A double-wishbone suspension

Abstract

The present invention relates to the technical field of automotive suspensions, and discloses a double-wishbone suspension, comprising: a steering knuckle, a first wishbone, a second wishbone and a linkage assembly; the first wishbone includes a first wishbone body and a first connecting portion provided on the first wishbone body, and one end of the first wishbone body is connected to the upper end of the steering knuckle; the second wishbone includes a second wishbone body and a second connecting portion provided on the second wishbone body, the second connecting portion corresponds to the first connecting portion, and one end of the second wishbone body is connected to the lower end of the steering knuckle; one end of the linkage assembly is connected to the first connecting portion, and the other end is connected to the second connecting portion. While reducing the stiffness of the suspension in the X-axis direction, the present invention does not reduce or even increases the camber stiffness, thereby improving the overall vehicle performance and ensuring the straight-line braking stability and cornering braking safety.

Description

Technical Field

[0001] The present invention relates to the technical field of automotive suspensions, and particularly to a double wishbone suspension. Background Art

[0002] In the automotive field, to improve the ride comfort of the whole vehicle, the suspension generally has a relatively small stiffness in the driving direction. When the wheel is impacted by the road surface, reducing this stiffness can significantly reduce the impact intensity. To achieve the purpose of reducing the stiffness of the suspension in the driving direction, the upper and lower wishbone rear bushings in the double wishbone suspension are set to have a relatively small stiffness. In this way, while reducing this stiffness, the caster angle and caster trail stiffness are also reduced, resulting in a significant reduction in the caster angle and caster trail during braking. The caster angle is the angle at which the steering axis is inclined relative to the vertical direction towards the rear side of the vehicle in the side view of the whole vehicle, and the caster trail is the longitudinal distance between the intersection of the steering axis and the ground and the wheel contact point on the ground in the side view of the whole vehicle. When a straight - driving vehicle drifts, the caster trail can generate a restoring moment around the steering axis, which reduces the wheel angle and thus ensures the straight - driving stability. When the vehicle brakes during a turn, due to the roll - in effect, the vehicle shows a phenomenon of increasing the angle towards the inner side of the curve, which is not conducive to the safety of cornering. The caster trail can generate a restoring moment around the kingpin at this time, reducing the angle of the vehicle towards the inner side of the curve and improving the braking safety during cornering. In order to ensure ride comfort, the ordinary double wishbone suspension reduces the longitudinal stiffness of the suspension while also reducing the caster trail stiffness, which has an adverse impact on the straight - line braking stability and cornering braking safety. As Figure 6 shown, the ordinary double wishbone suspension is equivalent to lacking the linkage component 4. When the vehicle brakes, the braking force at the tire contact point causes the force on the steering knuckle at the second wishbone to point in the vehicle driving direction (forward), and the force on the steering knuckle at the first wishbone to point in the opposite direction of the vehicle driving (backward). Correspondingly, the force on the second wishbone at this time is backward, and the force on the first wishbone at this time is forward. Considering the deformation of the second wishbone and the first wishbone, it can be known that the wheel moves backward during braking to improve ride comfort, and at the same time, the kingpin deformation is as Figure 8 shown: the kingpin caster trail is significantly reduced. Summary of the Invention

[0003] The object of the present invention is to provide a double wishbone suspension that, while reducing the stiffness of the suspension in the X - axis direction, does not reduce or even increases the caster trail stiffness, thereby improving the performance of the whole vehicle and ensuring the straight - line braking stability and cornering braking safety.

[0004] To achieve the above object, the present invention provides a double wishbone suspension, including: a steering knuckle, a first wishbone, a second wishbone, and a linkage component;

[0005] The first wishbone includes a first wishbone body and a first connecting portion provided on the first wishbone body, and one end of the first wishbone body is connected to the upper end of the steering knuckle;

[0006] The second fork arm includes a second fork arm body and a second connecting portion provided on the second fork arm body. The second connecting portion corresponds to the first connecting portion, and one end of the second fork arm body is connected to the lower end of the steering knuckle;

[0007] One end of the linkage assembly is connected to the first connecting portion, and the other end is connected to the second connecting portion.

[0008] In some embodiments, the linkage assembly includes a linkage rod and a first guiding bracket and a second guiding bracket respectively installed at both ends of the linkage rod. A first guiding groove for mating connection with the first connecting portion is formed on the first guiding bracket, and a second guiding groove for mating connection with the second connecting portion is formed on the second guiding bracket.

[0009] In some embodiments, the first guiding groove is vertically communicated in the Z-axis direction, and two surfaces in the Y-axis direction define a guiding surface. The second guiding groove has the same structure as the first guiding groove, and limiting brackets are installed below the first guiding groove and above the second guiding groove.

[0010] In some embodiments, the limiting bracket includes a bracket base and a bracket cover. The bracket cover is installed above the bracket base, and a connecting hole for mating connection with the linkage rod is defined between the bracket base and the bracket cover.

[0011] In some embodiments, the bracket base includes a base body and a boss connected above the base body. The top of the boss is an arc structure, and an arc-shaped groove for mating connection with the boss is formed on the bracket cover. The arc-shaped groove and the boss define the connecting hole.

[0012] In some embodiments, the first fork arm body is an r-shaped structure, which includes a first end portion and a second end portion. Both the first end portion and the second end portion are arranged in the Y-axis direction of the first fork arm body. The first connecting portion extends along the X-axis direction of the first fork arm body. The first end portion is connected to the steering knuckle, and the second end portion can be connected to the vehicle body; the second fork arm body has the same structure as the first fork arm body.

[0013] In some embodiments, a ball pin is provided at the first end portion, and the first fork arm body is connected to the steering knuckle through the ball pin.

[0014] In some embodiments, a first bushing is sleeved on the first connecting portion, and a second bushing is sleeved on the second end portion.

[0015] In some embodiments, a linkage ball is provided on the first connecting portion, and the first fork arm body is in cooperative linkage with the linkage assembly through the linkage ball.

[0016] In some embodiments, a buffer vibration reduction assembly and a brake assembly are also included. The buffer vibration reduction assembly is installed on the second fork arm body, and the brake assembly is installed on the steering knuckle.

[0017] In some embodiments, the buffer vibration reduction assembly includes a spring, a shock absorber and a mounting bracket, the lower end of the spring is connected to the upper end of the shock absorber, and the lower end of the shock absorber is mounted on the second fork arm body through the mounting bracket.

[0018] Compared with the prior art, the double wishbone suspension proposed by the present invention has the following beneficial effects: the first wishbone and the second wishbone are connected by a linkage assembly so that they are linked up and down. When braking, the linkage assembly is pushed by the second wishbone to move, thereby pushing the first wishbone to move in a set direction, thereby ensuring that the caster angle and caster drag moment are not reduced during braking, that is, the caster angle stiffness and caster drag moment stiffness are improved, and the performance of the whole vehicle can be improved in many aspects;

[0019] When braking while driving in a straight line, if the vehicle deviates due to the road surface or the vehicle itself, the tire will generate a lateral force pointing in the direction of deviation at the contact point. This force uses the caster drag moment as the lever arm to generate a self-aligning torque on the wheel, so that the vehicle has a tendency to return to straight driving. Compared with the ordinary double wishbone suspension, the present invention has a larger caster drag moment at this time, which significantly improves the ability of the vehicle to return to straight driving.

[0020] When braking on a turn, due to the turn-in effect, if the steering wheel angle is not changed, the vehicle will increase its turning angle to the inside of the curve. The vehicle movement exceeds the driver's expectations, which is not conducive to the safety of driving on a curve. The caster drag moment can generate a return torque around the kingpin at this time, reducing the vehicle's turning angle to the inside of the curve. Compared with the ordinary double wishbone suspension, the present invention has a larger caster drag moment at this time, which significantly improves the safety of braking on a curve;

[0021] The wheel center backward displacement is the avoidance of the vehicle when braking or being subjected to longitudinal impact from the road surface, and is directly related to the ride comfort. To produce the same wheel center backward displacement, the front-to-back deformation of the ball pins on the first fork arm and the second fork arm of the present invention is smaller, and then the deformation of the bushings on the first fork arm and the second fork arm is smaller, that is, the force is smaller, thereby extending the service life of the bushings. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a schematic diagram of the overall structure of the present invention;

[0023] Figure 2 is a schematic diagram of the second fork arm structure of the present invention;

[0024] Figure 3 It is a schematic diagram of the assembly of the limiting bracket of the present invention;

[0025] Figure 4 It is a schematic diagram of the limit bracket of the present invention before assembly;

[0026] Figure 5 It is a schematic diagram of the structure of the linkage component of the present invention;

[0027] Figure 6 It is a schematic diagram of the braking force on a common double-wishbone suspension;

[0028] Figure 7 It is a schematic diagram of the braking force on the second wishbone of the present invention;

[0029] Figure 8 It is a schematic diagram of the force on the wheel when the common double-wishbone suspension brakes and the wheel moves backward;

[0030] Figure 9 It is a schematic diagram of the braking force on the first wishbone and the second wishbone of the present invention;

[0031] Figure 10 It is a schematic diagram of the force on the double-wishbone suspension of the present invention when braking.

[0032] In the figure, 1. Buffer and shock absorption component; 2. First wishbone; 21. First wishbone body; 211. First connection part; 3. Limit bracket; 31. Bracket seat; 32. Bracket cover; 33. Connection hole; 4. Linkage component; 41. Linkage rod; 42. First guide bracket; 43. Second guide bracket; 44. First guide groove; 45. Second guide groove; 5. Second wishbone; 51. Second wishbone body; 511. Linkage ball; 512. Second connection part; 52. Second bushing; 53. First bushing; 54. Ball pin; 6. Wheel; 7. Steering knuckle; 8. Brake component. Specific embodiments

[0033] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application.

[0034] In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present application.

[0035] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of this application, unless otherwise specified, the meaning of "a plurality" is two or more.

[0036] In the description of this application, it should be noted that, unless otherwise clearly specified and defined, the terms "mounted", "connected", and "coupled" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0037] As Figure 1 , Figure 2 shown, according to some embodiments of this application, a double-wishbone suspension includes: a steering knuckle 7, a first wishbone 2, a second wishbone 5, and a linkage assembly 4; the first wishbone 2 includes a first wishbone body 21 and a first connection portion 211 provided on the first wishbone body 21, and one end of the first wishbone body 21 is connected to the upper end of the steering knuckle 7; the second wishbone 5 includes a second wishbone body 51 and a second connection portion 512 provided on the second wishbone body 51, the second connection portion 512 corresponds to the first connection portion 211, and one end of the second wishbone body 51 is connected to the lower end of the steering knuckle 7; one end of the linkage assembly 4 is connected to the first connection portion 211, and the other end is connected to the second connection portion 512.

[0038] Based on the above solution, the first wishbone 2 and the second wishbone 5 are respectively connected to the steering knuckle 7, which is equivalent to the upper and lower wishbones of the steering knuckle 7. The linkage assembly 4 is respectively connected to the first wishbone 2 and the second wishbone 5. When the second wishbone body 51 undergoes displacement, the second connection portion 512 pushes the first wishbone body 21 to displace in a preset direction through the linkage assembly 4. The preset direction is to ensure that the movement directions of the first wishbone body 21 and the second wishbone body 51 are the same. The linkage assembly 4 plays a linkage role between the first wishbone 2 and the second wishbone 5, so that when the first wishbone 2 moves, it can drive the second wishbone 5 to generate a forced movement. Moreover, the linkage assembly 4 is a passive mechanism and does not require additional equipment for control. In the double-wishbone suspension proposed in this application, when braking, the second wishbone 5 is stressed, causing the second connection portion 512 to move along Figure 9When moving in the direction of the arrow, the second connecting portion 512 pushes the linkage assembly 4 to rotate in the direction shown in the figure. Further, the linkage assembly 4 is used to push the first connecting portion 211 of the first fork arm 2 to move in the direction shown in the figure. This causes the connection between the first fork arm 2 and the steering knuckle 7 to move in the direction shown in the figure. This movement direction is opposite to the movement when the ordinary double-wishbone suspension receives braking force. Finally, the first fork arm 2 moves backward under the braking force, thereby increasing the rearward tilting moment during braking while ensuring ride comfort, as Figure 10 shown. The double-wishbone suspension proposed in this application realizes that during vehicle braking, the caster angle and the rearward tilting moment do not decrease, improves the caster angle stiffness and the rearward tilting moment stiffness, and improves the overall vehicle performance in multiple aspects.

[0039] In some embodiments, as Figure 5 shown, the linkage assembly 4 includes a linkage rod 41 and a first guide bracket 42 and a second guide bracket 43 respectively installed at both ends of the linkage rod 41. A first guide groove 44 for mating connection with the first connecting portion 211 is formed on the first guide bracket 42, and a second guide groove 45 for mating connection with the second connecting portion 512 is formed on the second guide bracket 43. By using the first guide bracket 42 and the second guide bracket 43 respectively provided at the upper and lower ends of the linkage rod 41 as the guides for connecting with the first fork arm 2 and the second fork arm 5, it mainly ensures the accuracy of the connection. Secondly, it ensures the consistency of the actions of the first fork arm 2 and the second fork arm 5 during the linkage process.

[0040] In some embodiments, the first guide groove 44 is vertically communicated in the Z-axis direction, and two surfaces in the Y-axis direction define a guide surface. The second guide groove 45 has the same structure as the first guide groove 44. Limiting brackets 3 are installed below the first guide groove 44 and above the second guide groove 45. Since both the first guide groove 44 and the second guide groove 45 are vertically communicated, one limiting bracket 3 abuts against the bottom of the first guide bracket 42, and the other limiting bracket 3 abuts against the top of the second guide bracket 43. The installation positions of the first guide bracket 42 and the second guide bracket 43 can be effectively limited by the two limiting brackets 3. Moreover, it prevents the first guide bracket 42 from disengaging from the first connecting portion 211 during the linkage process, and also prevents the second guide bracket 43 from disengaging from the second connecting portion 512 during the linkage process. The limiting brackets 3 can also be connected to the vehicle body, making the installation of the linkage rod 41 more stable.

[0041] In some embodiments, as Figure 3 、 Figure 4As shown, the limit bracket 3 includes a bracket base 31 and a bracket cover 32. The bracket cover 32 is installed above the bracket base 31, and a connection hole 33 for cooperating with the linkage rod 41 is defined between the bracket base 31 and the bracket cover 32. The bracket base 31 includes a base body and a boss connected above the base body. The top of the boss is an arc structure. An arc groove for cooperating with the boss is provided on the bracket cover 32, and the arc groove and the boss define the connection hole 33. The split structure of the limit bracket 3 is a requirement for the assembly of the linkage rod 41. When the linkage rod 41, the first guide bracket 42, and the second guide bracket 43 are made into an integral structure, the limit bracket 3 adopts a split structure to be assembled with the linkage rod 41. The linkage rod 41 is placed on the arc boss, and the arc groove of the bracket cover 32 is aligned with the arc boss and lowered. The connection hole 33 is naturally formed between the arc groove and the arc boss to wrap the linkage rod 41, and the base body can be connected to the vehicle body through components such as screws.

[0042] In some embodiments, as Figure 2 shown, the first fork arm body 21 has an r-shaped structure, which includes a first end and a second end. Both the first end and the second end are arranged in the Y-axis direction of the first fork arm body 21. The first connecting portion 211 extends along the X-axis direction of the first fork arm body 21. The first end is connected to the steering knuckle 7, and the second end can be connected to the vehicle body; the second fork arm body 51 has the same structure as the first fork arm body 21. The first fork arm body 21 and the second fork arm body 51 are both designed to have three connection ends. The first end is connected to the steering knuckle 7, the second end is connected to the vehicle body, and the first connecting portion and the second connecting portion are respectively connected to the linkage rod 41. Such a setting can perform corresponding assembly designs according to different connection positions, making the connection more stable and reliable.

[0043] In some embodiments, a ball pin 54 is provided at the first end, and the first fork arm body 2 is connected to the steering knuckle 7 through the ball pin 54. Similarly, the second fork arm body 21 is also connected to the steering knuckle 7 through the ball pin 54. The connection through the ball pin 54 allows for a certain amount of movement space between the two, making the connection and transmission more convenient.

[0044] In some embodiments, a first bushing 53 is sleeved on the second connecting portion 512, and a second bushing 52 is sleeved on the second end. The purpose of setting the bushings is to better protect the connection positions. As Figure 7As shown, for the double wishbone suspension, the second bushing 52 needs to be set to a higher stiffness so that it will not be deformed during braking. At the same time, in order to ensure smoothness, the first bushing 53 is set to a smaller stiffness. Therefore, the second fork arm 5 rotates counterclockwise around the second bushing 52 during braking. However, the front-to-rear deformation of the ball pin 511 of the first fork arm 2 and the second fork arm 5 of the present application is smaller, and thus the deformation of the bushings on the first fork arm 2 and the second fork arm 5 is smaller, that is, the force is smaller, thereby extending the service life of the bushings.

[0045] In some embodiments, a linkage ball 511 is provided on the first connection portion 211, and the first fork arm body 21 cooperates with the linkage assembly 4 through the linkage ball 511. Similarly, a linkage ball 511 is also provided at the corresponding position of the second fork arm body 51. The first fork arm 2 and the second fork arm 5 are both connected to the linkage rod 41 through the linkage ball 511, specifically connected to the first guide bracket 42 and the second guide bracket 43. The corresponding guide positions on the first guide bracket 42 and the second guide bracket 43 are correspondingly set to guide surfaces matching the linkage ball 511. The first guide bracket 42 and the second guide bracket 43 at both ends of the linkage rod 41 are respectively fitted with the linkage balls 511 on the first fork arm 2 and the second fork arm 5 through the guide surfaces (fitting on both sides). When the second fork arm body 51 is displaced, the linkage ball 511 on the second fork arm body 51 pushes the linkage rod 41 to rotate around its axis through the guide surface, and then the linkage ball 511 on the first fork arm body 21 is pushed by the guide surface to move, and then the first fork arm 2 is pushed to move, thereby realizing linkage.

[0046] In some embodiments, a buffer and damping assembly 1 and a brake assembly 8 are also included, wherein the buffer and damping assembly 1 is mounted on the second fork arm body 51, and the brake assembly 8 is mounted on the steering knuckle 7. The buffer and damping assembly 1 includes a spring and a shock absorber, wherein the spring is arranged at the upper end of the shock absorber, and the lower end of the shock absorber is connected to the second fork arm 5 through a mounting bracket. The brake assembly 8 is arranged on the steering knuckle 7 and can be connected to the wheel 6.

[0047] To sum up, a double wishbone suspension proposed in the present invention adds a set of passive adjustment mechanism, i.e., linkage assembly, on the basis of an ordinary double wishbone suspension. The linkage assembly connects the upper and lower wishbones to make them linked. When braking, the second fork arm pushes the linkage assembly to operate, thereby pushing the first fork arm to move in the desired direction, so that when the vehicle brakes, the ball pin of the first fork arm no longer moves forward but moves backward, thereby ensuring that the caster angle and caster drag torque do not decrease during braking, that is, the caster angle stiffness and caster drag torque stiffness are improved, which can improve the performance of the whole vehicle in many aspects.

[0048] The above are only the preferred embodiments of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the technical principle of the present invention, several improvements and substitutions can be made, and these improvements and substitutions should also be regarded as the protection scope of the present invention.

Claims

1. A double-wishbone suspension, characterized in that, it includes: a knuckle; a first wishbone, the first wishbone includes a first wishbone body and a first connecting portion provided on the first wishbone body, and one end of the first wishbone body is connected to the upper end of the knuckle; a second wishbone, the second wishbone includes a second wishbone body and a second connecting portion provided on the second wishbone body, the second connecting portion corresponds to the first connecting portion, and one end of the second wishbone body is connected to the lower end of the knuckle; a linkage assembly, one end of the linkage assembly is connected to the first connecting portion, and the other end is connected to the second connecting portion; the double-wishbone suspension is configured such that when the second wishbone is subjected to a braking force towards the rear side, the second wishbone is stressed to cause the second connecting portion to move, the second connecting portion pushes the linkage assembly to rotate, and then the first connecting portion of the first wishbone is pushed by the linkage assembly to move in the same direction as the second connecting portion, so that the connections between the first wishbone and the knuckle and between the second wishbone and the knuckle move in the same direction, and further the first wishbone moves backward under braking force to increase the rearward tilting moment during braking of the double-wishbone suspension.

2. The double-wishbone suspension according to claim 1, characterized in that, the linkage assembly includes a linkage rod and a first guiding bracket and a second guiding bracket respectively installed at both ends of the linkage rod. A first guiding groove for mating connection with the first connecting portion is provided on the first guiding bracket, and a second guiding groove for mating connection with the second connecting portion is provided on the second guiding bracket.

3. The double-wishbone suspension according to claim 2, characterized in that, the first guiding groove is vertically communicated in the Z-axis direction, and two surfaces in the Y-axis direction define guiding surfaces. The second guiding groove has the same structure as the first guiding groove, and limiting brackets are installed below the first guiding groove and above the second guiding groove.

4. The double-wishbone suspension according to claim 3, characterized in that, the limiting bracket includes a bracket seat and a bracket cover. The bracket cover is installed above the bracket seat, and a connection hole for mating connection with the linkage rod is defined between the bracket seat and the bracket cover.

5. The double-wishbone suspension according to any one of claims 1-4, characterized in that, the first wishbone body is an r-shaped structure, which includes a first end portion and a second end portion. Both the first end portion and the second end portion are provided in the Y-axis direction of the first wishbone body. The first connecting portion extends along the X-axis direction of the first wishbone body. The first end portion is connected to the knuckle, and the second end portion can be connected to the vehicle body; the second wishbone body has the same structure as the first wishbone body.

6. The double-wishbone suspension according to claim 5, characterized in that, a ball pin is provided at the first end portion, and the first wishbone body is connected to the knuckle through the ball pin.

7. The double-wishbone suspension according to claim 5, characterized in that, a first bushing is sleeved on the first connecting portion, and a second bushing is sleeved on the second end portion.

8. The double-wishbone suspension according to claim 1, characterized in that, A linkage ball is provided on the first connecting portion, and the first fork arm body is in cooperative linkage with the linkage assembly through the linkage ball.

9. The double-wishbone suspension according to claim 1, wherein, it further includes a buffer and shock absorption assembly and a brake assembly. The buffer and shock absorption assembly is installed on the second fork arm body, and the brake assembly is installed on the steering knuckle.

10. The double-wishbone suspension according to claim 9, wherein, the buffer and shock absorption assembly includes a spring, a shock absorber and a mounting bracket. The lower end of the spring is connected to the upper end of the shock absorber, and the lower end of the shock absorber is installed on the second fork arm body through the mounting bracket.

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