are externally mounted on the left and right sides of the chassis 100, and all control arms are connected to the chassis 100 via adjustment mechanisms 500. Although there may be multiple subframes on the chassis 100, the subframes are ultimately connected to the chassis 100 via fastening bolts, and therefore can be considered as a single unit in a macroscopic sense. The double wishbone suspension located on the left side of the chassis 100 has front and rear adjustment mechanisms 500, while the double wishbone suspension located on the right side of the chassis 100 has front and rear adjustment mechanisms 500. When referring to the adjustment mechanism 500 located at the left rear, it means that the adjustment mechanism 500 is located on the rear control arm 420 of the left double wishbone suspension; when referring to the adjustment mechanism 500 located at the right rear, it means that the adjustment mechanism 500 is located on the rear control arm 420 of the right double wishbone suspension; when referring to the adjustment mechanism 500 located at the left front, it means that the adjustment mechanism 500 is located on the front control arm 410 of the left double wishbone suspension; when referring to the adjustment mechanism 500 located at the right front, it means that the adjustment mechanism 500 is located on the front control arm 410 of the right double wishbone suspension.

[0044] Shock absorbers are used to dampen road impacts and vibrations. At least two shock absorbers are used, mounted on at least a double wishbone suspension. One end of the shock absorber is connected to the underframe 100, and the other end is connected to the middle of the lower control arm 400 or the steering knuckle 200. Although the shock absorber and the double wishbone suspension's kingpin parameter adjustment function are independent, they have the following complementary functions: the shock absorber primarily suppresses high-frequency vibrations, such as impacts from bumpy roads, while the kingpin parameter adjustment optimizes low-frequency dynamic performance, such as steering return and high-speed stability. During aggressive cornering, the shock absorber provides damping force to suppress body roll, while the increased kingpin inclination angle further enhances tire grip; both work together to improve handling limits.

[0045] The angle sensor needs to be installed in a position that can accurately reflect changes in the kingpin inclination and caster angles. In this embodiment, considering that the kingpin is formed by the line connecting the upper hinge unit 210 and the lower hinge unit 220 of the steering knuckle 200, the angle sensor can be installed near the connection area between the steering knuckle 200 and the chassis 100, specifically in the following two installation methods: 1. The angle sensor is mounted on the steering knuckle 200, ensuring a relatively fixed spatial relationship between its measuring component and the kingpin. For example, one measuring end of the angle sensor is fixed at a specific position on the steering knuckle 200 related to the kingpin (near the upper hinge unit 210 or the lower hinge unit 220), while the other measuring end is connected to a fixed point on the chassis 100 via a connecting rod or bracket. Thus, when the kingpin's inclination and caster angles change, the relative angle between the steering knuckle 200 and the chassis 100 changes, causing a change in the angle between the measuring ends of the angle sensor, thereby enabling the detection of the kingpin angle.

[0046] 2. The angle sensor is mounted on the base frame 100 and established in connection with a relevant part of the steering knuckle 200 through a specific measuring structure. For example, a fixed measuring base is set on the base frame 100, the angle sensor is mounted on the base, and then a measuring arm that moves with the steering knuckle 200 contacts or establishes a sensing relationship with the working end of the sensor. This measuring arm is connected to a specific point on the steering knuckle 200, and this point is clearly associated with the spatial position of the kingpin. When the movement of the steering knuckle 200 causes a change in the inclination and caster angles of the kingpin, the measuring arm will cause a corresponding angular change in the measuring end of the sensor, which is then detected by the angle sensor.

[0047] This invention also provides a vehicle that, in addition to the aforementioned chassis system, includes a controller, specifically a central controller. The central controller dynamically adjusts the kingpin parameters by sensing the driving status in real time. The central controller receives vehicle speed signals from wheel speed sensors or GPS, steering angle signals from a steering wheel angle sensor, acceleration signals from an inertial measurement unit (IMU), and braking signals from a brake pressure sensor via a CAN bus. Based on these signals, the central controller calls a preset operating condition mapping table and controls the operation of the adjustment motor 600 and the tensioning motor 700 according to the preset operating condition mapping table. The operating condition mapping table defines target values ​​for the kingpin parameters under operating conditions such as high-speed cruising, low-speed parking, aggressive cornering, and emergency braking.

[0048] When the vehicle is in high-speed cruising condition, assuming the required speed is ≥80km / h, steering angle ≤5°, and longitudinal acceleration ≤0.2g, in order to improve high-speed straight-line stability and steering ease, and reduce the load of the self-centering torque on the driver, the central controller controls the adjustment mechanism 500 located on the left and right rear to drive the rear connection points of a pair of lower control arms 400 to move laterally outwards simultaneously, thereby increasing the caster angle of the kingpin in the longitudinal plane, making the wheel contact point further back, increasing the trail, and generating stronger self-centering torque and straight-line stability.

[0049] When the vehicle is in a low-speed parking condition, assuming the required vehicle speed is ≤10km / h, the steering angle is ≥30°, and the lateral acceleration is ≤0.1g, in order to reduce the steering force required for low-speed steering and improve steering ease, the central controller controls the adjustment mechanism 500 located at the left front and right front, driving the front connection points of a pair of lower control arms 400 to move laterally into the vehicle at the same time. This reduces the inward tilt angle of the virtual rotation center of the main pin shaft, thereby reducing the gravity return torque and significantly reducing the steering force required by the driver.

[0050] When a vehicle is in a sharp cornering situation, assuming a speed of ≥60km / h, lateral acceleration of ≥0.3g, and steering angle of ≥15°, in order to enhance the tire's contact pressure and lateral grip in the corner, the central controller controls the adjustment mechanisms 500 located at the left and right front, driving the front connection points of a pair of lower control arms 400 to move laterally outwards simultaneously. This increases the inward tilt angle of the virtual rotation center of the kingpin shaft, allowing the tire to obtain a larger effective contact area under the action of lateral force, thereby improving lateral grip and increasing the cornering limit.

[0051] When a vehicle is under emergency braking, assuming the braking pressure needs to rise to 2-3 times the normal braking pressure within 0.1-0.3 seconds, to counteract the tendency for the front of the vehicle to drop, the central controller needs to quickly adjust the kingpin parameter combination according to the vehicle load transfer model to change the suspension lever arm relationship, making the vehicle posture more stable, maintaining front wheel alignment, and improving braking stability and comfort. Since different vehicle models have different load transfer models, calibration is required before applying this technology to determine the most suitable kingpin parameter adjustment scheme. Therefore, this embodiment does not specifically disclose the control actions of the central controller, but this technology provides a feasible solution to suppress brake dive.

[0052] When a vehicle has four sets of double wishbone suspensions, coordinated adjustments to the front and rear double wishbone suspensions are required when facing the above-mentioned conditions. During high-speed cruising, the rear connection points of the lower control arms 400 on both sides of the front axle move outward simultaneously, increasing the caster angle trail and enhancing the self-centering torque, thereby improving straight-line stability. The rear connection points of the lower control arms 400 on both sides of the rear axle move slightly inward to counteract the tendency of the front end to lift and maintain the roll center height, suppressing excessive steering and nose-up of the rear axle.

[0053] When parking at low speed, the front connection points of the lower control arms 400 on both sides of the front axle move inward simultaneously, reducing the inward tilt of the virtual rotation center of the kingpin to reduce the return torque and drag torque, significantly reducing steering force. The rear connection points of the lower control arms 400 on both sides of the rear axle move outward slightly to improve low-speed tracking and vehicle posture, avoiding excessive "understeer".

[0054] During aggressive cornering, the front connection points of the lower control arms 400 on both sides of the front axle move outward simultaneously, increasing the virtual rotation center of the kingpin and tilting it inward. This improves the effective ground contact area and lateral grip under lateral forces, enhancing the cornering limit. The rear connection points of the lower control arms 400 on both sides of the rear axle move outward to raise the roll center and coordinate with the outward tilt, improving rollover resistance and lateral support.

[0055] This technology can serve as the execution layer for advanced driver assistance systems (ADAS) or future autonomous driving systems, providing differentiated underlying mechanical characteristics for different driving modes (Comfort, Sport, Track), and can even upgrade control strategies via software OTA.

[0056] The vehicle involved in this embodiment can be a private car, such as a sedan, SUV, MPV, or pickup truck. The vehicle can also be a commercial vehicle, such as a van or small truck. The vehicle needs to have an electric motor capable of outputting power or acting as a generator to store mechanical energy. When the vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle.

[0057] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present invention.

Claims

1. A double wishbone suspension with adjustable kingpin parameters, characterized in that, include: Base frame; The steering knuckle has an upper hinge unit and a lower hinge unit on its upper and lower parts, respectively. The line connecting the upper hinge unit and the lower hinge unit together forms the main pin shaft. The upper control arm is connected to the steering knuckle via the upper hinge unit, and the upper control arm is also connected to the underframe; The lower control arm is connected to the steering knuckle via the lower hinge unit. The lower control arm has two outriggers distributed along the front-rear direction, each of which is connected to the base frame. An adjustment mechanism is provided at the connection between the outrigger and the base frame. The adjustment mechanism includes a bushing, an eccentric bolt, a locking nut, and a slotted hole. The bushing is located on the outrigger, and the slotted hole is located on the base frame. The bushing and the slotted hole are locked together by the eccentric bolt and the locking nut. The eccentric bolt has a cam portion. The base frame has a limiting frame outside the slotted hole that can accommodate the cam portion. When the eccentric bolt rotates, its cam portion abuts against the limiting frame and drives the outrigger to move relative to the base frame along the length direction of the slotted hole, thereby adjusting the position parameters of the main pin shaft. Adjust the motor, which is configured to drive the eccentric bolt to rotate; A tensioning motor is configured to loosen the locking nut before the adjusting motor drives the eccentric bolt to rotate, and to tighten the locking nut after the kingpin parameter is adjusted to the target value.

2. The double wishbone suspension with adjustable kingpin parameters according to claim 1, characterized in that: The base frame is provided with mounting positions for accommodating the bushing. Each mounting position has a waist-shaped hole on both sides of the bushing, and the eccentric bolt passes through the bushing and the two waist-shaped holes.

3. The double wishbone suspension with adjustable kingpin parameters according to claim 2, characterized in that: Each of the eccentric bolts has two cam portions, each of the cam portions abutting against the corresponding limiting frame.

4. The double wishbone suspension with adjustable kingpin parameters according to claim 1, characterized in that: A first gearbox with a self-locking function is provided between the adjusting motor and the eccentric bolt; a second gearbox with a self-locking function is provided between the tightening motor and the locking nut.

5. The double wishbone suspension with adjustable kingpin parameters according to claim 1, characterized in that: The cam portion is a circular washer, and the circular washer has an eccentric hole at a position off its central axis.

6. The double wishbone suspension with adjustable kingpin parameters according to claim 5, characterized in that: The limiting frame has a limiting space, the width of which is equal to the diameter of the circular pad.

7. The double wishbone suspension with adjustable kingpin parameters according to claim 1, characterized in that: The length of the waist-shaped hole is arranged along the transverse direction of the vehicle.

8. A chassis system, characterized in that, include: Two sets of double wishbone suspensions with adjustable kingpin parameters as described in any one of claims 1 to 7, the two sets of double wishbone suspensions being located at the front wheel position of the vehicle, a pair of steering knuckles being externally mounted on the left and right sides of the chassis, and all control arms being connected to the chassis through their respective adjustment mechanisms. A shock absorber, which is at least mounted on the double wishbone suspension, with one end of the shock absorber connected to the underframe and the other end connected to the lower control arm or the steering knuckle; An angle sensor is used to detect the inclination and tilt angles of the kingpin.

9. A vehicle, characterized in that, include: The chassis system as described in claim 8; The controller is configured to receive vehicle speed signals, steering angle signals, and acceleration signals, and control the operation of the adjustment motor and the tensioning motor according to a preset operating condition mapping table, which includes target values ​​of the kingpin parameters corresponding to high-speed cruising, low-speed parking, and aggressive cornering.

10. The vehicle according to claim 9, characterized in that: When the vehicle is in high-speed cruising condition, the controller controls the adjustment mechanisms located at the left rear and right rear to drive the rear connection points of the pair of lower control arms to move laterally outwards simultaneously; when the vehicle is in low-speed parking condition, the controller controls the adjustment mechanisms located at the left front and right front to drive the front connection points of the pair of lower control arms to move laterally inwards simultaneously; when the vehicle is in aggressive cornering condition, the controller controls the adjustment mechanisms located at the left front and right front to drive the front connection points of the pair of lower control arms to move laterally outwards simultaneously.

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