Multi-link independent suspension for a vehicle and vehicle
By designing a multi-link independent suspension with independently adjustable camber and toe angles, the problem of low adjustment efficiency caused by mutual constraints of the linkages in the existing technology has been solved, achieving more efficient four-wheel alignment and suspension durability.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- NIO TECH ANHUI CO LTD
- Filing Date
- 2021-12-03
- Publication Date
- 2026-07-24
AI Technical Summary
In existing multi-link independent suspensions, the linkages are mutually constrained when adjusting the camber angle, which leads to a decrease in adjustment efficiency and affects four-wheel alignment and suspension durability.
Design a multi-link independent suspension, including a front upper control arm, a rear upper control arm, a spring control arm, a front lower control arm, and a toe adjustment arm. The combined movement of these arms independently adjusts the camber and toe angles of the wheel center, avoiding mutual constraints between the links and achieving decoupling of the camber and toe angles.
It improves the efficiency and accuracy of camber and toe adjustment, reduces the influence of the linkage, and enhances the four-wheel alignment efficiency and durability of the suspension.
Smart Images
Figure CN113978194B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of vehicle technology, specifically providing a multi-link independent suspension for vehicles and a vehicle thereof. Background Technology
[0002] With the rapid development of automotive technology, users have increasingly higher demands for vehicle comfort and handling performance. As a core component of the car chassis, the suspension directly determines the vehicle's handling performance and ride comfort; therefore, suspension development is crucial for all automakers. Automotive suspensions are divided into independent suspensions and non-independent suspensions. Multi-link independent suspensions, as a type of independent suspension, have multiple links connected to the subframe and steering knuckle. Each link can control the forces acting on the wheels in multiple directions. Therefore, cars equipped with multi-link independent suspensions typically possess excellent handling performance and ride comfort.
[0003] Although multi-link suspensions have the advantages mentioned above, the camber angle of the wheels is adjusted by adjusting the spring control arms during four-wheel alignment. However, due to the complexity of the linkage and the mutual constraints between the force directions of each linkage, the adjustment of camber and toe angles is complicated. Adjusting the camber angle will also affect the toe angle, thus affecting the efficiency of four-wheel alignment and having an adverse impact on four-wheel alignment adjustment and suspension durability.
[0004] Accordingly, there is a need in the art for a new multi-link independent suspension for vehicles to solve the problem that existing multi-link independent suspensions suffer from reduced adjustment efficiency due to mutual constraints between the links when adjusting the camber angle. Summary of the Invention
[0005] The present invention aims to solve the above-mentioned technical problems, namely, to solve the problem that the existing multi-link independent suspension has reduced adjustment efficiency due to the mutual constraint of the linkages when adjusting the camber angle.
[0006] In a first aspect, the present invention provides a multi-link independent suspension for a vehicle, the vehicle including a subframe and a steering knuckle; characterized in that the multi-link independent suspension includes a front upper control arm, a rear upper control arm and a spring control arm;
[0007] The first ends of the front upper control arm, the rear upper control arm, and the spring control arm are pivotally connected to the subframe, and the second ends are pivotally connected to the steering knuckle, respectively.
[0008] The second end of the spring control arm is located below the steering knuckle, and the second ends of the front upper control arm and the rear upper control arm are respectively located above the steering knuckle.
[0009] The spring control arm is configured to movably push and pull the steering knuckle, ultimately adjusting the camber angle of the wheel center;
[0010] The central axis of the front upper control arm intersects the central axis of the rear upper control arm at point Q, and point Q is the same as the X-axis coordinate of the wheel center on the vehicle.
[0011] The rotation axis of the first end of the front upper control arm intersects the rotation axis of the first end of the rear upper control arm at point P.
[0012] The line connecting point P and point Q is defined as the motion midline PQ between the front upper control arm and the rear upper control arm;
[0013] The motion centerline PQ coincides with the projection of the centerline of the spring control arm onto the XY plane of the vehicle.
[0014] In the preferred embodiment of the multi-link independent suspension for vehicles described above, the multi-link independent suspension further includes a front lower control arm and a toe-adjusting arm. The first ends of the front lower control arm and the toe-adjusting arm are pivotally connected to the subframe, and the second ends are pivotally connected to the steering knuckle. The second end of the front lower control arm is located below the steering knuckle and in front of the spring control arm. The toe-adjusting arm is configured to movably push and pull the steering knuckle to adjust the toe angle of the wheel center.
[0015] In the preferred technical solution of the multi-link independent suspension for vehicles described above, the rotation axis of the first end of the spring control arm intersects the rotation axis of the first end of the front lower control arm at point M, and the central axis of the spring control arm intersects the central axis of the front lower control arm at point N.
[0016] The line connecting point M and point N is defined as the motion centerline MN of the control arm combination consisting of the front upper control arm, the front lower control arm, the rear upper control arm, and the spring control arm.
[0017] The motion centerline MN of the control arm assembly consisting of the front upper control arm, the front lower control arm, the rear upper control arm, and the spring control arm is parallel to the centerline of the toe-in adjusting arm, and the rotation center of the second end of the toe-in adjusting arm is the same as the Z-axis coordinate of the wheel center on the vehicle.
[0018] In the preferred embodiment of the multi-link independent suspension for vehicles described above, the angle α formed by the intersection of the rotation axis of the first end of the front upper control arm and the rotation axis of the first end of the rear upper control arm is in the range of 30° to 45°, the angle b formed by the intersection of the rotation axis of the first end of the spring control arm and the rotation axis of the first end of the front lower control arm is in the range of 45° to 60°, and the sum of angles α and β is in the range of 90° ± 10°.
[0019] In the preferred embodiment of the multi-link independent suspension for vehicles described above, the multi-link independent suspension further includes a stabilizer bar, which is fixed to the subframe and is rotatable about a first axis, with its end pivotally connected to the steering knuckle.
[0020] In the preferred embodiment of the multi-link independent suspension for vehicles described above, the stabilizer bar includes a rear stabilizer bar and stabilizer bar links. The rear stabilizer bar is fixed to the rear side of the subframe and is rotatable about the first axis. The two ends of the rear stabilizer bar are located on both sides of the subframe, and each end of the rear stabilizer bar is pivotally connected to a stabilizer bar link. The other end of each stabilizer bar link is pivotally connected to the steering knuckle. The connection points between the second ends of the front upper control arm, the front lower control arm, the rear upper control arm, the spring control arm, and the toe-adjusting arm and the steering knuckle are all located inside the connection points between the stabilizer bar links and the steering knuckle, so that the distance from the wheel center to the connection points between the second ends of the front upper control arm, the front lower control arm, the rear upper control arm, the spring control arm, and the toe-adjusting arm and the steering knuckle is greater than the distance from the wheel center to the connection points between the stabilizer bar links and the steering knuckle.
[0021] In the preferred technical solution of the multi-link independent suspension for vehicles described above, the virtual plane containing the central axis of the front upper control arm and the central axis of the rear upper control arm is parallel to the XY plane.
[0022] In the preferred embodiment of the multi-link independent suspension for vehicles described above, the second end of the front lower control arm and the second end of the spring control arm are located at the front and rear of the drive shaft, respectively.
[0023] In the preferred embodiment of the multi-link independent suspension for vehicles described above, an eccentric bolt connects the spring control arm to the subframe.
[0024] The present invention also provides a vehicle comprising any one of the above-described technical solutions of a multi-link independent suspension for a vehicle.
[0025] Those skilled in the art will understand that the multi-link independent suspension for vehicles of the present invention includes a subframe and a steering knuckle; the multi-link independent suspension includes a front upper control arm, a rear upper control arm, and a spring control arm; the first ends of the front upper control arm, the rear upper control arm, and the spring control arm are pivotally connected to the subframe, and the second ends are pivotally connected to the steering knuckle; the second end of the spring control arm is located below the steering knuckle, and the second ends of the front upper control arm and the rear upper control arm are located above the steering knuckle; the spring control arm is configured to movably push and pull the steering knuckle to ultimately adjust the camber angle of the wheel center; the central axis of the front upper control arm intersects the central axis of the rear upper control arm at point Q, and point Q is the same as the X-coordinate of the wheel center on the vehicle; the rotation axis of the first end of the front upper control arm intersects the rotation axis of the first end of the rear upper control arm at point P; the line connecting point P and point Q is defined as the motion centerline PQ of the front upper control arm and the rear upper control arm; the motion centerline PQ coincides with the projection of the central axis of the spring control arm onto the XY plane of the vehicle.
[0026] With the above technical solution adopted, the multi-link independent suspension of the present invention is pivotally connected to the subframe and steering knuckle at both ends of the front upper control arm, rear upper control arm, and spring control arm, respectively, thereby controlling the force applied to the steering knuckle. This allows the suspension to move up and down in the Z-axis direction when the tire vibrates vertically, thus reducing frame vibration. When adjusting the camber angle, the spring control arm is moved back and forth along its central axis, moving closer to or further away from the subframe, pushing or pulling the steering knuckle, thereby causing the steering knuckle to rotate. The steering knuckle then rotates the tire, thus changing the camber angle of the wheel center. Furthermore, the central axis of the front upper control arm intersects the central axis of the rear upper control arm at point Q. Point Q has the same X-axis coordinate as the wheel center. When the spring control arm moves, the adjustment amount can be directly applied to the wheel center, thus making the adjustment amount more precise. Even further, the rotation axis of the first end of the front upper control arm intersects the rotation axis of the first end of the rear upper control arm at point P. The line connecting point P and point Q is defined as the motion centerline PQ of the front and rear upper control arms. The motion centerline PQ of the front and rear upper control arms coincides with the projection of the central axis of the spring control arm onto the XY plane of the vehicle. Therefore, when the spring control arm moves, the adjustment amount can be directly applied to the wheel center, making the adjustment more precise. With the upper and rear upper control arms stationary, the movement of the spring control arm during camber adjustment has no effect on the front and rear upper control arms of the upper control arm system. The steering knuckle only rotates around the X-axis, thereby causing the tire to rotate around the X-axis, resulting in a change in the tire's camber angle. Compared to the prior art where the movement of the spring control arm simultaneously causes changes in both the camber and toe angles, this invention ensures that changes in the camber angle do not affect the toe angle. This avoids the situation where the steering knuckle rotates around the X-axis, causing changes in both the camber and toe angles. This invention simplifies tire camber adjustment and affects fewer linkages.
[0027] The planar adjustment of the camber angle makes the camber angle adjustment independent of the toe angle, avoiding the problem in the prior art where the steering knuckle rotates in three-dimensional space when adjusting the spring control arm, causing the linkage to constrain each other and making four-wheel alignment difficult. This invention achieves decoupling of the camber angle adjustment and the toe angle, making the four-wheel alignment of the suspension more efficient and accurate, improving the adjustment efficiency, and also benefiting the durability of the suspension. Attached Figure Description
[0028] The preferred embodiments of the present invention are described below with reference to the accompanying drawings, in which:
[0029] Figure 1 This is a schematic diagram of the assembly structure of the five-link independent suspension of the present invention;
[0030] Figure 2 This is a front view structural diagram of the five-link independent suspension of the present invention;
[0031] Figure 3 This is a top view schematic diagram of the upper control arm system and spring control arm of the five-link independent suspension of the present invention;
[0032] Figure 4 This is a top view schematic diagram of the five-link independent suspension of the present invention;
[0033] Figure 5 This is a right-side structural schematic diagram of the five-link independent suspension of the present invention;
[0034] List of reference numerals in the attached diagram:
[0035] 1. Subframe; 2. Steering knuckle; 3. Five-link independent suspension; 31. Front upper control arm; 32. Rear upper control arm; 33. Spring control arm; 331. Eccentric bolt; 34. Front lower control arm; 35. Toe-adjusting arm; 351. Toe-adjusting arm body; 352. Toe-in threaded sleeve; 36. Stabilizer bar; 361. Rear stabilizer bar; 362. Stabilizer bar link; 363. First axle. Detailed Implementation
[0036] Preferred embodiments of the present invention will now be described with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are merely illustrative of the technical principles of the invention and are not intended to limit the scope of protection of the invention. Those skilled in the art can make adjustments as needed to adapt to specific applications.
[0037] It should be noted that in the description of this invention, the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., which indicate the direction or positional relationship, are based on the direction or positional relationship shown in the drawings. This is only for the convenience of description and does not indicate or imply that the device or element must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this invention.
[0038] Furthermore, it should be noted that, in the description of this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.
[0039] like Figures 1 to 4As shown, to address the problem of reduced adjustment efficiency caused by mutual constraints among the links in existing multi-link independent suspensions when adjusting the camber angle, the present invention provides a five-link independent suspension 3 for automobiles. The automobile includes a subframe 1 and a steering knuckle 2. The five-link independent suspension 3 includes a front upper control arm 31, a rear upper control arm 32, a spring control arm 33, a front lower control arm 34, and a toe-adjusting arm 35. The first end of component 5 is pivotally connected to the subframe 1, and the second end is pivotally connected to the steering knuckle 2. The spring control arm 33 is located below the rear of the steering knuckle 2, the front lower control arm 34 is located below the front of the steering knuckle 2, and the front upper control arm 31 and rear upper control arm 32 are located above the front and rear of the steering knuckle 2, respectively. The front upper control arm 31 and rear upper control arm 32 are located at the front and rear of the spring control arm 33, respectively (from front to back on the vehicle body). The spring control arm 33 is configured to allow movement along the spring... The steering knuckle 2 is pushed and pulled back and forth by the central axis of the control arm 33. Preferably, an eccentric bolt 331 is set between the spring control arm 33 and the subframe 1. The spring control arm 33 is moved back and forth by adjusting the eccentric bolt 331, thereby adjusting the camber angle of the wheel center. The central axis of the front upper control arm 31 intersects the central axis of the rear upper control arm 32 at point Q. Point Q is the same as the wheel center in the X-axis coordinate of the vehicle. The rotation axis of the first end of the front upper control arm 31 and the rotation axis of the first end of the rear upper control arm 32 are... The lines intersect at point P, forming an angle α, which ranges from 30° to 45°. The central axis of the upper front control arm 31 is the line connecting the rotation centers of its first and second ends. The central axes of other linkages are defined similarly. The line connecting point P and point Q is defined as the motion centerline PQ between the upper front control arm and the upper rear control arm. The motion centerline PQ between the upper front control arm 31 and the upper rear control arm 32 coincides with the projection of the central axis of the spring control arm 33 onto the XY plane of the vehicle (e.g., ...). Figure 3 As shown, the central axis of the spring control arm 33 is a dashed line, which coincides with the line connecting PQ. The X-axis is the coordinate axis in the length direction of the whole vehicle, and the Y-axis is the coordinate axis in the width direction of the whole vehicle. The XY plane is formed by the X-axis and the Y-axis. That is, the center line of motion PQ between the front upper control arm 31 and the rear upper control arm 32 is the center line of motion of the upper control arm system. The upper control arm system is composed of the front upper control arm 31 and the rear upper control arm 32.
[0040] The toe-adjusting arm 35 is configured to push and pull the steering knuckle 2 back and forth. Preferably, the toe-adjusting arm 35 includes a toe-adjusting arm body 351 and a toe-adjusting threaded sleeve 352. The toe-adjusting threaded sleeve 352 is threadedly connected to the toe-adjusting arm body 351. The two ends of the toe-adjusting arm body 351 are pivotally connected to the subframe 1 and the steering knuckle 2, respectively. By rotating the toe-adjusting threaded sleeve 352, the overall length of the toe-adjusting arm 35 is adjusted. Then, due to the change in length, the displacement changes and the steering knuckle 2 is pushed and pulled, ultimately adjusting the toe angle of the wheel center. The rotation center of the second end of the toe-adjusting arm 35 is the same as the Z-axis coordinate of the wheel center on the vehicle. The Z-axis is the coordinate axis in the height direction of the vehicle body. The motion centerline MN of the control arm system composed of the front upper control arm 31, the front lower control arm 34, the rear upper control arm 32, and the spring control arm 33 is parallel to the central axis of the front toe adjustment arm 35. Specifically, the rotation axis of the first end of the spring control arm 33 intersects the rotation axis of the first end of the front lower control arm 34 at point M, forming an angle b. The angle b ranges from 45° to 60°. The central axis of the spring control arm 33 intersects the central axis of the front lower control arm 34 at point N. The sum of the angles a and b is within the range of 90° ± 10°. The motion centerline of the control arm system composed of the front upper control arm 31, the front lower control arm 34, the rear upper control arm 32, and the spring control arm 33 is MN.
[0041] The advantages of the above configuration are as follows: The five-link independent suspension 3 is pivotally connected to the subframe 1 and the steering knuckle 2 at both ends through the front upper control arm 31, rear upper control arm 32, spring control arm 33, front lower control arm 34, and toe-adjusting arm 35, respectively. This allows the five control arms to control the steering knuckle 2 in five directions, so that when the tire vibrates up and down, the suspension moves up and down in the Z-axis direction, thereby reducing vehicle vibration and improving vehicle comfort. When adjusting the camber angle, the eccentric bolt 331 is adjusted to move the spring control arm 33 back and forth along its central axis, bringing it closer to or away from the subframe 1. This causes the steering knuckle 2 to rotate, which in turn causes the tire to rotate, thus changing the camber angle. Furthermore, the central axis of the front upper control arm 31 intersects the central axis of the rear upper control arm 32 at point Q. Point Q has the same X-axis coordinate as the wheel center. When the spring control arm 33 moves, the adjustment amount can be directly applied to the wheel center, thus making the adjustment amount more precise. Even further, the centerline PQ of the movement of the front upper control arm 31 and the rear upper control arm 32 coincides with the projection of the central axis of the spring control arm 33 onto the XY plane. Therefore, when the spring control arm 33 moves, the front upper control arm 31 and the rear upper control arm 32 remain stationary, and the spring control arm 33 remains stationary. The control arm 33 moves back and forth relative to the upper control arm system, while the steering knuckle 2 rotates only around the X-axis, thereby causing the tire to rotate around the X-axis. This results in a change in the tire's camber angle. Compared to the prior art, where the movement of the spring control arm 33 simultaneously causes changes in both the camber and toe angles, this invention ensures that changes in the camber angle do not affect the toe angle. It avoids the situation where the steering knuckle 2 rotates around both the X-axis and Z-axis, causing changes in both the camber and toe angles. This simplifies tire camber adjustment and affects fewer linkages. The planar adjustment of the camber angle makes it independent of the toe angle adjustment, avoiding the situation in the prior art where the steering knuckle 2 rotates in three-dimensional space when adjusting the spring control arm 33, causing mutual constraints on the linkages. This achieves single decoupling of the camber angle adjustment, making the four-wheel alignment of the suspension more efficient and accurate, and improving adjustment efficiency.
[0042] The toe-adjusting arm 35 adjusts the toe angle of the wheel center by movably pushing and pulling the steering knuckle 2. The rotation center of the second end of the toe-adjusting arm 35 is the same as the Z-axis coordinate of the wheel center on the vehicle. Therefore, when adjusting the toe angle, the displacement change caused by the extension or shortening of the toe-adjusting arm 35 through the adjustment of the toe threaded sleeve 352 pushes and pulls the steering knuckle 2, and the adjustment amount of the toe angle also directly acts on the wheel center. Furthermore, the centerline MN of the movement of the control arm combination composed of the front upper control arm 31, the front lower control arm 34, the rear upper control arm 32, and the spring control arm 33 is parallel to the centerline of the toe-adjusting arm 35. Specifically, due to the movement of the front upper control arm 31 and the rear upper control arm 32... The centerline PQ coincides with the projection of the centerline of the spring control arm 33 onto the XY plane. Therefore, the centerline MN of the movement of the front lower control arm 34 and the spring control arm 33 is the centerline of the movement of the control arm system. This allows the steering knuckle 2 to rotate only around the Z-axis, thereby causing the tire to rotate around the Z-axis and thus causing a change in the toe angle. The front upper control arm 31, the front lower control arm 34, the rear upper control arm 32, and the spring control arm 33 remain stationary, and the camber angle does not change. At the same time, due to the above settings, the movement of the spring control arm 33 during camber adjustment is not related to the toe adjustment arm 35 and the front lower control arm 34, thereby avoiding the influence of the toe adjustment arm 35 on other linkages when pushing or pulling the steering knuckle 2.
[0043] By adjusting the camber angle and toe angle in a plane, the relationship between the camber angle adjustment and the toe angle adjustment is made relatively independent. This avoids the problem in the prior art where the steering knuckle 2 rotates in three-dimensional space when adjusting the spring control arm 33 or the toe adjustment arm 35, causing the linkage to be mutually constrained and making four-wheel alignment difficult. This achieves a composite decoupling of the camber angle adjustment and the toe angle adjustment, making the four-wheel alignment of the suspension more efficient and accurate, improving adjustment efficiency, and also benefiting the durability of the suspension.
[0044] The included angle 'a' ranges from 30° to 45°, which brings the upper front control arm 31, the upper rear control arm 32, and the spring control arm 33 as close as possible. Meanwhile, the included angle 'b' ranges from 45° to 60°, which keeps the lower front control arm 34 and the toe adjustment arm 35 as far away as possible from the three camber linkages. This achieves a combined decoupling of the camber and toe angles, resulting in a more compact structure and reduced space requirements.
[0045] like Figure 1 , Figure 2 , Figure 5As shown, in one possible implementation, the five-link independent suspension 3 further includes a stabilizer bar 36. The stabilizer bar 36 includes a rear stabilizer bar 361 and a stabilizer bar link 362. The rear stabilizer bar 361 is fixed to the rear side of the subframe 1 (the direction from the front to the rear of the vehicle in the length direction of the vehicle body is the rear side), and the rear stabilizer bar 361 can rotate around the first axis 363. The two ends of the rear stabilizer bar 361 are respectively located on both sides of the subframe 1 (in the width direction of the vehicle body). The two ends of the rear stabilizer bar 361 are pivotally connected to the stabilizer bar link 362, and the other end of the stabilizer bar link 362 is connected to... The steering knuckle 2 is pivotally connected. The second ends of the front upper control arm 31, front lower control arm 34, rear upper control arm 32, spring control arm 33, and toe-adjusting arm 35 are all connected to the steering knuckle 2 at their respective connection points. These connection points are all located inside the connection point of the stabilizer bar link 362 with the steering knuckle 2 (on the side closer to the vehicle body). This ensures that the distance from the wheel center to the second ends of the front upper control arm 31, front lower control arm 34, rear upper control arm 32, spring control arm 33, and toe-adjusting arm 35 at their respective connection points with the steering knuckle 2 is greater than the distance from the wheel center to the connection point of the stabilizer bar link 361 with the steering knuckle 2.
[0046] The advantages of the above configuration are as follows: the rear stabilizer bar 361 is fixed on the subframe 1 and rotates around the first axis 363. The two ends of the stabilizer bar link 362 are pivotally connected to the rear stabilizer bar 361 and the steering knuckle 2, respectively. Compared with setting the ends of the stabilizer bar link 362 on each link system, the stability bar 36 is not affected by the movement and force of the link system, and the stability bar 36 and the link system are not subjected to additional torque. Furthermore, the connection points between the second ends of the front upper control arm 31, front lower control arm 34, rear upper control arm 32, spring control arm 33, and toe-adjusting arm 35 and the steering knuckle 2 are all located inside the connection point between the end of the stabilizer bar link 362 and the steering knuckle 2. This ensures that the distance from the wheel center to the connection points between the second ends of the front upper control arm 31, front lower control arm 34, rear upper control arm 32, spring control arm 33, and toe-adjusting arm 35 and the steering knuckle 2 is greater than the distance from the wheel center to the connection point between the stabilizer bar link 361 and the steering knuckle 2. The travel of the end of the stabilizer bar link 362 connected to the steering knuckle 2 is consistent with that of the steering knuckle 2. When the car is turning, the stabilizer bar 36 prevents the tires from bouncing up, thereby preventing the car from rolling over during cornering. The connection point between the stabilizer bar link 362 and the steering knuckle 2 should be as close as possible to the wheel center and as far away as possible from the rotation center of the second end of each link system. This is to ensure that the vertical movement distance of each link system is less than the vertical movement distance of the stabilizer bar 36, so that the leverage ratio of the stabilizer bar 36 to the link system is greater than 1, and the stroke leverage ratio to the wheel center is even higher. In the prior art, the stabilizer bar link 362 is usually connected to a link system of the suspension. In this case, the motion characteristics and efficiency of the stabilizer bar 36 are determined by this link system, and the stroke leverage ratio corresponding to the wheel center is usually not higher than 0.8. However, the present invention can exceed 0.95 and can infinitely approach 1, increasing the contribution rate of the stabilizer bar 36 stiffness, thereby further reducing the diameter and weight of the stabilizer bar 36 and saving suspension costs.
[0047] like Figure 3 As shown, in one possible implementation, the virtual plane containing the central axis of the front upper control arm 31 and the central axis of the rear upper control arm 32 is parallel to the XY plane, and the angle between the central axis of the spring control arm 33 and the XY plane is in the range of 0 to 10°, wherein the spring control arm 33 is parallel to the XY plane or tilted downward.
[0048] The advantages of the above configuration are as follows: the virtual plane containing the central axis of the front upper control arm 31 and the central axis of the rear upper control arm 32 is parallel to the XY plane, that is, the virtual plane containing the central axis of the front upper control arm 31 and the central axis of the rear upper control arm 32 is parallel to the ground, and the angle between the central axis of the spring control arm 33 and the XY plane is 0 to 10°. The above configuration provides a variable amount for the wheel track. Under such circumstances, the wheel center has a tendency to change towards the outside of the vehicle body, thereby increasing the wheel track, which is beneficial to the stability of the car, and will not cause excessive tire wear due to excessive wheel track change caused by excessive angle.
[0049] In summary, the five-link independent suspension 3 of the present invention forms a fixed decoupled geometric relationship among its links, and the direction of motion combination corresponds to the wheel center. This quantifies the geometric relationship with the wheel center and the tire contact point, further releasing the structural characteristics of the suspension system and correspondingly improving the motion independence of each component. This further enhances the motion characteristics of the five-link independent suspension 3, providing adjustment space for improved handling and comfort. Simultaneously, the arrangement and position of the stabilizer bar 36 further improves the performance of the suspension system. In four-wheel alignment, because the toe angle adjustment range is small and performance-sensitive, the toe angle is usually adjusted first. In actual operation, with the toe angle set, the camber adjustment system is made independent of the toe angle adjustment system through the composite decoupling system. Therefore, in actual operation, with the toe angle set, the camber adjustment does not affect the toe angle, and furthermore, the toe angle adjustment does not affect the camber angle.
[0050] It should be noted that the above embodiments are merely used to illustrate the principles of the present invention and are not intended to limit the scope of protection of the present invention. Without departing from the principles of the present invention, those skilled in the art can adjust the above structure so that the present invention can be applied to more specific application scenarios.
[0051] For example, in an alternative embodiment, the first end of the toe-in adjustment arm 35 is pivotally connected to the subframe 1 via a bushing, and the second end is pivotally connected to the steering knuckle 2 via a ball joint. These do not deviate from the principle of the present invention and therefore fall within the protection scope of the present invention.
[0052] For example, in an alternative embodiment, the first ends of the front upper control arm 31, the rear upper control arm 32, the spring control arm 33, and the front lower control arm 34 are pivotally connected to the subframe 1 via bushings, and the second ends are also pivotally connected to the steering knuckle 2 via bushings. These do not deviate from the principle of the present invention and therefore all fall within the protection scope of the present invention.
[0053] For example, in an alternative embodiment, the toe-adjusting arm 35 can be adjusted by connecting a toe-eccentric bolt between the toe-adjusting arm 35 and the subframe 1, and by adjusting the toe-eccentric bolt to move the toe-adjusting arm 35 closer to or further away from the subframe 1 to push and pull the steering knuckle 2 to adjust the toe angle. Therefore, there are no restrictions on the adjustment method of the toe-adjusting arm 35, as long as the toe-adjusting arm can move to push and pull the steering knuckle 2. These do not deviate from the principle of the present invention, and therefore all fall within the protection scope of the present invention.
[0054] For example, in an alternative embodiment, the spring control arm 33 can also be adjusted by setting a spring arm threaded sleeve, thereby generating displacement to push and pull the steering knuckle 2, causing a change in the camber angle. Therefore, there are no restrictions on the adjustment method of the spring control arm 33, as long as the spring control arm 33 can push and pull the steering knuckle 2. These do not deviate from the principle of the present invention and therefore fall within the protection scope of the present invention.
[0055] For example, in an alternative embodiment, the virtual plane containing the central axis of the front upper control arm 31 and the central axis of the rear upper control arm 32 is parallel to the XY plane, which is more conducive to the adjustment of the camber angle. However, this is not limiting. The virtual plane containing the central axis of the front upper control arm 31 and the central axis of the rear upper control arm 32 may not be parallel to the XY plane, which does not affect the layout of other structures. These do not deviate from the principle of the present invention and therefore all fall within the protection scope of the present invention.
[0056] For example, in an alternative implementation, point Q can be on the outside or inside of the wheel center. Therefore, there are no restrictions on the relative position of point Q and the wheel center, as long as the X-coordinate of point Q and the wheel center on the vehicle are the same. These do not deviate from the principle of the present invention and therefore fall within the protection scope of the present invention.
[0057] Finally, it should be noted that although the present invention is described using a five-link independent suspension 3 for automobiles as an example, the five-link independent suspension 3 of the present invention can obviously be applied to various automobiles, such as electric vehicles, gasoline vehicles, buses or trucks.
[0058] Furthermore, the present invention also provides a vehicle having the five-link independent suspension 3 for automobiles as described in any of the above embodiments.
[0059] The technical solution of the present invention has been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of the present invention is obviously not limited to these specific embodiments. Without departing from the principles of the present invention, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after such changes or substitutions will all fall within the scope of protection of the present invention.
Claims
1. A multi-link independent suspension for a vehicle, the vehicle comprising a subframe and a steering knuckle; characterized in that, The multi-link independent suspension includes a front upper control arm, a rear upper control arm, and a spring control arm; The first ends of the front upper control arm, the rear upper control arm, and the spring control arm are pivotally connected to the subframe, and the second ends are pivotally connected to the steering knuckle, respectively. The second end of the spring control arm is located below the steering knuckle, and the second ends of the front upper control arm and the rear upper control arm are respectively located above the steering knuckle. The spring control arm is configured to movably push and pull the steering knuckle, ultimately adjusting the camber angle of the wheel center; The central axis of the front upper control arm intersects the central axis of the rear upper control arm at point Q, and point Q is the same as the X-axis coordinate of the wheel center on the vehicle. The rotation axis of the first end of the front upper control arm intersects the rotation axis of the first end of the rear upper control arm at point P. The line connecting point P and point Q is defined as the motion midline PQ between the front upper control arm and the rear upper control arm; The motion centerline PQ coincides with the projection of the centerline of the spring control arm onto the XY plane of the vehicle. The multi-link independent suspension also includes a front lower control arm and a toe-adjusting arm. The first ends of the front lower control arm and the toe-adjusting arm are pivotally connected to the subframe, and the second ends are pivotally connected to the steering knuckle. The second end of the front lower control arm is located below the steering knuckle and in front of the spring control arm. The toe-adjusting arm is configured to movably push and pull the steering knuckle to ultimately adjust the toe angle of the wheel center.
2. The multi-link independent suspension for vehicles according to claim 1, characterized in that, The rotation axis of the first end of the spring control arm intersects the rotation axis of the first end of the front lower control arm at point M, and the central axis of the spring control arm intersects the central axis of the front lower control arm at point N. The line connecting point M and point N is defined as the motion centerline MN of the control arm combination consisting of the front upper control arm, the front lower control arm, the rear upper control arm, and the spring control arm. The motion centerline MN of the control arm assembly consisting of the front upper control arm, the front lower control arm, the rear upper control arm, and the spring control arm is parallel to the centerline of the toe-in adjusting arm, and the rotation center of the second end of the toe-in adjusting arm is the same as the Z-axis coordinate of the wheel center on the vehicle.
3. The multi-link independent suspension for vehicles according to claim 2, characterized in that, The angle α formed by the intersection of the rotation axis of the first end of the upper front control arm and the rotation axis of the first end of the upper rear control arm is in the range of 30° to 45°, the angle b formed by the intersection of the rotation axis of the first end of the spring control arm and the rotation axis of the first end of the lower front control arm is in the range of 45° to 60°, and the sum of angles α and β is in the range of 90° ± 10°.
4. The multi-link independent suspension for vehicles according to claim 1, characterized in that, The multi-link independent suspension also includes a stabilizer bar, which is fixed to the subframe and is rotatable about a first axis, with its end pivotally connected to the steering knuckle.
5. The multi-link independent suspension for vehicles according to claim 4, characterized in that, The stabilizer bar includes a rear stabilizer bar and stabilizer bar links. The rear stabilizer bar is fixed to the rear side of the subframe and is rotatable about the first axis. The two ends of the rear stabilizer bar are located on both sides of the subframe, and each end of the rear stabilizer bar is pivotally connected to a stabilizer bar link. The other end of each stabilizer bar link is pivotally connected to the steering knuckle. The connection points of the second ends of the front upper control arm, the front lower control arm, the rear upper control arm, the spring control arm, and the toe-adjusting arm with the steering knuckle are all located inside the connection points of the stabilizer bar links with the steering knuckle, so that the distance from the wheel center to the connection points of the second ends of the front upper control arm, the front lower control arm, the rear upper control arm, the spring control arm, and the toe-adjusting arm with the steering knuckle is greater than the distance from the wheel center to the connection points of the stabilizer bar links with the steering knuckle.
6. The multi-link independent suspension for vehicles according to claim 1, characterized in that, The virtual plane containing the central axis of the front upper control arm and the central axis of the rear upper control arm is parallel to the XY plane.
7. The multi-link independent suspension for vehicles according to claim 1, characterized in that, The second end of the lower front control arm and the second end of the spring control arm are located at the front and rear of the drive shaft, respectively.
8. The multi-link independent suspension for vehicles according to claim 1, characterized in that, An eccentric bolt connects the spring control arm to the subframe.
9. A vehicle, characterized in that, The vehicle is equipped with a multi-link independent suspension for a vehicle as described in any one of claims 1-8.